Chapter I.

Introduction
1.1. Background
Traffic signals are a strategy to keep a steady stream of traffic moving in the right
direction and to lessen problems at intersections and on roadways. If they are developed
appropriately, they are more efficient. The first traffic signal, a semaphore-arm design with red
and green lamps for nighttime use, is said to have been in operation as early as 1868 in London.
Since then, traffic signals have undergone a great degree of difficulty in innovation. A very
challenging circulation control is providing efficient real-time traffic signal control for a huge
hard traffic for a network. The new development that perceives the traffic signal system as a
tiny system makes the signal system process even more difficult.
The urban transportation system is a very challenging system which involves multiple
connections that are more intricate. Prior to setting up the system, it must be determined for an
area with heavy traffic. This aids in the computation of the area's flow and its efficiency and
writes out the corrections that may be used to increase traffic flow.

1.2. Study Area

For the location of the study, we studied at the intersection of Oknha Mong Reththy St.
(1928) and Phnom Penh Hanoi Friendship Blvd. (1019) at the BVM Gas Station location.
1.3. Problem Statement
According to our observations we noted that this intersection often causes congested
in the evening. And the reasons are
1. High Traffic Volume: As people head home from work or school in the evening rush
hour, traffic frequently increases. Congestion may result from the large number of
vehicles if the intersection is near a lot of people or is a major commuter route.
2. Lack of Synchronized Traffic Signals: Inefficient and congested traffic might occur from
frequent vehicle stops and starts caused by improperly synchronized traffic signals at
the intersection. Traffic can move more easily when signal timings are properly
coordinated.
3. Short signal cycles: Signal cycles that are insufficient can lead to delays, particularly
during rush hours when there is a significant demand for crossing the intersection. For
fluctuating traffic levels, longer signal cycles or adaptive signal control can be used.
4. Conflicting Movements: A left turn into oncoming traffic or a pedestrian crossing are
examples of conflicting movements that the intersection design may not be able to
handle well. Traffic congestion and significant safety risks may result from this.
1.4. Research Question
What impact can the implementation of a new traffic signal have on reducing traffic
congestion and improving traffic flow efficiency at the intersection of Oknha Mong Reththy St.
(1928) and Phnom Penh Hanoi Friendship Blvd. (1019) at the BVM Gas Station location?

1.5. Objective
This study's objective is to produce a traffic signal plan through an intersection design
analysis. Specifically, we demonstrate in our paper that
i. Consider new traffic control signal at intersection
ii. Design standard phasing and timing of traffic signal
iii. Determine Level of Service

1.6. Scope of This Study

In this study, we only cover traffic signal design based on parameters such
as
• Data Collection: Motorcycle, Remork, Bajaj, Car, Minibus, Track/Bus
• Analysis: Signal Timing, Control Delay, Level of Service
Chapter II. Literature Review
2.1. Overview
It is essential to establish an effective approach to address traffic congestion and shorten
the wait time since chronic traffic jams occur in many cities, costing billions of hours and
dollars. Utilizing traffic signals is the first step in finding a solution to this issue because they
have many advantages for managing and regulating both vehicle and pedestrian traffic at
intersections. The following are a few of the significant advantages of traffic signals:
1. Traffic Signals Help Control Vehicle Movement at Intersections, Facilitating a Smooth
and Organized Flow of Traffic. Traffic lights lessen conflicts and congestion by
designating specified times as the right-of-way for various directions of traffic.
2. Enhancing safety: Traffic signals are essential to raising traffic safety. They lessen the
possibility of accidents and crashes at junctions by giving cars and pedestrians reliable,
clear directions.
3. Dedicated signal phases are included in traffic lights to help people cross the street safely.
The safety of vulnerable road users is increased when pedestrian crossings include
signalized phases that allow pedestrians to cross without blocking vehicle traffic.
4. Traffic lights enable traffic engineers to give specific traffic movements precedence based
on traffic demands. For instance, extending a green signal for heavy traffic during rush
hour can improve traffic flow and cut down on delays.
5. Coordination of Traffic Movements: A "green wave" of traffic can be created along
important route corridors by synchronizing traffic signals. Consistent traffic flow is made
possible by coordinated signals, which decreases the frequency of stops and starts and
shortens travel durations.
6. Reduced Traffic Congestion: At intersections, traffic congestion can be lessened by
effective traffic signal functioning. Traffic signals aid in the overall traffic management
of a city or metropolitan area by controlling traffic volumes and reducing delays.
7. Flexibility and Adaptability: Modern traffic signals can be remotely programmed and
managed, enabling traffic engineers to change signal timings in real-time based on
alterations in traffic conditions, special occasions, or emergencies.
8. Effective Intersection Control: At complex crossroads with numerous conflicting
movements, traffic lights are very useful for regulating traffic. They guarantee that right-
of-way is distributed in a fair and secure manner to all traffic streams.
9. Effective Intersection Control: At complex crossroads with numerous conflicting
movements, traffic lights are very useful for regulating traffic. They guarantee that
the right-of-way is distributed in a fair and secure manner to all traffic streams.

2.2. Fundamental
By ensuring a smooth and predictable movement of all users of roadway networks,
including highways, streets (including private roads open to the public), and bikeways, traffic
control serves to allocate the right-of-way to drivers and so facilitate highway safety and
efficiency.
 For concept of calculate traffic signal, Traffic Engineer should be:
• Study traffic volume for conducted to determine the number, movements, and
classifications types of vehicles at the project location.
• Observation the environment surrounding the project location.
• Identify the critical flow time periods.
• Study demand approaches the capacity of the road.
• Determine phase of traffic movement.
• Determine flow factor, cycle length, effective green time, etc.
` The following terminology is commonly used in the design of traffic signal controls:
1. Cycle length. The total time for the signal to complete one cycle (given the symbol Cand
usually expressed in seconds).
2. Green time. The amount of time within a cycle for which a movement or combination
of movements receives a green indication (the illumination of a signal lens). This is
expressed in seconds and given the symbol G.
3. Yellow time. The amount of time within a cycle for which a movement or combination
of movements receives a yellow indication. This is expressed in seconds and given the
symbol Y. This time is referred to as the change interval, as it alerts drivers that the
signal indication is about to change from green to red.
4. Red time. The amount of time within a cycle for which a movement or combination of
movements receives a red indication. This is expressed in seconds and given the symbol
R.
5. Phase. The sum of the displayed green, yellow, and red times for a movement or
combination of movements that receive the right of way simultaneously during the
cycle. The sum of the phase lengths (in seconds) is the cycle length.
6. Protected movement. A movement that has the right-of-way and does not need to yield
to conflicting movements, such as opposing vehicle traffic or pedestrians. Through
 movements, which are always protected, are given a green full circle indication (or in
some geometric configurations, a green arrow pointing up). Left- or right-turn
movements that are protected are given a green arrow indication (pointing either left or
right).
7. Permitted movement. A movement that must yield to opposing traffic flow or a
conflicting pedestrian movement. This movement is made during gaps (time headways)
in opposing traffic and conflicting pedestrian movements. Left- or right-turn movements
with a green full circle indication are permitted movements. Left-turning vehicles in this
situation must wait for gaps in the opposing through and right-turning traffic before
making their turns. Right turning vehicles must yield to pedestrians in the adjacent
crosswalk before making their turns.

2.3. Formular
Flow Ratio
According to Traffic Control Center in 2016, the traffic control signal should be installed
when sum of flow ratios for critical lane groups at intersection is more than 0.75.
𝑛
𝑣
𝑌=∑ ( )
𝑠 𝑐𝑖
𝑖=1

Where:
𝑌 = sum of flow ratios for critical lane groups,
𝑣
( ) = flow ratio for critical lane group 𝑖
𝑠 𝑐𝑖
𝑛 = number of critical lane groups.

The ratio of flow to capacity (v/c) is usually referred to as the degree of saturation and can
be expressed as.
𝑣𝑖
(𝑣/𝑐)𝑖 = 𝑋𝑖 =
𝑠𝑖 (𝑔𝑖 /𝐶)
Where
𝑋𝑖 = (𝑣/𝑐) ratio for lane group or approach 𝑖
𝑣𝑖 = actual flow rate for lane group or approach 𝑖 (veh/h)
𝑠𝑖 = saturation flow for lane group or approach 𝑖 (veh/h)
𝑔𝑖 = effective green time for lane group 𝑖 or approach 𝑖 (sec)
The critical v/c ratio for the whole intersection is given as:
𝐶
𝑋𝑐 = ∑ (𝑣/𝑠)𝑐𝑖
𝐶−𝐿
𝑖
Where
𝑋𝑐 = critical 𝑣/c ratio for the intersection
∑𝑖 (𝑣/𝑠)𝑐𝑖 = summation of the ratios of actual flows to saturation flow for all critical lanes,
groups, or approaches
C = cycle length (sec)
𝐿 = total lost time per cycle computed as the sum of the lost time (𝑙𝑖 ) for each
critical signal phase, 𝐿 = Σ𝑙𝑖
Saturation Flow
User’s Guide for Capacity Analysis Indonesian Highway Capacity Manual (February
1997 edition)
Saturation flow rates of protected movements under the operations method vary
depending on the pavement width. A base rate of 530 TCU per meter is used for pavement
width of 4 meters or wider. For lane widths between 2.5 and 4 meters, the following equation
is used:
S = 1040 + 270×W
Where W is the lane width in meter.
Cycle Length
A practical equation for the calculation of the cycle length that seeks to minimize vehicle
delay was developed by Webster Method [1958]. Webster’s optimum cycle length formula is:
1.5 × 𝐿 + 5
𝐶𝑜𝑝𝑡 = 𝑣
1.0 − ∑𝑛𝑖=1 ( 𝑠 )
𝑐𝑖

Where
𝐶𝑜𝑝𝑡 = Cycle length to minimize delay in seconds

𝐿 = Total Lose Time in seconds

Another method to calculate the cycle length is the Highway Capacity Method. This
method is used to determine the cycle length, and it is based on the capacity (the maximum
flow based on the available effective green time) of a lane group. The capacity of an approach
or lane group is given as:
𝑐𝑖 = 𝑠𝑖 (𝑔𝑖 /𝐶)
Where
𝑐𝑖 = capacity of lane group 𝑖(veh/h)
𝑠𝑖 = saturation flow rate for lane group or approach 𝑖 (veh /h of green, or veh /h/g )
(𝑔𝑖 /𝐶) = green ratio for lane group or approach
𝑔𝑖 = effective green for lane group 𝑖 or approach 𝑖
𝐶 = cycle length
Green Time
There are several strategies for allocating the green time to the various phases. One of
the most popular and simplest is to distribute the green time so that the formulation effective
green time can be defined as showing below:
𝑦(𝐶 − 𝐿)
𝑔=
𝑌
Where:
𝑔 = effective green period
𝑦 = flow factor
𝐶 = cycle length
𝐿 = total lost time (Total lose time = Lose time per phase 𝑥 Number of phases)
𝑌 = sum of 𝑦 flow factors

2.4. Traffic Signal Policy

2.5. Classification of Level of Service

There are two types of LOS at intersection is LOS of Signalized Intersection and LOS
of Unsignalized Intersection.
Chapter III. Methodology
3.1. Frame Work of Calculation
To ensure a safe and effective flow of traffic, several elements and factors go into the
design of a traffic signal control system. Here's an overview of the framework for calculating
traffic signal timings:
1. Data Collection
a. Site Observation
b. Site Measurement
c. Data Counting
2. Data Conversion
a. Convert Data
b. Using PCU Ratio
c. Peak Hour
3. Proposed Option
a. Option 1
b. Option 2
c. Option 3
d. Option 4
4. Data Analysis
a. Saturation Flow
b. Flow Factor
c. Cycle Length
d. Green Time
e. Signal Policy
f. Level of Service
5. Results
a.
6. Conclusion and Discussion
a. Discussion Results
b. Conclude Finding
c. Recommendations
d. Future Study

3.2. Data Collection

Collecting accurate and comprehensive data is essential for designing effective traffic
signal systems. For data collecting at signals, several components and factors are used:
1. Site Observation
• Parking studies are performed to determine location, use and adequacy of existing
parking facilities.
• Driver behaviors refer to the actions, attitudes, and habits exhibited by individuals
while operating a vehicle on the road. These behaviors play a significant role in
influencing road safety and traffic flow.
 • Traffic movement need to identify the number of vehicles making left turns, right
turns, and through movements at each approach.
• Information about nearby facilities.
2. Site measurement of a traffic signal entails obtaining precise measurements at the
intersection, such as the width of the road, the width of the lanes, the stop line, etc. to
collect crucial data for traffic signal design.
3. Data Counting refers to the process of collecting data on the number of vehicles such
as, Motorcycle, Bajaj, Remork, Car, Minibus, Bus/Truck passing through intersection.
The purpose of traffic survey counting is to understand traffic patterns, assess road
capacity, identify congestion points, and make informed decisions for transportation
planning and traffic management.

3.3. Data Conversion

Data conversion of a traffic survey involves transforming the collected raw data into a
usable format that can be analyzed, visualized, and interpreted for traffic planning and decision-
making.

Convert Data
To analyze the data from the counting, we need to convert it to the same unit and it call
Passenger Car Equivalent (PCE) or Passenger car unit (PCU). PCU essentially the impact that
a mode of transport has on traffic variables (such as headway, speed, density) compared to a
single car.

Using PCU Ratio

To convert a vehicle unit to the same unit, we can use value in the table below
ID Vehicle Type PCU Ratio
1 Motobike/Motodop 0.3
2 Tuk-tuk/Bajaj 0.75
3 Motorumork 1.25
4 Sedan, Wagon, Van 1
5 Taxi/car 1
6 Minibus 2
7 Medium and Large Bus 3
8 Light Truck /Pick up 2
9 Truck (2 axles) 2.5
10 Heavy Truck and Trailer (3 Axles more) 3
Peak Hour
Peak Hour Volume (PHV): the max. number of Veh. that pass a point on a HW during a
period of 60 consecutive minutes
3.4. Alternative Solutions
Option 1

Option 2

Option 3

Option 4

Chapter IV. Data Analysis and Results

Chapter V. Discussion and Conclusion