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SVCP 3313 Module 3 Week 6

The document discusses traffic signal control and different types of traffic signals. It describes isolated intersections where traffic arrives randomly and pre-time signals that work best for consistent traffic flow. It also discusses traffic-actuated signals for isolated intersections and analyzing unsignalized intersections to determine delays and improve traffic flow.

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41 views3 pages

SVCP 3313 Module 3 Week 6

The document discusses traffic signal control and different types of traffic signals. It describes isolated intersections where traffic arrives randomly and pre-time signals that work best for consistent traffic flow. It also discusses traffic-actuated signals for isolated intersections and analyzing unsignalized intersections to determine delays and improve traffic flow.

Uploaded by

Marycor
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Manuel S.

Enverga University Foundation


Lucena City, Philippines
Granted Autonomous Status
CHED CEB Res. 076-2009

SVCP 313- PRINCIPLES OF TRANSPORTATION ENGINEERING


MODULE 3 WEEK 6

TRAFFIC SIGNAL CONTROL

For intersections with relatively low traffic volumes typically found in rural and
suburban areas, traffic may be assumed to arrive at the intersection in random
fashion. Likewise, the same randomness of arrivals may be observed where spacing
between intersections is of considerable distance. In these situations, signals may not
be necessary and the intersection has to be controlled by traffic signs as discussed in
the previous chapter.
The control of traffic intersections by traffic signals is done by separation in
time, i.e., conflicts between opposing or merging streams are prevented by giving the
right of way to a given direction. This separation in time is termed as signal phasing.
And it can be seen that the more the number of conflicts, the more the number of
phasing needed. However, in some cases as in a major street-minor street intersection,
or in approaches where left-turning volume is relatively low, a separate phasing for the
minor flow may not be necessary. The number of phases employed at any intersection
must be kept to a minimum, compatible with safety because with every phase added,
there is a corresponding additional loss of green time, which eventually leads to
increased intersection delay.

Types of Signals

Nowadays, many types of traffic signals are being used to control traffic flow.
Depending on the distance and influence of one or more signals over the other, the
intersections may be classified as isolated, coordinated or area controlled.

Isolated

A particular intersection may be considered isolated if arrivals of vehicles at its


approach are random. Consider the traffic flow at the two signalized intersections A
and B are shown in figure 5.12. Supposing a queue formed in A proceeds toward
intersection B. If the queue has dispersed and vehicles arrive at random at B, then B
may be considered as an isolated intersection. Naturally, this will happen only when
distance between the two intersections is far or when traffic volume is relatively low. In
highly built up areas such as the city or town centers, it is unlikely to have this kind
of intersection.

Pre-time signal

Pre-time or fixed time signals work best when there is not much fluctuation in
traffic flow. The pre-time signal controller may be of a single or multiprogram type of
controller. The single-program controller makes use of one set of signal parameters to
control traffic flow throughout the day or during the period when the signal is in
operation. On the other hand, the multiprogram type makes use of a number of sets
parameters. This offers greater flexibility and may be able to cope with the fluctuating
demand within the day (figure 5.13). Nowadays, a controller with dive or more
programs is not uncommon.

COLLEGE OF ENGINEERING AND TECHNICAL DEPARTMENT


Telefax No. (042) 710-3151; E-Mail: engg.dept_mseuf@yahoo.com.ph

WJRN 09/27/22
Manuel S. Enverga University Foundation
Lucena City, Philippines
Granted Autonomous Status
CHED CEB Res. 076-2009

The Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) cites
the advantages of pre-time control:

a. Consistent starting time and duration of intervals of pre-time control facilities


coordination with adjacent traffic signals especially when they are on two or more
intersecting streets or in a grid system. This coordination may permit progressive
movement and a degree of speed control through a system of several well-spaced
traffic signals. Pre-time control provides more precise coordination that allows
maximum efficiency in the operation of two or more very closely spaced intersections
operating under the capacity conditions, when the timing relationship between
intersections is critical.
b. Pre-time controllers are not dependent for proper operation on the movement of
approaching vehicles past detectors. Thus the operation of the controller is not
adversely affected by conditions preventing normal movement past a detector such as
stopped vehicle or construction work within the area.
c. Pre-time control may be acceptable than traffic-actuated control in areas where
large and fairly consistent pedestrians volume are present, and where confusion may
occur as to the operation of pedestrian push buttons.
d. Generally the installed cost of pre-time equipment is less than that of traffic-
actuated equipment, and the former is simpler and more easily maintained.

TRAFFIC-ACTUATED

For isolated intersections where randomness of arrivals is expected, traffic actuated


type of signal control is appropriate. In this system, detectors are located only on the
approaches of the minor road. With this set up, continuous green time may be given to
the major road traffic flow. Right of way is given to the minor road only when demand
is detected. In case of two roads where no clear priority is given to any direction, the
fully actuated type of control is sometimes utilized. In this scheme, all approaches are
provided with detectors.

ANALYSIS OF UNSIGNALIZED INTERSECTIONS

A large number of intersections all over the country are still without traffic signals. It
is therefore necessary to have a means of analysis of the performance of this type of
intersection so as to find appropriate measures to minimized congestion and reduce
the occurrence of traffic accidents. The method presented in this section was the basis
of the method discussed in the US Highway Capacity Manual with some modifications.
In our case, it may be better to introduce the original method. As new researches on
the topic are conducted, modifications may be done to suit local conditions. The
method calculates the maximum flow in any given minor road traffic stream. It is them
compared with the existing traffic flow to estimate the reserve capacity. The probable
delay and level of service are determined based on this reserve capacity.

COLLEGE OF ENGINEERING AND TECHNICAL DEPARTMENT


Telefax No. (042) 710-3151; E-Mail: engg.dept_mseuf@yahoo.com.ph

WJRN 09/27/22
Manuel S. Enverga University Foundation
Lucena City, Philippines
Granted Autonomous Status
CHED CEB Res. 076-2009

Consider the four-leg intersection below. Minor movements are movements coming
from the side road or minor road. In addition, the left turn movements from the major
road are also m=considered minor. But in terms of hierarchy, these left turn
movements have higher priority than the movements coming from the minor road.

The method requires that the traffic movements be dealt with in the following order:
a. Right turns into the major road
b. Left turns off the major road
c. Traffic crossing the major road
d. Left turns into the major road

TO DO: RESEARCH ACTIVITY 3

1. Research about the treatment for the left turn traffic.


2. Discuss the critical movement traffic analysis for the intersection design and
control.
3. Research about the Manual on uniform Traffic Control Devices for Streets and
Highways (MUTCD) and its advantages.

Submission is on October 5-6, 2022. In hand-written form. Brief discussion only.

COLLEGE OF ENGINEERING AND TECHNICAL DEPARTMENT


Telefax No. (042) 710-3151; E-Mail: engg.dept_mseuf@yahoo.com.ph

WJRN 09/27/22

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