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TRL Limited

APPLICATION GUIDE 63 (Issue F)


TRANSYT 13 USER GUIDE
by !mes C "i##i#$% G&!'!m "u&te#s'!( !#d )!&* C&!bt&ee+
Copyright Transport Research Laboratory 2009. All rights reserved.

TRL Software
Crowthorne o!se
"ine #ile Ride
$o%ingha& 'er%shire
R()0 *(A +nited ,ingdo&
T e l- . ) ) / 0 01 * ) ) 2 2 02 3 4
5a6- .)) /001*)) 220*37
s oftwa re 8t rl .co.! %
9:&ail-
www.t rl s o ft wa r e . c o .!%
The infor&ation contained herein is the property of TRL Li&ited. $hilst every effort has
been &ade to ens!re that the &atter presented in this doc!&ent is relevant; acc!rate and
!p:to:date at the ti&e of p!blication; TRL Li&ited cannot accept any liability for any error
or o&ission.
5irst <!blished 2004
=SS" 1*73:7929
$indows; $indows ><; $indows ?ista and @!tloo% are registered trademarks of Microsoft
Corporation.
$inAip is a registered trademark of WinZip International
LLC.
?=SS=# is a prod!ct of <T? A(
TRA"SBT:25 /an adaptation of TRLs original TRA"SBT 2 software prod!ct0 is developed
and &aintained by #cTrans /+niversity of 5lorida0.
Other products and company names mentioned herein may be the trademarks of their
respective owners.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* +ser (!ide /=ss!e 90
A"STRACT OF APPLICATION GUIDE 63 ,--.
TRA"SBT is an off:line co&p!ter progra& for deter&ining and st!dying opti&!&
fi6ed ti&e; co:ordinated; traffic signal ti&ings in any networ% of roads for which
the average traffic flows are %nown. A traffic &odel of the networ% calc!lates a
<erfor&ance =nde6 /<=0 in &onetary ter&s; which is a weighted s!& of all vehicle
delay and stops. An opti&ising ro!tine syste&atically alters signal offsets andCor
allocation of green ti&es to search for the ti&ings which red!ce the <.=. to a
&ini&!& val!e. TRA"SBT is the &ost widely !sed progra& of its type
thro!gho!t the world.
This Application (!ide provides a co&prehensive !sers g!ide to the latest
version of TRA"SBT software /TRA"SBT 1*0 iss!ed by TRL. =t has been !pdated
to incl!de details of the changes &ade since TRA"SBT 12D in partic!lar the
addition of the f!lly:interactive graphical interface; an alternative to the platoon
dispersion &odel : the cell:trans&ission &odel; new e6tended data ranges and
the ability to b!ild a graphical representation of a networ% !pon which res!lts can
be displayed !sing the f!lly integrated networ% constr!ction editor.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* +ser (!ide /=ss!e 90
TRANSYT 13 use& $uide
A!g!st 2009; =ss!e 5 /to acco&pany TRA"SBT 1*.1.10
For program advice, sales and distribution information please
contact:
TRL S/0t(!&e S!1es
Add&ess2
TRL Software Sales
TRL
Crowthorne o!se
"ine #ile Ride
$@,="(A#
'er%shire
R()0 *(A
+nited ,ingdo&
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Te1e3'/#e 1i#es2 455 (-)1355 66-67.
455 (-)1355 66-77.
F!82 455 (-)1355 66-376
E9m!i12 s /0t( ! & e : t & 1+; / +u *
<ebsite2 (((+t& 1s/0t(!&e+;/+u*
::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
=f yo! wish to receive reg!lar infor&ation /by e:&ail0
abo!t this prod!ct and other TRL software prod!cts yo!
can s!bscribe to TRLs free E S/0 t ( ! & e E 9 # e ( s electronic
newsletter via o!r web site. This incl!des &aintenance
!pdate infor&ation; articles on new releases; freF!ently
as%ed F!estions /5AGs0; and infor&ation on training
co!rses available.
This p!blication s!pple&ents ETRL S/0t(!&e Ne(s; o!r
F!arterly newsletter; which is distrib!ted to &aintenance
holders.
::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* +ser (!ide /=ss!e 90
CONTENTS
Introduction.............................................................................. !
. "bout #$"%&'# ........................................................................... !
.( &ummary of #$"%&'# ) improvements......................................... *
.) "bout this manual........................................................................ +
., $elated &oftware ......................................................................... -
.! .roduct /ackground and 0ersions .................................................. 1
.* &oftware 2pdates and 3ownload system......................................... (4
.+ "cknowledgements ...................................................................... (4
( Installing the &oftware ............................................................... (
(. 5ardware6software re7uirements ................................................... (
(.( Installing6uninstalling the software................................................. (
(.) Copy8protection and software registration ....................................... (
) Modelling /asics ........................................................................ ()
). #raffic Model 9 /asic "ssumptions.................................................. ()
).( %etwork representation ................................................................ ()
).) #he relationship between lanes and links ........................................ ()
)., :low; speed and link data ............................................................. (,
).! &ignal settings............................................................................. (+
).* #raffic behaviour within a link ........................................................ )
).+ 3elays; <ueues and &tops ............................................................ )(
).- Ma=imum 7ueues......................................................................... ))
).1 >ive8way situations...................................................................... )!
).4 &hared stop lines ......................................................................... )!
). :lared "pproaches ....................................................................... )*
TRA"SBT 1* +ser (!ide /=ss!e 90
, Optimisation /asics ................................................................... )+
,. %etwork timings optimisation ........................................................ )+
,.( Cycle #ime optimisation ................................................................ )+
! 5ow to use #$"%&'# )............................................................. )1
!. ?ssential >2I terms you need to know............................................ )1
!.( <uick start for #$"%&'# users ....................................................... )1
* >eneral >raphical 2ser Interface @>2IA operation .......................... ,1
*. >eneral ...................................................................................... ,1
*.( >etting help ................................................................................ ,1
*.) "ccessibility ................................................................................ !4
*., 3emo @and 0iewerA mode ............................................................. !4
*.! &peed of operation....................................................................... !
*.* Main toolbars .............................................................................. !(
*.+ Changing the "ctive 3ata Item ...................................................... !)
*.- .adlock system............................................................................ !,
*.1 #he B?dit in WindowB &ystem ......................................................... !*
*.4 #ypes of 3ata .............................................................................. !-
*. $unning :iles and using "uto8$un .................................................. *(
*.( Managing files ............................................................................. *)
*.) 2ndo6$edo.................................................................................. *,
*., Copying data to the clipboard ........................................................ *!
*.! .rinting ...................................................................................... **
*.* Managing Windows ...................................................................... **
*.+ .references &creen ...................................................................... **
+ #$"%&'# ) Input 3ata ............................................................. *1
+. 3ata :iles ................................................................................... *1
+.( 3ata Outline................................................................................ *1
TRA"SBT 1* +ser (!ide /=ss!e 90
+.) 3ata Outline &creen ..................................................................... +(
+., 3ata ?ditor &creen ....................................................................... +)
+.! 3ata >rids .................................................................................. +,
+.* %etwork Construction ?ditor @%etConA ............................................ +,
+.+ #ask List ..................................................................................... +!
+.- 3ata :ield :inder ......................................................................... +*
- Other 3ata ?ntry &creens ........................................................... ++
-. 3ata >rids .................................................................................. ++
-.( <uery /uilder .............................................................................. -+
-.) Main 3ata &creen......................................................................... 1
-., %odes 3ata &creen ...................................................................... 1(
-.! Links 3ata &creen ........................................................................ 1(
1 %etwork Construction ?ditor @%etConA.......................................... 1!
1. &peed of operation....................................................................... 1*
1.( Moving around the network ........................................................... 1*
1.) .rinting; copying and e=porting ..................................................... 1+
1., Manipulating items....................................................................... 1+
1.! 0iewing and visualising data in %etCon ......................................... 44
1.* Other toolbar buttons ................................................................. (
1.+ %etCon Options screen ............................................................... )
1.- Other %etCon :eatures ............................................................... *
4 Working with "nalysis &ets; 3emand &ets and #ime &egments ..+
Working with #raffic :lows .....................................................()
.( Link :lows Consistency 3iagram &creen ........................................ (!
.) :low "llocation #ool.................................................................... (-
( Working with #raffic &ignals...................................................)+
TRA"SBT 1* +ser (!ide /=ss!e 90
(. Introduction to traffic signals in #$"%&'# ) ................................. )+
(.( #$"%&'# ( and #$"%&'# ) modes ........................................... ,,
(.) Link #imings &creen ................................................................... !!
(., Intergreen Matri= &creen ............................................................ **
(.! &tage &e7uence &creen .............................................................. *-
(.* Link 3elays ............................................................................... *1
(.+ &tart6end displacements ............................................................. +4
) Working with $esults ............................................................+)
). &ummary $esults &creen ............................................................ +)
).( 3etailed results ......................................................................... +!
).) "nimation controls ..................................................................... +*
)., >raphs ..................................................................................... ++
).! #ime 3istance 3iagram............................................................... -)
, >enerating $eports...............................................................-1
,. "bout $eport :iles...................................................................... -1
,.( $eport 0iewer ........................................................................... 14
,.) $eporting Options ...................................................................... 1(
,., 2sing custom grid layouts in reports ............................................ 1)
! #$"%&'# ) Outputs ............................................................1!
!. #raffic model predictions............................................................. 1!
!.( #$"%&'# individual8link predictions.............................................. 1+
!.) #$"%&'# network8wide results .................................................... (4)
* "dditional #ools and :eatures ................................................(4+
*. :ind /est $oute ......................................................................... (4+
*.( #$"%&'# ( Card 0iewer &creen ................................................. (4+
*.) Merging %etworks ...................................................................... (4-
*., &aturation :low ?stimation.......................................................... (41
TRA"SBT 1* +ser (!ide /=ss!e 90
*.! <2?.$O/ 8 ?ffective :lare length calculator .................................. (4
*.* 3rive8on8the8left63rive8on8the8right............................................. ((
*.+ C8' >raph >enerator .................................................................. ((
+ #raffic /ehaviour Models @.3M6C#MA ......................................(+
+. .latoon dispersion model @.3MA................................................... (+
+.( Cell #ransmission Model.............................................................. (()
+.) .3M versus C#M ........................................................................ ((*
+., &election of the C#M .................................................................. ((*
+.! $estrictions on use of the C#M..................................................... ((*
- #$"%&'# model features in detail...........................................((1
-. &ignal settings........................................................................... ((1
-.( 3elays ...................................................................................... ((1
-.) &tops ....................................................................................... ()
-., Wasted green time..................................................................... ())
-.! >ive8ways................................................................................. (),
-.* &hared stop lines ....................................................................... (,4
-.+ :lared approaches 8 the Dtraditional method .................................. (,(
-.- :lared approaches 9 the C#M method ........................................... (,+
-.1 /us and #ram Links.................................................................... (,+
-.4 .edestrian Links ..................................................................... (!(
-. $outes .................................................................................. (!(
-.( #raffic .rofile #ypes ................................................................ (!)
-.) :uel consumption estimates ..................................................... (!,
1 #$"%&'# Optimisation in detail ..............................................(!+
1. #he performance inde= ............................................................... (!+
1.( Optimisation of green times ........................................................ (*(
1.) Initial D?<2I&"# settings ............................................................ (*)
TRA"SBT 1* +ser (!ide /=ss!e 90
1., <ueue8length reductions ............................................................ (*)
1.! %ode groups.............................................................................. (*!
1.* Cycle time selection ................................................................... (*!
1.+ Cycle #ime Optimiser @including C'O.A ......................................... (**
1.- Multiple cycling and repeated greens ............................................ (*-
1.1 Considering the effect of small changes ........................................ (+4
(4 Modelling ?=amples ..............................................................(+)
(4. &upplied 3ata :iles .................................................................... (+)
(4.( ?=ample 9 " small network @#$L.#)A...................................... (+,
( Modelling &ignalised $oundabouts ..........................................(+1
(. "bout this chapter ..................................................................... (+1
(.( Introduction .............................................................................. (+1
(.) #he #$"%&'# program ............................................................... (-4
(., Modelling a roundabout .............................................................. (-4
(.! Checking co8ordination ............................................................... (14
(.* ?=ample ( 9 a signalised motorway roundabout ............................ (1
(.+ ?=ample ) 9 an urban signalised roundabout................................. )4)
(.- $ecommendations ..................................................................... )4+
(( 3efinitions 6 >lossary............................................................)41
((. #$"%&'# ) >2I #erms .............................................................. )41
((.( Modelling and #raffic ?ngineering #erms ....................................... )4
() $eferences ..........................................................................)(
(, "ppendi= " 8 Importing from #$"%&'# 466( .....................)()
(! "ppendi= / 9 ?=porting to #$"%&'# (...................................)(,
(* "ppendi= C 9 Importing from #ran?d ( ...................................)(!
(+ "ppendi= 3 9 Importing from #$"%&'#8+: ..............................)(+
(- "ppendi= ? 9 2sing O&C"3' .$O ...........................................))
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* +ser (!ide /=ss!e 90
=nstalling the Software <age 13
1 I#t&/du;ti/#
The ti&ings of signals at road H!nctions have an i&portant effect on the levels of traffic
congestion. @ften; H!nctions in !rban areas for& part of a networ% of co:ordinated signalised
H!nctions. 'y co: ordinating gro!ps of signals within a networ%; s!bstantial red!ctions can be
&ade to F!e!es and delays. 9ach gro!p of signals are operated on a co&&on cycle ti&e. Their
relative green ti&es are set so that %nown average vol!&es of traffic can travel thro!gh the
!rban area with as little delay and as few stops as possible.
1+1 Ab/ut TRANSYT
TRA"SBT is an internationally:recognised co&p!ter progra& for finding; and st!dying; the Ebest
fi6ed ti&e plans with which to co:ordinate the traffic signals in
networ%s.
The TRA"SBT &ethod has; as shown in :i g u re 8 ; two &ain ele&entsD the traffic &odel and
the signal opti&iser.
The &odel represents traffic behavio!r in a networ% of streets in which &ost H!nctions are
controlled by traffic light signals. The &odel predicts the val!e of a E<erfor&ance =nde6 for the
networ%; for any fi6ed:ti&e plan and set of average flows that is of interest. The <erfor&ance
=nde6 is a &eas!re of the overall cost of traffic congestion and is !s!ally a weighted co&bination
of the total a&o!nt of delay and the n!&ber of stops e6perienced by traffic.
The opti&isation process adH!sts the signal ti&ings and chec%s; !sing the &odel; whether the
adH!st&ents red!ce the <erfor&ance =nde6 or not. 'y adopting only those adH!st&ents which
red!ce the <erfor&ance =nde6; s!bHect to &ini&!& green and other constraints; signal ti&ings
are s!ccessively i&proved. The &odel also provides for give:way priority control possibilities;
incl!ding the &odelling of opposed offside:t!rn traffic within signalled H!nctions.
Signalised ro!ndabo!ts can be &odelled and their delay &ini&ised by calc!lating ti&ings which
red!ce bloc%ing:bac% by %eeping the circ!lating carriageway free flowing.
TRA"SBT; at the ti&e of writing; can &odel !p to 200 nodes and 1000 lin%s within a networ%.
TRA"SBT is s!itable for both drive:on:the:left and drive:on:the:right operation.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 17
Figure 1-1 The structure of the TRANSYT program
#any of the principles behind TRA"SBT 1* are essentially the sa&e as those at the heart of
previo!s versions of the progra&. owever; TRA"SBT 1* brings with it a n!&ber of significant
&odelling changes as well. All of these changes are described in detail in other chapters.
Altho!gh e6isting !ses of previo!s versions will identify &any &odelling changes;
concessions have also been &ade to those fa&iliar with previo!s versions of TRA"SBT; where we
tho!ght it is !sef!l to do so.
1+, Summ!&y /0 TRANSYT 13 im3&/=eme#ts
This section allows e6isting !sers of TRA"SBT 12 to F!ic%ly fa&iliarise the&selves with what has
changed and what new facilities have been added to TRA"SBT 1* by s!&&arising the changes
and i&prove&ents. 5!ll descriptions of the changes and how to !se the new feat!res are to be
fo!nd in other chapters.
CT# /cell trans&ission &odel0 allowing the &odelling of bloc%ing bac% effects and
graphical ani&ation of traffic cells thro!gho!t the networ%
=&proved opposed offside:t!rn &odel
$or%s directly with lin%Cphase ti&ings and intergreen &atrices
Ti&e:varying traffic flow conditions catered for
TRA"SBT 1* +ser (!ide /=ss!e 90
=nstalling the Software <age 12
#!ltiple de&and sets and signal sets
96plicitly defined pedestrian and tra& lin%s
9nhanced <.=. /signal ti&ing0 opti&isation
5low @:I data specification and a!to&atic allocation to lin% flows
"ew dyna&ic graphical !ser interface
"ew networ% drawing tool J f!lly integrated; f!lly interactive and i&proved
(raphical cycle:ti&e opti&isation
(raph generator; incl!ding a E!niversal >:B graph
(raphical colo!r reporting
C!sto&isable report tables /via the Iata (rid0
Ti&e:Iistance diagra&s
<oint:to:point Ho!rney ti&e calc!lation
+S C# 2000 Level of Service calc!lation
9ach signalised lin% is now associated with a signals node and independently; a
traffic node. This separation in TRA"SBT 1* allows certain special cases to be
&odelled in a &ore straightforward way
"odes can be do!ble; triple; and F!adr!ple:cycled; and each lin% can have !p to
fo!r green periods
"ew o!tp!ts; incl!ding !n:weighted <.=.; wasted green ti&e; end:of:redCgreen F!e!es
?ario!s data ranges e6tended e.g. siKe of networ%; n!&ber of !pstrea& lin%s
and shared lin%s; increased
Third:party prod!ct E5ile =&port options
)!#y /t'e& 0e!tu&es
<lease browse thro!gh this +ser (!ide for infor&ation abo!t the &any other feat!res in
TRA"SBT 1*; loo%ing for the following sy&bols-

1+3 Ab/ut t'is m!#u!1
The coverage of this !ser g!ide is co&prehensive and is intended for anyone who is li%ely to be
involved with the !se of TRA"SBT 1*. =t is hoped that new !sers will F!ic%ly !nderstand the
progra& by reading; and by reference to this &an!al.
To achieve these ai&s; this !ser g!ide describes; in separate chapters; how to get started
F!ic%ly with TRA"SBT 1* /partic!larly if yo! are already fa&iliar with previo!s versions0; data:
entry incl!ding f!ll details of all the feat!res of the graphical interface; the theory and research
incorporated in TRA"SBT and how a TRA"SBT &odel sho!ld be specified /incl!ding g!idance on
how to &eas!re data0. Also described is the o!tp!t and how it sho!ld be interpreted. A n!&ber
of e6a&ples have been incl!ded to aid in the !nderstanding of individ!al H!nctions and the
&odelling proble&s they pose.
$hilst it is desirable to read as &!ch of each chapter as possible; it is accepted that s!fficient
ti&e will not always be available. ence the earlier chapters concentrate on all the essentials
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 14
needed to get started with TRA"SBT; with reference within these earlier chapters to other
sections of the g!ide where necessary.
The following icons are !sed thro!gho!t to highlight relevant points abo!t the topics being
covered.
is !sed to e&phasise i&portant pointsD
is !sed to warn of the conseF!ences of doing so&ething wrongD
is !sed to highlight feat!res in TRA"SBT 12 that are new to TRA"SBT
=n &any places it is inevitable that LHargonM will have been !sed; which incl!de general traffic
engineering ter&s; specific TRA"SBT ter&s and ter&s relating to feat!res of the graphical
interface. To help avoid repeated e6planation of s!ch words and phrases a glossary of ter&s is
incl!ded /see Chapter ( ( 0.
The graphics within this doc!&ent ass!&e drive8on8the8left sit!ations. owever; the ter&s
LnearsideM and LoffsideM have been !sed thro!gho!t; instead of LleftM or LrightM to allow
!nderstanding for both drive8on8the8left and drive8on8the8right sit!ations.
1+5 Re1!ted S/0t(!&e
TRA"SBT is only one of a n!&ber of thoro!ghly researched and developed traffic:related
software prod!cts that TRL prod!ce and &ar%et co&&ercially. TRL software prod!cts are
validated against a wealth of real life data and !sed world:wide. Those prod!cts which are
related to TRA"SBT or &ost relevant to those !sing TRA"SBT are listed below-
OSCADY PRO is designed to &odel isolated /!ncoordinated0 signalised H!nctions. =t is !sed
to assess perfor&ance of H!nctions in ter&s of capacity; F!e!e lengths and delays. @ne of its
&any %ey feat!res is its phase:based opti&isation of signal ti&ings to &ini&ise delay; or
&a6i&ise capacity by a!to&atically selecting s!itable stage orders and associated phase
seF!ences. This allows very F!ic% assess&ents of both si&ple and co&ple6 cases to be &ade.
Iata i&port fro&; and e6port to TRA"SBT is provided.
OSCADY CLASSIC is /li%e @SCAIB <R@0 designed to &odel isolated /!ncoordinated0
signalised H!nctions; b!t opti&ises !sing a stage:based approach. Altho!gh less fle6ible than
@SCAIB <R@; those &ore fa&iliar with stage:based opti&isation &ay find this prod!ct
partic!larly !sef!l.
TRA"SBT 1* +ser (!ide /=ss!e 90
=nstalling the Software <age 19
TRANSYT9>ISSI) LIN? is an award:winning
N
software tool that i&ports a
?=SS=# networ% into TRA"SBT 1* and then !ses the TRA"SBT signal opti&iser in
conH!nction with the ?=SS=# &odel to prod!ce an opti&!& set of signal ti&ings.
5!rther&ore; it can be !sed to vis!alise; validate and edit signal plans for a
?=SS=# networ%. *ITS (UK) 2! For"ard T#in$ing a"ard for innovation%
PICADY is for predicting capacities; F!e!e lengths and delays /both F!e!eing and geo&etric0
at !nsignalised &aHorC&inor priority H!nctions. =t is an aid in designing new H!nctions as well as
assessing the effects of &odifying e6isting designs. <=CAIB incl!des accident prediction.
ARCADY is for predicting capacities; F!e!e lengths and delays /both F!e!eing and geo&etric0
at ro!ndabo!ts. =t is an aid in designing new H!nctions as well as assessing the effects of
&odifying e6isting designs. ARCAIB incl!des accident prediction.
All these progra&s are concerned only with the opti&isation and operational perfor&ance of
individ!al H!nctions or networ%s. 5or the overall econo&ic appraisal of wider based road
sche&es; an econo&ic appraisal will be reF!ired and this can be achieved by !se of the +,
Iepart&ent for Transports cost:benefit analysis progra& CO"A.
5or f!rther details of all these progra&s; and for latest news; c!rrent pricelists and p!rchasing
infor&ation; please visit www. t rl s o ftw ar e . c o .! % .
1+7 P&/du;t "!;*$&/u#d !#d >e&si/#s
=nvestigations carried o!t in the +, into possible i&prove&ents in traffic control of !rban
networ%s in the 1970s res!lted in the develop&ent of TRA"SBTC1 in 1972 by the Transport
Research Laboratory /TRL0. Two trials of TRA"SBT were carried o!t J one in (lasgow and
another s&aller one in $est London. The f!ll:scale (lasgow trials were carried o!t with the
cooperation of the City Co!ncil in (lasgow. TRA"SBT signal ti&ings went Elive in #ay 1972.
TRA"SBT was shown to red!ce the average Ho!rney ti&es thro!gh the networ% of signals in
(lasgow by abo!t 17 per cent. A si&ilar red!ction was recorded in the other s&aller trial in
London. 'eca!se of TRA"SBTs international appropriateness TRA"SBT is now one of the &ost
widely !sed signal ti&ing progra&s in the world.
TRA"SBT has contin!ed to be developed by TRL ever since its first release. TRA"SBT 1*
represents the single biggest advance&ent of the prod!ct in years J in ter&s of its traffic &odel;
its feat!res; and its presentation.
&%'%& T()*S+T &,%&
TRA"SBT 1*.0 /released in April 20040 was the first release of TRA"SBT 1*.
TRA"SBT 1*.1 was release in April 2009. 5or details of changes d!e to &aintenance releases;
e.g. 1*.1.6; please refer to release notes s!pplied with the software andCor
www.t rl s o ft wa r e . c o .! % .
This +ser (!ide is !pdated for each &aintenance release where appropriate. Changes
introd!ced for TRA"SBT 1*.1 are &ar%ed in the +ser (!ide with the sign-
A s!&&ary of these changes is given below-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 20
5low @:I data specification and a!to&atic allocation to lin% flows
Ti&e:Iistance diagra&s
<oint:to:point Ho!rney ti&e calc!lation
9nhanced E5ile =&port options; i.e. i&port of TRA"SBT:25 /.T="0 files
9nhanced data:grid; allowing &i6ed inp!t and o!tp!t data in one grid
+S C# 2000 Level of Service calc!lation
=&proved Report contents selection
A!to&atic Software +pdate =nfor&ation Syste&
?ario!s &inor (+= enhance&ents
?ario!s &inor "etCon enhance&ents
1+6 S/0t(!&e U3d!tes !#d D/(#1/!d system
=t is !sef!l to the !ser of any prod!ct to %now whether or not the partic!lar release they are
!sing is the &ost !p:to:date available. =n order to provide this infor&ation a!to&atically; on
la!nching TRA"SBT; it will try to connect to the TRL +pdate =nfor&ation Server. =f this
connection is achieved andCor per&itted by the !ser /per&anently or as a once:off0; the botto&
horiKontal stat!s bar will display news concerning TRA"SBT s!ch as L"9$ TRA"SBT 1*.1.0.7*
?ersion AvailableM /as shown below0 or L"o +pdate =nfor&ation AvailableM
The displayed te6t is si&ply the title of the f!ll infor&ation available on o!r server. Clic%ing on
the lin% will bring !p the f!ll &essage.
The !pdate infor&ation syste& does "@T install any software or affect yo!r
installation or operation of TRA"SBT J incl!ding cancelling the lin% andCor ignoring
the &essages. $e wo!ld however reco&&end that &essages that indicate a new
release is available are read and acted !pon if necessary; as new releases &ay
contain new feat!res and repairs which !sers will benefit fro&.
=f having read abo!t a new release; yo! wish to download it; c!rrent &aintenance holders can go
to the TRL download syste& at http-CC w ww.t rl s o ftw a r e .c o .!%C d o w n l o a d s a nd follow the
instr!ctions on the web page.
1+6 A;*#/(1ed$eme#ts
The wor% described in this report was carried o!t in the Transportation Iivision of the
Transport Research Laboratory. The a!thors are gratef!l to #ar% Crabtree who carried o!t the
technical review and a!diting of this software prod!ct. The a!thors are also gratef!l for the
doc!&entation associated with earlier versions of TRA"SBT and to their a!thors.
TRA"SBT 1* +ser (!ide /=ss!e 90
=nstalling the Software <age 21
, I#st!11i#$ t'e S/0t(!&e
,+1 @!&d(!&eAs/0t(!&e &eBui&eme#ts
TRA"SBT 1* will r!n on any &odern <C !nder $indows >< or ?ista and as s!ch there are no
specific hardware or software reF!ire&ents other than those of a &odern <C capable of r!nning
standard $indows des%top applications.
As &ay be e6pected; the progra& will r!n &ore s&oothly on a <C with a fast processor and
plenty of RA#D this will be partic!larly noticeable if wor%ing with large networ%s andCor !sing the
CT# traffic &odel.
R e c o & & e nd e d hardware and software reF!ire&ents are as follows-
A <C with a 2(K processor or faster
$indows ><C?ista
1(' RA#
30 #' available hard dis% space.
A &onitor with a resol!tion of 12406102) or higher. A d!al &onitor display can be !sef!l
if wor%ing with large networ%s or if yo! wish to wor% with &any screens at once.
a &odern graphics card with hardware accelerated @pen(L capability
TRA"SBT 1* &ay r!n on versions of $indows other than $indows ><C?ista b!t this is not
g!aranteed and is not for&ally s!pported.
,+, I#st!11i#$Au#i#st!11i#$ t'e s/0t(!&e
To install the software; browse the prod!ct CI for S9T+<.9>9; and r!n this file. This will la!nch
the prod!ct installer. =f yo! have been s!pplied with the prod!ct as a Kip file; e6tract all the
Kipped files to a te&porary folder; and then r!n S9T+<.9>9 fro& this te&porary folder.
I!ring installation; all necessary files are copied to the specified folder and an entry added to
the $indows Start &en!.
To !ninstall the software; please !se the $indows AddCRe&ove <rogra&s syste&; which is
available fro& the $indows Control <anel.
,+3 C/3y93&/te;ti/# !#d s/0t(!&e &e$ist&!ti/#
TRA"SBT is a copy:protected software prod!ct. aving installed TRA"SBT it will initially r!n in a
EI9#@ &ode and in order to !se the f!ll prod!ct yo! &!st register it with the #$L &O:#W"$?.
#oving the syste& date of yo!r <C bac%wards is li%ely to !n:register any
registered versions of this prod!ct.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 22
There are c!rrently two variations of TRA"SBT with different copy protection sche&es J stand:
alone <C copy:protection and networ% copy:protection /conc!rrent licence version0.
2%,%& Stand-alone version
9ach installation of the stand:alone version of TRA"SBT &!st be registered. 5!ll set!p
instr!ctions are available in the file CSOFT<ARE REGISTRATION+PDFD provided with the
software.
This doc!&ent incl!des instr!ctions on how to transfer yo!r registered prod!ct fro& one <C to
another. Read these be0/&e y/u 1/se !;;ess t/ y/u& /1d PCE
Iepending on the sit!ation; it is also possible to !pgrade licences. This !s!ally happens when
p!rchasing the f!ll version of a prod!ct after previo!sly leasing it. =n this sit!ation the software
licence can be !pgraded. Again; see the file CSOFT<ARE REGISTRATION+PDFD for f!ll
instr!ctions
2%,%2 *et"or$ cop.-protected (concurrent licence) version
The conc!rrent licence version wor%s only on <Cs with access to a LA" networ% and allows !p to
a fi6ed n!&ber of <Cs to r!n the prod!ct at the sa&e ti&e. =n order to !se the f!ll prod!ct yo!
&!st set!p the software as a "etwor% Client.
5!ll set!p instr!ctions are available in the file LSOFT<ARE NET<OR? REGISTRATION+PDFD
provided with the software.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age 2*
3 )/de11i#$ "!si;s
This chapter gives an overview of the TRA"SBT traffic &odel. 96isting !sers of TRA"SBT can
probably s%ip this chapter; other than those sections &ar%ed with the E"9$ sy&bol. Ietails
have been %ept to a &ini&!& in order to %eep the e&phasis on getting to %now how to !se
TRA"SBT F!ic%ly; providing H!st eno!gh bac%gro!nd prior to !sing TRA"SBT. owever;
TRA"SBT is a co&ple6 progra&; so there are &any references to the other chapters thro!gho!t
this one. These chapters will still need to be read in order to be able to correctly &odel specific
networ% feat!res; s!ch as flares.
N/te- =t is ass!&ed that the reader is fa&iliar with traffic engineering ter&s s!ch as 3'!se%
st!$e and st!$e seBue#;e. 5or those new to the s!bHect; or wishing to clarify; please see the
3 e fi n it io n s 6 > lo s s a ry .
3+1 T&!00i; )/de1 F "!si; Assum3ti/#s
TRA"SBT &a%es the following ass!&ptions abo!t the traffic
sit!ation-
1. O!nctions within the networ% are predo&inantly signalised.
2. All the signals in the networ% have a co&&on cycle ti&e or a cycle ti&e a half;
third or F!arter of this val!eD details of all signal stages and their &ini&!&
periods are %nown.
*. 5or each distinct traffic strea& flowing between H!nctions; or t!rning at
H!nctions; the flow rate; averaged over a specified period; is %nown and
ass!&ed to be constant
1
.
3+, Net(/&* &e3&ese#t!ti/#
The networ% being &odelled is represented by Enodes inter:connected by Elin%s. 9ach signalled
intersection is represented by a node. 9ach distinct one:way traffic strea& leading to a node is
represented by a lin%.
3+3 T'e &e1!ti/#s'i3 bet(ee# 1!#es !#d 1i#*s
The relationship between traffic lanes and lin%s depends on how traffic !ses the lanes on the
road. A single lin% &ay be !sed to represent one or &ore traffic lanes. Traffic on one approach
&ay be represented by one or &ore lin%s.
=n general; one lin% is reF!ired to represent each distinct F!e!eing sit!ation that occ!rs. Th!s;
trivial F!e!es &ay not warrant representation by a separate lin%. owever; a separately:
signalled offside t!rn traffic strea&; with a significant flow; sho!ld be represented by a lin% which
is separate fro& the lin% representing straight ahead traffic. @ne lin% &ay represent two or
&ore lanes;
1
ti&e varying traffic conditions can be &odelled in TRA"SBT
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)
provided that traffic is eF!ally li%ely to Hoin the F!e!e in any of the lanes and that identical signal
indications are shown to these lanes.
This lin% representation s!ggests that a detailed %nowledge of traffic ro!ting thro!gh a networ% is
necessary to prepare the lin% diagra&. =n practice; it is !s!ally s!fficient for the traffic engineer
to !se his H!dge&ent to decide whether traffic entering a section of road d!ring a partic!lar stage
green chooses preferentially a partic!lar direction on passing thro!gh the ne6t signal and; if so;
the proportions of vario!s t!rning flows to assign to each lin%.
The relationship between lanes on the road and the way they are &odelled as lin%s is ill!strated
in :i gu re )8 and :i gu re )8( . :i gu re )8 shows a si&ple Etriang!lar road networ%. :i gu re
) 8 ( shows the corresponding diagra& of nodes and lin%s. Traffic on the so!thern approach to
"ode 1 is represented by two separate lin%s beca!se nearside t!rning traffic /lin% 1*0 receives a
different green ti&e /beca!se of a filter signal0 to the other traffic /lin% 120 on the approach. @n
the northern approach to "ode * traffic is also represented by two lin%s /*1 and *20. This gives
a &ore realistic pict!re of traffic &ove&ents; since offside t!rning traffic fro& lin% 21 is !nli%ely
to t!rn right again at "ode *.
700
600*
350
250
50
800
(J.T. = 12 sec)
(J.T. = 30 sec)
400
100
50
650
300
700
J.T. = Average journey !"e
200
#
* A$$ %$o& un!s !n 'cu()our
A$$ saura!on. %$o&s = 1800 'cu()our
Figure 3-1 Network and flows
3+5 F1/(% s3eed !#d 1i#* d!t!
The TRA"SBT &odel reF!ires each lin% to be defined in ter&s of certain para&eters. Those %ey
data val!es relating to the &odelling of traffic behavio!r are given here; and those concerned
with signal control are described in section ) .! .
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age 23
Link length is the distance between the !pstrea& and downstrea& stop lines. 5or lin%s which
do not co&e fro& an !pstrea& node; e.g. entry Lin%s on the peri&eter of the networ%; it is
nor&al to !se a standard length s!ch as 200&; b!t a Kero val!e &ay be !sed.
700
22
600
11
($e% %!$er)
350
1
350
50
450
21
400
2
50 300
300
31
13
50
12
400
250
100
32
350
3
33
700
2
*nersec!on
or no+e
22
,!n- (#o. 22)
Figure 3-2 Diagram of links and nodes
,%/%& Traffic flo"s
Lin% flows are specified in the Links 3ata screen @@!tline- Links6Link n6Link :lowsA. 5lows are
nor&ally specified in vehicles or <C+s per ho!r. 5or each lin% the !ser &!st specify the average
total flow along the lin%.
9ach lin% &ay have associated with it a uniform flow source. This is a flow so!rce which enters
the lin% at a !nifor& rate thro!gho!t the cycle. Th!s; there is no platooning. =t can be !sed to
represent; for e6a&ple; !ncontrolled flow fro& a car par%. Lin%s feeding into the networ% fro&
o!tside also carry !nifor& flow b!t these flow levels are set !sing the &ource :low and
associated #otal :low for the lin%. The 2niform :low &ource is !sed only when there are other
!pstrea& flow so!rces. The uniform flow so!rce contrib!tes along with the !pstrea& so!rces to
give the total flow; but need not sum e=actly @see compatibility of link flows; section ).,. ) A.
9ach lin% can have !p to si6 !pstrea& lin%s s!pplying it with vehicles. 5or each of these
!pstrea& lin%s the flow and the cr!ise ti&e or cr!ise speed of vehicles along the lin% fro& the
!pstrea& so!rce &!st be specified.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 27
,%/%2 0ruise times and cruise speeds
Cr!ise ti&es and cr!ise speeds are the !ndelayed ti&es /or speeds0 for traffic travelling fro&
each !pstrea& stop line /for each so!rce /upstream linkAA to the stop line on the c!rrently
selected lin%. The val!es !sed sho!ld be those which correspond to act!al traffic behavio!r and
not an ideal val!e intended to give good progressionD they sho!ld represent the ti&e ta%en to
travel fro& !pstrea& to downstrea& stop line; !nder prevailing traffic conditions; when the
signal aspects at both ends of the lin% are green. =t is possibly better to &eas!re cr!ise ti&e /as
opposed to cr!ise speed0 beca!se it ignores any error in lin% length &eas!re&ent; and by
&eas!ring over the whole lin% it a!to&atically ta%es into acco!nt s%in:friction; c!rves;
bottlenec%s etc.
,%/%, 0ompatibilit. of lin$ entr. and e1it flo"s
The s!& of inflows to a lin% need not eF!al the total flow. This facility is provided beca!se in
practice the flow val!es will often be obtained fro& on:street &eas!re&ents &ade at different
ti&es. TRA"SBT a!to&atically increases or decreases by the sa&e proportion all !pstrea& flow
val!es so that the total flow is &aintained. =f the proportional correction is large a &essage is
printed as a warning b!t the opti&isation proceeds.
The calc!lation of the proportions of traffic leaving !pstrea& lin%s and entering downstrea& lin%s
are &ade before the traffic &odelling and signal opti&isation calc!lations. =f; in the traffic
&odelling process; a lin% is oversat!rated so that less traffic leaves than enters; then the
downstrea& vol!&es are red!ced accordingly and the flows specified as the #otal :low will not
be &aintained.
,%/%/ Saturation flo"
&aturation flow at a stop line is the &a6i&!& rate of discharge fro& a F!e!e. =t can be
obtained by &eas!re&ent or calc!lation based on stop line width and other site factors; for
f!rther details see RR72 /,i&ber et al; 19470. The sat!ration flow &!st be in !nits consistent
with those !sed in specifying lin% flows.
=f the sat!ration flow is red!ced d!e to bloc%ing of t!rning traffic by opposing traffic; then this
&ay be appro6i&ated by increasing the relative start displacement for the start of green on that
lin% in the Links 3ata Screen /@!tline- Links6Link n6Link &ignal 3ata6>reen .eriod n0 /see section
) .! 0; or &ay be &odelled &ore acc!rately !sing the give:way facility /see section - .! 0.
,%/%' 2ntr. and e1it lin$s
5or entry lin%s on the peri&eter of the networ%; having no !pstrea& lin%s b!t &erely a total
flow; the !ser is reco&&ended; in order to &aintain a reasonable esti&ate of ti&e spent within
the networ%; to inp!t a cr!ise ti&e /or speed0 for travel over the Length of link specified in the
Links 3ata screen /@!tline- Links6Link n0. "o !pstrea& lin% n!&ber or flow sho!ld be given.
96it lin%s are not reF!ired by TRA"SBT b!t can be !sef!l if the direction of traffic e6iting the
networ% is to be shown graphically. As for entry lin%s; in order to &aintain a reasonable
esti&ate of ti&e spent within the networ%; a cr!ise ti&e /or speed0 associated with the travel
ti&e along the lin% is reF!ired. =f yo! wish the e6it lin% to have no infl!ence on either the signal
opti&isation or on the F!e!e and delay calc!lations the Lin% Iata screen option L96cl!de fro& <=
calc!lationM can be set. This effectively ens!res that the <= for the lin% is always Kero.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age 22
,%/%3 4ottlenec$ lin$s
'ottlenec% lin%s are treated as lin%s with 100 per cent green at which a fi6ed sat!ration flow is
defined. A bottlenec% lin% is treated in a si&ilar way to other lin%s J it still reF!ires to be
associated with a traffic node /either a bottlenec% node or priority node0; b!t no signals node is
specified as it is not controlled by traffic signals.
Shared lin%s which are bottlenec%s are specified in the Links 3ata6&hared &topLines screen
/@!tline- Links6Link n0; as for signalised lin%s; b!t the E&ain lin% still has only a traffic node
and no signals node.
Ielays and stops are calc!lated for bottlenec% lin%s e6actly as for other lin%s; e6cept that the
flow leaving the lin% is controlled only by the sat!ration flow. Th!s; !nifor& delay and stops will
occ!r only if the flow d!ring parts of the I%8profile e6ceed the sat!ration
flow. Rando&:pl!s:oversat!ration delay and stops are calc!lated in the nor&al way /see section
- .( 0.
3+7 Si$#!1 setti#$s
*4 for details of t#e actual implementation in T()*S+T &,, please see t#e section
56or$ing "it# Traffic Signals5 in t#is User 7uide
,%'%& T()*S+T signal terminolog.
TRA"SBT &odels the operation of the signal control at each node by reference to stage change
times. A stage change ti&e is a ti&e at which the green signal on one stage is ter&inated and
the change to the ne6t stage green period is initiatedD the ne6t stage green !s!ally co&&ences
a few seconds later; following an interstage period. The green ti&e displayed to traffic on any
one lin% &ay be initiated by any stage change and ter&inated by any other stage change.
$hen considering co:ordination between signal:controlled intersections it is necessary to have a
convention which relates the green periods of any one H!nction to those at the other H!nctions in
the networ%. =n TRA"SBT this is achieved by relating all Estage change ti&es to a co&&on;
altho!gh arbitrary; Kero ti&e as shown in :i gu re )8) .
The offset of an intersection is defined here as the stage change ti&e when the change to green
for stage n!&ber 1 is initiated. =n this way the offset &ay be tho!ght of as the start of the cycle
for the node concerned; where the cycle co&&ences with the change to stage 1 and contin!es
thro!gh the other stages in seF!ence.
TRA"SBT 1* +ser (!ide /=ss!e 90
.age 1 green .age 2 green

1 cyc$e %or no+e 1
/!sance !n
o%%se
0e&een
no+e 1 an+
no+e 2
.age 1 green .age 2 green
<age 24
/!sance
1)ange o
sage 1
1)ange o
sage 2
#o+e 1
o%%se %or
no+e 1
1 cyc$e %or no+e 2
1)ange o
sage 1
1)ange o
sage 2
#o+e 2

o%%se %or no+e 2
Ar0!ary 2ero %or !"e
T!"e
Figure 3-3 Illustration of terms offset and difference in offset
=f the offset val!e at one node is s!btracted fro& that at an adHacent node; the difference in
offset defines the start of the cycle at one node relative to that at the other and hence defines
the co:ordination along any lin%s connecting the two nodes.
TRA"SBT &odels the response of traffic to the act!al signal changes by !sing effective green
times as opposed to the act!al stage greens as e6plained later /see section ). , 0.
The val!es which &!st be specified to define the signal ti&ings at the nodes in the networ% fall
into three gro!ps; as follows.
,%'%2 Signal values for "#ole net"or$
These val!es are specified in the Main @CommonA 3ata &creen /@!tline- "etwor% @ptions0.
The cycle time for the whole networ% is specified in seconds.
The effective green displacements; to be applied to the whole networ%; are specified in seconds.
'oth the start and end of effective green !sed in the &odel &ay be &ade to occ!r a few seconds
after the act!al signal stage change by specifying Edisplace&ents of fi6ed d!ration. These
displace&ents apply to all lin%s in the networ%. :i gu re )8 , ill!strates this concept.
The intention is that the displace&ents specified in the Main @CommonA 3ata represent the
inertia of drivers and vehicles in responding to signal indications; co&pared with
TRA"SBTs instantaneo!s stopCstarts. The start displacement corrects for the ti&e lost
accelerating fro& rest !p to cr!ise speed. =n the +, this val!e is typically 2 seconds; b!t a
larger val!e wo!ld be appropriate where the redCa&ber:before:green period is o&itted.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age 29
/ =
3%%ec!ve green +!s'$ace"en
a sar o% green
/ =
3%%ec!ve green +!s'$ace"en
a en+ o% green
/
1
/
2
4reen
3%%ec!ve s!gna$ !"!ngs
4reen
5
Acua$ s!gna$ !"!ngs
5e+(A"0er
A"0er
Figure 3-4 Effective versus actual signals
The global end displacement corrects for traffic contin!ing to flow d!ring the a&ber:after:green
period as tho!gh the signal were effectively green. =n the +, this val!e is typically * seconds
/eF!al to the f!ll d!ration of the a&ber period0. TRA"SBT &odels traffic behavio!r !sing
effective green periods which are typically 1 second longer than; and displaced relative to; the
act!al green signal.
Additional re la t ive displace&ents &ay be specified for individ!al lin%s in the
Link &ignal 3ata. The displacements in the Main @CommonA 3ata and the
relative displacements in the Link n6Link &ignal 3ata are added together in the
progra& to give the effective green ti&es before the F!e!e calc!lations are
carried o!t.
owever; all e ffe ct i ve displace&ents are s!btracted fro& the calc!lated green
ti&es before these are o!tp!t in the res!lts /see section 0 so that the traffic
engineer can easily co&pare TRA"SBT val!es with observations of act!al green
ti&es.
5!rther&ore; a negative relative start displace&ent /say :2 seconds0 co!ld be
!sed to H!stifiably re&ove or red!ce the standard start displace&ent in
sit!ations where good coordination has res!lted in the front of a platoon of
traffic arriving d!ring a green signal.
,%'%, Signal values for eac# stage
At each node; the !ser &ay specify data for !p to 17 stages. These val!es are specified in the
&ignalised %odes 3ata Screen /@!tline- %odes6%ode
n6&tages0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *0
The stage change times are specified in seconds. They are the ti&es at which a change of
signal aspect is initiated /for stage 10. Lin% green ti&es are specified relative to these stage
change ti&es. $hen 9G+=SAT is being !sed no stage change ti&es need be specified.
The interstage is specified in seconds. The interstage is defined as starting fro& the ter&ination
of the 0i&st phase /or in TRA"SBT; lin%0 to lose green when a stage change is &ade /it also
signals the end of the stage0 to the co&&ence&ent of the green for the 1!st phase to receive
green in the ne6t stage.
The minimum green period /2ser &tage minimum0 is the ti&e between the interstage and the
earliest ti&e that this stage co!ld end. This wo!ld nor&ally be the &ini&!& for the phase that
started last; !nless this phase is an RT=A in which case it co!ld be the &ini&!& of one of the
other phases.
The interstage time pl!s the minimum green period is a constraint !sed in green ti&e andCor
cycle ti&e opti&isation and by the 9G+=SAT ro!tine; to prevent a stage having an !nd!ly short
green ti&e. A co&bined val!e in the range of 10 to 13 seconds is nor&al for vehic!lar traffic b!t
pedestrian crossing needs &ay dictate longer ti&es.
5or a pedestrian stage; the &ini&!& green period is the ti&e fro& the end of the
interstage period to the end of the green &an indication /or the end of the blac%:o!t; if !sed0
on the pedestrian stage. Since no traffic flows d!ring the pedestrian stage; the pedestrian stage
length !sed by TRA"SBT; after opti&isation; is the interstage time pl!s the minimum green
period.
,%'%/ Signal values for eac# lin$
These val!es are specified in the Links 3ata screen @@!tline- Links6Link n6Link &ignal
3ataA.
I!ring one cycle a lin% &ay have one or; optionally; two; three or fo!r green periods d!ring
which o!tflow occ!rs. These green periods need not be the sa&e length; b!t will have the sa&e
val!e of sat!ration flow.
Lin%s &ay receive green for all or part of one or &ore stages. The ti&e at which the act!al
green begins is specified by a start stage number and a start lag of a fi6ed n!&ber of seconds.
Si&ilarly; the ti&e at which green ends is specified by an end stage number; and the effective
green can be e6tended by !se of a relative end displacement.
The lin% start stage number defines which of the stage change ti&es starts the change to the
green period on the lin%. The start lag then gives the ti&e in seconds fro& the stage change
ti&e to the start of green signal on the lin%. +s!ally the start lag corresponds to the interstage
ti&e; as shown in :i gu re )8 ! . TRA"SBT adds the displace&ent of start of effective green /see
:i gu re )8, 0 to this lag to give the ti&e of start of traffic flow ass!&ed in calc!lating delays etc
for the lin%.
The displace&ent of start of effective green is the s!& of the global start
displace&ent and relative start displace&ents
TRA"SBT 1* +ser (!ide /=ss!e 90
5e+
#odelling 'asics <age *1
=f it is tho!ght that the effective start:green displace&ent for the lin% differs fro& the overall
val!e given by the global networ% &tart 3isplacement; this can be represented by adding a
relative start displacement. 5or e6a&ple; if the global networ% displace&ent /see section
( .+ 0 is 2 seconds; and it is %nown that; for the lin% considered; the effective green
displace&ent is one second longer than the overall val!e; then the reF!ired relative start
displacement is si&ply 1 second.
Stage 1 actual signals
4reen
/e"an+
c)ange o
sage 1
4reen
.ar
,ag
.ar green on
sage 1
/e"an+
c)ange o
sage 2
.ar
,ag
.ar green on
sage 2
Stage 2 actual signals
4reen
A"0er
5e+(A"0er
Figure 3-5 ag !etween change demand and start of green signal
The lin% end stage number defines which stage change ti&e ends the green period on the
lin%. The green periods can r!n between any stage n!&bers; e.g. 2 to *; 2 to 7; 2 to *; or )
to ) /in the latter case; the green period will be of fi6ed length0.
5ollowing the end stage; is the end lag; defining the ti&e in seconds fro& the stage change ti&e
to the end of green signal on that lin%. The sa&e considerations apply as for the start green lag
regarding any e6tra adH!st&ents. "or&ally this val!e is Kero.
Sho!ld the lin% have a second green; the corresponding val!es detailed above for the first green
&!st be specified for the second one.
3+6 T&!00i; be'!=i/u& (it'i# ! 1i#*
TRA"SBT &a%es !se of one of two traffic &odels. These are the platoon dispersion &odel /<I#0
and the Cell Trans&ission #odel /CT#0. The two &odels each have their own advantages and
disadvantages. The CT# is partic!larly !sef!l for s&all networ%s with short lin%s. =ts &ain
advantage is its ability to &odel the effects of traffic bloc%ing bac% fro& one H!nction to another
red!cing the !pstrea& H!nctions capacity. The <I# &odel is s!ited to all networ% types and
has the advantage of being able to &odel the dispersion of platoons of traffic along lin%s; b!t
does not
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *2
&odel the effects of bloc%ing bac%. 5!ll details on both &odels are given in chapter and on
cyclic flow profiles in Section ) ., incl!ding advice on choosing the right &odel to !se.
To &odel traffic behavio!r within the networ% !sing either &odel; the co&&on cycle ti&e is
divided into a n!&ber of intervals called steps. 5or convenience; a step is typically set to be one
second long. ow these Esteps are !sed depends on the &odel !sed.
$ith the <I# &odel TRA"SBTs calc!lations are &ade on the basis of the average val!es of
traffic de&and and F!e!es for each step of a typical cycle. The res!ltant histogra&s of traffic
arrivals per step are ter&ed cyclic flow profiles.
The profile of traffic entering a lin% will be displaced in ti&e and &odified d!ring the Ho!rney
along the lin% d!e to the different speeds of the individ!al vehicles. Th!s; platoons of vehicles
will be partly dispersed. The a&o!nt of dispersion can be &odified for individ!al lin%s.
'y selecting the <I# &odel; TRA"SBT a!to&atically ta%es into acco!nt the i&portance of having
good progression on short lin%s.
The CT# &odel also !ses Esteps b!t is it also discrete in space as well as in ti&e. As a res!lt the
CT# cyclic flow profiles are different and are differently presented. The representation of traffic
is therefore different to the <I# &odel.
'oth &odels !se a si&plification of real traffic behavio!r; and do not &odel individ!al vehicles.
Iespite this; TRA"SBT is able to predict good esti&ation of traffic delay.
5!ll details of the data reF!ired for both &odels are given in section
+.
3+6 De1!ys% Gueues !#d St/3s
Total delay to traffic on a lin% is the s!& of the delays to all the individ!al vehicles !sing the lin%
d!ring a period of ti&e. Total delays are !s!ally F!oted in !nits of <C+:ho!rsCho!r. 5or
e6a&ple; d!ring a cycle of 100 seconds; )0 <C+s pass thro!gh a signal. @n average they
e6perience 20 seconds of delay each. Th!s; the total delay rate is 400 <C+:seconds per 100
second cycle /eF!ivalent to 4 <C+:secondsCsecond or 4 <C+:ho!rsCho!r0. This delay rate is
eF!al to 4 <C+ and can be vis!alised as the average n!&ber of <C+s F!e!eing thro!gho!t the
cycle considered. This is strictly tr!e only for the idealised vehicle behavio!r that is ass!&ed in
TRA"SBT. "evertheless; this interpretation is a reasonable appro6i&ation to what happens in
reality. Si&ilarly; the total delay rate in a networ% of signals can be considered as the s!& of
the average F!e!es at all the stop lines. =n TRA"SBT; the total delay rate for traffic on a lin% is
obtained partly fro& the cyclic flow profiles and partly !sing a si&ple for&!la.
$hen considering the growth and decay of F!e!es; the fact that individ!al vehicles arrive at
rando&; and that average arrival rates &ay vary over the &odelled period; &eans the acc!rate
&odelling of F!e!es is co&plicated. The proble& was st!died co&prehensively by TRRL /,i&ber
and ollis; 19290 and a ti&e dependent &ethod of predicting F!e!es and delays was developed.
The &ethod considers the probability distrib!tion of F!e!e lengths as a f!nction of ti&e.
G!e!e lengths are derived fro& cyclic flow profiles d!ring each step of the typical cycle. As well
as this E!nifor& co&ponent of F!e!e; additional ele&ents associated with rando& and
oversat!rated effects are added to these. 5!ll details of F!e!e length derivation are described in
Section - .( . .
TRA"SBT also calc!lates the total rate at which vehicles are forced to stop on a lin%. This too; is
&ade !p of a E!nifor& co&ponent and a Erando&:pl!s:oversat!ration co&ponent. As for delay;
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age **
the !nifor& co&ponent is obtained fro& the cyclic flow profiles and the
rando&:pl!s:oversat!ration co&ponent is calc!lated fro& si&ple eF!ations.
3+. )!8imum Bueues
As part of the calc!lation of traffic behavio!r on a lin%; TRA"SBT esti&ates the &a6i&!& F!e!e
length to be e6pected with the given signal settings. =n reality; on so&e lin%s; partic!larly short
ones; the F!e!e &ay reach bac% fro& one H!nction to another; thereby at least partially bloc%ing
the !pstrea& H!nction. This co&ple6 effect is; however; not &odelled in TRA"SBTs platoon
dispersion &odel /<I#0 which ass!&es that all vehicles F!e!e at the stop line. TRA"SBT does
however incl!de a facility whereby the !ser can specify a li&it F!e!e for selected lin%s. The
signal opti&iser then atte&pts to find settings which &a%e it less li%ely that the &a6i&!&
F!e!es will e6ceed the li&it val!es /see section 1 ., 0 5!rther&ore; the new Cell Trans&ission
#odel /CT#0 does &odel bloc%ing bac% effects; which can be !sed instead of the <I# &odel in
certain circ!&stances.
,%8%& 9ean ma1imum :ueue
TRA"SBT co&p!tes a mean ma=imum 7ueue @.C2AD this val!e is esti&ated fro& two
co&ponents as follows. I!ring the typical cycle /see chapter 0 &odelled in TRA"SBT; a chec%
is %ept on the position of vehicles adding onto a F!e!e /&eas!red in n!&bers of <C+ bac% fro&
the stop line rather than in distance !nits0. I!ring a green period; traffic discharges fro& the
front of the F!e!e b!t f!rther traffic &ay Hoin the bac% of the F!e!e. The E&a6i&!& bac% of
F!e!e is the position /in <C+0 reached by the bac% of the F!e!e H!st as the F!e!e e&pties /see
:i gu re )8* 0. This val!e is an average obtained ass!&ing that arrivals each cycle are identical to
that &odelled d!ring the typical cycle and is %nown as +##G; !nifor& co&ponent of the ##G.
The second co&ponent is the average rando&:pl!s:oversat!ration F!e!e /n!&erically eF!al to
the rando&:pl!s:oversat!ration delay on the lin%0; which is added to the &a6i&!& bac% of
F!e!e to give the val!e printed o!t.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *)
6ueue!ng ve)!c$e
Arr!va$ rae = 1 'cu ( 4 secon+s
7acae+ s'ace
/e'arure rae = 1 'cu ( 2 secon+s
8a9. 0ac- o% :ueue
4 5 6 7 8
6ueue 4 3 2 1 0
.o' $!ne
0 4 8 12 16
!"e
Figure 3-6 "niform #omponent of $ean $a%imum &ueue
The second co&ponent is a correction to the &a6i&!& bac% of F!e!e val!e which &a%es so&e
allowance for variations in F!e!e siKe fro& cycle to cycle. =t &ay be tho!ght of as the average
n!&ber of vehicles which fail to discharge at the end of the cycle; altho!gh; in reality; this &ay
be Kero or a larger n!&ber d!ring individ!al cycles.
The mean ma=imum 7ueue @.C2A is only an appro6i&ate average of the &a6i&!& F!e!es li%ely
to be enco!ntered; and it will therefore be e6ceeded 30 per cent of the ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 'asics <age *3
3+H Gi=e9(!y situ!ti/#s
=n !rban road networ%s there are !s!ally a n!&ber of priority H!nctions. =f significant; these
sho!ld be &odelled.
=n TRA"SBT there are two types of priority sit!ations that &ay need to be &odelled. The first
sit!ation is a give:way H!nction /priority intersection0 located so&ewhere between the signal
controlled H!nctions. This incl!des !nsignalised approaches to partially signalised ro!ndabo!ts.
The other sit!ation occ!rs within a signal:controlled H!nction i.e. traffic on a lin% which; altho!gh
signal:controlled; &!st also give way to an opposing flow. S!ch sit!ations occ!r freF!ently at
signalled H!nctions where traffic t!rns right witho!t a separate signal indication.
=n both sit!ations TRA"SBT is able to ta%e acco!nt of the varying opposing /controlling0 traffic
conditions that the opposed /give:way0 traffic has to yield to; and calc!late the reF!ired F!e!e;
delay and stop infor&ation.
5!ll details on how to &odel both give:way sit!ations are in section
- .!
3+1- S'!&ed st/3 1i#es
"or&ally no distinction is &ade in TRA"SBT between the vario!s types of vehicles on a lin%. The
!se of shared stop lines allows separate classes of vehicles to be represented in any one
F!e!eing sit!ation where; in reality; the classes of vehicles are &i6ed together; i.e. in a
Eco&&on F!e!e. @ne reason for this separation of vehicle types is beca!se the vehicles e6hibit
different behavio!r s!ch as b!ses which &ay stop at b!s: stops along the lin%.
5!rther&ore; the vehicle Etypes need not be different types of vehicles b!t &ay consist of
vehicles which; for e6a&ple; entered fro& different roads at the !pstrea& intersection. This
facility has proved partic!larly !sef!l when &odelling signalised ro!ndabo!ts /see A()4; Chapter
110.
5!ll details of shared stop lines are given in section
- .* .
The !ser of the progra& &!st decide how &any classes of vehicles are necessary to represent
the conditions being st!died. 9ach class of vehicle at a co&&on stop line is represented by a
separate lin%. 5or vehicles in a given class at the shared stop line; TRA"SBT calc!lates the delay
for that class ta%ing into acco!nt delay ca!sed by the interaction between all vehicles !sing
the shared stop line.
Shared stop lines can be applied to both signalled lin%s and give:
ways.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *7
3+11 F1!&ed A33&/!;'es
TRA"SBT provides a facility to &odel the e6tra capacity available fro& flared approaches
giving an e6tra lane or lanes at the stop line. The non:linear sat!ration flow is of the
stepped for& shown in : igu re )8+ . =t contrasts with the constant; single val!ed;
sat!ration flow for non: flared lin%s.
sa.
%$o&
0
green !"e
Figure 3-7 Stepped saturation flow of a flared link
5or f!rther details on &odelling flares see section - .+ . This incl!des e6a&ples of the
vario!s cases where flares are !sed. Iata:entry reF!ire&ents are detailed in section - .! .
TRA"SBT 1* +ser (!ide /=ss!e 90
@pti&isation 'asics <age *2
5 O3timis!ti/# "!si;s
This is only a brief overview of the TRA"SBT opti&iser. 96isting !sers of TRA"SBT can probably
s%ip this chapter. Ietails have been %ept to a &ini&!& in order to %eep the e&phasis on
getting to %now how to !se TRA"SBT F!ic%ly; providing H!st eno!gh bac%gro!nd prior to !sing
TRA"SBT. owever; TRA"SBT is a co&ple6 progra&; so there are references to other chapters.
These chapters will still need to be read in order to %now how to !se all the opti&isation facilities
correctly.
5+1 Net(/&* timi#$s /3timis!ti/#
The opti&isation process searches for a set of ti&ings for the networ% which &ini&ise F!e!es
and delays by altering both the signal offsets; which affect the co:ordination between signals;
and the d!rations of the individ!al stage green ti&es at each H!nction /i.e. green splits0.
=t wor%s by applying a cost to the a&o!nt of delays; stops and e6cess F!e!es on each lin% which
is s!&&ed to provide an overall cost of the networ% for a partic!lar set of ti&ings. These
ti&ings are then &anip!lated bit:by:bit in search of ti&ings giving a lower overall cost. The
process e&ployed is called Ehill:cli&bing J beca!se the set of sol!tions; if plotted; co!ld be
tho!ght of as a series of hills and valleys in a &!ltiple:di&ensional world. The sol!tion fo!nd will
be at the botto& of one of the valleys. 5!ll details of the calc!lation of <erfor&ance =nde6
/<.=.0 and the hill: cli&bing process are e6plained in chapter .
'efore opti&isation; TRA"SBT &!st have a starting <erfor&ance =nde6 calc!lated fro& an initial
set of signal ti&ings. A feat!re called 9G+=SAT /9F!alisation of sat!ration0 re&oves the need
for the !ser to provide these initial ti&ings.
The nodes which are to be opti&ised are listed in the %ode %umber List for 5ill8climb 3ata
/@!tline- %etwork Options6%ode Optimisation Order0. =f a node is o&itted fro& the list its initial
settings will not be altered. Th!s; a networ% can be st!died in which one or &ore nodes within
the networ% do not have their initial settings altered and act as a constraint on the opti&isation
of the re&aining nodes.
5!rther&ore; opti&isation can be switched off so that TRA"SBT can si&ply r!n an e6isting set of
ti&ings in order to eval!ate the perfor&ance of the networ% for these ti&ings.
5+, Cy;1e Time /3timis!ti/#
Cycle ti&e is not a!to&atically considered by the signal opti&iser; b!t TRA"SBTs LCycle Ti&e
@pti&iserM tool /which incorporates CB@<0; can be !sed to eval!ate a range of cycle ti&es; fro&
which the opti&!& can be selected. The operation of; and o!tp!t fro& the Cycle Ti&e
@pti&iser and CB@< are described in section 1 .+ which also disc!sses iss!es related to the
choice of cycle ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *4
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age *9
7 @/( t/ use TRANSYT 13
7+1 Esse#ti!1 GUI te&ms y/u #eed t/ *#/(
To ens!re a f!ll !nderstanding of how the graphical interface wor%s it is !sef!l to be fa&iliar with
a few ter&s that are fa&iliar to TRA"SBT 1*. <lease spend a few &o&ents reading the
introd!ctory section of the (lossary. /#$ " %&'# ) > 2I # e rm s 0.
7+, Gui;* st!&t 0/& TRANSYT use&s
N/te2 the following is only a very brief overview. See >e n er al >r a p h ical 2s e r In t e r fa c e @> 2 I A
o pe ra t io n for a general description of the (+= and details of the &en!s and toolbar b!ttons. 5or
details of f!rther progra& f!nctionality please browse thro!gh the rest of this +ser (!ide.
There is no fi6ed ro!te thro!gh TRA"SBT 1*; and as s!ch it offers a high degree of fle6ibility
when creating a new networ%. =n general; data can be entered in any order and changed at any
ti&e- the graphical !ser interface /(+=0 is highly dyna&ic and any dependent data and screens
are a!to&atically !pdated.
=f yo! are a new !ser; the open:ended nat!re of the TRA"SBT 1* (+= &ay leave yo! wondering
where to startP so the below is one s!ggested way to b!ild a new file. <lease note that this is
only a s!ggestion; and with e6perience; yo! will find yo!r own preferences and &ay well find
yo!rself b!ilding files in a co&pletely different order.
I0 i# d/ubt% t'e T!s* List (see # a sk L i s t ) !1(!ys s'/(s !#y ;u&&e#t 3&/b1ems (it' t'e
0i1e+ 5or e6a&ple; if yo! show the Tas% List i&&ediately after starting a brand new file; it will
show a list of errors and warnings si&ilar to the screenshot below; which sho!ld give yo! an idea
of what needs to be done. Io!ble clic%ing on a row in the Tas% List will often ta%e yo! to an
appropriate screen.
$hen the progra& first starts; or yo! clic% :ileE%ew; a s%eleton file is created that contains a
very si&ple networ% consisting of a single node and two lin%s. /Bo! can if yo! wish r!n this file
and generate res!lts.0 To start b!ilding a networ%; yo! sho!ld !se this s%eleton networ% as a
starting point.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age )0
+se the Iata @!tline /3 a t a O ut li ne 0 and the toolbar icons to access each data area and perfor&
operations. Altho!gh the Iata @!tline can be !sed to enter &ost data it will often be easiest to
!se the "etwor% Constr!ction 9ditor /"etcon0 to b!ild yo!r networ% of nodes and lin%s and then
pop!late these with the reF!ired data. =f yo! &a%e a &ista%e at any point; !se the +ndoCRedo
b!ttons.
Therefore; ass!&ing the !se of "etCon; a s!ggested order of data entry is as follows-
1. =n the 5ile Iescription Area /via the Iata @!tline and Iata 9ditor0; 9nter the proHect title;
location etc; and set the driving side.
*et"or$: nodes and lin$s
2. Add all nodes; ren!&bering the& and locating the& into their appro6i&ate position as
reF!ired. /"ode 1 is always present and cannot be deleted; b!t yo! &ay need to rena&e
it. Si&ilarly; yo! cannot delete Lin% 1.0 Bo! can add signalised; priority and bottlenec%
nodes by !sing the appropriate toolbo6 tools.
*. Add all lin%s; locating the& in the appropriate location between the relevant nodes as yo!
create the&. To set the lin% type /e.g. nor&al; give:way; pedestrian etc0; yo! can either
!se the appropriate toolbo6 tool; or; yo! can right:clic% on the lin% after adding it and then
set the type.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age )1
). Attach each lin% to its controlling node by !sing the connector tool in "etCon. This tells
TRA"SBT which node controls the traffic and; for signalised lin%s; which node controls the
signals. /These can be set !p separately if reF!ired.0 These associations are shown with
the bl!e conesD &oving each node will now &ove all attached lin%s as well.
3. Attach each lin% to its downstrea& lin%/s0 by !sing the connector tool in "etCon.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age )2
7. Set !p any shared stop lines by !sing the shared stop line tool in "etCon.
2. Io!ble clic% on lin%s and !se the Iata @!tline and Iata 9ditor to set !p any reF!ired
properties s!ch as give:way properties; lengths; sat!ration flows and so on.
"t this point the #ask List will still show a large number of errors but these should all be to
do with signals rather than network connectivity.
4. ALTERNATI>E- As an alternative to !sing the Iata @!tline and Iata 9ditor; yo! can !se
the Lin%s and "odes screens; which show all co&&on data in an easily accessible for&at.
9. ALTERNATI>E2 +se one or &ore Iata (rid screens to rapidly enter data for all nodes
andCor lin%s in one go. This saves having to clic% on each lin% in t!rn; especially if yo!
have all data to hand in a tab!lar for&.
Traffic Flo"s
10. Bo! can enter traffic flows and set !p cr!ise ti&es etc by clic%ing on each lin% and so!rce
in "etCon and then entering the appropriate n!&bers in the Iata 9ditor. /ESo!rces were
referred to as E!pstrea&s in TRA"SBT 120. Clic% on a lin% to view and edit its &ain flow
and !nifor& flowD clic% on a connector between lin%s to set !p the flows between lin%s.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age )*
11. ALTERNATI>E2 +se the Lin%s Iata screen to view and edit all flows and so!rces for
each lin%.
12. ALTERNATI>E2 +se one or &ore Iata (rids to view and edit for all flows for all lin%s
/and si&ilarly for all so!rces0.
TIP2 +se the Lin% 5lows Consistency Iiagra& to chec% the consistency of flows entering and
leaving each lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age ))
Signals
TRA"SBT 1* has two signals representation modes- TRA"SBT 12 #ode and TRA"SBT 1* #ode.
The defa!lt is TRA"SBT 12 #ode; and the &ode can be changed at any ti&e by clic%ing
#oolsE&ignals and then choosing a &ode. There are vario!s ways of entering signals data-
so&e s!ggested &ethods are given below for both &odes. =n TRA"SBT 1* &ode; yo! can
&anip!late stages in a &ore graphical way by &anip!lating a diagra& screenD in TRA"SBT 12
&ode; yo! &!st add and &anip!late ite&s in a &ore n!&erical and tab!lar for&at.
T()*S+T &2 Signals 9ode
1*. +se the "odes Iata screen to add the necessary n!&ber of stages for each node. /@r
!se the Iata @!tline.0 9nter the stage start ti&es and preceding interstages; etc; !sing
TRA"SBT 12 notation.
1). 5or each signalised node; !se the Stage SeF!ence screen to set which lin%s r!n d!ring
each stage; and !se the Lin% Ti&ings screen to confir& this vis!ally. +se the "odes Iata
screen and the Lin% Iata screen /or the Iata @!tlineCIata 9ditor0 to addCdelete
stagesCgreen periods and enter startCend lags; etc.
T()*S+T &, Signals 9ode
13. Io!ble:clic% on a node in "etCon to display the Lin% Ti&ings screen for that node. $ithin
the Lin% Ti&ings screen; clic% #oolsE$eset and Create %ew &tages and enter the n!&ber of
reF!ired stages. This will add the stages with arbitrary ti&ings.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age )3
17. ALTERNATI>E2 Right:clic% on each ite& in the Lin% Ti&ings screen /stages and
green periods0 and !se the pop:!p &en! to addCdelete stages and green periods.
12. Set initial lin% green ti&es by dragging stages and green periods with the &o!se within the
Lin% Ti&ings screen. /Select /ehaviourE"llow redefinitionF0.
14. =f yo! prefer; !se the Stage SeF!ence screen to set !p stages.
19. =f reF!ired; enter lin% intergreens; !sing the Lin% =ntergreen screen. This adds
constraints to the signals opti&iser.
20. Io!ble clic% on each ite& in the Lin% Ti&ings screen /stages and green periods0 and
set any necessary properties s!ch as &ini&!& green ti&es.
*et"or$ properties @%/ you may prefer to set these at the beginningA
21. +se the #ain Iata screen /or the Iata @!tline0 to select an initial networ% cycle ti&e;
opti&iser options /see chapter 0; whether to !se 9G+=SAT and the traffic &odel to !se
/<I# or CT#0. =f yo! wo!ld li%e to generate CT# cell data that can be !sed to show cell
TRA"SBT 1* +ser (!ide /=ss!e 90
<age )7
occ!pancy ani&ations; select >enerate C#M Cell 3ata. /There are certain restrictions
placed on the !se of the CT#.0
(unning t#e file and inspecting results
22. Save the file and then press the $un b!tton. =f there are any errors in the data file; yo!
will be directed to the Tas% List to try to fi6 those errors before r!nning the file. @therwise;
TRA"SBT will start to r!n and the $unning Calculation screen will %eep yo! infor&ed of
progress by showing a stat!s bar and the best <.=. fo!nd so far. "ote- 5or s&all networ%s
and !n:opti&ised r!ns; this screen &ay only appear for the briefest of &o&ents. +sing the
&top b!tton will stop the calc!lations and prod!ce res!lts for the best <.=. discovered so
far.
2*. @n co&pleting the calc!lations the S!&&ary Res!lts screen will appear. This provides a
s!&&ary of the networ% operation; given the networ% flows; c!rrent options and opti&ised
signal ti&ings /!nless the @pti&isation Level Q G%oneH 8 Eeval!ation &ode in effect0. The
Net(/&* PI /<erfor&ance =nde60 provides an inde6; in &onetary ter&s; of the entire
networ%.
2). =nspect networ% res!lts by locating %etwork $esults in the Iata @!tline and
then e6panding the relevant section.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age )2
23. =nspect individ!al lin% res!lts by e6panding the $esults section of each lin% in the Iata
@!tline.
27. =nspect collections of lin% res!lts with the Iata (rid screen.
22. (enerate C5<; G!e!e and CT# graphs !sing the >raphs b!tton.
24. (enerate a report that s!&&arises all inp!t and o!tp!t data by clic%ing the $un $eport
b!tton.
29. ?iew the opti&ised signal ti&ings via the Lin% Ti&ings screen.
*0. ?iew ani&ations of signals; lin% effective greens; F!e!es and cell occ!pancies in "etCon
by showing the Ani&ation Controls screen and then selecting fro& vario!s options within
"etCon.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age )4
*1. (enerate Ti&e Iistance Iiagra&s !sing the >raphs b!tton; in order to
observe coordination along lin%s.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age )9
6 Ge#e&!1 G&!3'i;!1 Use& I#te&0!;e (GUI)
/3e&!ti/#
6+1 Ge#e&!1
The TRA"SBT 1* (+= contains &any screens; &any of which can be displayed at the sa&e ti&e.
=t is dyna&ic; in that altering a val!e on one screen will if necessary !pdate relevant val!es on
other screens. =f the file contains no errors; it can a!to&atically be r!n; and the res!lts
a!to&atically shown. The res!lts will then a!to&atically !pdate as inp!t val!es are changed /as
long as the a!to:r!n &ode is t!rned on.0 #any if not &ost screens interact with each other. $e
reco&&end that yo! r!n the progra& !sing a high resol!tion screen display or a d!al &onitor
display if possible.
There are a few e6ceptions to the above; where a screen &!st be e6plicitly Re6ited fro&R before
changes are saved J e.g. optionsCpreferences screens. =n addition so&e screens have an
optional &ode where yo! can wor% with the data in the screen in isolation to the rest of the
progra&; for speed and convenience.
=n general yo! can show a screen and then show another screen of the sa&e type J for e6a&ple
yo! can show several =ntergreen #atri6 screens; each showing the data for a different node.
See <adloc% Syste& /section *. - 0. <ressing the &o!se wheel to select ite&s on a partic!lar
screen will prevent the selected screen fro& being bro!ght to the front J !sef!l when screens
are overlapping and yo! wish the screen front:to:bac% order to re&ain the sa&e.
At any ti&e there is one active ite&; s!ch as a lin%; node or location. The c!rrent ite& is
highlighted in the data o!tline and other screens. =f the data editor is visible; then the
properties for the c!rrent ite& will be displayed and sho!ld be editable. The data o!tline is !sed
to addCdelete ite&s.
Io!ble clic%ing or right:clic%ing on an ite& will often show the ite&Rs properties; or bring !p an
appropriate screen.
So&e ite&s are shown in dedicated screens- icons to access these are shown in the vertical
toolbar.
The !ndoCredo b!ttons allow any change &ade to the file to be !ndone at any
ti&e.
"ote that TRA"SBT 1* does not save a separate o!tp!t fileD instead; basic res!lts are saved
within the inp!t file; and the dateCti&e of the r!n also recorded. @ptionally; yo! can also incl!de
detailed ani&ation and graphs data within the inp!t file; altho!gh this will res!lt in increased file
siKes. Bo! can send s!ch a file to a client or colleag!e who can view the file; incl!ding
ani&ations and graphs; in the de&o version of TRA"SBT 1*. $hen a T#L report is generated;
the report is saved to a defa!lt location and fro& there can be archived if needed.
6+, Getti#$ 'e13
The whole of this +ser (!ide is available fro& within TRA"SBT 1* as an electronic doc!&ent. To
access this help file; !se the 5elp &en!; or; press 51 at any ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 30
=f yo! cannot find an answer to yo!r F!estion; chec% the TRL software website for latest news or
contact !s directly at TRL.
6+3 A;;essibi1ity
A progra& s!ch as TRA"SBT inevitably has to !se colo!rs s!ch as red and green to represent
different signal states. =n recognition of the fact that so&e !sers &ay prefer to !se a different
colo!r sche&e; and to &a%e blac% and white printing &ore fle6ible; &ost of the colo!rs !sed in
TRA"SBT 1* can be c!sto&ised via the <references screen. Select :ileE.references; and then
adH!st the options in the Colours section.
6+5 Dem/ (!#d >ie(e&) m/de
TRA"SBT 1* &ay be provided to yo! in a de&onstration &ode. =n this &ode; &ost of the
f!nctionality of the progra& is present b!t there are a n!&ber of restrictions in place- for
e6a&ple; yo! cannot save or r!n files. To re&ove these restrictions; yo! &!st !pgrade to the
f!ll version of the software by p!rchasing an !nloc% %ey fro& TRL; which can then be entered on
the screen displayed when the progra& first starts. See In sta l li n g th e & o ftw a re for &ore details.
=f yo! have obtained an eval!ation version of the software; this will r!n in !nrestricted &ode for
a certain n!&ber of days; and then revert to de&o &ode. Bo! &!st then p!rchase an !nloc%
%ey as above to !nloc% the f!ll version of the software.
The c!rrent sec!rity stat!s of the progra& is shown in the splash screen; which is available fro&
within the progra& by selecting 5elpE"bout.
'eca!se TRA"SBT 1* files incl!de res!lts fro& r!nning the progra&; the de&o
version of TRA"SBT 1* can be !sed by anyone to view both the inp!t and o!tp!t
fro& TRA"SBT 1* files. This incl!des ani&ations and graphs; as long as the file
was saved !sing the :ileE&ave With :ull $un 3ata option.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 31
6+7 S3eed /0 /3e&!ti/#
"or&ally yo! sho!ld not e6perience any proble&s with the general speed and responsiveness of
the (+= b!t so&eti&es with large files yo! &ay notice a general slowdown. =n this case; note
the following-
=f yo! have lots of windows open; they will often !pdate the&selves. Try closing down
any !nnecessary windows; or display one window at a ti&e.
So&e windows /e.g. Iata (rids0 have an ?dit In Window &ode- in this &ode; the rest of
the application is s!spended !ntil yo! clic% a 3one or OI b!tton. +se this &ode if yo!
need to edit a large a&o!nt of data in one go.
=f A!to:R!n is t!rned on; the file will re:r!n every ti&e yo! &a%e a change. T!rn it off to
&a%e changes before &an!ally re:r!nning the file.
Close the Iata @!tline and Iata 9ditor if yo! are not !sing the&.
R!n ti&es increase with the siKe and co&ple6ity of the networ%; the n!&ber of ti&e:
steps and the n!&ber of ti&e seg&ents
The CT# traffic &odel is slower than the <I# traffic &odel.
See also $u n #ime s .
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 32
6+6 )!i# t//1b!&s
3%3%& 9ain 9enu
The options within the &ain &en! /:ile; ?dit; 0iew; >o #o; $un; #ools; Options; 5elp0 &ostly
d!plicate the b!ttons on the &ain horiKontal and vertical toolbars; and are self:e6planatory.
So&e TRA"SBT 1* feat!res however are only available fro& the &en!s; s!ch as
i&portingCe6porting options. The 0iew and >o #o &en!s; in partic!lar; are !sef!l as a short:c!t
to the vario!s ite&s within the Iata @!tline. <lease e6plore the options in the &en!s and refer
to this +ser (!ide for f!ll details.
3%3%2 T#e 57o To5 menu
This &en! gives easy access to co&&on data ite&s and ta%es yo! to the first ite& of the
appropriate %ind in the Iata @!tline and Iata 9ditor. =t does "@T open any other specific
screens J !se the ?iew &en! or the toolbar icons for this.
+se the >o #o %odeF and >o #o LinkF options to go straight to a specific nodeClin% if yo! %now
the =I of the nodeClin%.
3%3%, ;ori<ontal toolbar
5ro& left to right; the b!ttons on the horiKontal toolbar are-
I;/# Use& $uide &e0e&e#;e
"ew 5ile
Managing files @pen 5ile
Save 5ile
Copy to clipboard
Clipboard
<aste
+ndo
2ndo6redo
Redo
Show Iata @!tline 3ata outline
Show Iata 9ditor 3ata editor
Show Iata (rid 3ata grids
Show Tas% List #ask list
'ac%
Changing the active data item
5orwards
<revio!s
"e6t
Toggle A!to:R!n
$unning files
R!n 5ile
(enerate Report $eports
TRA"SBT 1* +ser (!ide /=ss!e 90
I;/#
ShowChide S!&&ary Res!lts screen
Show a new "etCon window
ShowChide the ani&ation controls
Show a new Lin% Ti&ings screen
Show a new Stage SeF!ence screen
Show a new =ntergreen #atri6 screen
Show a screen for editing co&&on &ain
data
Show a screen for editing co&&on nodes
data
Show a screen for editing co&&on lin%s data
Show a new Lin% 5lows Iiagra&
Show the >:B (raph (enerator
Show the CB@< screen
The >raph b!tton shows a &en! providing
options to show a variety of graph types
The #33 b!tton shows a new Ti&e Iistance
Iiagra&
TRA"SBT 1* =np!t Iata <age 3*
3%3%/ =ertical toolbar
5ro& top to botto&; the b!ttons on the vertical toolbar are-
6+6 C'!#$i#$ t'e A;ti=e D!t! Item
The Active Iata =te& is the data ite& that is c!rrently selected and highlighted in the Iata
@!tline /and other screens0 and will have its data fields displayed in the Iata 9ditor. The Active
Iata =te& &ay be; for e6a&ple; Li#* 11- or N/de 6. =t &ay also be a specific type of data
s!ch as Li#* 11-2 )/de11i#$ P!&!mete&s, or a general networ% wide ite& s!ch as Net(/&*
O3ti/#s. See #$ " %&'# ) > 2I # er m s for &ore details.
There in several ways to set the Active Iata =te&-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 3)
Clic% on the ite& in the 3 at a Out lin e
Clic% on an ite& in the >o #o &en! on the &ain toolbar
Clic% on a row header in a Iata (rid /see section +. ! 0
Clic% or do!ble:clic% on the ite& in "etCon
Clic% or do!ble:clic% on the ite& in any other appropriate screen; s!ch as the Lin%
Ti&ing Iiagra& /yo! will learn with practise how this wor%s0
Clic% on the hyperlin% Rshortc!tsR so&eti&es displayed in the Iata 9ditor
Clic% on other Rshortc!tsR; which appear on so&e screens as hyperlin%s.
=n so&e cases yo! need to do!ble clic% the ite&D do!ble clic%ing can also be !sed to show the
Iata 9ditor or other properties for the ite&.
=n addition; yo! can !se the following toolbar b!ttons-
+se the /ack6:orwards b!ttons on the &ain toolbar.
These re&e&ber a history of RvisitedR data ite&s in a si&ilar way to a web browser. The /ack
b!tton will set the Active Iata =te& to its previo!s ite&; and si&ilarly for the :orwards b!tton.
These are very !sef!l when the data ite& yo! were loo%ing at changed beca!se yo! clic%ed on a
different ite& elsewhere and yo! then wish to F!ic%ly go bac% to the original ite&.
+se the %e=t6.revious b!ttons on the &ain toolbar.
These &ove the Active Iata =te& to the ne6tCprevio!s data ite& that is of the sa&e type as the
c!rrent data ite&. 9.g.; when on Lin% 1- #odelling; the %e=t b!tton will &ove to Lin% 2-
#odelling; and so on. This allows yo! to F!ic%ly &ove between all ite&s of the sa&e type
witho!t having to find the& in the Iata @!tline.
6+. P!d1/;* system
#any screens a!to&atically !pdate the&selves so that they always show data for the Active
Iata =te&; where appropriate. 5or e6a&ple; the Lin% Ti&ings Iiagra& always shows signal
ti&ings for the c!rrently selected signalised node and will th!s change as yo! select different
signalised nodes via the Iata @!tline; or "etCon; or any other screen. =t will also try to show
ti&ings for the appropriate lin% if the Active Iata =te& is a lin%; and so on.
=f yo! want to prevent s!ch screens fro& a!to&atically !pdating; yo! can 1/;* the& to the ite&
that they are c!rrently displaying. Io this by clic%ing on the padloc% icon shown in the top:left
corner to toggle between loc%ed and !nloc%ed &odes; as shown in the screenshots below.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 33
=n the lower screenshot; the screen is loc%ed to "ode 1. The data in the screen will contin!e to
!pdate if the ti&ings for "ode 1 are changed; b!t the screen will only show data for "ode 1 /not
"ode 2 or * etc0; !ntil yo! !nloc% it. @nce !nloc%ed; the screen will show data for any node
clic%ed on in the Iata @!tline etc.
Contin!ing with the Lin% Ti&ings screen e6a&ple; yo! can show any n!&ber of Lin% Ti&ings
screens at once /H!st press the b!tton on the vertical toolbar several ti&es0; and loc% each one
after selecting a different node via the Iata @!tline. =n this way yo! can show data for several
ite&s si&!ltaneo!sly; as in the screenshot below. This applies to &ost screens that have a
padloc% icon.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 37
So&e screens /in partic!lar; the Iata 9ditor and Iata (rid0 have a special padloc% that cycle
thro!gh three &odes as yo! clic% on it-
1. "or&al &ode- the screen !pdates as !s!al whenever yo! clic% on an ite& in the Iata @!tline
/or "etCon or any other appropriate screen0. So&eti&es this &ay be inconvenient; in which
case !se one of the &odes below.
2. Loc% to ty3e /0 item &ode. The screen stays fi6ed to the c!rrent ty3e of ite& /for e6a&ple
Lin% #odelling0; b!t will !pdate to show e.g. #odelling for Lin% 1; Lin% 2; Lin% *; etc; as yo!
select different lin%s. Bo! dont need to clic% on #odelling for each lin% in the Iata @!tline-
clic%ing on any part of a lin%; or the lin% itself in "etCon; is s!fficient.
$ith Iata (rids; this &ode loc%s the rows in the grid to the c!rrently selected type of row
andCor filter; b!t does not prevent the rows the&selves fro& !pdating. 5or e6a&ple; if yo!
show a data grid of lin%s; choose the E5ilter to '!s Lin%s @nly filter and then !se this loc%ing
&ode; then the data grid will only ever show b!s lin%s; whatever yo! clic% on in the Iata 9ditor.
Changing a nor&al traffic lin% to be a b!s lin% wo!ld then ca!se an e6tra row to appear in the
grid.
*. Loc% to s3e;i0i; items &ode. The screen stays fi6ed to the c!rrent ite&; no &atter where
yo! clic% in the Iata @!tline. 9.g. it shows #odelling data for Lin% 1; and will not show data for
Lin% 2 or Lin% * !ntil yo! !nloc% it.
$ith Iata (rids; this &ode loc%s the specific rows in the grid. 5or e6a&ple; if yo! show a data
grid of lin%s; choose the E5ilter to '!s Lin%s @nly filter and then !se this loc%ing &ode; then the
data grid will only ever that partic!lar set of b!s lin%s. Changing a nor&al traffic lin% to be a b!s
lin% wo!ld have no effect on the grid !ntil yo! !nloc% it.
6+H T'e 52dit in 6indo"5 System
So&e screens /in partic!lar; Iata (rids and the Stage SeF!ence screen0 have an 2dit In
6indo" b!tton. $hen pressed; this switches the screen into a special &ode where it beco&es
the only window in the application that responds to inp!t. All other windows beco&e inactive
and cannot be clic%ed on.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 32
To e6it fro& this &ode and ret!rn to the rest of the application; yo! &!st press either the
3one6OI or Cancel b!ttons.
This &ode has several p!rposes-
To prevent every &o!se clic% or %ey press fro& !pdating other windows in the
application. <artic!larly with the data grid; yo! &ay have a list of n!&bers which yo!
wish to F!ic%ly enter into the progra&D !sing the ?dit in Window &ode &a%es the Iata
(rid far &ore responsive and avoids other screens fro& !pdating !ntil yo! have finished.
To prevent every &o!se clic% or %ey press fro& ca!sing other windows to chec% data and
potentially show warningsCerrors abo!t data inconsistency. =n other words; yo! can wor%
e6cl!sively with a screen and not worry abo!t chec%ing warnings in the Tas% List !ntil
yo! have finished.
<artic!larly with the Stage SeF!ence window; to prevent each stage edit fro& triggering
re:calc!lationC!pdating of lin% ti&ings data; which can so&eti&es lead to !pdating of the
very stages yo! are editing. =n other words; yo! can wor% e6cl!sively with the stage
seF!ence and not worry its validity or i&pact on other data !ntil yo! have finished. This
is only an iss!e when wor%ing in T1*#@I9.
"ote that when wor%ing in this &ode; the +ndoCRedo b!ttons apply to the entire set of changes
&ade between entering and e6iting this &ode.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 34
6+1- Ty3es /0 D!t!
Iata ite&s in TRA"SBT 1* are shown in vario!s screens; s!ch as the Iata 9ditor; Iata (rids;
"ode and Lin% editing screens and so on. =n general they all !se the sa&e syste&; so&e
feat!res of which are s!&&arised below.
9ditable ite&s are shown with a nor&al white bac%gro!nd
So&e nor&ally editable ite&s &ay be disabled and are shown with a grey bac%gro!nd.
There are several reasons why ite&s &ay be disabled-
o =t &ay be directly inapplicable /e.g. give:way data for a non give:way lin%0
o =t &ay be inapplicable beca!se of data entered elsewhere /e.g. so&e data is
disabled for &inor shared lin%s0
o =t &ay be inapplicable beca!se of the c!rrent progra& &ode /e.g. so&e signals
data is disabled depending on the signals representation &ode being !sed0
o =t &ay be a data ite& that is shown for infor&ation only and is always calc!lated
by the progra& /i.e. never editable0
=f a data ite& is a result; i.e.; an output fro& TRA"SBT; it is shown with a light green
bac%gro!nd-
$hen loo%ing at res!lts; so&e ite&s &ay appear as E"CA. This is !s!ally beca!se yo!
are loo%ing at res!lts for the whole networ% or for the s!&&ary ti&e seg&ent and the
partic!lar data ite& is inapplicable J e.g. there is a &ean &a6 F!e!e /##G0 for each lin%;
b!t not for the entire networ%D there is a calc!lated sat!ration flow for each lin% for each
ti&e seg&ent; b!t not for the s!&&ary ti&e seg&ent. Bo! can chec% this by showing
the 5elpE>lossary screen.
"ot all data can be edited directly. 5or e6a&ple stage and lin% green period data &ay be
greyed o!t depending on the application signals representation &odeD yo! &ay be
reF!ired to !se the Lin% Ti&ings diagra& instead.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 39
3%&%& Units
TRA"SBT 1* e6presses so&e data ite&s in &onetary ter&s. The c!rrency sy&bol !sed is
arbitrary as long as all econo&ic inp!t data /&onetary val!e of stopsCdelays0 are entered !sing
the sa&e c!rrency. T'e de0!u1t u#it is I (ste&1i#$) (NOT 3e#;e% !s i# TRANSYT 1,); b!t
yo! can change this to any other sy&bol via %etwork OptionsE?conomicsE2nit of Cost in the
Iata @!tline.
=n the screenshot below; the !ser has !sed e!ros as the c!rrency !nit; and this is reflected in all
inp!t and o!tp!t screens and reports. @%/ the monetary values in the screenshot are illustrative
only. #he actual values used will depend on the country in 7uestion. %o currency conversion is
carried outJ the unit of cost is purely a symbol.A
TRA"SBT 1* also provides several options for the !nits for speed and distance ite&s. Change
these via the OptionsE2nits section of the Iata @!tline. $herever possible; data ite&s in
TRA"SBT 1* are always shown with their !nits; to avoid any potential conf!sion. Changing !nits
will a!to&atically !pdate all relevant data ite&s.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 70
"ote that all !nit options are saved as part of the file /as opposed to !ser preferences0.
3%&%2 >in$?*ode?(oute?>ocation?@at# IAs
TRA"SBT 1* wor%s with lin%s; nodes ro!tes; locations and paths; all of which have IDs. =n
TRA"SBT 12; these =Is were always n!&erical; and were referred to as lin%CnodeCro!te
numbers. =n TRA"SBT 1*; =Is can contain any &i6t!re of n!&bers and letters; altho!gh there
is a &a6i&!& length of 3 characters. Bo! cannot have two lin%s with the sa&e =I; and si&ilarly
for nodes and ro!tes.
=n TRA"SBT 1* yo! can th!s !se &ore fle6ible na&ing conventions than was possible in
TRA"SBT 12 J for e6a&ple !sing yo!r own set of prefi6esCs!ffi6es when na&ing nodes or lin%s.
9.g. yo! co!ld na&e all priority nodes with an initial P; entry lin%s with an initial E; and so on.
@ptionally; yo! can also enter a longer na&e and description for &ost
ite&s.
$hen adding a new lin%CnodeCro!teClocationCpath via the Iata @!tline or "etCon; TRA"SBT 1*
will a!to&atically assign the =I as the ne6t available n!&ber; b!t yo! can s!bseF!ently change
it !sing the Iata 9ditor.
$hen yo! change an ite&s =I /via the Iata 9ditor0 any other data that references the original
=I will be !ut/m!ti;!11y u3d!ted. 5or e6a&ple; if yo! load an e6isting file and then decide
that Lin% 112 sho!ld be na&ed Lin% >120; yo! can &a%e the change !sing the Iata 9ditor- any
part of the file that referred to Lin% 112 /e.g. lin% so!rcesC!pstrea&s; shared lin%s; give:way
lin%s; and so on0; will a!to&atically be changed to refer to the new =I; and so the file will re&ain
self:consistent.
3%&%, Sorting >in$s, *odes and (outes
As e6plained above; TRA"SBT 1* wor%s with sets of lin%s; nodes and ro!tes; each of which has
an =I. #any screens show lists of s!ch ite&s; as do generated reports and as does the Iata
@!tline itself. Bo! can control the sorting of these lists via the OptionsE&orting section of the
Iata @!tline.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 71
"ote that the Iata (rid screen also lets yo! sort by any col!&n si&ply by clic%ing on the col!&n
header.
To see the effect of these different sorting options; show a Iata (rid of lin%s; loc% it; and then
try each sorting option !sing the Iata 9ditor. Bo! will also see the order of lin%s; nodes and
ro!tes in the Iata @!tline change.
The Ignore .refi=es When &orting option can be !sef!l if !sing a na&ing convention. 5or
e6a&ple if yo! have na&ed priority nodes with a P prefi6; the defa!lt sorting &ay list nodes in
yo!r file as follows-
T!rning on the Ignore .refi=es When &orting option wo!ld change the order to the below-
Ret!rning to nor&al &ode b!t then changing &orting #ype to "lphabetical instead of %umerical
wo!ld change the order to the below /"ode 11 now co&es before "ode 20
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 72
"ote that all sorting options are saved as part of the file /as opposed to !ser preferences0. Bo!
will therefore see the sa&e sorting of nodesClin%sCro!tes every ti&e yo! load the file.
3%&%/ (egional Settings
This is where TRA"SBT 1* allows regional:specific options to be selected. At the
&o&ent there is only one s!ch option J The option to tell TRA"SBT to calc!late
+S ighway Capacity #an!al /20000 Level of Service val!es.
Ietails of the Level of Service /LoS0 calc!lations are in chapter
.
6+11 Ru##i#$ Fi1es !#d usi#$ Aut/9Ru#
=n TRA"SBT 1* a file is r!n /i.e. the signal opti&iser and analysis progra& is r!n !sing the
c!rrent data file and res!lts displayed0 whenever yo! do one of the following-
Clic% the $un b!tton on the &ain toolbar; or press 53.
The A!to:R!n option is t!rned on and yo! &a%e any change to any data.
T!rn this option on and off via the #oggle "uto8$un b!tton on the &ain toolbar.
Select $unE$un "ll "nalysis &ets and >enerate $eport fro& the &ain $un &en!
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 7*
<'e# Aut/9Ru# is tu&#ed /#% t'e TRANSYT !#!1ysis 3&/$&!m (i11 &u# !#d s;&ee#s (i11
!11 !ut/m!ti;!11y u3d!te t/ &e01e;t t'e &esu1ts 0&/m !#y ;'!#$e t/ !#y 3!&t /0 t'e d!t!+
R!n ti&es in TRA"SBT are heavily dependent on the siKe of the networ% and the options that
yo! have selected /e.g. <I# or CT#0. $e reco&&end leaving A!to:R!n switched off !nless
wor%ing with a networ% with short r!n ti&es. Bo! &ay also want to t!rn off A!to:R!n when yo!
want the res!lts screens to stay static.
3%&&%& (un Times
The ti&e ta%en to r!n a file depends greatly on the siKe of the networ%; the opti&isation level
and whether yo! are !sing the <I# or CT# traffic &odels. =f !sing a <C with reasonable
specifications; &ost s&all networ%s !sing <I# sho!ld r!n al&ost instantly and A!to:R!n can be
!sed witho!t any proble&s. =f there are a large n!&ber of lin%s or nodes; r!n ti&es can
increase to noticeable levels; and it &ay be advisable to t!rn A!to:R!n off. $e also reco&&end
leaving A!to:R!n switched off when !sing the CT# traffic &odel; since this is slower than the
<I# traffic &odel.
The stat!s bar at the botto& of the &ain screen shows what TRA"SBT 1* is doing at any ti&e.
6+1, )!#!$i#$ 0i1es
See #$ " % & '# ) Inpu t 3 a t a for general infor&ation abo!t files !sed by TRA"SBT 1*. "ote
that in TRA"SBT 1*; there is no o!tp!t file fro& the signal opti&iser /analysis progra&0. All
o!tp!t is dealt with inside the (+=. Bo! can however generate reports that can be saved to dis%.
5iles can be created; opened and saved via the standard %ew; Open; &ave and &ave "s options
in the :ile &en!. Bo! can also open or i&port a file by dragging and dropping fro& $indows
96plorer into the &ain TRA"SBT 1* screen.
Several files can be opened at once. The na&es of any open files are shown in b!ttons in the
bl!e bar at the botto& of the screen- this is the file selector bar.
To switch between files; clic% on the appropriate b!tton in the file selector
bar.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 7)
The ability to open and view several files in this way is inval!able when co&paring different
versions of the file; for e6a&ple to st!dy the effect of a s&all alteration to the H!nction.
To close a file; !se the :ileEClose &en! option; or right:clic% on file in the file selector bar. To
close all open files; !se the :ileEClose "ll &en! option.
3%&2%& Auplicating a file
$hen a file is open; yo! can create a d!plicate copy of the file that yo! can then &a%e
adH!st&ents to and co&pare to the original. To do this; !se the :ileECopy Into %ew :ile option.
A new file will be created; containing a copy of all data. The new file is not saved to dis% !ntil
yo! !se :ileE&ave "s.
This feat!re is very !sef!l beca!se it allows yo! to try o!t vario!s Rwhat ifPSR scenarios that are
too co&ple6 for the !ndoCredo feat!re and witho!t having to &an!ally save the file !nder &any
different na&es. =t also &a%es co&paring the effects of s!ch changes very easily.
3%&2%2 Bpening a file5s containing folder
Clic% on the :ileEOpen Containing :older to open the folder where the file is located in $indows
96plorer.
3%&2%, Saving results from T()*S+T runs
$hen yo! save a file; yo! save all the inp!t data. =f the file has been r!n; then yo! also save
the res!lts for each lin% and the whole networ%. =.e.; the res!lts are e&bedded in the data file.
=f yo! s!bseF!ently load this file bac% into TRA"SBT 1*; yo! can H!&p straight to the res!lts
witho!t having to re:r!n TRA"SBT. This is partic!larly !sef!l if it is a large networ% or is
otherwise slow to r!n. Showing the S!&&ary Res!lts screen at any ti&e will always give yo! a
s!&&ary of what data is available and when the file was last r!n.
$hen yo! r!n a file; TRA"SBT 1* also prod!ces a large F!antity of data that is !sed to generate
graphs and ani&ations. Bo! can choose to e&bed these detailed res!lts in the file by selecting
:ileE&ave With :ull $un 3ata. This gives yo! the convenience of being able to i&&ediately
show these graphs and ani&ations on any occasion witho!t having to re:r!n the file; b!t can
lead to larger file siKes.
=f yo! wish to send a file to a client or colleag!e so that they can r!n; e.g.; CT# ani&ations; !se
the :ileE&ave With :ull $un 3ata option; and s!pply the& with the saved file. They will reF!ire
either the de&onstration version of TRA"SBT 1*; or a registered @R !nregistered version of the
f!ll prod!ct J if a de&o or !nregistered version is !sed; the file can still be loaded; viewed and
ani&ated. A de&o version of TRA"SBT 1* can be downloaded fro& w w w.t rl s o ftw a re .c o .!%.
6+13 U#d/ARed/
The 2ndo and $edo b!ttons on the &ain toolbar allow yo! to step bac% thro!gh recent changes;
and then re:do these changes if necessary. 9ach clic% of the 2ndo b!tton will go bac% one step
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 73
in the RhistoryR of the file; and will a!to&atically !pdate all open windows and re:r!n the file if
necessary. owever; d!e to anticipated &e&ory constraints; the +"I@ record is cleared when
switching to another file.
+se the drop:down &en!s on the 2ndo6$edo b!ttons to show a list of recent changes and H!&p
straight to a partic!lar change.
"ote- hovering over the 2ndo6$edo b!ttons; or !sing the ?dit &en! to access the options; will
show the action that will be !ndoneCredone; e.g. K2ndo Change &aturation :lowK.
The 2ndo facility is !sef!l for reversing accidental &ista%es; or for RrewindingR the file after
deciding that a series of changes is !nwanted. 5or &ore co&ple6; intentional changes /when
yo! wish to co&pare one version of a networ% to another0; consider !sing the :ileECopy Into
%ew :ile option /see 3up licat in g a fi l e 0.
The 2ndo6$edo b!ttons are also very !sef!l for st!dying the effect of a change to a data ite&;
especially beca!se they a!to&atically re:r!n the file /ass!&ing the A!to:r!n option is switched
on0. 5or e6a&ple yo! can r!n a file; display the S!&&ary Res!lts screen; then adH!st a data
ite& field; then flic% bac% and forth between the before and after res!lts via the 2ndo6$edo
b!ttons.
3%&,%& Save *et0on >a.out
An e6tra ite& in the &ain ?dit &en! is ?ditE&ave %etCon Layout. This will add an e6tra ite& to
the +ndo history which represents the c!rrent "etCon diagra& layo!t. S!bseF!ently yo! can
revert bac% to the "etCon layo!t as it was at this point by clic%ing on the +ndo drop:down &en!
and then selecting the ESaved Layo!t entry. This saves yo! having to clic% the +ndo b!tton
&!ltiple ti&es to revert bac% to this point; and acts as a %ind of "etcon Esave option.
6+15 C/3yi#$ d!t! t/ t'e ;1i3b/!&d
The Copy b!tton on the &ain toolbar will; where appropriate; copy data fro& the c!rrently active
screen /the screen last clic%ed on0 to the $indows clipboard. The data can then be pasted into a
word processor; spreadsheet etc. /So&e screens also have their own Copy b!ttons for specific
p!rposes; or yo! can right:clic% in individ!al windowsCscreens.0 To copy the "etCon diagra&;
for e6a&ple; clic% in the "etCon window so that it is active and then clic% the Copy b!tton on the
&ain TRA"SBT 1* toolbar.
The for&at of the data depends on the screen b!t col!&ns and rows are generally separated by
tabs and new lines. =n so&e cases; the .aste &pecial option in the word processorCspreadsheet
can be !sed to select between options of pasting te6t or a pict!re.
=n &any cases yo! can also !se the CTRL.C shortc!t; or; right:clic% and choose Copy; b!t note
than in so&e sit!ations this will copy only the c!rrent line of te6t rather than the entire table.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 77
6+17 P&i#ti#$
The .rint and .rint .review b!ttons on the &ain toolbar will; where appropriate; print or show a
print preview screen for the c!rrently active screen /the screen last clic%ed on0. This applies to
"etCon; the Report ?iewer; and also vario!s other screens s!ch as graphs and the Lin% Ti&ings
screen.
+se :ileE.age &etup to control the paper siKe and orientation.
6+16 )!#!$i#$ <i#d/(s
There are a large n!&ber of windows in TRA"SBT 1*; &ost of which can be open at the sa&e
ti&e. /5or this reason we reco&&end !sing a large &onitor. <lease note however that having
&any windows open at once can lead to a slow down of progra& operation when wor%ing with
co&ple6 networ%s.0 $indows can be &oved and closed &an!ally according to yo!r own
preferred way of wor%ing; b!t there are so&e tools to help with the process-
There is a standard Window &en! on the &ain toolbar which will show a list of all c!rrently open
windows and allow selection fro& this list. =t also contains a Close "ll option which will close all
open windows.
TRA"SBT 1* allows yo! to store c!sto& window layo!ts. This allows yo! RsaveR the layo!t of all
the TRA"SBT 1* windows as they c!rrently appear; and F!ic%ly select the sa&e layo!t ne6t ti&e
yo! !se the progra&.
Clic% Window LayoutsE&tore Current Window LayoutF to assign a na&e to the c!rrent window
layo!t /i.e. the position and siKe of all windows as they c!rrently appear0. The layo!t will then
appear in the &en! whenever yo! !se TRA"SBT 1*. Layo!ts are saved as part of yo!r personal
preferences; not in the data file. +se the Window LayoutsEModify &tored LayoutsF option to
show a screen where yo! can rena&e and delete stored layo!ts.
6+16 P&e0e&e#;es S;&ee#
Select :ileE.references fro& the &ain application &en! to access a set of preferences which are
saved as part of yo!r personal preferences /not in data files0.
This screen also provides a n!&ber of !tility options at the botto&:left of the screen. =n
partic!lar; clic% $eset suppressed messages to restore any &essage bo6es where yo! have
previo!sly clic%ed D3o not show this message again.
So&e options are e6plained in this +ser (!ide in the relevant section; b!t brief descriptions are
also given below for reference.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 72
S'/( Dis31!y IDs 0/& St!$es2 in T1*#@I9; stages can be assigned !ser =Is; which are
additional to the defa!lt a!to&atic n!&bering of stages. This &ay or &ay not be !sef!l;
depending on how yo! !se the progra&.
Re3/&ts2 All options shown here are also shown on the Report ?iewer screen; apart fro&
(eports Folder and (eport >ocation 9ode. =f the latter is set to E!se sa&e location as inp!t
file; then all reports will be saved to a folder with the sa&e na&e and location as the &ain
TRA"SBT data file. @therwise; if E!se specified folder is selected; yo! can no&inate a $eports
:older; which will be !sed for all generated reports.
F1/( U#its 0/& CFP $&!3's- choose either <C+Chr or <C+Cstep for the vertical a6is for C5<
graphs
Li#* C/##e;t/& A&&/( Ty3e2 controls how arrow directions are a!to&atically calc!lated in
"etCon and also in Stage SeF!ence diagra&s
Use E00e;ti=e G&ee#s i# G&!3's2 this option is also available via the &ain >raphs b!tton on
the application vertical toolbar. =f this is t!rned off; then act!al greens are !sed.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 74
C/1/u&s2 +se these options to adH!st the defa!lt colo!r sche&e for vario!s ite&s.
Net;/#2 AdH!st the defa!lt colo!r sche&e and vario!s other options.
Net;/#2 S!0e )/de2 T!rn this on if yo! e6perience any proble&s with te6t rendering in
"etCon.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 79
6 TRANSYT 13 I#3ut D!t!
6+1 D!t! Fi1es
TRA"SBT 1* saves data as files with a +T13 e6tension. These data files save everything that can
be viewed and edited in the Iata @!tline /see 3 a t a O ut li n e 0.
+nli%e TRA"SBT 12; TRA"SBT 1* does not save a separate o!tp!t file. =nstead; res!lts can be
e&bedded in the data file and saved along with inp!t data. See saving res!lts /section *. ( 0
for &ore details.
@!tp!t can be saved per&anently in the for& of Re3/&ts; which are generated by the Report
(enerator. Reports are prod!ced in the for& of T#L doc!&ents; and so can be viewed in any
web browser /and &ost word processors0; as well as the viewer b!ilt into TRA"SBT 1*.
See Ma n a g in g fil e s for &ore details abo!t file:handling.
6+, D!t! Out1i#e
Iata in TRA"SBT 1* is organised in a hierarchy; which can be viewed via the Rtree:viewR style list
in the Iata @!tline screen. See 3 a t a O ut li n e for f!ll details of this screen. Altho!gh !se of the
Iata @!tline screen is not strictly necessary in order to view and edit files; it presents a
s!&&ary of the data in the file and provides a convenient way to access ite&s within the file. At
the sa&e ti&e; there are &any short:c!ts within the progra& for rapidly accessing ite&sD for
e6a&ple; a Lin% can be accessed by si&ply clic%ing on it in "etCon rather than finding and
selecting it in the Iata @!tline. Bo! can also !se the &ain TRA"SBT 1* ?iew and >o #o &en!s
to access certain ite&s.
Bo! can also !se the #ain Iata; Lin%s Iata and "odes Iata screens to access co&&only !sed
data ite&s.
Iata in any part of the Iata @!tline can be accessed and edited in any order : there is no need
to fill in data in a specific order.
The screenshot below shows the general for& of the data str!ct!re. 9ach entry in the tree:view
is a data ite&; and if the entry is shown in b/1d; then it has associated data ite& fields that can
be edited !sing the 3 a ta ? d ito r & c r ee n .
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 20
The first line in the tree:view shows the filena&e for the file being edited. /To change this; yo!
need to !se the :ileE&ave "s &en! option.0
Fi1e Des;&i3ti/# contains a n!&ber of data ite& fields for describing the file; s!ch as a
te6t!al description; Hob n!&ber; driving side; etc.
A#!1ysis Sets and Dem!#d Sets contain definitions of analysis and de&and sets; which
allow yo! to set !p data for e.g. different periods of day; or different signal plans.
TRANSYT Net(/&* contains the b!l% of data and defines the networ% being &odelled
O3ti/#s contains a n!&ber of additional; advanced options; which are saved with the
file.
The screenshot below shows the basic hierarchy e6panded by one level; and shows that; for
e6a&ple; TRA"SBT "etwor% contains Net(/&* O3ti/#s% R/utes% N/de O3timis!ti/# O&de&%
N/des% Li#*s and OD)!t&i;es+
The following screenshot shows the hierarchy e6panded to a deeper level; and shows the
individ!al Lin%s within the Li#*s section; and so on.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 21
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 22
6+3 D!t! Out1i#e S;&ee#
#o show6hide the 3ata Outline; click the 3ata Outline button on the main toolbar; or
select a data item from the main >o #o menu.
The D!t! Out1i#e is !sed to access all data ite&s within the TRA"SBT 1* file. =te&s in b/1d
have associated data fields that yo! can view and edit in the D!t! Edit/& /see 3 a t a ? d ito r
&c r ee n 0. =te&s that are not in bold do not have any associated data ite& fields. Io!ble clic% on
any ite& to show the Iata 9ditor which will show any data fields for that ite&.
The Iata @!tline presents all data within the c!rrent TRA"SBT 1* file in a Rtree:viewR for&at;
where each ite& RbelongsR to a parent ite&.
To navigate aro!nd the Iata @!tline; si&ply !se the . and J icons to e6pand and collapse
ite&s. $hen yo! clic% on a data ite&; it is shown as being selected /7ive 6a. Aata for Lin% 2
in the screenshot0 and also beco&es the TRA"SBT 1* A;ti=e D!t! Item% The Active Iata =te&
deter&ines what is shown in &any other TRA"SBT 1* screens; especially the Iata 9ditor screen.
Si&ilarly; the Active Iata =te& can be set fro& &any other screens. 5or e6a&ple; clic%ing on a
lin% in "etCon will ca!se that lin% to beco&e the Active Iata =te&; and it will be highlighted in
the Iata @!tline. The Active Iata =te& can be set in this way whether or not the Iata @!tline
itself is visible.
Io!ble:clic% an ite& to show the Iata 9ditor if it is not already shown.
See C h a ng in g th e " ct i ve 3 a t a It e m for &ore details abo!t the Active Iata =te& and how to !se
to set it !sing the &ain toolbarRs bac%CforwardsC!pCdown b!ttons.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 2*
The Iata @!tline is also !sed to add new data ite&s s!ch as new nodes and lin%s; and to
re&ove e6isting ones. 5or e6a&ple; to add a new lin%; firstly select any of the e6isting lin%s /or
the Links ite&0; and then clic% the "dd b!tton. Bo! can also right:clic% on any valid ite& in the
Iata @!tline for si&ilar options. Bo! can also addCdelete ite&s via b!ttons in vario!s other
screens; incl!ding "etCon.
N/tes-
=n general; yo! cannot delete an ite& if it is the last ite& in the gro!p J for e6a&ple; yo!
cannot delete "ode 1 if there are no other nodes.
$hen adding a new ite&; the new ite&Rs data fields are copied fro& the Active Iata
=te&. 5or e6a&ple; if yo! select Lin% 2 and then clic% "dd; then the new lin% will be
added to the end of the list and the val!es of its data fields /incl!ding its control type and
all signal ti&ings0 will be the sa&e as those for Lin% 2. This &eans that yo! can easily
&a%e copies of e6isting ite&s. To reset data fields to their defa!lt val!es; si&ply !se the
3efault values b!tton on the Iata 9ditor. owever; if yo! select Links and then clic%
"dd; then a new Lin% with defa!lt properties will be added.
=f !sing the Iata @!tline to add a new Analysis Set or Ie&and Set; the new set will
contain a copy of all data for the c!rrent analysisCde&and set.
6+5 D!t! Edit/& S;&ee#
#o show6hide the 3ata ?ditor; click the 3ata ?ditor button on the main toolbar; or double8
click on a data item; or right8click on a data item and select .roperties.
The D!t! Edit/& is !sed to edit data ite& fields for the Active Iata =te&.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)
As the Active Iata =te& is changed /either via the Iata @!tline or fro& other screens s!ch as
"etCon0; the Iata 9ditor changes to show all the data fields for that ite&. The top of the Iata
@!tline shows the ite& that is being edited J in the screenshot; a lin% is being edited;
specifically; Lin% 2.
See C h a ng in g th e " ct i ve 3 a t a It e m for &ore details abo!t the Active Iata =te& and how to !se
to set it !sing the &ain toolbarRs bac%CforwardsC!pCdown b!ttons.
9ach data field &ay be a tic%:bo6 /e.g. Is .edestrian Link0; a te6t:bo6 /e.g. %ame; &aturation
:low0 or a drop:down list /e.g. Link Control #ype0. So&e fields are set a!to&atically by
TRA"SBT 1* and are greyed o!t; or are !navailable for other reasons. T'e&e is #/ s!=e
butt/# /# t'e D!t! Edit/&J =!1ues !&e s!=ed !ut/m!ti;!11y ('e#e=e& y/u m!*e !
;'!#$e% !#d !#y /t'e& /3e# s;&ee#s (i11 !ut/m!ti;!11y u3d!te+ To save a change; press
9nter or Tab or clic% in any other data field; or on any other screen. =f yo! &a%e a &ista%e; !se
the 2ndo6$edo b!ttons on the &ain TRA"SBT 1* toolbar. The Iata 9ditor screen can be left
open all the ti&e J there is no need to close it down after having &ade changes.
Clic%ing on any field will show a te6t!al description of the field at the botto& of the screen; along
with its !nits; range and defa!lt val!e. Io!ble clic%ing on any field /the label; not the te6t bo60
will show a glossary screen; which can also be accessed via the &ain 5elp &en!.
Clic% the 3efault values b!tton to set all fields to their defa!lts.
=f A!to:R!n is t!rned on /see $unn in g :il e s a n d u si n g "ut o 8$un 0; then changing any field will
ca!se TRA"SBT 1* to re:r!n the data file and refresh the res!lts screens.
N/te2 The Iata 9ditor can be resiKed horiKontally in order to &a%e the te6t:bo6es longer.
The icons shown to the right of so&e data fields are re&inders that the data field is entered
separately for each Analysis Set or Ie&and Set; or is available separately as a res!lt for each
ti&e seg&ent. =n so&e cases the icon is shown at the top of the Iata 9ditor and in this case
indicates that the entire data ite& itself e6ists separately for each Analysis Set J e.g.; each
Analysis Set can contain an entirely different set of stages.
See also- <adloc% Syste& /Section
*. - 0
6+7 D!t! G&ids
Iata (rids show and let yo! edit potentially large a&o!nts of data in a concise; c!sto&isable;
&anner. See Iata (rids /Section -. 0 for f!ll details.
6+6 Net(/&* C/#st&u;ti/# Edit/& (NetC/#)
"etCon shows a graphical representation of the networ% and lets yo! edit the networ% in a
graphical way; incl!ding the adding; deleting and connecting of nodes and lin%s. =t also shows
o!tp!t res!lts; incl!ding signal states and ani&ation of F!e!es and CT# data. See "etcon
/chapter 1 0 for f!ll details.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* =np!t Iata <age 23
6+6 T!s* List
#o show the #ask List; click the #ask List button on the main toolbar.
The Tas% List shows any warnings or errors in the c!rrent file. TRA"SBT 1* chec%s the data file
every ti&e a change is &ade; and a!to&atically !pdates the Tas% List. As soon as yo! Rfi6R a
proble&; the Tas% List will !pdate and the errorCwarning sho!ld disappear. The Tas% List acts as
a central chec%list that at any ti&e shows yo! what needs to be done in order to r!n the file.
Chec%s are &ade for logic and self:consistency within the file.
"ote that the Tas% List shows proble&s associated with the data file before it is r!n in the
opti&iser. @ccasionally; errors &ay only co&e to light when yo! try to r!n the file; and these
will be shown as &essage bo6es.
5or each row in the grid; the Se=e&ity col!&n will display either R$arningR; R9rrorR or R=nfoR.
9rrors prevent the file fro& r!nning; whereas warnings serve as re&inders that yo! &ay want to
do!ble chec% so&ething; b!t will not prevent r!ns. =nfo ite&s are si&ply for confir&ation
p!rposes. The A&e!% Item and P&/b1em col!&ns indicate the e6act nat!re of the proble&. =n
&ost cases; do!ble clic%ing in the row will open the appropriate screen /or ite& in the Iata
@!tline0 where yo! can fi6 the proble&.
Bo! can choose whether to display errors; warnings or info ite&s by toggling the three b!ttons
at the top of the screen. 'y defa!lt; all three types of ite& are shown; b!t yo! &ay wish to hide
the =nfo ite&s.
Clic%ing in any col!&n in the header row will sort the grid by that col!&n. This allows yo! to
choose to sort the proble&s by Severity /so that errors appear firstD this is the defa!lt0 or by
Area.
=f the grid is too s&all to show the f!ll te6t of a proble&; then either resiKe the grid or else clic%
on the row and then hover over it to show the f!ll te6t. /Alternatively; generate a report; since
the Tas% List ite&s are shown at the top of the report.0
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 27
6+. D!t! Fie1d Fi#de&
&elect the 3ata :ield finder from the 5elp menu or by pressing :) at any
time.
The Iata 5ield 5inder acts as a si&ple inde6 to all data ite&s in the progra&. =t is !sef!l when
yo! are not s!re where a partic!lar data ite& is located in the Iata @!tline. 9nter a word or
phrase to search for and then clic% :indD any data ite&s that contain the word will be listed.
Select an ite& fro& the list and then do!ble clic% the row or clic% >o to selected item to H!&p to
the first occ!rrence of that ite& in the Iata @!tline. "ote that it is only the names of ite&s that
are searched for; not the act!al val!es of the data ite&s.
So if; for e6a&ple; yo! have forgotten how to set the driving side /leftCright0; yo! can enter
TIriving SideT here to reveal that the driving side is located in the :ile 3escription part of the
Iata @!tline.
Clic%ing &earch help file will open the application +ser (!ide and perfor& an a!to&atic search.
Bo! can th!s search the +ser (!ide for f!rther infor&ation on any topic.
N/te2 to search the help file for a phrase /as opposed to a single word0; !se the search syste&
b!ilt into the help file. =.e.; press 51 fro& anywhere in TRA"SBT 1* to show the help file; then
!se the help fileRs search syste&.
=n co&&on with the rest of TRA"SBT 1*; b/1d ite&s have associated data fields; and light green
ite&s are res!lts as opposed to inp!t data ite&s.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 22
. Ot'e& D!t! E#t&y S;&ee#s
.+1 D!t! G&ids
Iata (rids provide a convenient way of viewing and editing several rows of data at one ti&e.
Bo! can display any n!&ber of data grid windows at one ti&e; and the data yo! edit via Iata
(rids will !pdate and synchronise with all other appropriate screens. Iata (rids can also be
!sed to add and delete ite&s fro& the TRA"SBT networ%.
The data shown in each Iata (rid corresponds to the type of the c!rrent Active =te&; and the
col!&ns correspond to the ite&s yo! wo!ld see in the Iata 9ditor for that data ite&. 5or
e6a&ple if yo! clic% in the Iata @!tline on any Lin% /or clic% on a Lin% in "etCon; or any other
screen0; then any Iata (rid screens will show all lin% properties /=I; "a&e; Iescription;
Sat!ration 5low; etc0 for ALL lin%s in the file. The Iata (rid screen therefore gives yo! a
convenient way to view and edit all ite&s of any partic!lar type in the entire networ%.
=f; on the Iata @!tline; yo! clic% on the Modelling s!bsection of a Lin%; then any Iata (rid
screens will change to show all #odelling properties for all lin%s.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 24
=f yo! clic% on any Stage /via any appropriate screen0; then any Iata (rid screens will show all
stages in the file; for all signalised nodes.
The sa&e applies to any other ite& of data that can be selected. "ote however that yo! can
only show one type of data at any one ti&e and yo! cannot; e.g. show nodes and lin%s at the
sa&e ti&e. Bo! can however c!sto&ise the col!&ns shown; as e6plained f!rther below
8%&%& Selecting items
=f wor%ing with for e6a&ple a Iata (rid showing all Lin%s; yo! can &a%e any Lin% the c!rrent
Active =te& by clic%ing on the row header /the grey section at the far left of the row0. Any other
windows showing lin%s data will !pdate accordingly.
Bo! can &a%e &!ltiple selections by !sing the CTRL andCor S=5T %eys. $hen a row is
highlighted; the ite& is selected; and any other screens s!ch as "etCon will show the sa&e
highlighting. 9.g. in the screenshot below; so&e lin%s in the Iata (rid have been selected by
clic%ing in their row headersD "etCon shows the sa&e lin%s highlighted in orange. This also
wor%s the other way ro!nd J clic% on ite&s in "etCon to see the& highlighted in the Iata (rid.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 29
8%&%2 >oc$ing t#e grid
<lease see section *.- for !se of the padloc%
syste&.
8%&%, 2diting data
Type directly into enabled cells in the grid to edit data and !se the arrow %eys or TA'C9"T9R to
&ove aro!nd the grid. 5or &!ltiple:choice data fields; yo! can press the first letter of the
desired option /e.g. to set the #ype of all nodes to be E'ottlenec%; si&ply press ' and press
9"T9R on each row0. +se the spacebar to toggle chec%bo6es onCoff.
So&e fields will be greyed o!t and disabled /andCor &ay show E"CA0. =n general these will
&irror the Iata 9ditor; altho!gh the appearance &ay see& different in Iata (rids. 9.g. <ueue
Limit is greyed o!t if 5as <ueue Limit is !ntic%edD several col!&ns incl!ding &aturation :low will
be greyed o!t if a lin% is a &inor shared lin%.
"ot all data can be edited !sing Iata (rids. 5or e6a&ple stage and lin% green period data &ay
be greyed o!t depending on the application signals representation &odeD yo! &ay be reF!ired
to !se the Lin% Ti&ings diagra& instead.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 40
As yo! enter data; the data and whole file are contin!o!sly validated and !pdated; and this can
res!lt in other rowsCcol!&ns in each Iata (rid fro& disablingCenabling or changing; as yo! enter
data. So&eti&es this is !sef!l b!t i0 y/u (is' t/ e#te& ! 1!&$e !m/u#t /0 d!t! (it'/ut
(it' ;/#ti#u!1 =!1id!ti/#% 3&ess t'e 2dit in 6indo" butt/#+ The Iata (rid will then switch
to an e6cl!sive data:entry &ode and validation will be delayed !ntil yo! press the 3one b!tton.
"ote that with so&e ite&s s!ch as chec%bo6es yo! &ay need to &ove to a different row before
the change is !pdated.
8%&%/ Using an e1ternal spreads#eet
Bo! &ay find it &ore convenient to edit or obtain data !sing an e6ternal spreadsheet or any
other progra&. Copy data fro& any Iata (rid to the clipboard !sing the &ain application Copy
b!tton; which yo! can then paste into a spreadsheet. @nce the data has been editing; &a%e a
selection in the spreadsheet that covers the sa&e area and then paste this into the Iata (rid.
"' yo! cannot add in new ite&s in this wayD the ite&s &!st e6ist in TRA"SBT 1* before yo! can
paste data.
8%&%' Sorting and grouping ro"s
9ach data grid show rows in the order specified by the OptionsE&orting section of the Iata
@!tline; which allows yo! to specify whether ite&s sho!ld be sorted alphabetically or n!&erically
and also a n!&ber of other gro!ping options; s!ch as gro!ping all shared lin%s together.
Bo! can also sort by any col!&n by clic%ing on the col!&n header; which will toggle between
ascending and descending order.
8%&%3 )dding?deleting ro"s
To addCdelete rows; right:clic% on any row header. This will show a s!b:&en! where yo! can
choose to delete the c!rrent row or add a copy of the c!rrent row. Bo! can also a new row;
which will !se defa!lt val!es for all fields as opposed to copying the c!rrent row. 5or e6a&ple if
showing a Iata (rid of lin%s; yo! can !se this &en! to add new lin%s to the networ% and to
delete e6isting ones.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 41
=n so&e cases this &en! contains an e6tra option- for e6a&ple if yo! clic% on :lares on the Iata
@!tline; the Iata (rid will only show a list of lin%s and not any act!al flare data. /Bo! wo!ld
need to clic% on act!al 5lare in the Iata @!tline for this to happen; b!t; with a new file; there
&ay not be any flares0. =n this case; right:clic% on a row:header and select "dd %ew :lare. This
will add a new flare to the chosen lin% and the Iata (rid will then H!&p to show all flares for that
lin%.
8%&%C 0olumn la.outs
Bo! can swap col!&ns by dragging col!&n headers with the &o!se.
Right:clic% on any col!&n header to delete that col!&n or to add any other col!&n fro& the
drop:down &en! of available ite&s. "ote that the available ite&s incl!de any data fields of the
c!rrent active data ite& pl!s any s!b:ite&sD e.g. if the Iata (rid is showing Lin%s; then yo! can
add any field fro& Lin%s; Lin% #odelling; Lin% (ive $ay Iata and so on. /Bo! cannot however
go the other way ro!ndD if the data grid is showing Lin% (ive $ay Iata then yo! cannot add
fields fro& Lin% #odelling0.
Bo! can also add fields by clic%ing Column LayoutsE"dd Columns :rom 3ata ?ditorD as yo! clic%
on fields in the Iata 9ditor; they will be added as col!&ns to the Iata (rid; !ntil yo! t!rn off
this &ode.
5or e6a&ple to set !p a Iata (rid to show the =I; Sat!ration 5low and Total 5low for all lin%s;
follow these steps-
: <ress the Iata (rid b!tton on the &ain toolbar to show a new Iata (rid
: Clic% on any Lin% in the Iata @!tline or in "etCon. The Iata (rid sho!ld show all &ain fields
for all Lin%s
: =n the Iata (rid; select Column Layouts6$emove "ll
Columns
: =n the Iata (rid; right:clic% on a col!&n header and !se the drop:down &en! to select the
fields to add-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 42
The Iata (rid sho!ld now loo% li%e the below-
Bo! can s!=e ;/1um# 1!y/uts by selecting Column LayoutsE&tore Current Columns Layout.
This will pro&pt yo! to enter a na&e; and this layo!t will then be available in the Column
Layouts &en! every ti&e yo! r!n the progra&. "ote that the layo!t will only be applicable to
the appropriate data type /e.g. Lin%s; not "odes0; and will only be visible in the &en! when the
data grid is showing this data type. The saved col!&n layo!t does not store the fact that it
applies to Lin%s and not "odesD yo! &!st select a Lin%s data grid before selecting a Lin%s
col!&n layo!t. Col!&n layo!ts are saved to yo!r personal !ser preferencesD not in the file.
Select Column LayoutsEManage &tored Column Layouts to access a screen where yo! can see
all saved col!&n layo!ts and rena&eCdelete the&. Bo! can store &!ltiple layo!ts for the sa&e
data ite& /e.g. Lin%s0. =f yo! tic% the Is3efault col!&n then this layo!t beco&es the defa!lt
layo!t for that data ite& and will be chosen a!to&atically every ti&e yo! show an appropriate
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 4*
Iata (rid J in this way yo! will not have to select it &an!ally each ti&e. Tic% the 2seIn$eports
chec%bo6 if yo! wo!ld li%e the layo!t to be !sed to generate tables when yo! generate reports.
=n this way yo! can set !p yo!r own selection of data which will then be pop!lated every ti&e
yo! r!n a report.
8%&%8 9i1ing input and output data in Aata 7rids
"ew to TRA"SBT 1*.1 is the ability to &i6 both inp!t and o!tp!t data in a Iata (rid. This allows
yo! to create e6actly what o!tp!t tables yo! want.
$hen adding col!&ns to Iata (rids; yo! can only add ite&s that are at the sa&e level or at a
higher level of hierarchy in the tree as displayed in the Iata @!tline. Bo! cannot add ite&s that
are nested f!rther into the hierarchy. The easiest way to !nderstand this is to e6peri&ent with
col!&ns; b!t; it &eans that if yo! want to &i6 inp!ts and o!tp!ts; yo! &!st start with a Iata
(rid of res!lts; and then add the inp!ts /not the other way ro!nd0.
As an e6a&ple; the steps below show how to set !p a Iata (rid to show a si&ple selection of
inp!ts and o!tp!ts-
Show a Iata (rid and clic% on $esultsE&ummary for any lin% in the Iata @!tline. The
Iata (rid will show s!&&ary res!lts for all lin%s.
=n the Iata (rid; clic% the padloc% icon once so that the grid will not change when yo!
clic% elsewhere in the Iata @!tline or other screens
=n the Iata (rid; clic% Column LayoutsE$emove "ll Columns
=n the Iata (rid; t!rn on Column LayoutsE"dd Columns fro& Iata 9ditor
Show the Iata 9ditor if its not already shown; and clic% on 3egree of &aturation /clic%
the label; not the te6t bo60. The Iata (rid sho!ld add this col!&n. =n the Iata @!tline
clic% Res!ltsUG!e!es and 'loc%ing and clic% on Mean Ma= <ueue.
=n the Iata @!tline select any lin% and then in the Iata 9ditor select Length. Then select
Link :lowsE#otal :low
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 4)
The Iata (rid sho!ld now loo% li%e this-
Bo! can rearrange col!&ns by dragging the headers with the &o!se.
The c!sto& grid can be incl!ded in reports by !sing the options to store and &anage layo!ts in
the Column Layouts &en!. /See Section , ., 0
=n the e6a&ple shown below; the grid shows both inp!t and o!tp!t versions of sat!ration flow
and total flow. This clearly shows differences between the inp!ts and o!tp!ts; d!e to e.g. a flare
on lin% 12 and a flow discrepancy or scaling on lin% 1).
8%&%! =ie"ing results and time segments
Bo! can view Iata (rids of res!lts H!st as with any other data ite&. There are a co!ple of
special considerations-
To show res!lts for all lin%s; show a Iata (rid and then clic% on the $esults section of any lin%
the Iata @!tline. /The screenshot below shows the $esultsE&ummary section. Bo! can b!ild
any co&bination of col!&ns as e6plained above.0 5or these Iata (rids; TRA"SBT 1* adds a
special e6tra row at the botto& of the grid that shows the total of all res!lts for the lin%s in the
data grid. 'y defa!lt; these will therefore be networ% totals; b!t; if yo! have filtered the grid to
show e.g. only b!s lin%s; then the totals will be for b!s lin%s only. =n this way the totals row
serves as a !sef!l &echanis& for totalling any set of res!lts.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 43
Bo! cannot show res!lts for all ti&e seg&ents for all lin%s; b!t; this infor&ation is available in
generated reports.
8%&%& Filtering ro"s
The :ilters &en! provides a way to restrict the Iata (rid to show only certain rows. A set of
b!ilt:in filters is provided; and yo! can also b!ild yo!r own !sing the G!ery '!ilder tool.
The b!ilt:in filters available depend on the type of Iata (rid. 5or e6a&ple if showing a Iata
(rid of Lin%s; only the Lin%s filters will be available.
$e reco&&end !sing the padloc% syste& to prevent Iata (rids fro& switching to showing other
data as yo! change screen J see section *. - .
So&e filters are self:e6planatory; s!ch as :iltersELinksE/us Links Only. This will restrict the
Iata (rid so that only b!s lin%s are shown in the grid. =f yo! edit a lin% and &a%e it a b!s lin%;
the Iata (rid will !pdate to incl!de this new b!s lin%.
@ther filters are &ore advanced and &ay depend on selections that yo! &a%e in other Iata
(rids or in "etCon. The general idea is that screens interact with each other; so that each Iata
(rid dyna&ically !pdates according to what yo! have clic%ed on in the Iata @!tline; or "etCon;
or other Iata (rids; or what selection yo! have &ade in these screens.
To re&ove any filters; clic% :iltersE%o :ilter J or si&ply close down the Iata (rid and open a
new one.
A few e6a&ples are shown below.
=n the screenshot below; a Lin%s data grid has its filter set to :iltersELinksELinks Controlled /y
&elected %odes. "ode 2 has been selected in "etCon; and so the Iata (rid only shows lin%s 21:
23; all of which are controlled by "ode 2. Clic%ing on a different node in "etCon wo!ld !pdate
the Iata (rid to show lin%s controlled by that node J or nothing; if no node is selected. =f yo!
dont want the Iata (rid to %eep changing; !se the padloc% to loc% the rows to the e6act rows
shown.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 47
=n the screenshot below; a Lin%s Iata (rid has the &how Only Items in Current &election &ode
enabled /this is a special filter that applies to any type of ite&0. A rectang!lar selection has
been &ade in "etCon to select everything on the west side of the networ%; so the Iata (rid
shows only these lin%s. I0 t'e&e is #/ se1e;ti/#% t'e# t'e D!t! G&id (i11 be em3ty+
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 42
.+, Gue&y "ui1de&
La!nch the G!ery '!ilder screen fro& any Iata (rid or via the &ain application #ools &en!.
The G!ery '!ilder is intended &ainly for !se with Iata (rids; b!t; it can also be !sed to
calc!late how &any ite&s /if any0 &atch a F!ery : for e6a&ple; to find o!t if the networ%
contains any signalised lin%s of length V200& where the I@S threshold is e6ceeded. /@f co!rse
yo! co!ld H!st scan down the res!lts or a generated report; b!t; with large networ%s or &ore
co&ple6 F!eries this &ay be diffic!lt andCor tedio!s.0
The G!ery '!ilder is a powerf!l and fle6ible tool and the e6a&ple given here is relatively si&ple.
=n co&&on with &any other screens in TRA"SBT 1*; the data fields of interest are set in the
G!ery '!ilder by clic%ing on the& in the Iata 9ditor or in any Iata (rid screen. =n way yo!
b!ild one or &ore cla!ses /sections0 of the F!ery. =n the e6a&ple above there are three cla!ses
/lin% &!st be signalised; length is less than 200&; and I@S threshold
e6ceeded0.
The G!ery '!ilder after setting !p the above e6a&ple is shown in the screenshot
below.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 44
Start off by selecting a data field in the Iata 9ditor /or in a Iata (rid J clic% in any cell0D it will
be shown at the top left of the G!ery '!ilder. Select an operator fro& the &en! /Q; V; U etc;
depending on the data type0; and then enter a val!e or choose fro& a drop:down list in the
Compare to bo6. The press "dd <uery Clause; and it will be added to the <uery Clauses list.
+se the O$6"%3 options to control how the cla!ses sho!ld be co&bined. =n this e6a&ple; the
"%3 option /defa!lt0 is !sed; since we want all three conditions to be &et.
=f there are no errors; then the stat!s bar at the botto& gives a F!ic% indication of how &any
ite&s in the TRA"SBT networ% &eet these conditions. To see the act!al lin%s; d&!$ 0&/m t'e
Duer. 0lauses b/8 i#t/ !#y D!t! G&id. =.e.; clic% anywhere inside the <uery Clauses bo6;
and then drag the &o!se pointer on top of any Iata (rid. Releasing the &o!se b!tton will then
set the Iata (rid into :iltersE<uery /uilder &ode and will show the res!lts of the F!ery; as
shown in this screenshot-
=n this e6a&ple; lin% 2) is the only lin% that is less than 200& in length A"I is signalised A"I
has its I@S threshold e6ceeded. "ote that what yo! see in the Iata (rid depends on what data
ite& the Iata (rid contains- the grid shown above shows Lin%s; and the one below shows Lin%
Res!lts. As e6plained elsewhere yo! can !s!ally b!ild yo!r own col!&n layo!ts in the grids.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 49
Contin!ing with the sa&e e6a&ple; !sing this filter in a Iata (rid that shows (reen <eriods
wo!ld show ALL green periods for all lin%s that &eet the conditions J in this case; the two green
periods for Lin% 2).
=&agine now that yo! wish to filter f!rther and are only interested in green periods where the
above conditions are tr!e and f!rther&ore the green period is one that starts in the first half of
the signals cycle /for whatever reason0. Adding this f!rther cla!se to the G!ery '!ilder wo!ld
loo% li%e the below-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 90
=n this case; there are two possible types of res!lts- yo! &ay either want to view all lin%s
containing at least one green period whose start ti&e is less than 30s; or; yo! &ay only want to
view the green periods the&selves. TRA"SBT 1* wont %now which of these possibilities yo!
want; so !se the 3ata Item #o :ind bo6 and then drag the F!ery into an appropriate Iata (rid.
=f the Iata (rid shows (reen <eriods; then it will either show 2 rows or 1 row depending on
which option yo! select here.
=t is not c!rrently possible to save F!eries; b!t; yo! can press the ?dit manually b!tton and then
save the code that is shown in a te6t file. S!bseF!ently yo! co!ld paste this te6t bac% in and re:
r!n the F!ery.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 91
.+3 )!i# D!t! S;&ee#
Altho!gh all data is available via the Iata @!tline and Iata 9ditor; co&&only needed data is
also available via a #ain Iata Screen; which yo! can access via the b!tton on the &ain vertical
toolbar or the &ain 0iew &en!.
The data on this screen wor%s in e6actly the sa&e way as the Iata 9ditor.
Bo! can leave this screen visible and it will !pdate and synchronise with other screens; as with
any other window in TRA"SBT 1*.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 92
.+5 N/des D!t! S;&ee#
Altho!gh all "odes data is available via the Iata @!tline and Iata 9ditor; co&&only needed
data is also available via a "odes Iata Screen; which yo! can access via the b!tton on the &ain
vertical toolbar or the &ain 0iew &en!.
The data on this screen wor%s in e6actly the sa&e way as the Iata 9ditor.
Bo! can leave this screen visible and it will !pdate and synchronise with other screens; as with
any other window in TRA"SBT 1*.
Select the node to view !sing the list on the left hand side; or via the Iata @!tline; or via
"etCon. Bo! can also !se this screen to addCdelete nodes.
The data grid showing stages wor%s in e6actly the sa&e as any other Iata (rid; incl!ding the
ability to addCdelete col!&ns and rows.
To add a new stage for the c!rrent node; right:clic% in a row:header /the grey area on the left of
any row0 and clic% on "dd %ew &tage in the drop:down &en! that appears. "' this only applies
when wor%ing in T12#@I9D if in T1*#@I9; addCdelete stages via the Lin% Ti&ings screen.
.+7 Li#*s D!t! S;&ee#
Altho!gh all Lin%s data is available via the Iata @!tline and Iata 9ditor; co&&only needed data
is also available via a Lin%s Iata Screen; which yo! can access via the b!tton on the &ain
vertical toolbar or the &ain 0iew &en!.
The data on this screen wor%s in e6actly the sa&e way as the Iata 9ditor.
Bo! can leave this screen visible and it will !pdate and synchronise with other screens; as with
any other window in TRA"SBT 1*.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 9*
Select the lin% to view !sing the list on the left hand side; or via the Iata @!tline; or via "etCon.
Bo! can also !se this screen to addCdelete lin%s.
9ach of the data grids in this screen /for flows and flares etc0 wor%s in e6actly the sa&e as any
other Iata (rid; incl!ding the ability to addCdelete col!&ns and rows.
See notes below for each tab.
The :lows tab shows a grid of each So!rce for the c!rrent lin%. =f the lin% is an entry lin%; then
the grid will have only one row and will apply to the entry so!rces. Add new so!rces by right:
clic%ing on the row header and selecting "dd %ew &ource. =f the lin% is not an entry lin% /i.e.
has at least one internal so!rce being fed fro& another lin%0; then the grid will show only the
internal so!rces. =n other words the grid will a!to&atically show either entry so!rces @R
internal so!rces; b!t not both together.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 9)
To add a new green period for the c!rrent lin%; right:clic% in a row:header /the grey area on the
left of any row0 and clic% on "dd %ew >reen .eriod in the drop:down &en! that appears. "'
this only applies when wor%ing in T12#@I9D if in T1*#@I9; addCdelete stages via the Lin%
Ti&ings screen.
To add a new flare for the c!rrent lin%; right:clic% in a row:header /the grey area on the left of
any row0 and clic% on "dd %ew :lare in the drop:down &en! that appears.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 93
H Net(/&* C/#st&u;ti/# Edit/& (NetC/#)
=n TRA"SBT 1* yo! can show one or &ore "etCon windows; each of which shows a graphical
representation of the c!rrent TRA"SBT "etwor%. =t shows a depiction of all nodes and lin%s;
indicates their types and vario!s other para&eters; and can be overlaid with a wide variety of
e6tra data; s!ch as F!e!e ani&ations and CT# cell occ!pancy ani&ations. La!nch a new "etCon
window by clic%ing the %etCon b!tton on the &ain vertical toolbar.
NetC/# ;!# be used t/ bui1d ! #et(/&* 0&/m s;&!t;' be;!use it 1ets y/u !dd !#d de1ete
#/des !#d 1i#*s !#d t/ ;/##e;t 1i#*s t/ #/des !#d t/ /t'e& 1i#*s+
The "etCon layo!t is saved a!to&atically as part of the &ain data fileD there is no need to
&anage separate files as was the case in TRA"SBT 12.
#!ch of "etCon is self:e6planatory and we reco&&end that yo! e6peri&ent with the vario!s
feat!res in the toolbars and in the vario!s &en!s available by right:clic%ing on any ite& in the
diagra&.
=n general; clic%ing on a node; lin%; so!rce; @I #atri6 or Location will &a%e that ite& beco&e
the c!rrent Active =te&; and any other windows will !pdate to show data for that lin% or node J
e.g. the Lin% Ti&ings screen; Iata 9ditor; Stage SeF!ence screen; Iata (rids; and so on.
Io!ble clic%ing on an ite& will often bring !p an appropriate data entry screen.
The icons along the horiKontal toolbar control the view of the networ% and t!rn on and off
vario!s overlay tools and other feat!res. The icons in the vertical toolbar represent a set of
tools which yo! can !se to add and connect nodes lin%s and locations. The colo!rs !sed for lin%s
correspond to the colo!rs !sed in the Etoolbo6 on the left hand side.
Y/u ;!# ;'e;* ('!t e!;' i;/# d/es by '/=e&i#$ t'e m/use /=e& t'e item !#d ;'e;*i#$
t'e st!tus b!& !t t'e b/tt/m /0 t'e NetC/# s;&ee#+
Shared &inor lin%s are shown with dashed linesD b!s and tra& lin%s are shown with dotted lines.
<edestrian lin%s are shown with a large open arrow at one end. The bl!e cones aro!nd nodes
indicate the controlling node for each lin%. 'y defa!lt; each lin% also shows its total flow; and its
degree of sat!ration /shown as a percentage; and ass!&ing that the file has been r!n at least
once0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 97
H+1 S3eed /0 /3e&!ti/#
"etCon sho!ld be highly responsive even with reasonably large networ%s. =f yo! find that it is
Her%y; or ta%es a long ti&e to !pdate; yo! &ay need to !pdate yo!r graphics driver andCor
graphics card. =n so&e cases; changing /incl!ding red!cing0 the a&o!nt of hardware
acceleration for yo!r graphics driver &ay help. Contact yo!r =T depart&ent for assistance if
reF!ired.
There is also a Esafe &ode that t!rns off certain feat!resD select this via the &ain progra& +ser
<references.
=n ter&s of general !sage; yo! &ay find that "etCon is &ore responsive if yo! close down any
other screens that yo! are not !sing; incl!ding the Iata 9ditor.
H+, )/=i#$ !&/u#d t'e #et(/&*
The diagra& will a!to&atically re:siKe to fit the window when yo! resiKe the window; or; yo! can
clic% on the :it #o Window b!tton.
+se the Zoom and Zoom to $ectangle &odes to Koo& in and o!t. /$ith the latter; drag a
rectangle on the diagra& to Koo& to.0 Bo! can also Koo& inCo!t by !sing the &o!se wheel.
+se the .an &ode to &ove aro!nd the networ%; or !se the scroll bars andCor arrow %eys on yo!r
%eyboard. Alternatively; yo! can hold:down the &o!se wheel and pan witho!t having to switch
to .an &ode at all.
To foc!s on a partic!lar node or lin%; right:clic% in a blan% area and select 0iewE>o #o
%ode6Link.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 92
H+3 P&i#ti#$% ;/3yi#$ !#d e83/&ti#$
The networ% can be printed !sing the &ain application .rint and .rint .review b!ttons in the
!s!al way. =n addition; yo! can !se the #oggle .rint Zone &ode to show an o!tline overlay that
represents the c!rrent printer paper siKe. Bo! can then &anoe!vre and Koo& the networ% so
that the desired portion fits inside this o!tline. <ressing the <rint b!tton will then print o!t the
sa&e area.
Bo! can also copy the diagra& to the clipboard by !sing the !s!al Copy b!tton the &ain
application toolbar or by !sing the right:clic% &en! in a blan% part of the networ%.
The right:clic% &en! also gives access to an ?=port &en!; where yo! can choose to e6port the
diagra& in vario!s for&ats; incl!ding A!toCad /I>50 for&at.
H+5 )!#i3u1!ti#$ items
!%/%& Selecting items
Si&ply clic% on any ite& in the diagra& /nodes; lin%s; so!rces; etc0 to se1e;t it. =t will be
shown with orange highlighting and any other relevant data screens /e.g. Iata 9ditor; Iata
(rids0 will !pdate to show data for this ite&; if appropriate.
To select &!ltiple ite&s; hold down the CTRL %ey.
To select a rectang!lar selection of ite&s; !se the $ectangular &election Mode b!tton and drag a
rectangle on the diagra&.
!%/%2 9oving items
To &ove an ite& in the diagra&; si&ply clic% on it and drag with the &o!se.
The green circles at the ends on each lin% are defa!lt be#d '!#d1es; which serve as points
which yo! can grab with the &o!se to &ove either end. To add e6tra bend points to a lin%;
right:clic% on the lin% and select "dd new Link section. There is no li&it to the n!&ber of bend
points yo! can add; so lin%s can be &ade to c!rve along as detailed a path as yo! reF!ired. +se
the sa&e right:clic% &en! to re&ove lin% sections or to straighten the lin%.
As yo! &ove a node; yo! will notice that all connecting lin%s also &ove with the node. To avoid
this happening; hold down the S=5T %ey as yo! drag the nodeD the node will then &ove in
isolation.
Si&ilarly; as yo! &ove entry lin%s via their o!ter&ost bend handle; yo! will notice that they
pivot aro!nd their controlling node. To avoid this happening; hold down the S=5T %ey as yo!
drag the bend handleD the lin% will then &ove in isolation.
"ote that yo! can &ove stop lines; which has the effect of &oving all lin%s that share the stop
line.
=f several ite&s are selected; then &oving any of the selected ite&s will &ove the entire gro!p.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 94
Bo! can rotate an ite&; or a gro!p of ite&s; by firstly selecting the& and then !sing the $otate
&election &ode. The rotation is carried o!t aro!nd the first point that yo! clic% on in this &odeD
drag the &o!se to control the a&o!nt of rotation.
To revert to a previo!s layo!t; !se the +ndoCRedo b!ttons together with the &ave %etCon state
in the &ain application ?dit &en! or toolbar.
!%/%, )ligning to a grid
T!rn on the &how >rid &ode to show a grid that ite&s will snap to as yo! &ove the&. Bo! can
also align everything to the grid by right:clic%ing in an e&pty part of the diagra& and selecting
0iewE"lign %ow.
!%/%/ )dEusting spacing
The spacing between all nodes and lin%s can be adH!sted by right:clic%ing in a blan% area and
selecting #oolsE"dLust %etwork6Link &pacing. 9nter a n!&ber representing a percentage by
which yo! wish to increaseCdecrease the spacing J e.g. 120W to slightly increase the spacing
between everything.
!%/%' 0#anging properties of items
Right:clic%ing on any ite& will show a &en! appropriate to that ite&; fro& where yo! can access
all its properties /this will show the Iata 9ditor screen0; and also certain co&&only !sed ite&s;
s!ch as a lin%s control type.
"ote that in so&e cases yo! will need to !se the Iata @!tline to access e6actly the ite& or s!b:
ite& that yo! need.
=f the Lin%s Iata screen or "odes Iata screen are visible; then they will !pdate to show data for
the c!rrently selected nodeClin%; as does the Iata 9ditor.
!%/%3 )dding and deleting items
=f the diagra& already contains ite&s; yo! can delete; &a%e copies and add new ite&s by right:
clic%ing on any e6isting ite& and choosing the appropriate "ddF or 3elete options. #!ltiple ite&
deletions are also possible by selecting all the ite&s yo! wish to re&ove and then pressing the
3elete %ey.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 99
Bo! can also add ite&s by !sing the toolbo6 on the left of the "etCon window. There are
vario!s alternative ways to do thisD so&e are described below. =n general; to e6it a &ode; right:
clic% in a blan% part of the diagra&; or clic% on the arrow b!tton in the &ain toolbar.
Clic% on one of the node icons /signalised node; bottlenec% node; priority node0 and then
clic% anywhere in the diagra& to add a node of that type
Irag one of the node icons onto the diagra& to add a node of that type
Clic% on one of the lin% icons /nor&al lin%; bottlenec% lin%; etc0 and then clic% anywhere in
the diagra& to add a lin% of that type. 9ach &o!se clic% will add one lin% section /i.e. a
new Ebend for the lin%0; !ntil yo! right:clic%. To add a straight lin%; clic% once to set the
start point; again to set the end point; and then right:clic%. Bo! can also finish the lin%
!sing the &iddle &o!se b!tton; which has the effect of staying in lin%:adding &ode; so
that yo! can easily add f!rther lin%s of the sa&e type.
Irag any of the lin% icons onto the diagra& to add a lin% of that type /yo! will then need
to reposition it0
"' yo! do not need to necessarily !se the different lin% icons- yo! can !se any lin% icon
and then right:clic% on the newly added lin% and !se the &en!s to change the lin% control
type and give:way properties etc.
An O3 matri= can be created !sing the sa&e two &ethods /drag or clic%ing0 as described
for creating nodes. $hen an O3 Matri= is created a single Location will also be created
a!to&atically
$hen creating additional Locations; select which O3 matri= it will apply to first; then clic%
or drag the Location icon
Bo! can also add nodes; lin%s; etc. via the Iata @!tline; as with any other data ite&; in which
the new ite& will appear in an arbitrary position in the diagra&.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 100
De3e#di#$ /# /3ti/#s y/u se1e;t i# t'e Use& P&e0e&e#;es s;&ee#% NetC/# m!y 3&/m3t
y/u t/ e#te& ! 1i#* A#/de ID e!;' time y/u !dd ! #e( item+
!%/%C 0onnecting items
+se the Connect Items &ode to connect ite&s in the following ways-
Clic% on a lin% and then clic% on a node to set that node as the controlling node for the
lin%. =f the lin% was already connected to a node; the new node will replace the old node.
Clic% on a lin% and then clic% on a second lin% to connect the first lin% to the second lin%.
/=.e.; the first lin% will then be an !pstrea& lin% /or so!rce0 of the second lin%.0
Clic% on a connector and then clic% on a new lin% to disconnect the e6isting downstrea&
lin% and connect the so!rce to a new /downstrea&0 lin%
Clic% on a lin% and then clic% on a connector to disconnect the e6isting so!rce lin% /if one
is c!rrently connected to it0 and connect the new lin% as the new so!rce.
Clic% on a Location and then clic% on a lin% to set that lin% as an 9ntry Lin% for that
partic!lar Location. Clic% on a lin% and then clic% on a Location to set that lin% as an 96it
Lin% for that partic!lar Location. "ote how the order in which yo! attach the lin% or
location deter&ines whether or not the lin% is defined as an entry or e6it for the selected
Location.
+se the &hare Links &ode to set !p shared stop lines. $hen in this &ode; clic% on a lin% and
then clic% on a second lin% to assign the second lin% as a &inor lin% of the first lin%. The first lin%
&!st already be a &aHor shared lin% /which is tr!e by i&plication if it is the only lin% at a stop
line0. To E!nshare a lin%; yo! can view its <roperties and !ntic% the Is Minor &hared Link
property.
!%/%8 )dding labels
Bo! can add te6t!al annotations to the diagra& via the "dd Label &ode. =n this &ode; clic%
anywhere on the diagra& and type the annotation. Bo! can then &ove and resiKe the
annotation by dragging it as with any other ite&. To resiKe it; clic% on the label and then drag
the red handles as either end.
H+7 >ie(i#$ !#d =isu!1isi#$ d!t! i# NetC/#
The toolbar at the top of the "etCon window provides access to a n!&ber of e6tra &odes and
&en!s where yo! can t!rn on vario!s feat!res and vis!alisations. =n general; the %ey at the
botto& of the diagra& indicates which options are switched on.
!%'%& Signal states
+se this icon to display act!al signal states for each lin%; on the lin% andCor H!st the stop line.
+se the "nimation Controls screen to set the point in the cycle to display signals for; or start the
ani&ation to ani&ate the signals.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 101
The c!rrent stage r!nning at each node is shown !nderneath the node n!&ber.
Bo! &ay wish to !se this in conH!nction with the Lin% Ti&ings screen andCor Stage SeF!ence
screen so that yo! can see the signal plan for one or &ore nodes at the sa&e ti&e; as in the
screenshot below.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 102
!%'%2 )nimated )rro"s
This &ode is !sef!l to chec% the directions of lin%s and also to give an overview of which lin%s
feed into which other lin%s.
Select the &how 2pstreams or &how 3ownstreams &odes and then hover the &o!se pointer
over any lin% to show yellow arrows on the !pstrea&s or downstrea&s of that lin%.
+se the &how ?ffective >reens &ode to show yellow arrows on any lin% whose controlling node
is showing a green signal; ta%ing into acco!nt startCend displace&ents; for the c!rrent point in
the cycle. /AdH!st the point in the cycle !sing the "nimation Controls screen.0 =f a lin% is not
signalised then it is considered to be per&anently green. This &ode can also be !sef!l for
displaying the differences between act!al greens and effective greens; if yo! co&bine it with the
&how &ignal &tates &ode.
=n the screenshot below; lin% 112 at the botto& of the diagra& is showing act!al red; b!t the
yellow arrows indicate that traffic on the lin% wo!ld still be crossing the stop line.
!%'%, *ode cones
These show colo!red cones indicating the controlling traffic andCor signals node for each lin%.
9ach lin%s traffic feeds into the lin%s traffic node; b!t it signals are controlled /if relevant0 by
the lin%s signals node. /+s!ally; the traffic node and signals node for a lin% are the sa&e; and
so t!rning on both sets of cones wo!ld have little effect.0
5or clarity; yo! &ay wish to t!rn the cones off.
Bo! can also show cones highlighting the connections between lin%s.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 10*
!%'%/ Bverla. tools
+se the =alue 0omparison Tool to show bl!e highlighting on each lin%; where the depth of
shading indicates the relative val!e of a chosen data field. 'y defa!lt; the data field is set to
Total 5low; so the deepest bl!es show the heaviest flows. Bo! can control the difference
between the s&allest and largest val!es via the "etCon options screen.
Bo! can show vis!alisations of !#y /t'e& d!t! item by switching on this &ode and then clic%ing
on any data field in the Iata 9ditor or a Iata (rid screen. As long as the data field is n!&erical;
"etCon will atte&pt to colo!r the bl!e overlay bo6es according to the relative val!e of this data
field for each lin%. =n the e6a&ple below; the val!e co&parison tool is showing the relative
val!es of &top Weighting for each lin%; and it is i&&ediately obvio!s that the !ser has entered a
high /or non:Kero0 stop weighting for ) lin%s.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 10)
+se the Flo" 0onsistenc. Tool to highlight any proble&s with flow consistency. Red or a&ber
lin%sCso!rces indicate that there &ay be an inconsistency with the flows at these locations. See
section .( for &ore details.
+se the 2rror Bverla. Tool to highlight in redCa&berCgreenCgrey any warnings; errors or
infor&ation tas%s for each lin%; so!rce and node. These correspond to the &essages shown in
the Tas% List screen. =n the screenshot below; the !ser has accidentally deleted "ode 2D the
lin%s which were controlled by this node are then in an error state; as indicated by the red
colo!ring. The Tas% List will then show f!ll details of the proble&s.
%/ you can change the colours used from the default reds and greens via the 2ser .references
screen.
!%'%' ;ig#lig#ting bus?tram?pedestrian lin$s
+se this tool to fade o!t all lin%s in the networ% other than the selected lin% type. =n this way
yo! can easily see where the b!sCtra&Cpedestrian lin%s are; as in the screenshot below; where
5ighlight /us Links has been chosen. To restore nor&al appearance; select #urn off
5ighlighting.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 103
!%'%3 S#o"ing lin$ lengt#s, :ueues and 0T9 data
A variety of tools are available via this &en! for the vis!alisation of lin% lengths; F!e!es and
CT# data. To show F!e!es; yo! &!st have r!n the file at least once; and <I# andCor CT# data
&!st be available. +se the S!&&ary Res!lts screen to chec% the stat!s of this r!n data. =f no
data is available; yo! can still select the options; b!t no F!e!esCani&ation will be visible.
"ote that yo! can scale the relative width of all F!e!e and ani&ation bars via the "etCon
@ptions screen.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 107
1.!.*. Link Length 3isplay
=n this &ode yellow bars are displayed on each lin%; the lengths corresponding to the act!al lin%
lengths. /The scaling is arbitrary b!t self:consistent.0 +se this &ode if yo! wish to position the
networ% to reflect real relative lengths of lin%s. =n the screenshot below; lin%s 21:2* have been
positioned to be longer than their real lengths; and so the yellow bars stop short of the ends of
the lin%s. Lin% * on the other hand has been positioned to be shorter than its real length and
this is indicated by the yellow bar showing a thic%er section at one end. $hen the lin%s are
positioned correctly; the lengths of the yellow bars will e6actly fit the lin%s.
1.!.*.( Mean Ma= <ueues @MM<A
=n this &ode orange bars are overlaid on each lin% to indicate the &ean &a6 F!e!e on each lin%.
The F!e!e is shown as a proportion of the lin% length based on the &a6i&!& F!e!e storage;
e.g. half the lin% will be orange if the F!e!e is 3 and the &a6i&!& F!e!e storage is 10. =f the
!ser specifies their own &a6i&!& F!e!e storage this will be reflected in the proportion of the
lin% that is orange. G!e!es are never drawn longer than the &a6i&!& F!e!e storage J
instead; a blac% bar is drawn at the end of the F!e!e to indicate that the F!e!e is longer than
drawn.
The &ean &a6i&!& F!e!e is only an appro6i&ate average of the &a6i&!&
F!e!es li%ely to be enco!ntered; and it will therefore be e6ceeded 30 per cent of
the ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 102
1.!.*.) .3M 2niform <ueues
=n this &ode red and green bars are !sed to show the !nifor& co&ponent of the F!e!e on each
lin%; fro& the <I# traffic &odel. The F!e!es are shown at the &o&ent in the cycle ti&e as set
in the Ani&ation Controls screen; so yo! can ani&ate the F!e!es by starting ani&ation via this
screen. =t &ay also be !sef!l to show signal states at the sa&e; as in the screenshot below.
The red bars on each lin% represent stationary F!e!es; which will tend to b!ild !p when the
signal at the stop line is showing red. $hen the signal changes to green; the position of the
stationary F!e!e &oves !pstrea& as traffic at the stop line begins to leave the F!e!e. The
green part of the bar can therefore be tho!ght of as representing &oving traffic. =n other words;
the red bars show where the front and bac% of F!e!e are located.
The <I# !nifor& F!e!e ani&ation e6actly &atches the data shown in <I# G!e!e
(raphs.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 104
1.!.*., C#M "verage <ueues
=f CT# o!tp!t is available; this &ode can be !sed to show CT# average F!e!es !sing yellow
bloc%s which can be ani&ated via the Ani&ation Controls screen. These represent a s!&&ation
of any F!e!es that occ!r thro!gho!t the lin% when !sing this &odel. Bo! can display these
F!e!es at the sa&e ti&e as the <I# !nifor& F!e!es; as shown in the screenshot below. "ote
that the <I# F!e!e bars show both the length and the front and bac% of F!e!es; while the CT#
F!e!e bars represent only the length of F!e!es /always shown at the stop line of each lin%0; not
the location of the front and bac% of F!e!es. Bo! can see the infor&ation on position of F!e!es
by !sing the C#M Cell <ueues option.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 109
1.!.*.! C#M Cell Occupancy
=f CT# o!tp!t is available; this &ode shows CT# cell occ!pancy at each cell in each lin% for the
c!rrent point in the cycle ti&e as set via the Ani&ation Controls screen. The width of each bl!e
bloc% is proportional to the occ!pancy of that cell. /Control the width scaling of the bloc%s via the
"etCon @ptions screen.0
As y/u ;'!#$e t'e time1i#e =i! t'e A#im!ti/# C/#t&/1s s;&ee#% t'e ;e11 /;;u3!#;y
b1/;*s (i11 m/=e t'&/u$' t'e #et(/&*% !#d i# t'is (!y y/u ;!# e!si1y =isu!1ise t'e
m/=eme#t /0 t&!00i; t'&/u$' t'e #et(/&*+ "1/;*i#$ b!;* e00e;ts !&e !1s/ e!sy see#+
+se the Interpolate 0alues option to give a s&oother ani&ation.
=n the screenshot below; the lin% entering "ode 2 fro& the so!th is a pedestrian lin%. 'eca!se
of the way cell occ!pancy is calc!lated; this lin% appears to have a very large occ!pancy in its
cell closest to the stop line. This is beca!se the &a6i&!& occ!pancy of each cell is proportional
to the lin%s sat!ration flow; and the pedestrian lin% has an arbitrarily high sat!ration flow. @f
co!rse it is F!estionable to considerable what Ecell occ!pancy represents in the case of
pedestrians; b!t; yo! can interpret it as showing a large pool of pedestrians waiting at the
crossing point J which is int!itively tr!e; since pedestrians do not generally wait in line bac%
fro& the crossing point. The sa&e wo!ld be tr!e of any strea& of traffic with a large sat!ration
flowD and conversely for a strea& with a very low sat!ration flow.
The resol!tion of CT# cells is deter&ined by the n!&ber of ti&e steps in the &odel and the
cr!ise speed of each lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 110
1.!.*.* C#M Cell :lows
=f CT# o!tp!t is available; this &ode shows CT# cell flows at each cell in each lin% for the
c!rrent point in the cycle ti&e as set via the Ani&ation Controls screen. The width of each bl!e
bloc% is proportional to the occ!pancy of that cell. /Control the width scaling of the bloc%s via the
"etCon @ptions screen.0
Larger bloc%s show where the highest flows occ!r at the c!rrent point in the cycle. They will be
largest on lin%s with the highest flows; and at ti&es where these lin%s are discharging the
&a6i&!& a&o!nt of traffic; e.g. when a F!e!e begins to dissipate.
=t &ay often be easier to vis!alise the flow by showing the& at the sa&e ti&e as the cell
occ!pancies. An alternative appearance is available by selecting C#M Cell :low "rrows; which
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 111
will !se arrows for flows instead of bloc%s. =n the screenshot below signal states are also shown
and the diagra& clearly shows the location of traffic; the signal states shown to traffic at the
stop line and the areas of heaviest flow. "ote that flows are shown at the !pstrea& ends of lin%s
on red !p !ntil the point where F!e!ing traffic begins; at which point the flows di&inish to Kero.
1.!.*.+ C#M &ource Cells
=f CT# o!tp!t is available; this &ode will show red and green circles at the entry point of each
lin%. Red circles on entry lin%s indicate that the CT# occ!pancy and F!e!e on the lin% is greater
than the lin% can acco&&odate and that therefore traffic will be F!e!eing before it enters the
networ%.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 112
H+6 Ot'e& t//1b!& butt/#s
+se :ast Mode to t!rn off certain te6t!al ite&s to increase the drawing speed.
@ther b!ttons on the &ain toolbar at the top of the "etCon window let yo! choose whether to
display bend handles; connectors; show stop lines /see section 1.*. 0 and to t!rn on and off a
layo!t grid.
The screenshot below shows the effect of t!rning these ite&s off and choosing a larger arrow
siKe via the "etCon @ptions screen.
!%3%& Stop lines
The stop lines of signalled lin%s are represented by blac% sF!are brac%ets; located at the
downstrea& end of each lin%. The sat!ration flow associated with each stop line is shown
resting along the node side of the brac%et : =n the e6a&ple shown above the sat!ration flow for
lin% 2 is 1400.
Iifferent lin% colo!rs; brac%et colo!rs and brac%et types are !sed to represent the other lin%
types as follows-
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 11*
(ive:way
'ottlenec%
(ive:way bottlenec%
Signalled give:way
Lin% with a flare
"ote how the give:way &a6i&!& flow /indicated by the lower case g0 and sat!ration flow are
shown when appropriate; and both where both will apply.
H+6 NetC/# O3ti/#s s;&ee#
There are a large n!&ber of options controlling the appearance of "etCon; and yo! can access
these via the "etCon @ptions screen. /+se the icon on the right:hand side of the &ain toolbar or
right:clic% in "etCon and select #oolsEOptions0.
#ost ite&s are self:e6planatory and are not listed here other than the ones of partic!lar interest
below. #ost tabs have a 3efaults b!tton; which will restore the options on that tab to their
defa!lt val!es.
#ost "etCon options are saved in the data file; so the sa&e options will be !sed when yo! ne6t
load the file.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 11)
P1e!se !1s/ see t'e m!i# TRANSYT Use& P&e0e&e#;es s;&ee# 0/& /t'e& /3ti/#s t'!t m!y
!00e;t NetC/#+
!%C%& Setting a bac$ground image
Add one or &ore bac%gro!nd i&ages via the /ackgrounds tab. <ress the "dd b!tton and then
browse to a bit&ap /b&pCgifCHpg for&at0; which will then be placed in the &iddle of the "etCon
diagra&. T/ !dKust t'e /3!;ity% 3/siti/# !#d siLe /0 t'e im!$e% y/u must se1e;t it i# t'e
1istb/8% The i&age will then be shown with a red o!tline and red handles in "etCon; which yo!
can !se to &ove and resiKe it. +se the opacity slider to control how faint the i&age is relative to
the rest of the diagra&.
Y/u ;!# !dd m/&e t'!# /#e im!$e+ 5or e6a&ple; yo! &ay have several drawings of
H!nctions which yo! can s!peri&pose on the diagra& at the sa&e ti&e as an overview &ap.
AdH!st the opacity; position and rotation of each i&age so that they overlay the relevant lin%s
and nodes in the TRA"SBT networ%.
The i&ages are e&bedded in the &ain TRA"SBT data fileD there is no need to save the i&age
files separately.
TRA"SBT 1* +ser (!ide /=ss!e 90
"etwor% Constr!ction 9ditor /"etCon0 <age 113
!%C%2 S#o"ing ot#er te1tual data
Any data field can be shown on each lin% by setting !p options in the Link #e=t tab of the "etCon
options screen. A data field can be shown at each corner of each lin%. Select the data fields to
!se by clic%ing on the& in the Iata 9ditor /or a Iata (rid0 and then clic%ing the &elect :ield
b!tton. Ti;* t'e 2nabled b/8 t/ !;tu!11y s'/( t'e =!1ues /# t'e di!$&!m+
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 117
!%C%, 0#anging t#e foreground and bac$ground colour
The foregro!nd and bac%gro!nd colo!rs can be changed via the Other tab of the "etCon @ptions
screen. A dar% bac%gro!nd and a light foregro!nd can be !sef!l for high visibility vis!alisations.
H+. Ot'e& NetC/# Fe!tu&es
+se user arrows on each lin% to show lin% t!rning proportions witho!t necessarily having
to set !p act!al connectors or e6it lin%s. Right:clic% on the lin% and select fro& a left;
straight or right !ser &ove&ent. The &ove&ent will be depicted !sing a bl!e arrow at
the stop line.
Bo! can show two or &ore "etCon windows at the sa&e ti&e; !sing one for an overview
of the networ%; and one as for close:!ps of individ!al nodes.
There are options in the &ain +ser <references screen to control the way that directions
for arrows are calc!lated.
=f yo! have d!al &onitor display; right:clic% in a blan% area of the networ% and !n:select
#oolsEIeep %etCon Inside "pplication Window. The "etCon window will then beco&e
detached fro& the &ain TRA"SBT 1* window and yo! can position it on the secondary
&onitor.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Analysis Sets; Ie&and Sets and Ti&e Seg&ents <age 112
1- </&*i#$ (it' A#!1ysis Sets% Dem!#d Sets
!#d Time Se$me#ts
A#!1ysis Sets allow yo! to store &!ltiple sets of data within a single file; representing; for
e6a&ple; different signal plans and flows for A# and <# pea% periods.
Dem!#d Sets allow yo! to store different sets of flow data; which can optionally be co&bined
together. 9ach Analysis Set !ses a single Ie&and Set; b!t this Ie&and Set can reference any
n!&ber of other Ie&and Sets.
Time Se$me#ts are !sed when !sing TRA"SBT 1* with &ore than one ti&e seg&ent specified.
5or e6a&ple yo! can r!n the TRA"SBT &odel over a 70 &in!te period !sing ) ti&e seg&ents of
13 &in each. 5lows can optionally be entered for each ti&e seg&ent; or yo! can set !p
TRA"SBT 1* to prod!ce flows a!to&aticallyD in either case; a set of res!lts will be available for
each ti&e seg&ent; along with a set of overall Es!&&ary res!lts representing the entire 70
&in!te period.
N" d/ #/t ;/#0use Time Se$me#ts (it' Time Ste3s+ Time Ste3s !&e used i#te&#!11y t/
;/#t&/1 t'e &es/1uti/# /0 t'e m/de1 /# ! 3e&9;y;1e b!sis !#d !&e i#de3e#de#t /0 Time
Se$me#ts+
The c!rrent Analysis Set; Ie&and Set and Ti&e Seg&ent are always shown at the top of the
&ain window. Clic% on the icon ne6t to each one to H!&p to the appropriate part of the Iata
@!tline where yo! can edit the definitions. The sa&e icons are !sed thro!gho!t the Iata 9ditor
and other screens to indicate where a data ite& is entered or is available for each Analysis Set C
Ie&and Set C Ti&e Seg&ent.
To change the c!rrent set; select it via the appropriate drop:down list. Any screens that show
data for each set will then a!to&atically !pdate.
#a%e s!re yo! !nderstand the distinction between editing the definitions of
AnalysisCIe&and Sets vers!s editing the act!al data for each set. 9.g. yo! &ay
have an A# <ea% and <# <ea% Analysis Set; each of which contains a separate set
of flows and signals data. 9dit the flows and signals data via the nor&al data
entry screens; &a%ing s!re that yo! have selected the correct AnalysisCIe&and
set via the drop:down &en!s on the &ain progra& toolbar.
$hen yo! add a new Analysis Set or a new Ie&and Set; the new set contains a
copy of all the data for the previo!sly selected set. 9.g.; all traffic flows for the
new Ie&and Set will be a copy of the flows for the last selected Ie&and Set.
&%&%& )nal.sis Sets
$hen yo! start a new file; the file contains a single Analysis Set. Bo! can rena&e it by locating
it in the "nalysis &ets section of the Iata @!tline and then !sing the Iata 9ditor to set its
properties.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 114
Altho!gh yo! can store &!ltiple Analysis Sets within one file; only one set of
res!lts is stored at any one ti&e; representing the res!lts fro& one Analysis Set.
To r!n different Analysis Sets; yo! &!st select each in t!rn via the Analysis Set
drop:down &en! and r!n it separately. Bo! can however !se the $unE$un "ll
"nalysis &ets and >enerate $eport option to r!n all Analysis Sets that have their
Include In $eport option set.
As an e6a&ple; add a new Analysis Set /via the Iata @!tline0; and note that the drop:down
&en! at the top of the &ain TRA"SBT 1* window now lets yo! choose between two Analysis
Sets. "ow !se the Iata 9ditor or #ain Iata screen to view the networ% cycle ti&eD note that the
networ% cycle ti&e has an icon ne6t to it to indicate that it can be set for each Analysis Set. Set
the networ% cycle ti&e to 100s. Switch to the other Analysis Set via the drop:down and notice
that the networ% cycle ti&e is now the val!e for the other Analysis Set.
5or each Analysis Set; yo! &!st enter a Ie&and Set /e.g. enter EI2 to !se Ie&and Set 20.
This deter&ines the flows that will be !sed for this Analysis Set. 9.g. yo! &ay set !p two
Analysis Sets with the sa&e signal plan b!t different Ie&and Sets /representing two different
traffic forecasts; say0; a third Analysis Set that !ses a Ie&and Set which incl!des e6tra
develop&ent flows; and then a f!rther two Analysis Sets !sing the sa&e Ie&and Sets b!t
alternative signal plans or networ% cycle ti&es.
/=n &ore co&ple6 scenarios it &ay of co!rse be easier si&ply to save the different set!ps as
different files.0
The data ite&s that can be entered for each Analysis Set are easily identified within the data
editor by the Ecard stac% sy&bol on the
screen.
&%&%2 Aemand Sets
$hen yo! start a new file; the file contains a single Ie&and Set. Bo! can rena&e it by locating
it in the 3emand &ets section of the Iata @!tline and then !sing the Iata 9ditor to set its
properties.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Analysis Sets; Ie&and Sets and Ti&e Seg&ents <age 119
9ach Ie&and Set defines a separate set of flows; b!t the flows the&selves are entered !sing
the nor&al data entry screens. This applies to @I #atrices as well; i.e. an @I:#atri6 provides
access to define the @I flows for several de&and sets.
=f yo! need to add together &!ltiple sets of flows; add a new Ie&and Set and tic% the
Composite optionD yo! can then enter the Ie&and Sets that yo! wish to add together to for&
this new Ie&and Sets J e.g. enter LI1;I2;I*M to add together the flows for Ie&and Sets 1:*.
A Ie&and Set cannot refer to itself in this way; so yo! &!st always add a new Ie&and Set for
this p!rpose. =f the c!rrently selected Ie&and Set is co&posite in this way; then lin% flows for
individ!al lin%s will be greyed o!t and will show the calc!lated total flow; as in the screenshot
below.
T/ &u# ! 3!&ti;u1!& Dem!#d Set% y/u must se1e;t !# A#!1ysis Set
t'!t uses t'!t Dem!#d Set+ C'!#$i#$ t'e Dem!#d Set /# t'e m!i#
d&/39d/(# me#u !t t'e t/3 /0 t'e m!i# (i#d/( d/es #/t se1e;t
t'!t Dem!#d Set 0/ & & u # # i# $ % it /#1y se1e;ts it 0/& d ! t ! e# t & y + 9.g. if
yo! have three Ie&and Sets and wish to r!n each in t!rn; yo! &!st also
set !p three Analysis Sets.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 120
+se the &tart #ime option to enter a ti&e of day that the flows are for. /This is only !sed for
labelling p!rposes when showing ti&e seg&ents.0
The #otal :low and 2niform :low for each lin% can then be entered separately for each Ie&and
Set; !sing the Iata 9ditor andCor Iata (rids.
&%&%, Time Segments
'y defa!lt; a TRA"SBT 1* !ses a single ti&e seg&ent which is the sa&e length as the entire
&odelled period. Bo! can view and edit this via the Iata 9ditor /%etwork OptionsE%etwork
#imings section0 or via the #ain Co&&on Iata screen. 'y defa!lt; there is a single ti&e
seg&ent of 70 &in!tes; giving a total &odelled ti&e period of 70 &ins.
To split the 70 &in!te period into ) ti&e seg&ents of 13 &in!tes each; si&ply edit the #ime
&egment Length and %umber of #ime &egments val!es.
After r!nning s!ch a file; the Ti&e Seg&ent drop:down &en! at the top of the &ain window will
show an entry for each ti&e seg&ent; pl!s a special &ummary ite&. Iisplaying any set of
res!lts /networ% res!lts; or res!lts for individ!al lin%s0; will then show the res!lts for the chosen
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Analysis Sets; Ie&and Sets and Ti&e Seg&ents <age 121
ti&e seg&ents. Bo! cannot see all ti&e seg&ents within the Iata @!tline or on one screen
together; b!t generated reports can optionally show res!lts for all ti&e seg&ents.
The &ummary ti&e seg&ent represents an overall set of res!lts for the overall &odelled period.
Res!lts are aggregated in vario!s ways /so&e are s!&&ed; others are averaged; a few are
weighted by flow; etc0D yo! can chec% these by !sing the 5elpE>lossary &creen option and
clic%ing on any res!lt in the Iata 9ditor.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 122
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 12*
11 </&*i#$ (it' T&!00i; F1/(s
=n TRA"SBT 1*; traffic flows are entered by !sing the Iata 9ditor andCor Iata (rids; as with
&ost other data ite&s.
Alternatively the F1/( A11/;!ti/# T//1 can be !sed to a!to&atically assign
flows to lin%s. This is partic!larly !sef!l when yo! only have origin:destination
data and are trying o!t alternative scenarios where traffic flows are going to
change. 5!ll details of how to !se this feat!re is in section .) .
=f Lin% " is fed by other lin%s; then Lin% " has one or &ore s/u&;es. /=n TRA"SBT 12 and
earlier these were referred to si&ply as !pstrea& lin%s0. =f Lin% " is fed by no other lin%s then it
is an e#t&y 1i#* and has no so!rces. owever; TRA"SBT 1* still needs a &echanis& for
entering val!es s!ch as cr!ise speed and b!s para&eters for entry lin%s; and so in these cases;
entry lin%s are considered to have a de0!u1t s/u&;e. A defa!lt so!rce shows slightly different
data co&pared to a nor&al so!rce J for e6a&ple entry lin%s can have a ti&e:varying profile
attached; and this is entered !sing the defa!lt so!rce data ite&.
=n the e6a&ple below; Lin% 2* is fed by lin%s 2 and *; so Lin% 2* has two so!rces- So!rce 1
XLin% 2Y and So!rce 2 XLin% *Y. These can be accessed via "etCon or the Iata @!tline; and each
So!rce has a set of properties s!ch as the traffic type and cr!ise speed etc.
=n the sa&e networ%; Lin% * enters the networ% fro& o!tside; and so is an entry lin%. =t has no
so!rces. owever; clic%ing on the &ources section of Lin% * will show the properties for this
lin%s De0!u1t S/u&;e, s!ch as the entry traffic type; the entry cr!ise speed etc. /"' 9ntry
cr!ise speed &eans the cr!ise speed along the whole lin% for traffic !sing this lin% as an entry
lin% into the networ%; "@T the speed at the entrance.0
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 12)
The &ost convenient way of entering flows and so!rces is probably to !se the Lin%s Iata screen;
which shows a datagrid for both nor&al so!rces and entry so!rces as well as te6tbo6es for the
total flow on the lin%.
&&%&%& 2ntr. profiles
9ntry lin%s can have a ti&e:varying traffic profile attached; which will propagate thro!gh the
networ% when the TRA"SBT &odel is r!n. To !se ti&e:varying profiles; yo! &!st set !p the
%etwork #imings options so that there is &ore than one ti&e seg&ent.
9ach entry lin% has a set of e6tra properties in its Iefa!lt So!rce section /clic% on LinkE&ources
in the Iata @!tline0 where yo! can set !p the ti&e:varying profile; as shown
below.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 123
'y defa!lt; the ?ntry .rofile #ype is set to 5LAT; and a single n!&ber appears in ?ntry 3I$?C#
:lows. This n!&ber is greyed o!t and is the sa&e as the #otal :low entered in the :lows section
for the Lin%.
Changing ?ntry .rofile #ype to GAUSSIAN will ta%e the #otal :low as the flow for the central
ti&e seg&ent and will then apply a nor&al c!rve to the traffic profile so that it fits a pre:
deter&ined distrib!tion J as !sed in the @ITA' option in ARCAIB; <=CAIB and @SCAIB <R@.
/This only wor%s if yo! are !sing a 90 &in!te &odelling period.0 This is a convenient way to
&odel a typical pea% c!rve witho!t having to enter separate flows.
=f yo! reF!ire &ore fle6ibility; choose DIRECT as the profile type. The ?ntry 3I$?C# :lows bo6
will then be editable and yo! can enter a flow for each ti&e seg&ent !sing co&&as to separate
the val!es.
$hen yo! r!n the file; yo! sho!ld see the varying flows reflected in the Calculated :low Into
Link
res!lt for each ti&e seg&ent; as well as varying F!e!es; delays and perfor&ance
indices.
11+, Li#* F1/(s C/#siste#;y Di!$&!m S;&ee#
La!nch this screen via the :lows b!tton on the &ain vertical toolbar or via 0iewELink :lows
Consistency 3iagram. @nly one of these screens can be shown at any one ti&e b!t it will show
details for the c!rrently selected lin% and !pdate as yo! change lin%. /Bo! can change lin% by
clic%ing on the bloc%s in the diagra&; and in this way yo! can trace yo!r way thro!gh the
networ%. Io!ble clic% on any bloc% to go to the lin% or so!rce in the Iata @!tlineCIata 9ditor.0
The screen is designed to show the flows in and o!t of each lin%; and any inconsistencies with
those flowsD and also acts as a &ap of which lin%s are connected to the c!rrent lin%.
=n the screenshot; the c!rrent lin% /i.e. the lin% last clic%ed on in "etCon or any other screen0 is
Lin% 21; and this is shown in the centre of the diagra&. Lin% 21 flows into Lin% 112; which is
shown on the right. @n the left are shown the !pstrea& lin%s /2*;2);230.
All other n!&bers represent flows on the lin% and on its !pstrea& and downstrea& lin%s. So&e
n!&bers are the act!al entered val!esD other n!&bers /generally in brac%ets0 are calc!lated
val!es and show the co&p!ted contrib!tions fro& each lin%. F/& det!i1s% '/=e& t'e m/use
3/i#te& /=e& !#y b1/;* t/ s'/( ! 0u11e& des;&i3ti/#+
=n the screenshot; the !ser has entered a total flow of 1930 <C+Chr on lin% 21; which incl!des
2)0 <C+Chr as !nifor& flow. The total flow entering the lin% at its !pstrea& end is 1930:
2)0Q1210. The !ser has specified that lin% 21 is fed by 110; *90 and 1190 <C+Chr fro& lin%s
2*; 2) and 23 respectively; which totals 1790. Therefore an additional 20 <C+Chr &!st be
entering lin% 21 fro& so&ewhere; and this is shown at the foot of the diagra&. /A si&ilar
calc!lation is perfor&ed for traffic leaving the lin%.0
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 127
TRA"SBT scales the !pstrea& flows so that the total &atches the total entered flow on lin% 21.
These scaled n!&bers are shown in brac%ets /111.*93.120)Q12100.
=n the screenshot; lin% 21 is fed by lin% 2*; which has a total flow of 1200; 110 of which feeds
lin% 21. This bloc% in the diagra& is shown in a&ber; which indicates that there &ay be a
proble& with lin% 2*. Clic% on the a&ber bloc% and the diagra& will !pdate to show data for
Lin% 2*; as shown below.
Bo! can now see that Lin% 2* has a specified flow of 1200 <C+Chr; and that it has no
downstrea& lin%s other than Lin% 21. The !ser has specified that 110 <C+Chr flows fro& Lin% 2*
to Lin% 21; which internally will be scaled to 111 <C+Chr by TRA"SBT. Therefore the rest of the
traffic /1200:111Q10490 &!st be leaving the networ%. This &ay be gen!ine; b!t the screen
highlights this in a&ber in case yo! have &ade a &ista%e with flow entries.
S!ch warnings are shown as infor&ation ite&s in the Tas% List. =f TRA"SBT 1* considers the
flow difference to be too great; then these will be shown as warningsCerrors; and red colo!ring
will be !sed in the diagra&s.
Bo! can also vis!alise all flow warnings and errors in "etCon; by selecting :low Consistency #ool
fro& the Eoverlay bars b!tton.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 122
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 124
11+3 F1/( A11/;!ti/# T//1
The 5low Allocation Tool @#oolsE:low "llocation #oolA allows @I flows to be specified and
a!to&atically assigned to lin%s within a TRA"SBT networ%; relieving the !ser of having to
&an!ally assign flows /total flows and so!rce flows0 to each lin%. =t is partic!larly !sef!l when
&odelling signalised ro!ndabo!ts and other s&all networ%s where flow co!nts are not available
b!t origin:destination flows are.
Figure 11-1 A highlighted 'low Allocation Tool path
The 5low Allocation Tool &a%es !se of a n!&ber of new networ%C"etcon Eite&s J L@I #atricesM;
LLocationsM and L<athsM-
An L@I #atri6M contains traffic flows between @rigins and Iestinations which are defined
as LLocationsM in TRA"SBT
a LLocationM is a !ser:defined traffic entry and e6it point into and o!t of a section of the
networ%. There can be any n!&ber of locations; and nor&ally at least two /when the
5low Allocation Tool is being !sed.0
A L<athM defines the contin!o!s ro!te within a section of the networ% related to a
@I #atri6. 9ach path starts at a location and ends at a location. Therefore; a TRA"SBT
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 129
LpathM is a defined seF!ence of lin%s between an @I pair /i.e. between one origin and one
destination Location0. =t contains only lin%s that are consistent; i.e. each lin% is
downstrea& of the previo!s lin%
&&%,%& BA 9atrices, locations and pat#s
@I &atrices and locations are created in a si&ilar way to creating lin%s and nodes. This is
described in section 1. , .* . The @I &atri6 &!st be created first so that the locations can then
be associated with the @I #atri6. "ote- Ieleting an @I &atri6 will also delete all of its
associated locations and paths.
Locations and paths can also be created &an!ally fro& within the 5low Allocation Tool by
selecting the relevant tab; and right clic%ing on the first col!&n of the grid. The lin%s of a path
are specified by creating a list of lin% =Is; separated by co&&as. The lin% order &!st E&a%e
sense i.e. the lin% order &!st &atch how the lin%s are connected in TRA"SBT. The first lin% of
any path &!st be an entry lin% and the last lin% &!st be an e6it /fro& the networ%0 lin%.
=n the case of .aths; however; it will often be far easier to let TRA"SBT create the collection of
all possible paths for yo!. The )uto 0alculate option will contin!ally re:calc!late all possible
paths based on the "etwor% connectivity. All paths between @I pairs are created. =f a path
already e6ists its e6isting data will be !sed. The progra& will report how &any paths have been
calc!lated.
$ith the )uto 0alculate option switched off yo! can alternatively !se the Calculate .aths
b!tton which calc!lates all possible paths on a one:off basis and the 0lear @at#s b!tton to
delete the& all. <aths na&es a!to&atically incl!de the origin and destination e.g. CP!t' A t/
"D.
Figure 11-2 ocations
To chec% that the created paths are @, the easiest way is to select each path in t!rn and
e6a&ine the "etcon diagra& which will highlight all of the lin%s of the selected path. A Iata
TRA"SBT 1* +ser (!ide /=ss!e 90
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(rid can also be !sed to e6a&ine and filter data associated with @I #atrices; Locations and
<aths.
?alidation of the specified 5low Allocation Tool data is carried o!t by TRA"SBT; and any errors or
warnings will show !p in the Tas% List. 9.g. all specified entry lin%s &!st e6itD all specified e6it
lin%s &!st e6istD paths &!st be validD all specified lin%s &!st e6istD start and end Locations &!st
e6ist. =nvalid paths are ignored by the 5low Allocation Tool.
&&%,%2 T.pical order of construction
The 5low Allocation Tool is si&ple to !se; b!t &ay appear co&ple6 the first ti&e yo! !se it. To
help yo! fa&iliarise yo!rself with it; below is a typical order of actions reF!ired to &a%e !se of
the flow Allocation Tool-
Creating the &odel-
10 Create lin% and "ode lin% diagra& /e.g. !sing "etCon0 in the !s!al way; if it does not
already e6ist
20 Add an @I#atri6 by dragging it fro& "etCons vertical toolbar
*0 Add locations /also by dragging fro& the toolbar0 J one for each flow entryCe6it pair.
Typically this wo!ld be one for each approach to a ro!ndabo!t. 9ach location acts as
both an origin A"I a destination; e.g. traffic entering on Ar& A of a ro!ndabo!t a n d
e6iting on Ar& A !se the sa&e Location. /see screen shot0
)0 Add e6it lin%s if the networ% does not already have the&. 96it lin%s can be si&ply
bottlenec%s lin% types as they are not being !sed to &odel any restriction to traffic.
"ote; there is also no need to create bottlenec% nodes at the ends of these lin%s.
30 Connect each Location to the lin%s it is feeding. =n th at ord er
70 Connect each e6it lin% to its destination Location. =n th at o rde r
Assigning the flows-
20 Io!ble:clic% on the @I#atri6 and add yo!r origin:destination flows J i.e. specify the
entry flows
40 LIisableM any !nwanted paths. ".'. $ith the A!to:calc!late b!tton on; all possible paths
fro& each location to each other location; incl!ding !:t!rns /if possible with the given lin%
connections0 and also possibly inappropriate Ewrap:aro!nd paths /if the networ% is
co&ple60 will be a!to&atically created. ence the possible need to disable so&e paths.
TRA"SBT 1* +ser (!ide /=ss!e 90
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90 Set the reF!ired "llocation #ypes of each path /see section .).) 0. Leaving a path as
L"or&alM will leave the 5low Allocation Tool to split the available entry flow evenly
between the available paths for that partic!lar origin and destination
100Chec% the res!ltant flows /these are the flows are will be applied to the So!rce and Total
5low data of the relevant lin%s0
At the end of this process yo! sho!ld now have a str!ct!re that will allow yo! to change the
entry flows in the @I#atri6 and see these a!to&atically assigned to the relevant lin%s. An
e6a&ple of the !se of the 5low Allocation Tool on a signalised ro!ndabo!t can be seen in section
( .,.
&&%,%, Specif.ing BA Flo"s
5lows are specified by filling in the ?ntry :lows &atri6. Totals fro& and to each Location are
a!to&atically calc!lated for yo!. @nce the flows have been entered; there are options that allow
flows to be allocated to lin%s. A slider is provided to shrin% and enlarge the &atri6 in order to
allow the &atri6 to cater for the s&allest and largest n!&bers of origins and destinations.
Figure 11-3 Entr( 'low $atri%
$ith the )uto 0alculate option switched on TRA"SBT will assign flows to the created paths for
yo!. Total 5lows and So!rce 5lows are !pdated to reflect the newly calc!lated flows. @nly flows
on enabled paths are affected J all other flow data is left as they are.
$hen one path e6ists flow is a!to&atically allocated
$hen &!ltiple paths /fro& one Location to another0 e6ist; the !ser &!st specify how the
5low Allocation Tool is to split the flow.
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The splitting of flows between &!ltiple paths is based on the !ser:selected "llocation
#ype. The "llocation #ypes are as follows-
o N/&m!12 Split @I flow eF!ally
o Fi8ed2 +ser specified fi6ed flow on this partic!lar path
o Pe&;e#t!$e2 A percentage of the @I flow !ses this path
o Dis!b1ed2 This path is disabled; which prevents any flows being allocated to it; i.e.
its flows will be set to Kero. ".'. this does not necessarily &ean no flows are
assigned to the lin%s on that path; as other paths &ight assign flows /i.e. res!ltant
flows0 to these lin%s.
$ith the )uto 0alculate option switched off the $eset :lows b!tton can be !sed to sets all flows
to Kero. The Allocate 5lows applies the flows to lin%s. The allocation of flows to lin%s involves
adding the path flow to each lin% the path passes thro!gh. Connector flows /i.e. so!rce flows0
are !pdated in the sa&e way.
".'. 9ntry lin%s which have other paths passing thro!gh the& have their +nifor& flow val!e set
to the entry flow and the +nifor& flow So!rce "a&e set to the @I "a&e to &a%e it clear what
has been done.
Figure 11-4 )ath Allocation T(pe
After allocating the flows to lin%s the res!ltant flow and flow differences are displayed J see the
$esultant :lows tab.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 1**
The top n!&ber is the s!& of flows on paths between the @Is. The n!&bers in brac%ets
represent any discrepancy /res!ltant J entry0 between the entry flows and the res!ltant flows
/i.e. those act!ally applied to lin%s0. Iiscrepancies between assigned flows and 9ntry 5lows can
arise for a n!&ber of reasons; e.g. if the only path between an @I pair is disabled; res!lting in
the @I flows having nowhere to be assigned to.
Figure 11-5 Resultant 'lows
.).). :low "llocation #ypes ?=ample
This fig!res shown here display how 5i6ed 5low; <ercentage 5low and "or&al Allocation each
wor% in a si&ple case.
Figure 11-6 Simplest OD Matrix
A single flow of 300 is specified fro& location 1 to location 2.
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Figure 11-7 'i%ed* )ercentage and Normal Allocation T(pes
Lin%s 1; 2 and * each have a different Allocation Types. Lin%s ) and 3 are set to Lnor&alM J the
sa&e as for Lin% *.
Figure 11-8 NetCo Diagram s!o"ig allo#ate$ %lo"s
Lin% 1 s total flow is 130 as it is has been assigned a fi6ed flow of 130.
Lin% 2 s total flow is 123 as it has been assigned 23W of the 300 flow.
Lin% *; ) and 3 each have a total flow of 23; which represents the eF!al proportioning of the
re&aining 223 flow; i.e. 300 J 130 J 123.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic 5lows <age 1*3
An e6a&ple of the !se of the 5low Allocation Tool on a signalised ro!ndabo!t can be seen in
section ( ., .
.).).( Multiple O3 Matrices and 3emand &ets
The 5low Allocation Tool can be !sed in conH!nction with &!ltiple de&and sets. Iifferent entry
flows can be specified for each non:co&posite de&and set. Co&posite de&and sets /i.e. those
based on other de&and sets0 a!to&atically pop!late their @I &atri6es with the entry flows
specified in the individ!al de&and sets which will a!to&atically provide a valid Lco&positeM set
of lin% flows. Therefore; to &odel co&posite de&and flows; e.g. base . develop&ent; or
separate flows /e.g. a& and p& pea%s0 &!ltiple de&and sets sho!ld be !sed and "@T
overlapping &!ltiple @I &atrices.
$hen !sing &!ltiple @I #atrices within one networ% care needs to be ta%en J
Lin%s /which are referenced thro!gh the path definitions0 sho!ld not be associated
with &ore than one @I #atri6. This co!ld; for e6a&ple happen when atte&pting
to &odel two adHacent H!nctions where the e6it lin% of one is an entry lin% of the
other. 9ither the do!bly:referenced lin%s sho!ld be split with bottlenec%s to avoid
an overlap of lin%s between the two @I &atrices or by !sing a single co&bined @I
&atri6 for both H!nctions /reco&&ended0.
&&%,%/ @oint to @oint Fourne. Times
The @I #atri6 and <ath infor&ation can be re:!sed by TRA"SBT to calc!late point:to:point
Ho!rney ti&es. Selecting the L2se :or .oint to .oint #ableH @I #atri6 option will res!lt in an
additional Oo!rney Ti&e table appearing in the Report.
$hen the auto8calculate option is !sed; the @I Oo!rney Ti&es calc!lated will be the flow:
weighted average of all path Ho!rney ti&es between each pair of origins and destinations. A
path Ho!rney ti&e is the s!& of the lin% Ho!rney ti&e for lin%s on the path.
Figure 11-& )roducing point+to+point ,ourne( timings
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=f auto8calculate is "@T enabled; the @I Oo!rney Ti&e calc!lated is si&ply an average of each of
the possible Ho!rney ti&es between each pair of origin and destination; i.e. not flow weighted. A
warning is printed with the table in this case. This li&itation is si&ply beca!se; with a!to:
calc!late switched off; TRA"SBT does not have eno!gh infor&ation to deter&ine the specific
path of traffic along each possible ro!te. @f co!rse; if there is; however; only one ro!te possible
between each origin and destination the res!lt will be the sa&e as the weighted average
described above.
&&%,%' )dditional features
The only o!tp!t associated with <aths is the optional point:to:point Ho!rney ti&e tables. =f yo!
wish to e6a&ine partic!lar paths in &ore details the option #oolsE$outesEConvert .ath to $oute
can be !sed to convert the c!rrently selected .ath into a TRA"SBT $oute. This then gives
access to the ro!te:based res!lts in the Report.
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$or%ing with Traffic Signals <age 1*2
1, </&*i#$ (it' T&!00i; Si$#!1s
1,+1 I#t&/du;ti/# t/ t&!00i; si$#!1s i# TRANSYT 13
This section briefly describes so&e i&portant points to be aware of when wor%ing with signals in
TRA"SBT 1*; especially for !sers who &ay be !sed to TRA"SBT 12. 5or &ore general concepts;
and bac%gro!nd on the TRA"SBT signals opti&iser; please see elsewhere in this +ser (!ide.
Signals data can be viewed and /in so&e cases0 edited !sing the Iata @!tline and Iata 9ditor;
as with any other data. =n addition; several screens provide graphical viewing and /in so&e
cases0 editing. These screens are the Lin% Ti&ings Screen; the Stage SeF!ence screen and the
=ntergreen #atri6 screen.
$e reco&&end !sing the Lin% Ti&ings screen and accessing stages and lin% green periods by
clic%ing and do!ble:clic%ing on the relevant part of the diagra&.
&2%&%& Signals representation modes (T()*S+T &2 9ode ? T()*S+T
&, 9ode)
istorically; TRA"SBT !sers have entered signals data by entering stage &ini&a and stage
preceding interstages; and then setting each lin%s startingCending stage; together with start and
end lags on each lin%. The TRA"SBT opti&iser considers one stage to start as soon as the
previo!s stage ends; with the Epreceding interstage being entered as a property of the stage
itself.
The above approach &atches well with the internal data reF!ired by the TRA"SBT signals
opti&iser; and does provide a fle6ible &eans of data entry /&a%ing it easy to set !p; for
e6a&ple; Especial cases0; b!t it is often diffic!lt for !sers /partic!larly novice ones0 to get right.
The data reF!ired is not in a for& that a traffic engineer or planner will generally have to hand.
I# TRANSYT 13% 0/& t'e 0i&st time% si$#!1s d!t! ;!# be set u3 usi#$ ! m/&e st!#d!&d
system /0 di&e;t st!$e !#d 1i#* timi#$s% !#d t'is ;!# be =ie(ed !#d edited $&!3'i;!11y+
=n order to provide f!ll co&patibility with TRA"SBT 12 files; and in recognition of the fact that
so&e !sers will prefer to contin!e !sing the old syste&; signals data can also be viewed and
inp!t !sing the ter&inology !sed in TRA"SBT 12 and previo!s versions.
Therefore there are two si$#!1s &e3&ese#t!ti/# m/des- #$"%&'# ( Mode and #$"%&'# )
Mode. Bo! can switch between these &odes at any ti&e via the &ain #oolsE&ignals &en!.
Switching &ode will a!to&atically convert any e6isting data; b!t please be aware that doing so
can so&eti&es res!lt in data loss of a different representation of data. The signals
representation &ode applies to the entire file.
The signals representation &odes are often referred to si&ply as TRANSYT 1, )/de and
TRANSYT 13 )/de.
Iata para&eters that !se TRA"SBT 12 definitions are prefi6ed with ETRA"SBT J e.g. #$"%&'#
&tage &tart. Iata para&eters that !se new definitions have no prefi6 J e.g. &tage &tart.
TRA"SBT 1* +ser (!ide /=ss!e 90
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The screenshot below shows the Lin% Ti&ings Iiagra& for a file in TRA"SBT 12 &ode. Stages
are shown in grey; the diagra& is read:only /val!es are inp!t n!&erically; as in TRA"SBT 120
and each lin% can have a start:lag and end:lag applied.
The screenshot below shows a file in TRA"SBT 1* &ode. Stages are shown in bl!e and
interstage periods are shown as blan% areas. There are no start:lags or end:lags b!t lin% greens
can e6tend beyond stage startsCends via lin%:losing or gaining delays. @ptionally; yo! &ay enter
lin% intergreens; which are shown with the green diagonal lines. The diagra& in TRA"SBT 1*
&ode &!st be edited !sing the &o!se; and data can "@T be entered n!&erically. "ote that in
this e6a&ple; one of the stages has been lost and; instead; lin%s 1* and 1) have lin%:losing
delays; as is consistent with standard stage definitions. /Bo! sho!ld !se a d!&&y lin% if yo!
wish to e6plicitly separate stages even if no new lin% green begins.0
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1*9
&2%&%2 )ctual ? effective greens
=n TRA"SBT 1*; act!al greens and effective greens are e6plicitly shown as separate val!es;
wherever possible. /=n TRA"SBT 12; lags co!ld be !sed to represent both act!al ti&ing lags;
and positiveCnegative bon!s greens; and co!ld therefore be a&big!o!s.0 =n TRA"SBT 1* stages
and lin% ti&ings are always viewed and &anip!lated !sing !;tu!1 timi#$s. @ptionally; yo! &ay
overlay the e00e;ti=e timi#$s; which are shown in the Lin% Ti&ings diagra& as lighter colo!red
bars above each act!al green bloc%. =n the screenshot below; each lin%s effective green starts
and ends a few seconds after its act!al green.
&2%&%, 7lobal vs relative start?end displacements
=n TRA"SBT 1*; global val!es for start and end displace&ents are set !p !sing the Iata @!tline
in %etwork OptionsE&ignal Options. These affect every signalised lin% in the networ%. =n
addition; each lin%s green period can have its own Re1!ti=e St!&tAE#d Dis31!;eme#t entered;
which will be !dded to the global val!es.
&2%&%/ Stage numbering ? displa. IAs
=n TRA"SBT 12 &ode; each stage has a n!&ber /or i#de80; which is shown in brac%ets. These
&!st always be consec!tive; b!t it is arbitrary which stage co&es closest to the start of the
cycle.
TRA"SBT 1* +ser (!ide /=ss!e 90
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=n TRA"SBT 1* &ode; the stage indices are still shown; b!t be aware that these are !&bit&!&y%
and are li%ely to be recalc!lated every ti&e the file r!ns. They are also reset a!to&atically
every ti&e yo! edit a stage seF!ence and at vario!s other points.
Bo! can also assign an optional st!$e dis31!y ID to each stage; which are shown
in red. =n the e6a&ple below the !ser has na&ed the first three stages A; ' and
C; and these na&es will be preserved as far as possible whenever the file r!ns.
The fo!rth stage has a!to&atically been na&ed E' by the progra&; since it is
Stage ' /i.e. the sa&e lin%s r!n as in the second stage0. 9dit stage properties by
do!ble clic%ing on each stage.
=n so&e cases the progra& will a!to&atically na&e stages !sing the sa&e n!&bers as the stage
indices /the n!&ber shown in brac%ets0; b!t when yo! change stage definitions; yo! will often
see F!estion &ar%s for the display =Is; as in the screenshot below. Bo! can either set the
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1)1
display =I for each stage to a &eaningf!l n!&berCletter; or alternatively yo! &ay find it easier
not to show display =Is at allD yo! can do this by !sing the +ser <references screen and t!rning
off &how 3isplay I3s for &tages.
&2%&%' 4ase ? non-base stages
=f a node is do!ble:cycled then each stage is repeated twice d!ring each cycle. /=n TRA"SBT 1*;
nodes can also be triple or F!adr!ple cycled.0 $hen viewing diagra&s and data in TRA"SBT 1*;
a distinction is &ade between the Eoriginal stages; and the repeat stages. The original stages
are referred to as b!se st!$es; and can be edited and deleted etc. $hen the file is r!n;
TRA"SBT will add #/#9b!se st!$es; which cannot be edited. "on:base stages are drawn in
fainter colo!rs; as shown below.
The screenshot below also shows that; at this do!ble cycled node; there are fo!r stages- 2 base
stages pl!s 2 non:base stages. The stage indices are 1;2;*;) b!t there are only two real stages;
Stage 1 and Stage 2.
TRA"SBT 1* +ser (!ide /=ss!e 90
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&2%&%3 Full optimisation vs evaluation modeG 2DUIS)T
=n both TRA"SBT 12 and TRA"SBT 1* signal representation &odes; yo! &ay either r!n the
signal ti&ings e6actly as yo! enter the&; or yo! can enter an initial set of ti&ings and then
opti&ise the&.
To r!n ti&ings e6actly as yo! enter the& /eval!ation &ode0; !se the #ain Co&&on Iata screen
/or !se the Iata @!tline and browse to %etwork OptionsE&ignal Options0 and set Optimisation
Level M %one and t!rn off 2se ?<2I&"#.
To opti&ise ti&ings; set Optimisation Level to an option other than E"one. =f yo! t!rn on
9G+=SAT then TRA"SBT will also calc!late an initial set of ti&ings which it will then s!bseF!ently
opti&ise; as opposed to only opti&ising the c!rrent set of ti&ings. 'y !sing 9G+=SAT; yo! can
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1)*
leave all stage starts and d!rations at arbitrary /or Kero0 val!e; and only need to specify which
lin%s r!n in which stages and the stage order.
#$"%&'# does not attempt to calculate the actual stage order or which links should run in each
stage. O&C"3' .$O; available from #$L; is designed to provide this information for any
signalised Lunction.
&2%&%C Aumm. lin$s
Bo! sho!ld !se a d!&&y lin% if yo! need to e6plicitly define a stage even if no new lin% green
periods start at that point.
=n the e6a&ple below; lin% 12 has a large lin%:losing delay. TRA"SBT will not opti&ise the
delay- if yo! need to; yo! sho!ld add a d!&&y lin% and define a new stage as in the second
screenshot.
=f yo! prefi6 the lin% =I with a EI; the Lin% Ti&ings screen will show the lin% in a special colo!r;
b!t there are no other specific &odelling differences. Therefore; yo! sho!ld prevent the d!&&y
lin% fro& affecting the signals opti&iser by setting the Lin% Iata option L96cl!de fro& <=
Calc!lationM /@!tline- Lin%sCLin% n6Modelling0.
&2%&%8 0ommon errors
The Tas% List &ay show errors s!ch as-
&tart and end lags @including displacementsA are such that green period could violate stage min
greens. 3oes the start lag @including displacementA e=ceed the stage minimumN Is the stage
minimum OeroN P
TRA"SBT 1* +ser (!ide /=ss!e 90
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5or s!ch lin%s; chec% that the relevant stage has a &ini&!& green defined; and that this
&ini&!& green is not so short that the stage co!ld r!n for less ti&e than the lin%s start lag.
/This wo!ld &ean that the lin% co!ld start after the stage finishes.0
1,+, TRANSYT 1, !#d TRANSYT 13 m/des
The vario!s para&eters and differences are described here; in no partic!lar order; by &eans of
si&ple e6a&ples. $e s!ggest e6peri&enting by !sing the Lin% Ti&ing screen; entering vario!s
data and switching between the two &odes.
&2%2%& T()*S+T &2 9ode
+sing TRA"SBT 12 definitions; Stage 1 starts at 0s; and Stage 2 starts at 30s
Lin%s 2) and 23 have a start:lag of 10sD Lin% 2* has a start:lag of 20s
Lin% 2* has an end:lag of 3s
Stage 1 has a preceding interstage of 20sD stage 2 has a preceding interstage of 10s
/shown by the diagonal shading at the start of each stage0.
The standard definition of a stage is that it starts when the last phaseClin% to receive
green starts; and ends when the first phaseClin% to lose green ends. ence in the
e6a&ple; !sing these definitions; stage 1 wo!ld r!n fro& 20:30s; as indicated by the
solid grey area.
&2%2%2 T()*S+T &, 9ode "it#out lin$ intergreens
=f the signals ti&ings above are converted to TRA"SBT 1* &ode then the diagra& will appear as
below-
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1)3
Stages in TRA"SBT 1* &ode are shown !sing bl!e bloc%s. Stage 1 r!ns fro& 20:30sD
Stage 2 r!ns fro& 70:0s.
Lin% 2* has a lin%:losing delay of 3s /shown by the dar%er shading0
Lin% 23 starts 10s before Stage 1 starts. To allow this to wor% witho!t relying on lin%
intergreens; this is e6pressed in TRA"SBT 12 as a Egaining advance; b!t is saved in the
sa&e part of the file as lin%:losing and lin%:gaining delays.
$hen the stages are opti&ised by r!nning the file; then in this e6a&ple; TRA"SBT 1* wo!ld
close !p the gaps between the stages; as in the below-
&2%2%, T()*S+T &, 9ode "it# lin$ intergreens
@ptionally; when wor%ing in TRA"SBT 1* #ode; yo! can specify lin% intergreens !sing the
=ntergreen #atri6 screen.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 1)7
$hen the file is r!n now; the lin% intergreens will act as constraints on the opti&iser; so the final
ti&ings loo% li%e the below /sa&e as before b!t rotated0.
=f lin% 23 is now adH!sted to start at *0s; it is shown with a lin%:gaining delay /the dotted line0.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1)2
&2%2%/ (unning multiple-c.cled nodes
=f the node in this e6a&ple is specified as being do!ble cycled /via the Iata @!tlineD
%odeE&ignals &etupA; and the file r!n !sing f!ll opti&isation; then the ti&ings below res!lt. The
lin% intergreens are highlighted in red to show that so&ething has gone wrongD in this case;
9G+=SAT has not been t!rned on; and so the opti&iser atte&pted to do!ble cycle the original
ti&ings; which was not possible. Bo! &!st either start with ti&ings that can be do!bled:!p; or;
t!rn on 9G+=SAT; which will re:calc!late all initial stage ti&ings. T!rn on 9G+=SAT via %etwork
OptionsE&ignals Options; or the #ain Iata screen.
The diagra& below shows the sa&e node after t!rning on 9G+=SAT and re:r!nning the file. =n
order to %eep the sa&e intergreens and other constraints; the stages are now &!ch shorter.
There are fo!r stages- stage 1 and 2 repeated twice.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 1)4
&2%2%' Stage parameters in T()*S+T &2 9ode
=n TRA"SBT 12 &ode; only a s&all n!&ber of para&eters can be entered for each stage. The
Iata 9ditor greys others o!t and shows EXTRA"SBT12#odeY to indicate that they are
inapplicable in this &ode.
Stage 2; as shown in the Iata 9ditor; has a T()*S+T Stage Start of 30s. =.e.; !sing
TRA"SBT 12 definitions; stage 2 starts at 30s; even if no lin%s act!ally receive green !ntil
later.
Stage 2 has a User Stage 9inimum of 2s. This is entered by the !ser and represents
the &ini&!& length of the stage when lin%s are r!nning; i.e.; !ses standard stage
definitions. 9.g. if lin% 2) has a &ini&!& green of 2s then Stage 2 wo!ld generally have
a stage &ini&!& of at least 2s. =t is a E!ser stage &ini&!& as opposed to an a!to:
calc!lated val!e; which is only applicable to TRA"SBT 1* &ode. =t is directly eF!ivalent
to the EStage #ini&!& entered in TRA"SBT 12. Bo! &!st calc!late this val!e yo!rself.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 1)9
Stage 2 has a T()*S+T 9inimum @receding Interstage of 10s; as shown by the
diagonal shading. This represents any reF!ired period at the beginning of the stage when
no lin%s sho!ld r!n /other than lin%s fro& the previo!s stage0. /=n TRA"SBT 12 &ode;
ignore the E&ini&!& ter&.0
Stage 2 has a T()*S+T Stage 9inimum of 12s. This is calc!lated a!to&atically and is
always eF!al to 2ser &tage Minimum Q #$"%&'# Minimum .receding Interstage J i.e.
10.2 Q 12s. This n!&ber represents the &ini&!& length of the stage . interstage and
is the &ain constraint !sed by the signals opti&iser.
Bo! can !se the "odes Iata screen to conveniently view; edit; add and delete stages at a node-
&2%2%3 >in$ green period parameters in T()*S+T &2 9ode
<ara&eters are entered for each green period of each lin% b!t so&e are disabled and calc!lated
a!to&atically.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 130
Lin% 2* has only one green period which r!ns fro& 20:33s; b!t these n!&bers are greyed
o!t and cannot be entered directly.
Lin% 2* is specified as starting in Stage 1 and r!nning !ntil the start of Stage 2. =n
TRA"SBT 12 &ode; yo! &!st change these n!&bers to change the stage seF!ence.
Lin% 2* has a start lag of 20s; so it does not start !ntil 20s after the start of its starting
stage.
Lin% 2* has an end lag of 3s; so it does not end !ntil 3s after the start of its ending stage.
Lin% 2* also has a T()*S+T 9inimum Start >ag of 20s- in TRA"SBT 12 &ode; this is
always the sa&e as the act!al start lag and can be ignored.
&2%2%C Stage parameters in T()*S+T &, 9ode
=n TRA"SBT 1* &ode; &ost stage para&eters are calc!lated a!to&atically; b!t yo! can adH!st
the ti&ings of the stage by dragging the edges or the centre of the bl!e bloc%s in the Lin%
Ti&ings screen. /T!rn on the options in the /ehaviour &en! to allow the &ost fle6ible
dragging.0
To change the offset; witho!t changing the e6isting green ti&ings; yo! can drag
any blan% area that is between any of the stages.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 131
>in$s In T#is Stage is filled in a!to&atically and shows that only Lin% 2) r!ns in Stage
2.
Stage 2 r!ns fro& 20:0s; !sing standard stage definitions.
TRA"SBT 1* has calc!lated that the Stage 9inimum for Stage 2 is 2s; in this case
beca!se Lin% 2) has a &ini&!& green of 2s /entered via LinkELink &ignal 3ata0. =n
so&e cases this calc!lation is &ore co&ple6 J e.g. Stage 1 co!ld be shorter; beca!se lin%
2* and 23 co!ld satisfy their &ini&!& green o!tside Stage 1. Bo! can enter yo!r own
stage &ini&!& via the User Stage 9inimum bo6. =f this is s&aller than the calc!lated
val!e; it will be ignoredD if it is larger than the calc!lated val!e; then it will be !sed in
preference. The Stage 9inimum bo6 always shows the val!e that TRA"SBT will act!ally
!se.
If a link runs in consecutive stages; then #$"%&'# ) may be unable to calculate a stage
minimum; and will use a Oero for this value; in which case you should enter a user value.
TRA"SBT 1* has calc!lated that Stage 2 has a T()*S+T 9inimum @receding
Interstage of 10s. This is shown !sing the diagonal shading /switch on via
"ppearanceE&how minimum preceding interstages0. This represents the sm!11est
preceding interstage that is allowed; given lin% intergreen constraints. =f stage 2 started
any earlier; then at least one intergreen constraint wo!ld be bro%en.
TRA"SBT 1* has also calc!lated that the c!rrent actual preceding interstage for Stage 2
is 20s; beca!se the !ser has dragged the start of stage 2 /andCor lin% 2)0 to start later
than it co!ld do.
As in TRA"SBT 12 &ode; Stage 2 has a T()*S+T Stage 9inimum of 12s. This is
calc!lated a!to&atically and is always eF!al to &tage Minimum Q #$"%&'# Minimum
.receding Interstage J i.e. 10.2 Q 12s. This n!&ber represents the &ini&!& length of
the stage . interstage and is the &ain constraint !sed by the signals opti&iser.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 132
$hen the e6a&ple above is r!n /ass!&ing the signals opti&iser is switched on0; stage 2 will be
adH!sted to start as soon as it can after stage 1.
The T()*S+T 9inimum @receding Interstage val!es in the e6a&ple below are a!to&atically
calc!lated to ta%e into acco!nt the startCend ti&es of lin%s 2* and 23. Stage 2 is constrained so
that it cannot start before lin% 2* ends /otherwise; the stage definitions wo!ld change0. Stage 1
is si&ilarly constrained by the Egaining advance on lin% 23. /=t is easier to !nderstand these by
dragging stages in the Lin% Ti&ings diagra& and seeing the n!&bers change.0
TRA"SBT will not opti&ise the lin%:losing delay on lin% 2*; or the gaining advance on lin% 23. =f
yo! want to opti&ise these; yo! &!st e6press the& as separate stages; if necessary by !sing
d!&&y lin%s.
&2%2%8 >in$ green period parameters in T()*S+T &, 9ode
=n TRA"SBT 1* &ode; &ost lin% green period para&eters are calc!lated a!to&atically; b!t yo!
can adH!st the ti&ings of the green periods by dragging the edges or the centre of the green
bloc%s in the Lin% Ti&ings screen. /T!rn on the options in the /ehaviour &en! to allow the &ost
fle6ible dragging.0
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 13*
Lin% 2) has only one green period in this e6a&ple. =t r!ns fro& 40:12s; b!t co!ld start
earlier /the only constraint being the intergreen fro& lin% 2*0
The T()*S+T Starting?2nding Stage are calc!lated a!to&atically and filled in for
reference. Bo! &ay choose to ignore these val!es.
Lin% 2)s T()*S+T Start >ag is co&p!ted as 12s. Bo! &ay choose to ignore this val!eD
it is only !sed if r!nning in eval!ation &ode.
Lin% 2)s T()*S+T 9inimum Start >ag is co&p!ted as 10s. This &eans that Lin% 2)
co!ld start as soon as 10s after the previo!s stage ends /given lin%:losing delays and
intergreens etc0. "or&ally; after opti&ising ti&ings; the &ini&!& start lag and the
act!al start lag will be the sa&e.
&2%2%! Stage re-definitions T()*S+T &, 9ode
=n TRA"SBT 1* &ode; yo! can edit stage definitions !sing the &o!se and the Lin% Ti&ings
screen. $hen the file r!ns; or when yo! !se certain options in the Lin% Ti&ings screen; stages
&ay a!to&atically be Esi&plified or re:defined. (enerally this will occ!r if yo! specify; e.g.; a
lin% as r!nning in two consec!tive stages b!t; according to standard stage definitions; this wo!ld
not be possible !nless the lin% r!ns in the interstage period as well. This in t!rn can lead to a
different set of stage.
5or e6a&ple consider the starting set of ti&ings shown below-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 13)
The !ser then adds another green period for lin% 12-
Bo! can r!n these ti&ings; and yo! can contin!e to drag the two green periods of lin% 12 with
the &o!se; b!t; if yo! drag the new stage with the &o!se then when yo! release the &o!se
b!tton; TRA"SBT will re:calc!late the corresponding lin% ti&ings and will si&plify the ti&ings to
so&ething li%e the below.
=n &ore co&ple6 scenarios; this si&plification &ay not always be
obvio!s.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 133
1,+3 Li#* Timi#$s S;&ee#
The Lin% Ti&ings Screen ill!strates the ti&ings for each lin% and shows the stages that each lin%
r!ns in. =t can also ill!strate &any other i&portant points abo!t the way lin%s and stages fit
together and is the &ain way in TRA"SBT 1* of vis!alising the ti&ings at each node. =t can be
!sed in conH!nction with the =ntergreen #atri6 and Stage SeF!ence screens.
Bo! can show several Lin% Ti&ings screens at once and can loc% each screen to show data for a
partic!lar node by !sing the padloc%.
The operation of the Lin% Ti&ings screen differs in TRA"SBT 12 and TRA"SBT 1* signals
representation &ode; the &ain difference being that it is read:only in TRA"SBT 12 &ode. I#
TRANSYT 13 m/de% y/u ;!# use t'e m/use t/ d&!$ st!$es !#d $&ee# 3e&i/ds !#d i#
t'is (!y ;!# de0i#e st!$es+ As y/u d&!$ 1i#* $&ee# 3e&i/ds% #e( st!$es !&e
!ut/m!ti;!11y 0/&med !#d de0i#ed+
=f yo! find that the screen Eloc%s !p; &a%e s!re that the options in the /ehaviour &en! are set
to allow stage changes b!t to ignore lin% intergreens; or t!rn on F&ee )/de.
The &ain options are described in the following sections.
&2%,%& >in$ Timings Screen in T()*S+T &, mode
"ppearanceEshow effective greens- this shows the effective greens as a lighter green above the
act!al green. =t is Eon by defa!lt.
"ppearanceEshow losing6gaining delays- this shows the phase losing and phase gaining delays-
the losing delays are indicated by the dar%er green band that will appear after the end of a
stageD the phase gaining delay shows !p as a dashed line before the beginning of a stage. This
option is Eon by defa!lt.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 137
"ppearanceEshow minimum preceding interstage- TRA"SBT 1* calc!lates a &ini&!& val!e for
the preceding interstage in order to prevent stages fro& overlapping. This &ini&!& can be
displayed as a hatched area between the stages. =n TRA"SBT 1* &ode; the &ini&!& preceding
interstage will nor&ally be the sa&e as the actual val!e. This option is Eoff by defa!lt.
"ppearanceEshow all link intergreensR the intergreens that are relevant to a partic!lar stage
change are always shown. This option shows all the other intergreens that have been specified in
the intergreen &atri6. Iefa!lt is Eoff
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 132
"ppearanceEshow Oero link intergreensR intergreens that are of Kero length /i.e. define a conflict
only0 are shown optionally when this option is selected. Iefa!lt is
Eoff.
/ehaviourEcheck link intergreensR when &oving stage or lin% start and ends; this option
prevents the intergreens specified in the &atri6 fro& being less than that when &oving stages
or lin% greens aro!nd. Iefa!lt is Eon.
/ehaviourEcheck link6stage minima- when &oving stage or lin% start and ends; this option
prevents the stage andCor lin% &ini&!&s fro& being less than specified when &oving stages or
lin% greens aro!nd. Iefa!lt is Eon.
4e#aviourH)llo" re-definition of stages and green periods- $hen dragging the stages
and lin% greens; this option allows the& to be &oved s!ch that lin%s can be &oved to different
stages; the stage order can be changed etc. (enerally only has the desired effect if the above
two options are de:selected. Iefa!lt is Eoff
4e#aviourHallo" dragging and editing of stages- allows stages and lin% greens to be
&oved b!t not beyond the ne6t or previo!s stage. +sef!l for adH!sting the interstage design.
Iefa!lt is Eoff.
/ehaviourEallow offset dragging @drag in blank areaA- allows the node offset to be changed
/witho!t changing the e6isting green ti&es0 by dragging the blan% area between stages. Iefa!lt
is Eoff.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 134
T'e =!&i/us 4e#aviour /3ti/#s ;!# be ;/#=e#ie#t1y tu&#ed /# !#d /00
t/$et'e& by usi#$ t'e MF&ee )/deM butt/# @not shown in the screenshots0.
T!rn on R5ree #odeR to allow &a6i&!& fle6ibilityD t!rn it off to provide the
&a6i&!& level of chec%ing. =t is @55 by defa!lt. "ote that errors and warnings
are shown at the botto& of the Lin% Ti&ings screen only when R5ree #odeR is off;
b!t they are always shown in the &ain application Tas% List.
#oolsEcalculate link intergreens from link timingsEconflicts onlyR @nce the interstage design has
been co&pleted on the ESignals for&; selecting this option will !pdate the intergreen &atri6 with
phases that conflict /or at least appear to conflict fro& what has been entered in the ESignals
for&0. =t is a one:shot option and wo!ld need to be selected again if the intergreen &atri6
needed re:calc!lating after a change.
'efore- After-
#oolsEcalculate link intergreens from link timingsEconflicts and timingsR @nce the interstage
design has been co&pleted on the ESignals for&; selecting this option will !pdate the intergreen
&atri6 both with phases that conflict /or at least appear to conflict fro& what has been entered
in the ESignals for&0 and the ti&es as ded!ced fro& the for&. =t is a one:shot option and wo!ld
need to be selected again if the intergreen &atri6 needed re:calc!lating after a change. 'elow is
the sa&e &atri6 as i&&ediately above; b!t incl!ding val!es-
#oolsEcalculate start displacementsR this option is not relevant or available in TRA"SBT 1* &ode
#oolsEremove all non8base stagesR when TRA"SBT 1* r!ns; stages &ay be added if a node is to
be do!ble:cycled or do!ble:greened. These stages are copies of the original stages /%nown as
base stages0. This option will re&ove these copies.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 139
#oolsEconvert all stages to base stagesR when TRA"SBT 1* r!ns; stages &ay be added if a node
is to be do!ble:cycled or do!ble:greened. These stages are copies of the original stages /%nown
as base stages0. This option converts these copies into base stages.
#oolsEredistribute all stagesR This option red!ces the stages to arbitrary stage lengths with
arbitrary intergreens.
ToolsHreset and create ne" stages- firstly this option will reF!est that the !ser enters the
n!&ber of stages reF!ired. Then it will re&ove all the c!rrent staging and allocate lin% greens to
the specified n!&ber of stages arbitrarily.
#oolsEreset green periodsR this option will set !p each lin% in its own stage; with Kero
intergreens and all stages being the sa&e length.
&2%,%2 9anipulating items in T()*S+T &, mode
I# TRANSYT 13+-+3 /#(!&ds% ! MF&ee )/deM butt/# is 3&/=ided2 when this is t!rned on; no
chec%ing is perfor&ed and any stage or green period can be dragged with the &o!se /even if
this brea%s intergreens or other constraints0. $hen t!rned off; yo! cannot drag an ite& if the
change wo!ld lead to a constraint being bro%en.
Irag the startCend or &iddle of a green period to &ove it
Irag the startCend or &iddle of a stage to &ove it
=f /ehaviourE"llow re8definitionF is t!rned on /or :ree Mode is t!rned on0; yo! can drag
green periods and stages Ethro!gh other stages and can &a%e new stages or change
stage order.
Bo! &!st t!rn on /ehaviourE"llow 3ragging6?diting Of &tages /or t!rn on :ree Mode0 to
&ove stages with the &o!se. Iragging stages &ay res!lt in si&plificationCre:definition
of stages as yo! &ove the&.
+se the options in the #ools &en! to reset stagesCgreen periods; or to create a specific
n!&ber of stages.
Right:clic% on a stage to show a conte6t &en! to add a new stage; re&ove the stage;
change the lin%s on green d!ring the stage; or to Etri& the stage. /Tri&&ing a stage
re&oves any lin% delays so that all lin%s r!n e6actly fro& the stage start to the stage
end.0
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 170
Right:clic% on a green period to show a conte6t &en! that allows yo! to add a new green
period; re&ove the c!rrent one; &erge the c!rrent green period with the ne6t one; or to
redistrib!te green periods for that partic!lar lin%.
Re&e&ber that if yo! &a%e a &ista%e; H!st !se the 2ndo6$edo b!ttons.
&2%,%, 2ntering signals data in T()*S+T &, mode
The vario!s options listed above are available so that the !ser can &anip!late the lin% green;
intergreen and stage data as sChe feels fit. owever; to &a%e life easier when setting !p
standard H!nctions in a standard way; the following g!ide is s!ggested. There are two
reco&&ended ways to set !p a H!nction fro& scratch !sing the TRA"SBT 1* &ode.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 171
T'e 0i&st is !s 0/11/(s-
5irstly; select the node yo! wish to generate stages for. The H!nction sho!ld have all the lin%s
correctly attached to the node; and ideally in the correct position.
La!nch the Lin% Ti&ings screen. =t &ay be easier to see what is going on if yo! t!rn off the
display of effective greens /"ppearanceE&how ?ffective >reensA.
To begin with it is necessary to specify how &any stages there will be. Select #oolsEreset and
create new stages and when pro&pted enter the n!&ber of stages reF!ired. This will insert the
specified n!&ber of stages; witho!t any intergreens; with the stages set to an arbitrary 10s
each. The stages will incl!de arbitrarily selected lin%s to r!n in each stage.
"e6t it will be necessary to &ove the start and ends of the green periods within the Signals
diagra& !ntil yo! have the intergreen periods reF!ired. To allow the &oving of the lin% greens;
t!rn the following options /00-
/ehaviourEcheck link intergreens
/ehaviourEcheck link6stage minima
And the following options /#-
/ehaviourE"llow re8definition of stages and green periods
/ehaviourEallow dragging and editing of stages
Then it will be possible to &ove both the stage start and ends; and the lin%:green start and
ends. Contin!e to drag the stages and lin%:greens !ntil yo! have the &ethod:of:control
reF!ired. "ote that the interstage design needs to be as reF!ired at this point for the ne6t step
to wor%.
$ith the &ethod:of:control set as reF!ired; select #oolsEcalculate link intergreens from link
timingsEconflicts and timings. This will set the intergreens for the stage changes in the signals
diagra&. =t is not possible to co&plete the whole intergreen &atri6; b!t the entries so derived
will be s!fficient ass!&ing the stage seF!ence is fi6ed.
T'e se;/#d met'/d is !s 0/11/(s-
@pen the =ntergreen #atri6 screen and fill in the &atri6.
@pen the Lin% Ti&ings screen. Select #oolsE$eset and create new stages and specify the
n!&ber of signal stages that will be reF!ired.
"ow it will be necessary to allocate the lin%s to stages. @ne way to do this is to !se the Stage
SeF!ence screen /0iewE&tage &e7uence 3iagramA. @pen the Stage SeF!ence screen and select
the E9dit in $indow option on the for&. Then do!ble:clic% on the lin%s in t!rn to selectCde:select
the& fro& appearing in a partic!lar stage.
T/ &es/1=e t'e i#te&$&ee#s% sim31y &u# TRANSYT. "ote that this &ay change the stage
inde6 n!&ber /in brac%ets0- b!t it is possible to label the stages. To do this do!ble:clic% on the
stage and add a label /3isplay I3A.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 172
&2%,%/ 0ontrol of t"o nodes using a single controller stream
$hen there are two nodes closely spaced that have internal stop lines; it &ay be that they wo!ld
be controlled by a single controller strea&. 'elow is an e6a&ple showing H!st s!ch a case J the
green cones ill!strate the fact that lin%s 12; 1) and 17 are controlled by node 1; despite being
attached to node 2.
To set the lin%s attached to node 2 to be controlled by the signals at node 1; select each lin% that
is to have a Eseparate signals node /e.g. lin% 1)0 in t!rn; tic% the relevant bo6 and set the node
n!&ber that is to control the lin%. See diagra& below.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 17*
@nce this has been done; setting the lin% greens; intergreens; stages etc can be achieved &ost
easily !sing the first of the two &ethods described above.
&2%,%' >in$ Timings Screen in T()*S+T &2 mode
#ost options are disabled or non applicable in TRA"SBT 12 &ode.
#oolsECalculate &tart 3isplacements- this is only applicable to TRA"SBT 12 &ode. =n so&e
TRA"SBT 12 file; the start lag is !sed to represent a start displace&ent; as shown on Lin% 112
below. +se this option to convert the start lag on each lin% to a relative start displace&ent; and
restore the start lag to Kero; as shown in second screenshot below.
The intergreen &atri6 screen is not available in TRA"SBT 12 &ode. The Lin% Ti&ings screen and
Stage SeF!ence screens are &ostly ill!strative in TRA"SBT 12 &ode. owever; it is possible to
allocate lin% greens to stages !sing the following &ethod-
Add a node and add the lin%s for that node; connecting the& as necessary. Then open the Lin%
Ti&ings screen. At this point there will be two stages with lin%s arbitrarily assigned to those
stages as shown below.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 17)
+se the option #oolsE$eset and create new stages and specify the n!&ber of stages reF!ired at
the node. The n!&ber of stages specified will appear; and the lin%s arbitrarily assigned to those
stages.
To assign the lin%s to the stages reF!ired; open the Stage SeF!ence screen. Io!ble:clic% on the
lin%s to assign the& to the correct stage. Since it is not possible to have a lin% witho!t any green
periods; it will be necessary to assign the lin% to the correct stage before re&oving it fro& the
incorrect one.
TRA"SBT 1* +ser (!ide /=ss!e 90
Phase Start1 End1 Start2 End2 Start3 End3 Start4 End4
11 0 10
12 10 30
13 20 50
14 30 40
$or%ing with Traffic Signals <age 173
&2%,%3 Using t#e >in$ Timings screen "it# t#e clipboard
There are vario!s options in the Clipboard &en! to copy the c!rrent set of ti&ings to the
clipboard; fro& where yo! can paste it into a spreadsheet etc; and to paste in ti&ings.
=n partic!lar; if yo! have a specific set of lin% ti&ings and wish to enter the& directly into
TRA"SBT 1*; then an easy way is to enter the& in e.g. #icrosoft 96cel; and then !se the
ClipboardE.aste Link #imings option. TRA"SBT 1* will calc!late the corresponding stage
ti&ings.
5or e6a&ple; the ti&ings above give the below when the clipboard option is
!sed-
Phase Start1 End1 Start2 End2 Start3 End3 Start4 End4
11 56 77
12 12 51
13 12 30
14 56 77
=f the ti&ings are adH!sted !sing 96cel to the below; and the ClipboardE.asteF option !sed; the
Lin% Ti&ings screen will appear as shown below. N" d/ #/t mi8 u3 t'e 1i#* /&de&s%
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 177
+se ClipboardE.aste Link #imings @O&C"3' .$O :ormatA if yo! have !sed @SCAIB <R@ to
opti&ise signal ti&ings and wish to !se those ti&ings in TRA"SBT 1*. This will wor% even if yo!
have not set !p the stages yetD paste in the lin% ti&ings and TRA"SBT 1* will calc!late the
corresponding stages.
1,+5 I#te&$&ee# )!t&i8 S;&ee#
Click this button on the main vertical toolbar to show a new Intergreen Matri= screen.
T'e I#te&$&ee# )!t&i8 s;&ee# ;!# /#1y be used i# T13)ODE+
The =ntergreen #atri6 screen shows the &atri6 for the c!rrent signalised node. Bo! can show
&ore than one at once. +se the padloc% to loc% it to a partic!lar node.
The =ntergreen #atri6 screen defines which lin%s are co&patible with each other lin% /i.e. which
lin% pairs can r!n together in the sa&e stage.0 =f two or &ore lin%s are co&patible with each
other; then there is no conflict between the lin%s and it is possible for those lin%s to r!n together
in the sa&e stage. The &atri6 is sy&&etrical; so that if Lin% 12 is co&patible with Lin% 1*; then
Lin% 1* &!st also be co&patible with Lin% 12.
TRA"SBT 1* !ses the intergreen &atri6 to calc!late constraints for stages and lin%s that are
!tilised by the signal opti&iser.
9dit the &atri6 by do!ble clic%ing in a cell to toggle a conflict on or off; by typing a n!&ber in
each cell; or by pressing the Ielete %ey to re&ove a conflict.
Lin% intergreens can be vis!alised in the Lin% Ti&ings screen-
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 172
Bo! can also !se the Lin% Ti&ings screen to generate a set of lin% intergreens; based on the
c!rrent lin% ti&ings. 5or e6a&ple if yo! set !p the Lin% Ti&ings screen to show stageClin%
ti&ings as in the screenshot below and then select #oolsECalculate Link IntergreensEConflicts
and values; the intergreens shown f!rther below will be obtained. +se the Conflicts only s!b:
option to pop!late the &atri6 with 0s conflicts. These options &ay be !sef!l if i&porting an old
file and wishing to F!ic%ly pop!late a set of lin% intergreens J ass!&ing; of co!rse; that the
stages represent gro!ps of &!t!ally e6cl!sive lin%sCphases.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 174
The =ntergreen #atri6 can be copied to; or pasted fro&; the clipboard J This is !sef!l when yo!
wish to create a new &atri6 so&ewhere within yo!r networ% si&ilar to an e6isting one or for
copying into @SCAIB <R@ for detailed individ!al H!nction analysis.
1,+7 St!$e SeBue#;e S;&ee#
La!nch the Stage SeF!ence screen fro& the &ain vertical toolbar or via 0iewE&tage &e7uence
3iagram. Bo! can show &ore than once screen at once and can loc% each screen to a partic!lar
signalised node with the padloc%.
The diagra& shows each stage for the signalised node and the lin%s on green for each stage.
Lin%s that are !nsignalised and lin%s leaving the node are shown in grey. #inor shared lin% /by
defa!lt0 are also shown in grey; b!t can be set to LSa&e as #aHorM !sing Options6Minor Links
&en!.
Io!ble clic% on a lin% to toggle it onCoff for each stage. $e reco&&end !sing the ?dit In
Window &ode; as otherwise; each ti&e yo! change a lin%; the stage definitions &ay change;
which can be conf!sing if the n!&ber of stages change. $hen !sing the ?dit In Window &ode;
changes are not co&&itted !ntil yo! press the 3one6OI b!tton.
+se the Options &en! to control the appearance of the diagra&.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 179
+sing the #ools &en!; yo! can set all lin%s to be either red or green. These options are only
available if wor%ing in the ?dit In Window &ode.
$e reco&&end !sing this screen in conH!nction with the Lin% Ti&ings screen.
"ote that only base stages are shownD non:base stages are considered to be copies of base
stages and so are not shown.
1,+6 Li#* De1!ys
Lin% delays are read:only and are shown in the Iata @!tline as part of the relevant signalised
nodes data. The diagra& below ill!strates losing and gaining delays.
TRA"SBT 1* +ser (!ide /=ss!e 90
ally star
Ab
ga
$here <hase ' wo!ld
nor&
<age 120
=ntergreen A to ' Q 7 seconds
Relative phase
gaining delay Q 2 s
t P'!se "
2 seconds
sol!te phase
ining delay Q 4 s
<hase losing
delay Q * s
9nd of Stage 1
Start of Stage 2
Stage 1 to 2 Q 10 seconds
1,+6 St!&tAe#d dis31!;eme#ts
The a&o!nt of traffic that can pass thro!gh a signal controlled H!nction depends on the effective
green ti&e available to traffic and on the &a6i&!& flow of vehicles past the stop line d!ring the
green period /sat!ration flow0.
The ter&s Rsat!ration flowR and Reffective greenR sho!ld be fa&iliar to &ost traffic engineers. =n
reality; for any stop line; the sat!ration flow will vary over the green ti&e as well as fro& cycle
to cycle. 5or &odelling p!rposes it is necessary to si&plify this. As with &ost signalised
H!nction &odels; the sat!ration flow averaged over &any cycles is !sed in TRA"SBT 1*. A
f!rther si&plification is that the sat!ration flow is &odelled as a constant val!e which applies
over the entire effective green. =n reality the sat!ration flow will grow fro& Kero to a &a6i&!&
val!e over a finite ti&e /d!e to the acceleration of vehicles fro& standstill0 and decay over the
a&ber period /beca!se the point in the a&ber at which drivers stop varies fro& cycle to cycle0.
The diagra& below shows the relationship between a typical real case and the si&plified val!es
!sed in TRA"SBT 1*.
5ro& this RrealR c!rve three val!es reF!ired by TRA"SBT 1* are derived- the &odelled sat!ration
flowD the start:displace&entD and the end:displace&ent. The displace&ents give the start and
end of the effective green in relation to the act!al green. TRA"SBT 1* !ses global
displace&ents; entered on the &ignals Overview data ite&; and relative displace&ents; entered
for each traffic strea&. 5or a given traffic strea&; the overall start displace&ent is obtained
fro& the global start displace&ent . the relative start displace&ent for the strea&; and si&ilarly
for the end displace&ent.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Traffic Signals <age 121
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 122
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 12*
13 </&*i#$ (it' Resu1ts
=n TRA"SBT 1*; res!lts are generated when yo! r!n a file. There are several types of res!lts-
'asic res!lts for each lin%; s!ch as each lin%s <erfor&ance =nde6
'asic res!lts for the whole networ%; s!ch as the whole networ% <erfor&ance =nde6; which
are calc!lated by s!&&ing andCor averaging individ!al lin% res!lts
'asic res!lts for parts of the networ%; s!ch as ro!tes; or b!s lin%s. Bo! can see s!ch
res!lts by generating reports or by setting !p Iata (rids to show s!ch s!bsets.
All of the above for each ti&e seg&ent; and additionally for a s!&&ary ti&e seg&ent.
/This is only applicable if there is &ore than one ti&e seg&ent defined.0 All of the above
are visible in the Iata 9ditor and in Iata (rids.
Ietailed res!lts fro& the <I# traffic &odel; !sed to show C5<CG!e!e graphs and F!e!e
ani&ation in "etCon.
Ietailed res!lts fro& the CT# traffic &odel; !sed to show CT# graphs and CT# cell
occ!pancy ani&ation in "etCon.
'asic res!lts are saved in the file when yo! save it. Ietailed res!lts can also be saved if yo!
choose the :ileE&ave With :ull $un 3ata option.
$hether <I# or CT# detailed res!lts are available depends on which options yo! choose in
%etwork OptionsE#raffic
Options.
=f yo! are displaying res!lts; incl!ding graphs and ani&ations; re&e&ber that these represent
res!lts fro& the last s!ccessf!l r!n of TRA"SBT. =f yo! s!bseF!ently change; say; the cycle
ti&e; b!t dont re:r!n TRA"SBT; then the res!lts &ay be inconsistent with the c!rrent data file.
Re&e&ber also that res!lts are available for only one Analysis Set at a ti&e.
13+1 Summ!&y Resu1ts S;&ee#
The S!&&ary Res!lts screen serves as a s!&&ary of the file stat!s and res!lts fro& the last
r!n of the file. =t is a!to&atically shown as soon as yo! r!n a file; and it is reco&&ended that
yo! leave it visible all the ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 12)
"ote that only one set of res!lts is stored at any one ti&e; for one Analysis Set.
The S!&&ary Res!lt screen shows the na&e of the Analysis Set that was !sed for
the last r!n /A#!1ysis Set Used0D if yo! select a different Analysis Set; the na&e
will be highlighted in yellow to indicate that the res!lts are fro& a different
Analysis Set. T/ see &esu1ts 0/& t'e #e( A#!1ysis Set% y/u must 3&ess t'e
Ru# butt/#+
The L!st &u# ite& shows the date and ti&e of the last ti&e the file was r!n. =f yo! have
changed any data ite& since the last r!n; then this will be highlighted in yellow to indicate that
the res!lts are potentially o!t of date; as in the e6a&ple below. This will also be the case if yo!
load in a file that yo! have r!n previo!sly. =f in do!bt; r!n the file again.
The Ru# D!t! P&ese#t ite&s indicate whether <I# andCor CT# detailed res!lts data /for
graphs and ani&ations0 are available. $hen yo! r!n a file; <I# data will always be present; b!t
CT# data will only be present if yo! have t!rned on CT# data. <I# data is !sed for the
ani&ation of !nifor& F!e!es and for C5< graphs etcD CT# data is !sed for CT# cell occ!pancy
graphs and ani&ations. =f loading in a file that was r!n previo!sly; <I# and CT# data will only
be present if the file was saved !sing the :ileE&ave With :ull $un 3ata option. @therwise; yo!
will need to re:r!n the file to re:generate the data.
"' the Ru# D!t! P&ese#t stat!s is only for the e6tra; detailed res!lts data for graphs and
ani&ationsD general res!lts s!ch as <erfor&ance =nde6 is always available /ass!&ing yo! have
r!n the file at least once0.
The other ite&s shown in the screen are &ostly a repeat of data that can be viewed in the Iata
9ditor in the %etwork $esults section.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 123
13+, Det!i1ed &esu1ts
There is &ore than one place to e6a&ine the detailed res!lts prod!ced by TRA"SBT-
1. A f!ll set of individ!al res!lts can be prod!ced as part of the TRA"SBT Report. /See
chapter ! for a detailed description of each of the individ!al res!lts fo!nd within the
Report.0
2. The Iata @!tline /see below0 contains res!lts data as well as inp!t data. The res!lts are
displayed within the Iata 9ditor. Any data ite& that is a result; i.e.; an output fro&
TRA"SBT; is shown with a light green bac%gro!nd-
$hen loo%ing at res!lts; so&e ite&s &ay appear as E"CA. This is !s!ally beca!se yo!
are loo%ing at res!lts for the whole networ% or for the s!&&ary ti&e seg&ent and the
partic!lar data ite& is inapplicable J e.g. there is a &ean &a6 F!e!e /##G0 for each lin%;
b!t not for the entire networ%D there is a calc!lated sat!ration flow for each lin% for each
ti&e seg&ent; b!t not for the s!&&ary ti&e seg&ent. Bo! can chec% this by showing
the 5elpE>lossary screen.
*. Iata (rids /see below0 can also be !sed to display res!lts; either as they are; or in a
c!sto&ised for&at /see section -..1 for how to !se data grids to show res!lts.0
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 127
13+3 A#im!ti/# ;/#t&/1s
+se the ani&ation controls /press the "nimate b!tton on the &ain vertical toolbar0 to show a
screen where yo! can t!rn on and off ani&ation in "etCon. $hen ani&ation is t!rned on; a
ti&e:bar will cycle thro!gh the networ% cycle; and this will be reflected in signal states in
"etCon; F!e!eCflow ani&ations in "etCon; and also in ti&e:lines that &ay be visible in the Lin%
Ti&ings screen and other screens.
See "etCon /Chapter 1 0 for details of the ite&s that can be ani&ated.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 122
13+5 G&!3's
After r!nning a file; yo! can view vario!s graphs for each node. These are all accessible via the
>raphs b!tton on the &ain vertical toolbar; or via 0iewE>raphs.
Bo! can display any n!&ber of graphsD each graph will !pdate to show data for the c!rrent lin%
!nless yo! !se its padloc% /see section *. - 0. 9ach graph can be stretched to whatever siKe is
reF!ired.
Signal states shown in the graphs can either show act!al or effective greensD change yo!r
preference via the >raphs b!tton &en! or via the +ser <references screen.
<I# andCor CT# graphs &ay or &ay not be available; depending on r!n options !sed and
whether yo! have yet r!n the fileD !se the S!&&ary Res!lts screen to confir& which data is
available.
All graphs can be copied to the clipboard /via right:clic%ing0 and yo! can also incl!de <I# C5<
graphs in reports by adding entries to the OptionsE$eportingEC:. >raphs section of the Iata
@!tline. As with TRA"SBT 12; these are arranged in 262 bloc%s when yo! generate a report.
<lease see elsewhere in this &an!al for bac%gro!nd disc!ssions of the vario!s graph types.
They are listed below; with an e6a&ple shown for each.
"ote that y/u d/ #/t '!=e t/ M&u#M e!;' $&!3' se3!&!te1y. After r!nning the file once; all
graphs for all lin%s are availableD si&ply select the graph type via the >raph b!tton on the &ain
vertical toolbar; and then select the lin% of interest; via the Iata @!tline or "etCon. Bo! can
show several graphs at once; and each graph will !pdate to show data for the c!rrent lin%;
!nless yo! loc% it.
=n order to display CT# graphs; yo! must '!=e &u# t'e CT) t&!00i; m/de1 J either by !sing it
as the &ain opti&iser &odel; or; by t!rning on the >enerate C#M Cell 3ata option in the #ain
Iata screen /or via the Iata @!tline and %etwork OptionsE#raffic Options0.
$ith <I# graphs; the green ti&es are displaced forward by the cr!ise ti&e between the
!pstrea& node and the node being viewed. Therefore; the arrivals fro& the !pstrea& lin%s
sho!ld &ore or less correspond with a vertical line dropped to the lin% on view. These
displace&ent ti&es are shown in brac%ets. $ith CT# graphs; there is no displace&ent; since the
Rgreen wavesR can be seen directly.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 124
&,%/%& @A9 I 0.clic Flo" @rofile (0F@) 7rap#
The Cyclic 5low graph plots the variation over a co&plete cycle of the rate at which traffic
Earrives at the stop line /the I%8profileA and leaves the stop line /the O2#8profile0. An e6a&ple
of a C5< graph is shown. 5!rther e6planation of the E="; E@+T and E(@ profiles can be fo!nd
in section
+..(
9ach graph represents; for one lin%; the variation d!ring one signal cycle /horiKontal a6is0
of-
a0 The flow !p to the stop line /red and green bars0: the I%8profile
b0 The flow leaving the stop line /green and bl!e0: the O2#8profile
The two flow profiles are overlaid so that the flow distortion ca!sed by the redCgreen periods of
the signal can be observed easily. ?ehic!lar flows; shown in red; are stopped by the red light
and leave at a later ti&e at sat!ration rate as shown in bl!e.
The graphs give a F!ic% vis!al indication of how well co:ordinated the signals are for each lin%.
The greater the delay i&posed by the signals; the greater will be the difference between the
I%8profile /red and green0 and the O2#8profile /green and bl!e0. The &ore green and the less
red; the less delay is being ca!sed to traffic on the lin%.
The vertical a6is of each graph shows the traffic flow per
ho!r.
The horiKontal a6is of each graph is adH!sted to the n!&ber of steps in one cycle. This a6is
co&prises red and green bo6es for the red and green ti&es at the lin% e6it respectively.
The C5< graphs have a n!&ber of other feat!res as
follows-
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 129
1. The ti&e:a6is can be rotated in order to align different graphs to the sa&e ti&e at the
origin /s!ch as the networ%s arbitrary Kero0 to allows graphs of related lin%s to be &ore
easily co&pared.
2. The lin% length in &etres is also given on the left:hand side of the F!e!e graph : +sef!l
as it infl!ences the total dispersion effect along the lin%.
*. There are two <erfor&ance =ndices shown on the left:hand side of the F!e!e graph : one
for the chosen lin%D the other for the whole networ%.
). The #ean #od!l!s of 9rror /))E0 is shown on each graph. This refers only to the arrival
flow at the stop line and is a &eas!re of how far the profile of the arrival flow deviates
fro& the &ean val!e.
The ##9 is e6pressed as a n!&ber in the range 0.0 to 2.0. A !nifor& flow for e6a&ple
has a ##9 of 0.0; while a high ##9 wo!ld indicate a lin% on which the flow was strongly
b!nched or platooned and which wo!ld therefore benefit partic!larly fro& efficient co:
ordination of signals. The ##9 is si&ilarly !sef!l for selecting lin%s on which co:
ordination of signals is not very significant /low ##90 and which wo!ld therefore be
s!itable for the location of s!b:area bo!ndaries if it sho!ld be necessary to brea% a
region into s&aller s!b:areas.
A general r!le:of:th!&b is that for a ##9 of less than 0.* the lin% &ay not be worth
considering for coordination.
&,%/%2 @A9 I Dueue 7rap#
The plot of the F!e!e !s!ally ta%es the for& of a forward:s%ewed triangle /two if there are two
green periods0. This is as a res!lt of traffic behavio!r on the co&&ence&ent of green. At the
start of green the vehicles at the front of the F!e!e &ove off fro& the stop line. Those at the
end re&ain stationary !ntil the vehicles in front have &oved.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 140
The F!e!e graph plots represent only the !nifor& co&ponent of any F!e!e. The ##G /&ean
&a6i&!& F!e!e0 val!es shown in the final prediction table of the <RT file incl!des additional
F!e!eing d!e to rando& effects /i.e. cycle to cycle variations0 pl!s oversat!rated conditions.
G&ee# C!3!;ity is the &a6i&!& n!&ber of <C+s that can be dissipated d!ring the ne6t green.
=t is the prod!ct of sat!ration flow and effective green ti&e. $hen F!e!es e6ceed this val!e;
oversat!ration is indicated.
U))G is the !nifor& co&ponent of &ean &a6i&!& F!e!e; ta%en over the whole TRA"SBT r!n
for that lin%.
At so&e H!nctions; F!e!eing &ay occ!r d!ring the green period. This happens when the flow
along the lin% is greater than the sat!ration flow.
G!e!eing in the green &ay also appear on either &aHor or &inor shared lin%s. This happens
when a platoon on one shared lin% Hoins the bac% of a discharging F!e!e on the other shared
lin%. The F!e!e graph for a shared lin% does not incl!de the F!e!es for the other shared lin%s in
the sa&e gro!p; i.e. for the p!rposes of the graphs displayed; the &ain and shared lin%s
are; in effect; treated as separate lin%s; even tho!gh they in fact share the sa&e road space.
&,%/%, @A9 I@I-Bffset 7rap#
The &ain p!rpose of the <.=. graphs is to indicate the li%ely change in <.=. following a change in
the offset between this node and the !pstrea& node. The opti&!& offset val!e indicated by the
graph can be chec%ed via a f!ll TRA"SBT r!n.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 141
The <erfor&ance =nde6 /<=0 graph plots the <.=. for a lin% against the offset:difference. The lin%
<.=. val!e; which TRA"SBT !ses to calc!late the networ% <.=.; is shown to the left of the vertical
a6is. The graph shows how the lin% <.=. wo!ld vary if the offset:difference was altered by an
a&o!nt varying between Kero and the cycle ti&e.
Since lin%s on the edge of the networ% have no !pstrea& nodes they cannot be offset fro&
the&. 5or these lin%s the <.=. re&ains constant. =n all the other lin%s the <.=. for a partic!lar
lin% will vary depending on the offset:difference. The lower the <.=. the better the co:ordination.
&,%/%/ 0T9 I 0ell Bccupanc. 7rap#
$ith CT# graphs; the signal states of the !pstrea& lin%s; shown at the top; are shown at their
real ti&es and "@T displaced by their cr!ise ti&e as they are with the <I# graphs.
$ith CT# graphs; the vertical a6is represents distance bac% fro& the stop line. /The stop line is
at the botto& of the graph.0
The CT# cell occ!pancy graph is essentially a type of ti&e distance diagra&; and clearly shows
green waves travelling fro& the !pstrea&s /at the top of the diagra&0 to the stop line of the lin%
in F!estion /at the botto& of the diagra&0. =n the screenshot below; traffic fro& Lin% 112 s first
green period reaches Lin% 1)s stop line d!ring green; and is !ndelayed. Traffic fro& Lin% 112 s
second green period; however; reaches the stop line d!ring red and the s!bseF!ent b!ild:!p of
F!e!eing traffic can clearly be seen by the density of shading.
&,%/%' 0T9 I 0ell Flo" 7rap#
The CT# 5low graph shows the relative flows at each point on the lin% at each point in the cycle.
eavy shading shows traffic that is flowing freelyD lighter or absent shading shows either an
absence of traffic; or; slowed or F!e!ed traffic.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 142
&,%/%3 0T9 I 0ell Dueue 7rap#
The CT# G!e!e graph is al&ost an Einverse of the CT# flow graph- heavy shading shows where
traffic is stopped and F!e!eing.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 14*
13+7 Time Dist!#;e Di!$&!m
Ti&e:distance diagra&s provide a &echanis& to vis!ally display the state of progression /good
or bad0 of traffic fro& stopline to stopline along a specified path thro!gh a networ% by plotting
traffic flow over ti&e and distance.
Figure 13-1 ' t(pi#al )o-#umulati*e+ time $ista#e $iagram
&,%'%& Features of a time distance diagram
9ach ti&e distance diagra& consists of the diagra& itself pl!s a n!&ber of additional ite&s. The
diagra& is &ade !p of progression bands; stoplines which the chosen series of lin%s pass
thro!gh; and the ti&e and distance a6is.
The progression bands are shown in a variety of ways depending on the chosen band type; /See
section ) .!.! 0
Stoplines are shown as a thin horiKontal bar showing either the act!al or effective green ti&e.
+p to two bars are shown at each stopline. The !pper one /of a possible two0 is always shown
and represents the green ti&es affecting the traffic being shown. The other bar shows the
co&bined green ti&es of all other lin%s that are feeding into the displayed downstrea& lin%.
+nsignalled nodes are displayed with 100W green ti&e. #!ltiple green periods are a!to&atically
catered for.
The vertical:a6is shows the distance away fro& /downstrea& of0 the stopline of the first lin% for
each s!bseF!ent stopline. The distance between the stoplines reflects the tr!e distance between
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 14)
the&. A distance scale and vertical scrollbar allows a li&ited part of the total distance to be
selected. The vertical:a6is is also labelled with the signal node n!&ber /in brac%ets0 associated
with each stopline; and the downstrea& lin%; shown between the stoplines.
The horiKontal a6is shows by defa!lt; one co&plete cycle. #!ltiple cycles on this a6is &ay be
selected if needed /see :i gu re )8+ 0.
&,%'%2 Using time distance diagrams
After r!nning a file; yo! can view a ti&e distance diagra& /TII0; which is accessible via the
#33
b!tton on the &ain vertical toolbar; or via 0iewE#ime 3istance
3iagram.
Ti&e distance diagra&s can be displayed by si&ply selecting an e6isting TRA"SBT path; ro!te or
by &!ltiple:lin% selection in "etCon. $hen &a%ing a &!lti:lin% selection; the lin%s &!st be
selected in the order that yo! wish the& to be displayed; and only after the second lin%
downstrea& of the first is selected will the diagra& be displayed.
+pon loading; the TII displays /by defa!lt0 the flow fro& stopline to stopline for the c!rrently
selected $oute; .ath or lin% selection. A blan% TII will res!lt if none of these are selected.
#!ltiple lin% selections /via "etCon or the Iata @!tline0 &!st contain at least two connected
lin%s before a TII will be drawn.
Bo! can display any n!&ber of TIIsD each one will !pdate to show data for the c!rrent selection
!nless yo! !se its padloc% /see section *. - 0. 9ach TII can be stretched to whatever siKe is
reF!ired.
"ote that y/u d/ #/t '!=e t/ M&u#M e!;' TDD se3!&!te1y. After r!nning the file once; any
valid set of lin%:to:lin% progressions are available to displayD si&ply select clic% the #33 b!tton
on the &ain vertical toolbar; and then select the lin%s of interest; via the Iata @!tline or "etCon.
Bo! can show several TIIs at once; and each one will !pdate to show data for the c!rrent valid
selection; !nless yo! loc% it.
).!.(. Changing offsets
A TII allows yo! &a%e direct changes to the signal ti&ings; in addition to allowing yo! to
observe progression of partic!lar traffic flows J dragging the stopline bands left and right
changes the offset for its related traffic node. This allows yo! to adH!st the coordination
between nodes in order to achieve the partic!lar progression yo! wish for the displayed flows.
This feat!re &irrors that of the lin% Ti&ings Iiagra& where yo! can also change offsets. The
TII is a!to&atically !pdated when offsets are changed; irrespective of where in TRA"SBT they
are changed.
=n order to see the effects of offset changes; yo! will need to switch off 9F!isat
and set the opti&isation level to L"oneM and re:r!n TRA"SBT. =f yo! do not re:
r!n TRA"SBT after changing the offsets; the TRA"SBT res!lts /and hence the
diagra&0 will be o!t:of:date. +sing the TRA"SBT a!to:r!n feat!re in this sit!ation
is !sef!l as it will allow the effects to be seen straight away each ti&e yo! &a%e a
change.
&,%'%, 9easure of 2ffectiveness (9o2)
A si&ple L#eas!re of 9ffectivenessM /#o90 val!e is calc!lated and displayed between each
stopline and is also averaged for the selected collection of lin%s and shown below the diagra&.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 143
The #o9 gives a ro!gh indication of how well signals are co:ordinated by calc!lating what
proportion of the flow lines or the n!&ber of green:wave ti&e steps that arrive on green. A
val!e of 100W indicates very good coordination and a val!e of 0W very poor. ".'. Iispersion is
not ta%en acco!nt of. The #ean #od!l!s of 9rror /##90 calc!lated by the C5< (raphs; altho!gh
not directly related; will affect the li%elihood of obtaining a good #o9 val!e. 5or e6a&ple; a low
##9 /s!ch as for a near !nifor& cyclic flow profile0 will red!ce the li%elihood of obtaining a good
#o9 val!e; while high ##9 val!es; which indicate a highly platooned profile; are li%ely to provide
better opport!nities to obtain good coordination.
&,%'%/ S#o"ing Aispersion
The effect of dispersion along &any lin%s is an i&portant factor when considering progression.
9ach set of signals prod!ces a bloc% of traffic that travels fro& one stopline to the ne6t H!nction.
This Egreen wave of traffic has a front and a bac% which is deter&ined by the effective green
ti&e; the cr!ise speed along the lin% and the level of dispersion.
The TIIs &how 3ispersion option provides both the act!al front of the green wave fro& stopline
to stopline and also an appro6i&ation of the bac% of the green wave. Therefore this feat!re is
partic!larly !sef!l as it ens!res that the f!ll e6tendCbreadth of the green wave is shown on the
diagra&. As a res!lt; any adH!st&ents to; say; offsets; to i&prove coordination of a partic!lar
ro!te; can be &ade with good %nowledge of when the &aHority of the traffic will be arriving at
the downstrea& signals.
Figure 13-2 ,ime Dista#e Diagram s!o"ig $ispersio
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 147
&,%'%' @rogression band t.pes
A TII can show progression in five different ways /see fig!res0 as follows-
N/#9;umu1!ti=e2 Shows progression bands with a width stretching across
each of the effective green periods for the first lin% only /see :i gu re )8 0.
The progression band is drawn across all selected lin%s A"I is shown as being
!naffected by the&. The dispersion option is available.
N/#9;umu1!ti=e &eset2 Separate progression bands for each stopline are
shown; i.e. the progression band is Ereset after each stopline. The dispersion
option is available.
Cumu1!ti=e 3&/$&essi/#2 Sa&e as L"on:c!&!lativeM; e6cept that the
progression band width is shown as being affected by the effective green
ti&es of s!bseF!ent downstrea& green ti&es.
F1/(2 Iisplays a series of parallel lines which represent where traffic e6ists
/greater than or eF!al to !ser:defined threshold0; i.e. si&ilar to the
LC!&!lative progressionM display b!t does not ass!&e sat!rated conditions.
9ach line that is drawn represents the level of traffic associated with a single
TRA"SBT ti&e step. The presence of traffic /i.e. presence of the lines is
based on the profile of traffic entering the lin% at its !pstrea& end.
F1/( &eset2 Sa&e as for the L5lowM &ode; b!t the progression band is Ereset
after each stopline. This &ode; in so&e ways; gives the &ost Etraditional
loo%ing ti&e distance diagra& and also is probably the &ost !sef!l.
Figure 13-3 -No-#umulati*e reset.
TRA"SBT 1* +ser (!ide /=ss!e 90
$or%ing with Res!lts <age 142
Figure 13-4 -Cumulati*e /rogressio.
Figure 13-5 -Flo". mo$e
Figure 13-6 -Flo" 0eset. mo$e )"it! e%%e#ti*e grees+
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 144
&,%'%3 Bt#er features
A ti&e distance diagra& has a n!&ber of other feat!res as follows-
The ti&e:a6is can be rotated in order to align different TIIs or graphs to the sa&e ti&e
at the origin /s!ch as the networ%s arbitrary Kero0 to allow the& to be &ore easily
co&pared
The diagra& reflects the ti&ings associated with the c!rrently selected Analysis Set and
Ti&e Seg&ent. =n addition to the standard loc%ing &echanis&; the diagra& can be
loc%ed to the c!rrent ti&e seg&ent
Signal states can either show act!al or effective greensD change yo!r preference via the
>raphs b!tton &en! or via the +ser <references screen. A TII can be copied to the
clipboard /via right:clic%ing0
The diagra& can be copied to the clipboard as a bit&ap /via right:clic%ing0
'eca!se Ro!tes; by definition and &!lti:lin% selection via "etCon; do not necessarily
consist of contig!o!s lin%s; progression of TRA"SBT ro!tes is li&ited to those lin%s that
are lin%ed to the first lin%
The G:low #hresholdH val!e allows the L5lowM #ode flow threshold to be set. @nly flow
lines for ti&e:seg&ents with a flow greater than or eF!al to this threshold are drawn
Figure 13-7 -Flo" 0eset. s!o"ig t!ree #(#les
TRA"SBT 1* +ser (!ide /=ss!e 90
(enerating Reports <age 149
15 Ge#e&!ti#$ Re3/&ts
Click this button on the main toolbar to generate a report.
After r!nning a file in TRA"SBT 1*; yo! can choose to generate a report that s!&&arises all
inp!t data and res!lts. The report is in the for& of a T#L file that is a!to&atically saved to
dis%. /Bo! can also generate reports before r!nning the file; in which case the report will contain
only inp!t data.0
To generate a report; clic% the (enerate Report b!tton on the &ain toolbar. The newly
generated report will be displayed in the $ e po rt 0 i e w e r.
(enerated reports are !sef!l both a0 as final reports s!&&arising a TRA"SBT file and b0 a
convenient way to F!ic%ly view all data in a tab!lar for&at. Since they s!&&arise lin% and
stage ti&ings; yo! &ay prefer to !se reports to view s!ch data.
To generate a F!ic% report; show the Report ?iewer and then t!rn off all options other than the
#$"%&'# ( &tyle #ables option. See chapter , for a detailed description of each of the
individ!al res!lts.
15+1 Ab/ut Re3/&t Fi1es
9ach generated report is an T#L doc!&ent; whose filena&e is based on the filena&e of the
c!rrent data file. =t will be saved either to the sa&e location as the data file /!nless this cannot
be accessed; s!ch as if the data file was located on a drive witho!t write per&issions; in which
case the $indows te&porary folder will be !sed0; or to a specified folder. These options are set
via the &ain . re fer e n c e s & c re e n /not the Report Set!p screen0.
=f the data file has not yet been saved and therefore does not have a filena&e; the na&e
L+ntitledM will be !sed; and the report will be saved to the $indows te&porary folder;
overwriting any e6isting !ntitled report.
=f the report incl!des diagra&s; which it will do by defa!lt; they are saved as separate .gif; .Hpg
or .e&f files in the sa&e location as the T#L file; and their na&es will be based on the T#L
filena&e. =f &ovingCsavingCe:&ailing the report file; please be aware that yo! will need to
incl!de these files as well as the T#L file itself. The $ e po rt 0 ie w e r incl!des options to Kip all
files together to &a%e this process easier.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 190
15+, Re3/&t >ie(e&
As soon as a report is generated; it is shown in the Report ?iewer. Reports are T#L
doc!&ents; and the Report ?iewer b!ilt into TRA"SBT 1* is a c!t down version of a web
browser; with a few !sef!l feat!res added. TRA"SBT 1* reports can be viewed in other T#L
viewers; incl!ding #icrosoft =nternet 96plorer; and can e:&ailed to colleag!es. The contents of
reports; or s!bsections of; can also be copied and pasted into any word processor or
spreadsheet.
=n TRA"SBT 1*; only one report can be viewed at a ti&e. Bo! can however !se any web
browser to view any n!&ber of reports; whilst !sing TRA"SBT 1*; refreshing the& as necessary.
=f the report contains i&ages and diagra&s; these are saved as separate files; and if e:&ailing or
&oving the report yo! &!st incl!de these e6tra files. To &a%e this easier; an option to Kip all
the files together is provided J see below.
Reports are saved in the location specified on the &ain TRA"SBT 1* . re fer e n ces & c r ee n . This
can either be set to always be the sa&e location as the data inp!t file; or alternatively can be set
to a fi6ed location; s!ch as L#y ReportsM for e6a&ple. =n either case; the filena&es of the report
doc!&ents are always based on the filena&e of the inp!t data file. The filena&e of the T#L
doc!&ent shown in the Report ?iewer is always shown at the top of the screen.
+se the orange contents at the top of the report to F!ic%ly H!&p to sections.
TRA"SBT 1* +ser (!ide /=ss!e 90
(enerating Reports <age 191
&/%2%& (efres#ing t#e (eport
$henever yo! change data in the TRA"SBT file; or select a different c!rrent analysis or select a
different de&and set; a red &essage will appear above the $efresh b!tton /see below0. As the
wording i&plies; this indicates that the report is o!t:of:date; i.e. it does not reflect the contents
of the c!rrent TRA"SBT file.
Click this button to Drefresh the report. #his does %O# re8run #$"%&'# for
you.
<ressing the Refresh b!tton does two things : it allows the report to reflect the c!rrent state of
the TRA"SBT data A"I allows the report to ta%e acco!nt of any changes to the Report @ptions
/see $ e p o rt in g O pt io n s 0.
The Refresh b!tton does "@T re:r!n TRA"SBT for yo!. Therefore; if the TRA"SBT
data has changed and TRA"SBT has not been re:r!n; the res!lts in the file will be
o!t:of:date. These sa&e o!t:of:date res!lts will be reflected in the report; even
after a refresh of the report. To ens!re that the report shows !p:to:date res!lts
yo! need to re:r!n TRA"SBT before pressing the Refresh b!tton.
=n order to ens!re yo! dont forget; a yellow warning &essage is printed at the
top of the report if the report is refreshed and the res!lts in the data file are still
o!t:of:date.
&/%2%2 (eport =ie"er Tools
N/te2 +se the Copy; <rint and <rint <review b!ttons on the &ain TRA"SBT 1*
toolbar.
+se the 0op. b!tton to copy any selected to the clipboard; fro& where yo! can paste it into a
word processor or spreadsheet. /96peri&ent with the applications <aste Special co&&and and
the &preadsheet ?=port Mode option.0 To copy the entire report; firstly select everything by
pressing CTRL.A /or !se the right:clic% &en!0. <asting the entire report &ay be F!ite slow if
the report is large; depending on the application yo! are pasting it into; and the for&atting &ay
not e6actly &atch the original for&atting.
To print the report; !se the @rint @revie" and @rint b!ttons on the &ain TRA"SBT 1* toolbar.
As long as yo! printing to standard A) siKe paper in portrait orientation; no tables sho!ld be
bro%en across pages. =f yo! wish to print on other siKe paper; or re&ove the page brea%s; we
reco&&end pasting the report into a word processor and for&atting fro& there.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 192
The Tools and Jip?e-mail drop:down &en! will show a &en! containing a few !tility
f!nctions-
Bpen t#is reportKs containing folderR opens the $indows folder where the report is saved.
Bpen t#is report in .our default "eb bro"ser2 la!nches yo!r defa!lt web browser and loads
the report. Bo! can then close the Report ?iewer and contin!e wor%ing in TRA"SBT 1*;
switching to the last r!n report in yo!r defa!lt web browser as necessary.
Keep Inside )pplication 6indo": t!rn this @55 to have the Report ?iewer Edisconnect fro&
the &ain TRA"SBT 1* application window; so that yo! can position it freely; e.g. on a second
des%top &onitor.
0ompact t#is report into a <ip file2 if yo! have a registered copy of $inAip installed on yo!r
<C /if not; see www.w i nK i p .co & to order or download0; this option will create a Kip file containing
the report T#L file and all associated i&age files. The Kip file can then be saved or e:&ailed;
etc; allowing yo! to transfer reports witho!t having to worry abo!t the i&age files. #any Kip file
viewers allow the report to be viewed by si&ply opening the T#L file fro& within the Kip file;
witho!t having to e6tract the individ!al files.
Jip and e-mail t#is report: creates a Kip file /as above0; and; if yo! have #icrosoft @!tloo%
installed; creates a new e:&ail with the Kip file incl!ded as an attach&ent. Bo! will be as%ed if
yo! wo!ld also li%e to attach the inp!t data file. This is a very convenient way to forward
reports to colleag!es; together with the data file that was !sed to generate the report.
15+3 Re3/&ti#$ O3ti/#s
There are vario!s options affecting the contents and appearance of reports. These can be set
via the Report ?iewer tabbed header or via the +ser <references screen.
"ote that the order of lin%s and nodes in reports !ses the sorting and gro!ping selected via the
OptionsE&orting section of the Iata @!tline and yo! therefore control the ordering as an option
associated with the data file; "@T as a !ser preference.
T!rn on #$"%&'# ( #ables to incl!de a set of s!&&ary tables that rese&ble the &ain tables
shown in TRA"SBT 12 .<RT files.
TRA"SBT 1* +ser (!ide /=ss!e 90
(enerating Reports <age 19*
T!rn on &ignals and Output to incl!de a set of tables that covers all o!tp!t val!es in the
file.
The Level of Service res!lts are part of Output; b!t only appear if enabled via $egional &ettings.
@ther "dvanced options are described below.
,.).. &preadsheet ?=port Mode
=f this is selected; the for&atting of the report will be altered slightly in order to give &ore
reliable res!lts when copying and pasting into a word processor or spreadsheet.
,.)..( 2se Metafiles
$hen selected; diagra&s s!ch as "etCon and stage and seF!ence diagra&s are shown as high
F!ality vector i&ages. These types of i&ages also give high F!ality hard copies. So&e web
browsers or word processors; however; &ay not recognise the vector i&ages. =n s!ch cases;
t!rn off this option to !se standard bit&aps for all diagra&s.
,.)..) Insert page breaks
'y defa!lt; TRA"SBT 1* will insert page brea%s into the report so that when the report is printed
!sed A) portrait paper; tables do not brea% across pages. =f yo! wo!ld prefer the report not to
contain page brea%s; so that yo! can organise printing yo!rself fro& a word processor etc; or
si&ply wish to save a few trees; then t!rn this option off.
15+5 Usi#$ ;ust/m $&id 1!y/uts i# &e3/&ts
=f yo! !se the Iata (rid screen /Section +. ! 0 to store c!sto& col!&n layo!ts; then yo! can
&ar% each c!sto& layo!t for incl!sion in reports. To do this; yo! need to !se the Iata (rid
&en! ite& L#anage Stored col!&n Layo!tsM to set the L+se=nReportM flag. Bo! can then t!rn
off the defa!lt report options in the Report ?iewer; so that each report that yo! generate only
contains yo!r own Iata (rid c!sto& layo!ts.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 19)
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 193
17 TRANSYT 13 Out3uts
This chapter provides a description of the TRA"SBT table:based o!tp!t and a description of the
&ain o!tp!t val!es provided within the TRA"SBT res!lts. #any of the ite&s /partic!larly the
inp!t data ite&s0 are self:e6planatory and described elsewhere; so these ite&s are not
&entioned in any detail here.
17+1 T&!00i; m/de1 3&edi;ti/#s
A set of traffic &odel predictions are provided for the opti&ised or provided /eval!ation0 signal
ti&ings.
5or opti&ised r!ns; only the final opti&ised traffic predictions are provided. The
initial and inter&ediate ti&ings are "@T provided.
The res!lts are split into the following basic sections /depending !pon the report options
chosen0-
"!##e&2 Iescribing what version of TRA"SBT prod!ced the res!lts
Fi1e I#0/2 Iata filena&e !sedD date and ti&e the file was r!n
F/& e!;' A#!1ysis Set2
N C/#te#ts2 A hierarchical set of lin%s to each section of the report
Summ!&y2 This section lists data errors; data warnings and data =nfor&ation
state&ents. =t also provides 5ile =nfor&ation s!ch as the R!n Title; file stat!s
and !nits !sed. ".'. a LR!n S!&&aryM /si&ilar to the on:screen S!&&ary
Res!lts0 is also part of this section.
Net(/&* Di!$&!m2 A "etCon i&age of the co&plete networ%
$hen reF!esting LI#3utM /This is a collection of s!b:sections which incl!des all of the
inp!t data-
A#!1ysis !#d Dem!#d Sets2 Lists analysis and de&and sets specified within
the file.
Net(/&* O3ti/#s2 A collection of tables detailing the vario!s inp!t data
ite&s which are co&&on to the co&plete networ%; s!ch as networ% cycle
ti&e.
R/utes2 A list of the !ser:defined routes within the networ%
N/de /3timis!ti/# O&de&2 Ietails the order in which nodes are opti&ised;
whether they are gro!ped; and whether or not the enhanced opti&isation
option has been !sed.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 197
N/des2 Ietails node inp!t data /".'. does not incl!de signal ti&ings.0
Li#*s2 Ietails all inp!t lin% inp!t data
F1/( A11/;!ti/# T//1 T!b1es2 A list of any 5low @I &atrices
$hen reF!esting LSi$#!1sM /This is a collection of tables !nder the s!b:heading Si$#!1
timi#$s; which incl!des all of the signal ti&ings data A"I signal ti&ing res!lts0-
Signal Set!p
Stages
Lin% Signal Iata
Lin% (reen <eriods
@ptionally; =ntergreen &atrices
@ptionally; Lin% Ti&ings Iiagra&s and Stage SeF!ence Iiagra&s
$hen reF!esting LTRANSYT 1, T!b1es2M /This is a collection of tables rese&bling the
well:%nown traditional res!lts tables provide by earlier versions of TRA"SBT0-
Stage Ti&ings /TRA"SBT 12 ti&ings0
Lin% green ti&es
Lin% Res!lts
"etwor% Totals
"etwor% Totals /R@+T9S0
5!el cons!&ption
$hen reF!esting LCust/m G&idsM /This is a collection of !ser:defined tables which have
been created !sing a Iata (rid; and then selected by the !ser to appear in the report0-
+ser:defined tables
$hen reF!esting LOut3utM /This is a collection of s!b:sections which incl!des all of the
TRA"SBT o!tp!t data0-
Li#* Resu1ts2 lin% res!lts s!&&ary; stops and delays; F!e!es and bloc%ing;
Ho!rney ti&es etc.
Net(/&* Resu1ts2 Sa&e as the above; b!t res!lts for all lin%s co&bined;
within the networ%.
Cy;1i; F1/( P&/0i1e G&!3's (O3ti/#!1)2 5!ll collection of !ser:specified C5<
graphs.
P/i#t t/ P/i#t /u&#ey Time T!b1es (O3ti/#!1)2 A point:to:point Ho!rney
ti&e tables for each !ser:defined @I #atri6.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 192
17+, TRANSYT i#di=idu!191i#* 3&edi;ti/#s
This section provides a description of the &ain o!tp!t val!es provided within the TRA"SBT
res!lts relating to each individ!al lin%. A variety of infor&ation per lin% is listed-
The descriptions here refer to val!es calc!lated when there is only one ti&e
seg&ent. See elsewhere for details of how varying flow conditions affect the
res!lts presented. 5or &!ltiple ti&e seg&ent cases it is generally the case that
the &ost appropriate co&bination of the individ!al val!es per ti&e seg&ent;
highest val!es of all ti&e:seg&ents; and average val!es of all ti&e seg&ent are
shown.
To assist with interpretation of the LTRA"SBT 12 TablesM lin% res!lts; a %ey is provided which
e6plains what each special sy&bol or abbreviation &eans.
Li#* #umbe&
'!s lin%s are indicated by E'L; tra& lin%s by ETL and pedestrian lin%s by E<L
)!K/& Li#*
Lin%s having shared stop lines /see &hared &top lines description0 are identified by a reference
to the &aHor lin% in this col!&n. The &aHor lin%s are identified by their own brac%eted lin%
n!&ber in this col!&n.
C ! 1; u 1! t e d F 1/( i# t / 1i# *
/<C+Cho!r0
This is the flow co!nted on the lin% entry; i.e. the s!& of the =" flow profile ele&ents. +s!ally
this eF!als the val!e specified in the Links 3ata Screen /@!tline- Links6Link n6Link :lows6#otal
flow0 for the lin% since the inflows are a!to&atically adH!sted for co&patibility after data inp!t;
to give the specified total. owever; in the event that this specified flow ca!ses a lin% to be
oversat!rated; either with the initial signal settings or at any part of the hill:cli&b process;
downstrea& lin%s will have red!ced inflows. =n s!ch cases where the flow into the lin% is
s&aller than the Link :low 3ata val!e by &ore than 10 <C+Cho!r; the inflow val!e is &ar%ed
with a EV sy&bol in #$"%&'# ( #ables6Link $esults. An oversat!rated lin% itself will !s!ally
have the specified inflow and will not then be so &ar%edD its o!tflow will; however; be less than
e6pected and this will be apparent when it is noted that the Edegree of sat!ration /see later0 is
greater than
100 per cent.
The CT# restricts traffic entering a lin% at its !pstrea& end if the first CT# cell is
occ!pied. Therefore; even for entry lin%s Calculated :low Into link val!es can be
red!ced or even Kero. Aero val!es of Calculated :low Into link &ay indicate that
the traffic on that part of the networ% has loc%ed !p.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 194
F 1/( D is ; & e 3 ! # ; y /<C+0
=f TRA"SBT enco!nters an oversat!rated node; the flow going into the lin%s i&&ediately
downstrea& of that node red!ces by a corresponding a&o!nt. This o!tp!t val!e indicates the
val!e of that red!ction; i.e. the difference between the specified total lin% flow and the TRA"SBT
c a lc ! lat e d total flow. ?al!es over 10 <C+s are additionally indicated in the o!tp!t as described
i&&ediately above.
S ! t u & ! t i/# 01/( /<C+Cho!r of
green0
This is the val!e specified in the Links 3ata6:lows Screen /@!tline- links6Link n6&aturation flow0
or in the Lin%s IataC(ive:way Screen /@!tline- links6Link n6Ma=imum flow.
Iata and res!lts relating to the shared stop line are shown with the &aHor lin% referenced in a
separate col!&n; and d!plicated val!es shown as greyed val!es. 9.g. F!e!e lengths that apply
to the co&plete shared stop line and "@T to individ!al lin%s shows the val!e repeated for each
lin% of the shared stop line. S!ch val!es sho!ld; obvio!sly "@T be s!&&ed to give a total J it is
ALR9AIB a total; which is si&ply shown &ore than once.
D e $ & ee / 0 s ! t u & ! t i/ # /per
cent0 This is the ratio-
Total flow into lin% 6 cycle ti&e 6 100 /p er cent0
Sat!ration flow 6 effective green ti&e
The degree of sat!ration is an i&portant &eas!re of the spare green ti&e available and indicates
how near the lin%s /and hence the nodes and networ%0 are to &a6i&!& capacity. A val!e of over
100 corresponds to oversat!ration and a F!e!e will grow for as long as the specified flow
conditions e6ist.
Aegree of saturation "#en using 0T9 (0ell Transmission
9odel)
=n CT#; the degree of sat!ration on a lin% &ay be based either on demand flows or on actual
flows into lin%; divided by the capacity of the lin%.
The de&and flow corresponds to the total de&and independent of when the flow arrives or
whether the flow can act!ally arrive onto the lin%. The act!al flow corresponds to the flow that
can act!ally arrive onto the lin% within the ti&e period si&!latedD it is constrained by the
downstrea& lin% traffic. The de&and flow and act!al flow are nor&ally appro6i&ately eF!al
!nless the lin% is over:sat!rated; in which case; the de&and flow is greater than the act!al flow.
=n the CT# &odel; TRA"SBT reports act!al flow based degree of sat!ration for non:entry lin%s;
and de&and flow based degree of sat!ration for entry lin%s.
5!rther&ore; the calc!lated effective green ti&e on which the CT# IoS is calc!lated; e6cl!des
green ti&e which cannot be !sed d!e to bloc%ing.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 199
) e ! # ; & u ise t im e
/seconds0
This is the &ean !ndelayed travel ti&e along a lin% obtained fro& !p to fo!r possible inflow
cr!ise ti&es specified in the Link :low 3ata these cr!ise ti&es being weighted in proportion to
their inflow. =f; optionally; speeds are specified; cr!ise ti&es are first calc!lated fro& the speeds
and the lin% length.
Si$#!11ed L/S
This is the +S ighway Capacity #an!al /20000 signalled H!nction LLevel of ServiceM /LoS0 for a
signalled lin%. This res!lt is only available if the LoS option !nder OptionsC$egional &ettings has
been enabled.
) e ! # d e 1! y t ime
/seconds0
This is an average val!e of delay obtained by dividing the total delay rate /!nifor& and rando&
.
oversat!ration0 by the Eflow into
lin%.
U # i0/ & m d e 1! y /<C+:
ho!rsCho!r0
This is the !nifor& co&ponent of the total rate at which delay is inc!rred on the lin%. The
!nifor& co&ponent is eF!ivalent to the average n!&ber of <C+s F!e!eing on the lin% d!ring
the Etypical cycle.
R ! # d / m 4 / = e & s ! t u &! t i/# d e 1! y /<C+:
ho!rsCho!r0
The rando& delay rate is the co&ponent of the total delay rate which is ca!sed by rando&
fl!ct!ations in traffic arrivals on the lin%. =f the degree of sat!ration on the lin% e6ceeds 100 per
cent; the total delay rate incl!des a f!rther Eoversat!ration co&ponent which acco!nts for the
steady increase in the F!e!e d!ring the period; d!e to arrivals e6ceeding depart!res.
The total delay rate on a lin% eF!als the s!& of the val!es given in the E!nifor& col!&n and
the
Erando& . oversat!ration col!&n. This total delay rate is eF!ivalent to the average n!&ber
of
<C+s F!e!eing on the lin% d!ring the period specified in the >eneral 3ata; &imulated time
@minsA
/#ainCCo&&on Iata0.
C / st / 0 d e 1! y /ZCho!r0
The total delay rate for the lin% is &!ltiplied by the val!e specified in the Main @CommonA 3ata;
0alue of 3elay and divided by 100 to give cost per ho!r in po!nds. An asteris% after the delay
cost indicates a delay weight other than !nity has been specified in the Link data or >ive Way
3ata for this lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 200
U # ( e i$ ' t e d C / s t / 0 d e 1! y
/ZCho!r0
This is the cost of delay; b!t with all weightings re&oved fro& the calc!lations; allowing the
Etr!e cost to be F!ic%ly ascertained. This avoids the need to re&ove weightings and r!n an
!n: opti&ised r!n of TRA"SBT to obtain the&.
) e ! # s t / 3 s A P CU /per cent0
This is the average percentage of stops per <C+ entering the lin%; i.e. 100 &eans that; on
average; each <C+ stops f!lly once. The esti&ate ta%es acco!nt of both !nifor& and rando&
stops and allows for fractional /partial0 stops as described in section - .) ; StopsC<C+ will
often e6ceed 100 per cent where lin% inflows are near to capacity beca!se so&e vehicles &ay
have to stop twice.
C / st / 0 s t / 3s /Z per
ho!r0
The total n!&ber of stops per ho!r is first obtained as the prod!ct of &ean stopsC<C+ and the
flow into the lin%. This total is then increased or decreased to allow for the %inetic energy lost in
&a%ing a f!ll stop fro& the average cr!ise speed on the lin% as co&pared with a standard stop
fro& l2 &Csecond. The new total of eF!ivalent standard stops per ho!r is then &!ltiplied by the
val!e specified in Main @CommonA 3ata; 0alue of 44 &tops and divided by 10;000 to give cost
per ho!r in po!nds. An asteris% after the stop cost indicates that a stop weight other than !nity
has been specified in the Link 3ata or >ive8way 3ata for the lin%.
U # ( e i$ ' t e d C / s t / 0 s t /3 s
/ZCho!r0
This is the cost of stops; b!t with all weightings re&oved fro& the calc!lations; allowing the
Etr!e cost to be F!ic%ly ascertained. This avoids the need to re&ove weightings and r!n an
!n: opti&ised r!n of TRA"SBT to obtain the&.
) e ! # m ! 8i m um B u e ue
/<C+0
The val!e given is the esti&ated &ean over all cycles of the position of the bac% of the F!e!e at
its pea% d!ring the cycle /&eas!red in n!&bers of <C+ bac% fro& the stop line rather than in
distance !nits0D it will therefore be e6ceeded 30 per cent of the ti&e.
) e ! # m ! 8 B u e ue E/ T S
/<C+0
This val!e is si&ilar to the E#ean #a6i&!& G!e!e; b!t is the eF!ivalent val!e at the end of the
ti&e seg&ent /9oTS0.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 201
) ! 8 im um G u eue s t / & ! $e
/<C+0
This the !ser:defined &a6i&!& n!&ber of <C+s that can fit within the physical space of the lin%
/which is appropriate for the &odelled ti&e
period0.
A = e &! $ e L i# * E 8 ; e ss G u e u e
/<C+0
This is the average /over the cycle0 of the e6cess F!e!e chec%ed against the #a6i&!& G!e!e
Storage. This is "@T the sa&e as the Average Li&it 96cess
G!e!e.
A = e &! $ e L im it E 8 ; e s s G u e u e
(PCU)
@n lin%s where a E7ueue limit has been specified in the Dmean ma=imum 7ueue is chec%ed
against the 7ueue limit d!ring each step of the typical cycle; and any e6cess F!e!es are
averaged over the cycle to give an Daverage e=cess 7ueue for the lin%.
5or lin%s other than those specified on the Ma=imum <ueue Length and .enalty 3ata; TRA"SBT
co&p!tes-
#a6i&!& lin% storage /<C+0 Q lin% length /&0 6 sat! ration flow / <C+C h0
3.23 6 1430
This ass!&es that each <C+ in a F!e!e occ!pies 3.23& along a lane having a standard
sat!ration flow of 1430 <C+Cho!r of green. =f the printed val!e of &a6i&!& F!e!e e6ceeds the
above lin% capacity; the printo!t is &ar%ed with a E. sy&bol in the &ean &a6i&!& F!e!e
col!&n to indicate a possible proble& which the !ser is advised to chec% if the ti&ings are to be
i&ple&ented in practice.
E8;ess Gueue Pe#!1ty (I 3e&
'/u&)
This the calc!lated cost on the lin% associated with e6cess F!e!e.
)!8 E#d /0 G&ee# G ueue (PCU)
This is calc!lated by ta%ing the ti&e step on which the signal changes fro& green to red : this
gives the !nifor& F!e!e at end of green. The average rando& . oversat!rated F!e!e is then
added to this. ".'. this is intended to be eF!ivalent to the @SCAIB <R@ ?nd Of >reen F!e!e;
and so is based on F!e!e /i.e. the n!&ber of F!e!ing <C+0 rather than bac% of F!e!e
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 202
)!8 E#d /0 Red Gueue (PCU)
This is calc!lated by ta%ing the ti&e step on which the signal changes fro& red to green : this
gives the !nifor& F!e!e at end of green. The average rando& . oversat!rated F!e!e is then
added to this. ".'. this intended to be eF!ivalent to the @@SCAIB <R@ ?nd Of $ed F!e!e; and
so is based on F!e!e /i.e. the n!&ber of F!e!ing <C+0 rather than bac% of F!e!e.
<!sted T ime St!&=!ti/# (se;/#ds (3e&
;y;1e))
This is the effective green ti&e wasted thro!gh traffic starvation. This is shown as an
absol!te val!e in seconds rather than as percentage so that it can be easily s!&&ed over lin%s.
<!sted T ime "1/;* i#$ "!;* (se;/#ds (3e& ;y;1e))
This is the effective green ti&e wasted beca!se of bloc%ing bac% fro& a downstrea& lin%. This is
shown as an absol!te val!e in seconds rather than as percentage so that it can be easily
s!&&ed over lin%s.
<!sted T ime T/t!1 (se;/#ds (3e&
;y;1e))
This is the total n!&ber of seconds of wasted green ti&e d!e to either the starvation or bloc%ing
bac% effects.
P e & 0/ & m ! # ; e I # d e 8
/ZCho!r0
This is the s!& of the delay and stop costs for the lin% pl!s any e6cess F!e!e penalty /see
Ma=imum <ueue Length and .enalty0. The co&ponents are weighted by any lin%:specific delay
or stop weights /as in Link 3ata or >ive Way 3ata0 before s!&&ing. =f the !ser wishes to incl!de
the costs given by the <.=. in any for& of cost:benefit analysis; it is advisable to consider
whether the weighting factors on delays; stops and F!e!es res!lt in a realistic esti&ate of
co&&!nity costs.
U # ( e i$' t e d P e & 0/ & m ! # ; e I # de 8
/ZCho!r0
This is the s!& of the delay and stop costs for the lin% $=T@+T any weightings or penalties
applied; giving the Etr!e cost on the lin%.
T&!00i; N/de
This is the n!&ber of the signal:controlled intersection /node0 at the lin% e6it as specified in
Link 3ata6#raffic %ode. This is the node which traffic fro& this lin% feeds thro!gh. "o n!&ber is
given for lin%s at !nsignalled priority H!nctions.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 20*
Si$#!1s N/de
This is the n!&ber of the signal:controlled intersection /node0; as specified in Link 3ata6&ignals
%ode. This is the node which controls the signals and contains the signal data. "o n!&ber is
given for lin%s at !nsignalled priority H!nctions.
G & e e# t im es /seconds0
ere are listed the beginning and end ti&es for the one /or two0 green signal period/s0 shown to
traffic on the lin%. The times are the actual green timesR to obtain effective green times; add
the displacements specified in Main @commonA 3ata.
17+3 TRANSYT #et(/&*9(ide &esu1ts
This section provides a description of the &ain o!tp!t val!es provided within the TRA"SBT
res!lts relating to the networ% as a whole.
The descriptions here refer to val!es calc!lated when there is only one ti&e
seg&ent. See elsewhere for details of how varying flow conditions affect the
res!lts presented. 5or &!ltiple ti&e seg&ent cases it is generally the case that
the &ost appropriate co&bination of the individ!al val!es per ti&e seg&ent;
highest val!es of all ti&e:seg&ents; and average val!es of all ti&e seg&ent are
shown.
&'%,%& LSummar.M report section:
The following networ%:wide res!lts are part of the Report G&ummaryH A"I part of the Report
GOutputH-
Ne t( /& * (i t' i# ; ! 3 ! ; it y
/BesC"o0
9ither B9S or 'lan%. B9S indicates that no lin%s anywhere within the networ% have a IoS over
the !ser:defined degree of sat!ration threshold. The <ercentage of oversat!rated lin%s /see
below0 will be Kero.
P e & ; e # t ! $e / 0 O = e & s ! t u & ! t e d L i# * s
/W0
This indicates the percentage of all lin%s which have e6ceeded the !ser:defined degree of
sat!ration threshold. So; in this conte6t; Eoversat!rated does not act!ally &ean
oversat!rated. =n &ost cases the threshold will be set to a val!e that is essentially a practical
/acceptable0 li&it of sat!ration; &eaning it is a H!stifiable descriptive ter& to !se here.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 20)
Numbe& /0 O=e&s!tu&!ted Li#* s
A indication of how &!ch of the networ% is oversat!rated. A val!e of 0 eF!ates to the networ%
being within capacity.
Li#* (it' 'i$'est D/S
This is si&ply the lin% n!&ber of the lin% with the highest IoS within the co&plete networ%.
&'%,%2 LButputM report section:
The following networ%:wide res!lts are part of the Report GOutputH-
(>!&i/us) C Net(/&* Resu1tsD T !b1es
?ario!s tables provide networ%:wide totals or averages of the appropriate lin% val!es; e.g.
G%etwork $esultsR &tops and 3elaysH and G%etwork $esultsR <ueues and /lockingH. $here
applicable the lin% val!es are &!ltiplied by the individ!al lin% weightings before adding into the
totals.
#ost of the res!lts which previo!sly were only calc!lated for the co&plete
networ% and for ro!tes are now provide for each individ!al lin%.
&'%,%, LT()*S+T &2 TablesM output:
The following res!lts are part of the L#$"%&'# ( tablesM
o!tp!t-
The L"etwor% TotalsM Table consists of !p to fo!r rows of res!lts as
follows-
1st 1i#e ++++++++OF/& !11 1i#*s+
,#d 1i#e +++++++OF/& bus 1i#*s+
3&d 1i#e ++++++++OF/& t&!m 1i#*s+
5t' 1i#e ++++++++OF/& #eit'e& bus #/& t&!m 1i#*s+
The 2
nd
; *
rd
and )
th
lines appear only when there are b!s or tra& lin%s.
E8t&! 1i#es+O+F/& e!;' use&9de0i#ed P&/utes
A separate table is prod!ced containing a set of res!lts /eF!ivalent to the networ%:wide
s!&&ary0 for each defined Ero!te within the networ%.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT 1* @!tp!ts <age 203
T /t ! 1 d is t ! # ;e t& ! = e 11 e d /<C+:
%&Cho!r0
This is the prod!ct of total flow entering the lin% and lin% length; s!&&ed for all lin%s. =t
represents traffic de&and in the networ%. =f any lin%s within the networ% are oversat!rated;
so&e traffic will be !nable to pass on to downstrea& lin%sD conseF!ently; the total distance
val!e can be less than wo!ld occ!r in the absence of oversat!ration. =n practice; s!ch apparent
red!ctions in travel d!e to oversat!ration wo!ld probably be &ade !p later as F!e!es disperse;
b!t this wo!ld be after the end of the period in #ain /CommonA 3ata; &imulated #ime; for which
TRA"SBT calc!lations are &ade.
T /t ! 1 t im e s 3 e # t /<C+:
ho!rsCho!r0
This is the prod!ct of the flow into the lin% and the s!& of the &ean delay ti&e pl!s &ean cr!ise
ti&e; s!&&ed for all lin%s. Another interpretation of this val!e is the average n!&ber of vehicles
present in the networ% d!ring the specified period. So&e vehicles will be F!e!eing : the n!&ber
esti&ated by the average total delay /!nifor& and rando&:pl!s:oversat!ration0 : the
re&ainder will be travelling between intersections.
) e ! # K/ u & # e y s 3 e ed
/%&Ch0
This is total distance divided by total ti&e to give an average speed which represents the typical
Ho!rney speed within the networ%.
(>!&i/us) Li#* sum
=!1ues
@ther val!es in the s!&&ary are the appropriate totals of the lin% val!es. $here applicable the
lin% val!es are &!ltiplied by the individ!al lin% weightings /indicated by an asteris% if other than
!nity0 before adding into the totals.
F u e1 ; / # s u m 3 t i/ # 3 & e di ; t i/#s
/litresCho!r0
As described in section - . ) ; the esti&ates are s!b:divided into three co&ponents- f!el !sed
at cr!ise; while delayed; and for stopping and starting. The val!es are totals for the networ% with
the ass!&ed &i6t!re of vehicle type thro!gho!t.
&'%,%/ (egional Settings output:
This res!lt is only available if the LoS option !nder OptionsC$egional &ettings has been
enabled.
Si$#!11ed L/S
This is the +S ighway Capacity #an!al /20000 signalled H!nction LLevel of ServiceM /LoS0
calc!lated for each node. The E"ode LoS is based on the flow:weighted average of the total
delay of all s ig n a lle d lin%s feeding into that partic!lar Traffic "ode.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 207
TRA"SBT 1* +ser (!ide /=ss!e 90
Additional Tools and 5eat!res <age 202
16 Additi/#!1 T//1s !#d Fe!tu&es
16+1 Fi#d "est R/ute
@#oolsE$outesE:ind &hortest6/est $outeA +se this tool to find the shortest ro!te between two
lin%s. "or&ally this operates by finding a ro!te that &ini&ises the total length /trivially0; b!t
yo! &ay select any other data field and the tool will then find a ro!te that &ini&ises this field.
5or e6a&ple yo! can find a ro!te between two lin%s that &ini&ises perfor&ance inde6; or
Ho!rney ti&e per <C+; and so on. @ptionally yo! can then display the ro!te in "etCon and save
it in the file as a new Ro!te.
16+, TRANSYT 1, C!&d >ie(e& S;&ee#
5or !sers who are fa&iliar with the card type for&at of TRA"SBT 12; this screen
/#oolsE#$"%&'# ( Card 0iewer0 shows a representation of the c!rrent data file in this for&at.
The screen will contin!o!sly !pdate as yo! change inp!t data.
<lease note that this is a viewer screen and as s!ch is read:onlyD yo! cant edit the file in
TRA"SBT 12 for&at !sing this screen. =f yo! wish to do so; we s!ggest copying the data fro&
this screen into a te6t editor /or H!st !se the :ileE?=portE#o #$"%&'# (F &ain &en! option0;
&a%ing changes; and then i&porting it via :ileEImportE:rom #$"%&'# (.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 204
The botto& of the screen shows any warnings associated with the conversion process fro&
TRA"SBT 1* to TRA"SBT 12. Clearly any data that is new to TRA"SBT 1* cannot be converted
into TRA"SBT 12 and will !s!ally be lost.
The order of lin%s within CT*1 /etc0 is controlled by the c!rrent sorting options /set via
OptionsE&orting in the Iata @!tline0.
16+3 )e&$i#$ Net(/&*s
Bo! &ay so&eti&es need to co&bine two networ%s; or frag&ents of networ%s; into a single
networ%. Bo! &ay also want to save Eb!ilding bloc%s that represent s&all parts of networ%s and
then add these bloc%s into new networ%s. Bo! can repeat this process as &any ti&es as
necessary; to c!&!latively b!ild !p larger networ%s.
+se the :ileEMerge %etworkF option to acco&plish this. Bo! will be as%ed to select the
TRA"SBT 1* file that will be &erged with the c!rrent file. The screen shown below will then
appear.
+s!ally; both the c!rrent networ% and the networ% being &erged; will share lin% and node =Is J
e.g.; both will probably contain a "ode 1. Since =Is &!st be !niF!e; a prefi6Cs!ffi6 &echanis&
is !sed to disting!ish the ite&s in the networ% being &erged fro& the e6isting ite&s. =n the
screenshot; the letter N is entered as the prefi6 for both nodes and lin%s. $hen the Merge
b!tton is pressed; all lin%sCnodesCro!tes fro& the new networ% will be prefi6ed with an N; as
long as this does not ca!se any other errors. Bo! can of co!rse rena&e ite&s once the &erge is
co&plete.
+se the *6* Elocation grid to tell TRA"SBT 1* where the &erged networ% sho!ld be positioned
relative to the e6isting networ%. =n the screenshot the top:right b!tton has been selected; so
the new networ% will be positioned to the north:east of the e6isting networ%.
TRA"SBT 1* +ser (!ide /=ss!e 90
Additional Tools and 5eat!res <age 209
Bo! sho!ld chec% caref!lly the Tas% List after &erging a networ% and will generally want to lin%
!p at least one lin% fro& the original networ% to the new networ%.
As an ill!strative e6a&ple; the screenshot below shows the TRL1.T1* e6a&ple file after being
&erged with itself. =n this e6a&ple; the networ% r!ns s!ccessf!lly witho!t reF!iring any
changes and gives a total <erfor&ance =nde6 of e6actly twice the val!e fro& the original
networ%; as wo!ld be e6pected.
16+5 S!tu&!ti/# F1/( Estim!ti/#
Sat!ration flow is the flow across a stop line while there is still a F!e!e re&aining. At e6isting
sites the sat!ration flow can be &eas!red. @n the other hand; when planning a new H!nction or
&aHor alterations; the sat!ration flows have to be predicted fro& other %nown F!antities s!ch as
lane widths and t!rning radii. The prediction of sat!ration flows is covered in TRRL report RR72
/,i&ber et al; 19470 which describes large scale st!dies into sat!ration flow carried o!t between
1942 and 1947. 5ro& these st!dies; e&pirical for&!lae have been derived fro& which it is
possible to predict sat!ration flow for a given set of H!nction para&eters.
TRA"SBT 1* applies these for&!lae in the Sat!ration 5low Calc!lator Tool /see Section
* ., 0
'y !sing these for&!lae it is possible to predict sat!ration flow val!es F!ite reliably even for
H!nctions that are c!rrently at the planning stage; b!t so&e error is involved d!e to !ne6plained
site:to:site variation. The error d!e to site:to:site variation in the RR72 s!rvey was 12 percent
at the 93 percent confidence level. =n other words 44 percent of the variation in sat!ration flow
fro& site:to:site co!ld be e6plained by %nown para&eters /e.g. n!&ber of lanes; gradient; lane
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 210
widths etc.0 whereas 12 percent co!ld not be attrib!ted to a specific ca!se. The error in the
res!lts predicted by TRA"SBT 1* can be red!ced by !sing &eas!red val!es which are &ore
li%ely to represent the H!nction being &odelled; wherever possible.
&3%/%& Saturation Flo" 2stimation Tool
TRA"SBT 1* incl!des an RR72 sat!ration flow calc!lator !tility. Access this either fro&
#oolsE&aturation :low Calculator; or by clic%ing the $$*+ Calculator lin% shown in the Iata
9ditor when viewing a Lin%.
The !nopposed sat!ration flow for each lane; and the total for all lanes; is shown as yo! inp!t
data. =f yo! accessed the screen fro& a Lin%; then pressing the 2se calculated sat flow b!tton
will ta%e the calc!lated val!e and !se it to pop!late the lin%s Sat!ration 5low data field.
16+7 GUEPRO" 9 E00e;ti=e F1!&e 1e#$t' ;!1;u1!t/&
The flare capacity calc!lation progra& G+9<R@' provides a F!ic% &ethod for esti&ating the
li%ely capacity gain for the sit!ation where a single approach lane /a main lane0 widens o!t to
give an e6tra lane /a flare lane0 at the stop line /see :i gur e -8! 0. "ote- G+9<R@' is not
reF!ired when !sing the CT# &ethod of &odelling flares.
G+9<R@' ass!&es that the traffic in the two lanes goes to different destinations; i.e. an
individ!al vehicle does not have a choice of lane. Therefore; G+9<R@' is not an appropriate tool
to !se when the traffic fro& the two lanes have the sa&e destination. The progra& derives its
esti&ates fro& bino&ial probability theory; calc!lating the vario!s cases where either the &ain
TRA"SBT 1* +ser (!ide /=ss!e 90
Additional Tools and 5eat!res <age 211
lane or the flare lane fills !p first and c!ts off access to the other lane; ca!sing a less:than:
&a6i&!& !sage of one of the lane F!e!eing areas.
Access this either fro& #oolsE<2?.$O/; or by clic%ing the <2?.$O/ lin% shown in the Iata
9ditor when viewing a Lin%s 5lare.
The !ser is as%ed to enterP
9a1imum *umber of ve#icles (@0U) t#at can fit into
flare
9nter the siKe of the F!e!e in the &ain lane which is H!st s!fficient to bloc% off access to the
flare. The F!e!e siKe is entered as a n!&ber of <C+s or vehicles; !sing the sa&e !nits as for
TRA"SBT flows and sat!ration flows.
@robabilit. of traffic using main lane (in
percent)
9nter the proportion of traffic which !ses H!st the &ain lane; and hence the re&ainder which
!ses the flare is effectively specified.
The G+9<R@' co&ponent then o!tp!ts the following infor&ation; with e6a&ple val!es
incl!ded-
10 #a6 n!&ber of vehicles /or <C+0 that can fit into flare 4
20 <robability of traffic !sing &ain lane /in percent0 70
*0 #ean !tilisation of short /flare0 lane 3.)*
)0 #ean !tilisation of long /&ain0 lane 2.73
30 96tra capacity d!e to flare 3 /ro!nded fro& 3.040
The e6tra capacity /line 30 is the difference between the s!& of the &ean F!e!es for the &ain
lane pl!s the flare lane /line * . line )0 &in!s the entered n!&ber /line 10. Th!s; for the above
e6a&ple val!es-
3.04 Q /3.)* . 2.730 : 4
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 212
=f the L+se Res!ltM option is clic%ed; the L96tra capacity d!e to the flareM is entered as the
L9ffective StorageM val!e for the c!rrently selected flare. Alternatively; this val!e can be entered
&an!ally as the L9ffective StorageM val!e.
16+6 D&i=e9/#9t'e91e0tAD&i=e9/#9t'e9&i$'t
TRA"SBT 1* can &odel both drive:on:the:left /for +, etc0 and drive:on:the:right /for
continental 9!rope; "orth A&erica etc0 sit!ations. The driving side can be set si&ply by setting
the 3riving &ide data field in the :ile 3escription data section of the Iata @!tline. The driving
side can be changed at any ti&e.
Thro!gho!t TRA"SBT 1*; the ter&s nearside and offside are !sed in place of left and right
wherever possible; so no act!al data changes occ!r when the driving side is changed; other than
the a!to&atic arrange&ent of nodes and lin%s in "etCon.
REFER TO YOUR PRODUCT LICENCE AGREE)ENT FOR DETAILS OF T@E TER)S AND
CONDITIONS OF USE OF T@IS PRODUCT+ ANY U?AINTERNATIONAL RESTRICTIONS OF
USE <ILL STILL APPLY+ YOU )UST STILL "E LICENSED TO USE T@IS PRODUCT IN T@E
COUNTRY IN <@IC@ IT IS "EING USED+
16+6 Q9Y G&!3' Ge#e&!t/&
Click this button on the vertical toolbar to show the >raph >enerator.
The (raph (enerator is a powerf!l analysis tool that allows yo! to investigate how the
perfor&ance of the networ% is affected by any n!&erical data ite&. =t is co&&on for
engineering pac%ages to incl!de Rsensitivity analysisR or R&arginal analysisR feat!res; where the
o!tp!t shows the effects of certain predefined changes J for e6a&ple; the change in delay d!e
to changing the cycle ti&e by t1s. TRA"SBT 1* does not incl!de sensitivity analysis in its o!tp!t
b!t the (raph (enerator allows any s!ch effects to be st!died. The res!lts can be e6ported to a
word processor or spreadsheet; enabling several graphs to be co&pared or co&bined.
TRA"SBT 1* +ser (!ide /=ss!e 90
Additional Tools and 5eat!res <age 21*
A si&ple e6a&ple of !sing the (raph (enerator &ight be to draw a graph showing how the
networ% perfor&ance inde6 changes as the networ% cycle ti&e varies. As the cycle ti&e is
varied between its &ini&!& and &a6i&!& val!es; TRA"SBT 1* re:r!ns the networ% and plots
the res!lting perfor&ance inde6
=t is also possible to plot graphs !sing eval!ation ti&ings. =n this case; TRA"SBT 1* does not re:
opti&ise the signal ti&ings for each data point. (raphs plotted with eval!ation ti&ings;
therefore; show how the res!lts are affected by the varying data ite& in isolation.
&3%C%& Using t#e 7rap# 7enerator
The (raph (enerator screen does not show lists of all possible data and res!lts ite&sD instead;
the graph ite&s are set !p via the Iata 9ditor /or any other screen that shows data ite&s; e.g.
Iata (rids0. To set !p a graph; firstly perfor& a TRA"SBT 1* r!n to &a%e s!re that there are
no errors in the data. "e6t display the (raph (enerator screen via the b!tton on the &ain
vertical toolbar; and then follow the steps in the following sections.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 21)
*.+.. &electing the =8a=is item
The data ite& that is varied /e.g. networ% cycle ti&e0 defines the 6:a6is of the graph; and is
selected by clic%ing on a data ite& in the Iata 9ditor screen. @nly n!&erical data ite&s can be
selected /not tic%:bo6es or ite&s where the val!e is selected fro& a list0. The 6:a6is data ite&
&ay be a Eglobal ite&; s!ch as the cycle ti&e; or it &ay be an ite& specific to a partic!lar; say;
Lin%. As soon as a valid ite& in the Iata 9ditor is clic%ed; the ite& s conte6t and na&e is shown
in the =8a=is section of the (raph (enerator screen.
*.+..( &etting the =8a=is range
$hen the graph is r!n; the 6:a6is data ite& will be varied fro& Min to Ma=; incre&enting by
&tep between each data point. 'y defa!lt; these val!es are set according to the b!ilt:in range of
the data ite&. These val!es can be changed directly if yo! need to EKoo& in to a partic!lar area
of the graph. Setting the step siKe too s&all; so that the graph wo!ld contain too &any data
points; will res!lt in an error.
*.+..) &etting the y8a=is item
The ite& that is read fro& the res!lts file for each data point defines the y:a6is of the graph.
This &ay be an overall networ% res!lt; s!ch as the networ% <.=.; or it &ay be a res!lt s!ch as
the effective green for a specific Lin%. Set !p the y:a6is in a si&ilar way to the 6:a6isD i.e. clic%
on an ite& in the Iata 9ditor. Bo! &!st select a R9S+LT data ite&; which will be shown with a
green bac%gro!nd in the Iata 9ditor.
*.+.., 3rawing the graph
$hen valid 6:a6is and y:a6is ite&s have been selected; the >enerate >raph b!ttons will be
enabled. Clic% either b!tton and TRA"SBT 1* will re:r!n the file for each data point; tab!lating
the res!lts as it goes. =t is nor&al for so&e points to be &issing /a &essage will appear to warn
abo!t this0D this !s!ally occ!rs at the e6tre&es of the 6:a6is range.
"e;!use TRANSYT 13 &e9&u#s t'e e#ti&e 0i1e 0/& e!;' d!t! 3/i#t% t'e
3&/;ess m!y be s1/(+ D/ #/t use ! sm!11 ste3 u#1ess y/u !&e 3&e3!&ed t/
(!it 3/te#ti!11y s/me time 0/& t'e $&!3' t/ be ;/m31eted+
TRA"SBT 1* +ser (!ide /=ss!e 90
Additional Tools and 5eat!res <age 213
"ote that if yo! close the (raph (enerator; the graph will be lost. =f yo! wish to %eep the
graph; we s!ggest that yo! !se the step below to copy the graph into a word processor or
spreadsheet.
&3%C%2 )bout 7rap#s
=t is i&portant to re&e&ber that each data point in the graph represents a co&plete re:r!n of
TRA"SBT 1*. +nless !sing the eval!ation seF!ence; this &eans that the act!al lin% ti&ings &ay
be different for each data point. =n so&e cases; consec!tive data points &ay represent F!ite
different sets of lin% ti&ings; leading to correspondingly different perfor&ance indicators. This in
t!rn can so&eti&es lead to local Espi%es or other discontin!ities in the graph. +s!ally these are
s&all in &agnit!de and are to be e6pected given the nat!re of the signal opti&iser. So&eti&es;
however; larger effects are noticeable; which &ay be worth investigating f!rther J for e6a&ple;
by saving two or &ore versions of the TRA"SBT 1* file with the 6:a6is ite& set to val!es either
side of the Espi%e; and st!dying the f!ll set of res!lts and lin% ti&ings for each file.
The speed of r!nning graphs will depend heavily !pon the networ% siKe and the &odel
para&eters.
#any graphs give int!itive res!lts; for e6a&ple confir&ing that delay decreases as sat!ration
flow increases. So&e graphs; however; are &ore co&ple6; and the shape of s!ch graphs &ay
arise fro& the interactions between the &any variables in TRA"SBT 1*.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 217
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 212
16 T&!00i; "e'!=i/u& )/de1s (PD)ACT))
5or &odelling of traffic behavio!r within the networ%; TRA"SBT &a%es !se of one of two traffic
&odels : the platoon dispersion &odel /<I#0 or the Cell Trans&ission #odel /CT#0. $hichever
&odel is chosen is applied to all lin%s in the networ%.
5or both &odels the co&&on cycle ti&e is divided into a n!&ber of intervals called steps. These
are typically between 1 and * seconds long. Steps wo!ld not nor&ally be s&aller than 1 second.
The progra& r!nning ti&e is related to the n!&ber of steps. 5or any cycle ti&e; it is often
convenient to &a%e the n!&ber of steps eF!al the cycle ti&e. 5or cycle ti&es longer than 120
seconds; yo! &ay wish to !se fewer steps in which case it is advisable that yo! !se a si&ple
conversion fro& steps to ti&e; e.g. 1 step Q 2 seconds in order to &a%e the interpretation of the
TRA"SBT o!tp!t easier. The &a6i&!& allowable n!&ber of steps is the sa&e as the &a6i&!&
cycle ti&e.
The &a6i&!& n!&ber of steps has increased fro& *00 to 300.
16+1 P1!t//# dis3e&si/# m/de1 (PD))
TRA"SBTs <I# calc!lations are &ade on the basis of the average val!es of traffic de&and and
F!e!es for each step of a typical cycle. The res!ltant histogra&s of traffic arrivals per step are
ter&ed cyclic flow profiles.
&C%&%& 0.clic flo" profiles
An e6a&ple cyclic flow profile is : igu re +8 . S!ch profiles are !sef!l in validating the
&odelD after r!nning any file; yo! can see the cyclic flow profile for any lin% via the >raphs
b!tton on the &ain vertical toolbar.
=n the TRA"SBT traffic &odel; all of the calc!lations are carried o!t by &anip!lation of these
profiles. "o representation of individ!al vehicles is &ade. =n &ost calc!lations it is ass!&ed
that the profiles are repeated d!ring each cycle of the signal. =n practice; the flow profile d!ring
any one cycle will vary fro& the average; d!e to the rando& behavio!r of individ!al vehicles.
Iirect calc!lations are &ade to correct for this effect.
The operation of the traffic signals is represented by ti&e points within the cycle when each
stage green period ends and the change to the ne6t stage begins. These; co&bined with
interstage periods; start and end ti&e lags; and appropriate start and end displace&ents
allow
Eeffective greens to be deter&ined when traffic on a lin% can act!ally flow thro!gh the
H!nction.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 214
40 un!s = 1 cyc$e
0
10
20 30 40
T!"e (secon+s)
Figure 17-1 A traffic flow histogram
&C%&%2 I*, BUT and 7B profiles
To &odel traffic behavio!r on individ!al lin%s; TRA"SBT !ses cyclic flow profiles. There are
three types of profile which &a%e !se of different co&binations of arriving and departing
traffic. These are ill!strated in : igu re +8( .
/i0 the I%8profile is the pattern of traffic that wo!ld arrive at the stop line at the downstrea&
end of the lin% if the traffic were not i&peded by the signals at that stop lineD
/ii0 the O2#8profile is the pattern of traffic that leaves a lin%D
/iii0 the >O8profile is the pattern of traffic that wo!ld leave the stop line if there was eno!gh
traffic to sat!rate the green.
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 219
-a. /IN0 )R1'IE
-!. /1"T0 )R1'IE
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 220
-c. /210 )R1'IE
Figure 17-2 Definition of IN * 1"T and 21 flow profiles
The traffic flowing into a lin% is obtained by ta%ing the appropriate fraction of the @+T:
profiles fro& the !pstrea& lin%s. The profile of traffic entering a lin% will be displaced in ti&e
and &odified d!ring the Ho!rney along the lin% d!e to the different speeds of the individ!al
vehicles. Th!s; platoons of vehicles will be partly dispersed. The a&o!nt of dispersion is
deter&ined by applying a for& of e6ponential s&oothing; related to the cr!ise ti&e along the
lin%; to the inco&ing traffic. The platoon dispersal coefficient can be &odified for
individ!al lin%s /see section + . ., 0. The cr!ise ti&e is the average !ndelayed travel ti&e
for vehicles flowing fro& the !pstrea& stop line to the downstrea& stop line. Cr!ise ti&es
/or; alternatively; cr!ise speeds0 are specified separately for each inflow so!rce. :i gur e +8 )
ill!strates the s&oothing /dispersion0 process.
The !ser specifies in the Main @CommonA 3ata screen /@!tline- "etwor% @ptionsCTraffic
@ptions0 whether they wish to !se cr!ise ti&es or cr!ise speeds. The data which is then
specified in the Links 3ata screen /@!tline- Lin%sCLin% nCSo!rcesCSo!rce n0 &!st be
consistent with this.
The incl!sion of a &odel of traffic dispersion &eans that TRA"SBT a!to&atically ta%es into
acco!nt the i&portance of having good progression on short lin%s.
The n!&ber of vehicles /&
i
0 at the stop line d!ring ti&e interval is calc!lated by the
relation-
&
i
Q &
i:1
. F
i
:s
i
or 0 whichever is the
greater where
F
i
is the n!&ber of vehicles arriving in interval i /given by the =":profile0
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 221
s
i
is the &a6i&!& n!&ber of vehicles allowed to leave d!ring an interval i /given by
the (@:profile0
The n!&ber of vehicles leaving the stop line in ti&e interval i
is-
&
i:1
. F
i
: &
i
These val!es are !sed to derive the @+T:
profile.
The calc!lations !sing the ="; (@ and @+T profiles are repeated on each lin% for two cycles.
Starting with an ass!&ed F!e!e of Kero at the stop line; behavio!r is &odelled for the first cycle
to obtain the initial F!e!e condition for the second; Etypical cycle. I!ring this typical cycle;
the pattern of F!e!e growth and decay; and hence delays; represents average traffic behavio!r
thro!gho!t the period being st!died.
Figure 17-3 E%ample of measured and predicted dispersion on a link
TRA"SBT 1* +ser (!ide /=ss!e 90
2
<age 222
&C%&%, Simplified traffic be#aviour
'y !sing the profiles as described; TRA"SBT in effect si&plifies traffic behavio!r. Altho!gh
individ!al vehicles are not &odelled; the techniF!e !sed is eF!ivalent to; and &ay be tho!ght of
in ter&s of; the following description. 9ach vehicle is ass!&ed to proceed !ndelayed along a lin%
!ntil it reaches the stop line at the end of the lin%. =f the vehicle then &eets a red signal or a
F!e!e which has not yet discharged it is &odelled as stopping instantaneo!sly. Traffic
F!e!eing is ass!&ed to ta%e place entirely at the stop line fro& where vehicles discharge d!ring
the effective green with instantaneo!s acceleration !p to cr!ise speed on the downstrea& lin%.
This si&plified behavio!r is ill!strated in :i gu re +8 , by the traHectory in ti&e and distance of
vehicle 1.
5ea$!s!c rajecory
T5A#.;T rajecory
<n+e$aye+ ve)!c$e rajecory
/ = 3%%ec!ve green +!s'$ace"en
1
a sar o% green
/ =
3%%ec!ve green +!s'$ace"en
a en+ o% green
T!"e
.o'=
$!ne
5e+
/
1
/
2
4reen
3%%ec!ve s!gna$s
as !n T5A#.;T
5e (Acua$ s!gna$s)
5e+(A"0er
A"0er
/e$ay %or ve)!c$e
Figure 17-4 Simplified traffic !ehaviour in TRANSYT
=t will be seen that; despite these si&plifications; delay /the a&o!nt of ti&e by which a delayed
vehicle falls behind an !ndelayed vehicle0 is eF!al to the ti&e spent in the TRA"SBT F!e!e. =n
this respect; there are th!s no errors in the esti&ation of traffic delay. The ti&es in the cycle at
which vehicles Hoin and leave the F!e!e are; however; displaced.
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 22*
&C%&%/ T#e platoon dispersal coefficient
The platoon dispersal coefficient is a n!&ber; ,; which &odifies the platoon dispersion factor 5
as follows-
> =
1
1 ?
@
100
where t Q 0.4 ti&es the average cr!ise ti&e in
steps.
A negative val!e of , gives Kero dispersion; b!t , Q 0 gives the defa!lt
val!e.
Iefa!lt- , Q *3 which vario!s st!dies s!ggest is fairly typical. owever; , is believed
to vary so&ewhat fro& site to site and; occasionally; it &ay be advisable to
&eas!re so&e cyclic flow profiles of traffic arriving at a signal to chec% that the
defa!lt val!e is not serio!sly in error.
5or details of how TRA"SBT deals with dispersion associated with different so!rce types; e.g.
b!ses and tra&s see section - .1 .
16+, Ce11 T&!#smissi/# )/de1
The CT# is a &acroscopic traffic flow &odel developed by IaganKo /199); 19930. =t is based on
the discretiKation of the classical hydrodyna&ic traffic flow &odel /Lighthill and $hitha&; 1933D
and Richards; 19370. The CT# has been i&ple&ented in TRA"SBT 1* as an alternative traffic
flow &odel to the <I#.
The road networ% representation for the CT# is the sa&e as that for the <I#; that is; the road
networ% being &odelled is represented by nodes and lin%s. =n addition; the division of ti&e into
steps in TRA"SBT also applies to the CT# in the sa&e way as to the <I#. owever; the CT# is
discrete in space as well as in ti&e. Th!s; within the CT#; the road /or lin%s0 is divided into
ho&ogeneo!s sections called cells. The lengths of cells on each lin% are different.
Li%e all &acroscopic traffic &odels; the CT# describes traffic !sing variables of flows; speeds;
and densities /or occ!pancies eF!ivalently0. The traffic state on the networ% at a given ti&e
step is represented by the cell occupancy. Traffic is trans&itted fro& one cell to the ne6t down
the lin% according the flow:density relationships; and the cell contents /occ!pancy0 are !pdated
at each ti&e step fro& the flows in and o!t of each cell.
#eas!res of the networ% perfor&ance s!ch as stops; F!e!es; and delays have the sa&e
definitions as those in the <I#. They are also calc!lated !sing the sa&e principle as that for the
<I#. owever; Iegree of Sat!ration does have a different definition : $hen !sing CT# degree
of sat!ration is based on ava i l a b l e green ti&e; i.e. lost ti&e d!e to bloc%ing is ta%en acco!nt of;
!nli%e the <I# &odel.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 22)
&C%2%& >in$ flo"s and occupancies
The CT# calc!lations have two &aHor co&ponents-
10 Calc!lation of the flows fro& one cell to the ne6t; and
20 +pdating of the cell occ!pancies fro& the calc!lated flows.
This process is repeated for all steps of the cycle ti&e. 0. 5or all inter&ediate cells /cells other
than the first and the last0 on a lin%; the flows fro& one cell to the ne6t depend on traffic
presenting at the !pstrea& cell /i.e.; occ!pancies0; the road capacity crossing the two cells; and
the spare road space available at the downstrea& cell /i.e.; the re&inder of cell occ!pancies0.
At each H!nction; the flows fro& the last cell of each inco&ing lin% to the first cell of each
o!tgoing lin% are calc!lated fro& the occ!pancies of the last cells of !pstrea& lin%s; and those of
the first cells of the downstrea& lin%s; with relevant t!rning proportions applied; as well as the
(@ flows. These flows are also s!bHect to constraints on traffic &erging and diverging at the
node. This is where potential bloc%ing bac% is &odelled.
Consider a H!nction at which there are flows fro& the final cell of each inco&ing lin% to the first
cell of each o!tgoing lin%. =n the absence of congestion; any traffic fro& all inco&ing cells can
be sent to directly to the appropriate o!tgoing lin%s. $hen traffic is congested beca!se the first
cell of one or &ore o!tgoing lin%s is partially occ!pied; the act!al flow is calc!lated s!ch that the
first cells of o!tgoing lin%s receive only the a&o!nt of traffic they can hold. =f the first cell of an
o!tgoing lin% is f!lly occ!pied; a bloc%ing:bac% occ!rs. =n this sit!ation; none of any traffic is
sent fro& its !pstrea& lin%s.
The inp!t para&eters for each lin% in the CT# incl!de the cr!ise speeds; the &a6i&!& flow /or
the sat!ration flow0; the traffic flow wave speed; and the &a6i&!& occ!pancy /or the &a6i&!&
holding capacity0. The cr!ise speed and the &a6i&!& flow are inp!t para&eters of TRA"SBT.
'oth the wave speed and the &a6i&!& occ!pancy are calc!lated within TRA"SBT.
Cell 1 2 3 4 5 ... ...
Figure 17-5 Spatial representation of traffic on t#e road in t#e 0T9
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 223
&C%2%2 S#ared lin$s in t#e 0T9
Shared lin%s are &odelled in CT# in very &!ch the sa&e way as in the <I#. The flows; F!e!es
and delays are calc!lated for each of the shared lin%s separately. ?ehicles fro& each lin% are
discharged over the stop line according to their arrival ti&e at the stop line; b!t at rates and
ti&es co&&on to all lin%s sharing the stop line.
owever; there are so&e restrictions in the CT# for &odelling shared lin%s. =n the CT#; each
set of shared lin%s is treated as a single lin% representing one physical traffic strea& C F!e!e.
This has the following i&plications.
10 =n the <I#; it is possible for traffic on shared lin%s to have different cr!ise speeds. The
CT#; on the other hand; ass!&es that traffic on all lin%s in the gro!p of shared lin%s have
the sa&e cr!ise speed. An average cr!ise speed is !sed for all shared lin%s for in a gro!p
of shared lin%s. As a res!lt; it is not advisable to &odel very slow or fast traffic on shared
lin%s with CT#. This incl!des &ainly &inor shared b!s lin% with a b!s stop; and &inor
shared lin%s carrying e&ergency vehicles
20 9ach &inor C &aHor shared lin% can have its own separate !pstrea& lin%s. owever; in
considering bloc%ing bac% sit!ations; shared lin%s at one stop line are considered as a
whole. S!ppose a downstrea& lin% has an !pstrea& lin% which is a &inor lin%. =f the
downstrea& lin% is bloc%ed; then no traffic fro& any of the set of shared lin%s at
!pstrea& can &ove.
*0 9ach gro!p of shared lin%s is physically one lin%; and so &!st share the sa&e !pstrea&:
end node as well as the sa&e downstrea&:end node or stop line. They &!st also be of
the sa&e length. #ore generally; each lin% /or gro!p of shared lin%s0 &!st head for a
node where it &eets all the downstrea& lin%/s0D a lin% &!st not have a downstrea& lin%
sharing the sa&e downstrea&:end node. Si&ilarly; each non:entry lin% /or gro!p of
shared lin%s0 &!st co&e fro& a node where the !pstrea& lin%/s0 endD a lin% &!st not
have an !pstrea& lin% sharing the sa&e downstrea&:end node.
The restrictions in ite& /*0 in the above list to the networ% &ean that so&e of the networ%
&odelling techniF!es in TRA"SBT cannot be !sed for the CT#. =n the e6isting TRA"SBT; there
are so&e special networ% coding techniF!es for handling special practical sit!ations; s!ch as
right t!rn bays; flared lin%s; staggered H!nctions; and so on. These coding &ethods &ay
generate what &ay be referred to as Lnon:standardM networ% co&ponents. @ne e6a&ple is that
Llin% n is !pstrea& of lin% m b!t both lin%s n and m are controlled by the sa&e signals nodeM.
$hen the CT# is selected; TRA"SBT will perfor& a chec% on the networ%D any Lnon:standardM
networ% co&ponents will be reported and it is necessary to &odify the networ%.
TRA"SBT Shared lin%s represent different traffic s!b:strea&s on one lin%; i.e.; either traffic of
different vehicle types; or traffic with different origins C destinations of travel. The !se of the
CT# sho!ld be ai&ed at %eeping trac% of different flows of traffic; especially in ter&s of their
destination; and &odelling their behavio!r at the end of the lin%. #odelling &i6ed traffic flows
with different cr!ise speeds is not a strength of the CT#.
&C%2%, 9odelling flared lin$s in t#e 0T9
There are two ways of &odelling flared sit!ations in TRA"SBT when !sing the CT# J The
Etraditional &ethod where flares are e6plicitly specified and the ECT# approach. The
reco&&ended /and &ore acc!rate0 &ethod is the ECT# approach which is described in section
- .-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 227
16+3 PD) =e&sus CT)
The <I# and the CT# differ &ainly in two aspects- platoon dispersion; and congestion effects.
The <I# &odels platoon dispersion. owever; it e&ploys the vertical F!e!ing &odel which does
not &odel the spatial e6tend of F!e!es. The CT# is H!st the opposite- it &odels congestion
effects; b!t not platoon dispersion in free:flow traffic. The &ain advantage of the CT# over
vertical F!e!ing &odel is its e6plicit spatial representations of roadways. =t is therefore able to
b!ild !p an acc!rate &odel of F!e!es; not H!st in ter&s of n!&bers of vehicles in the F!e!e; b!t
also the spatial e6tent of the F!e!e. The &odel can be !sed to predict the evol!tion of traffic
over ti&e and space; incl!ding transient pheno&ena s!ch as b!ild:!p; propagation and
dissipation of F!e!es.
The <I# and the CT# e&phasise different aspects of traffic flow behavio!rD it is inappropriate to
ass!&e that one &ode is best s!itable in all road and traffic sit!ations. The <I# is appropriate
to long lin%s and !n:congested traffic; while the CT# is s!ited to short and congested lin%s. The
later sit!ation is typically fo!nd in city centres where the free:flow dispersion is not do&inant
and where traffic is &ore li%ely to be restricted by downstrea& traffic and traffic signals.
Altho!gh the CT# is co&p!tationally &ore efficient than &ost other discretiKed &acroscopic
traffic &odels; it is still co&p!tationally &ore de&anding co&pared with spatially aggregate
&odels; s!ch as the <I#. The r!nti&e depends &ainly on two factors-
10 Level of congestion; beca!se it affects the a&o!nt of traffic to be Ttrans&ittedT
20 SiKe of networ%; in ter&s of n!&bers of lin%s C nodes; and the length of lin%s. This affects
they affect the n!&ber of cells traffic is Ltrans&ittedM.
16+5 Se1e;ti/# /0 t'e CT)
=n this release; CT# &ay be selected either for prod!cing lin% perfor&ance res!lts at the final
signal settings opti&ised by e&ploying the <I#; or as the &ain &odel !sed in the opti&isation
process.
At present ti&e; it is not possible to select which &odel to !se at a lin% levelD the &odel &!st be
selected for the whole networ%.
16+7 Rest&i;ti/#s /# use /0 t'e CT)
&C%'%& T#e limitation to a net"or$
C!rrently there are certain restrictions on the !se of the CT#. =f any of these restrictions are
bro%en; an error will be shown in the Tas% List.
10 #a6i&!& n!&ber of lin%s Q 100
20 #a6i&!& n!&ber of nodes Q 13
*0 #ini&!& length of a lin% Q 20 &eters; or closer to twice the distance travelled in one
ti&e step by the lin% cr!ise speed.
TRA"SBT 1* +ser (!ide /=ss!e 90
Traffic 'ehavio!r #odels /<I#CCT#0 <age 222
)0 #a6i&!& length of a lin% Q 200 &eters
30 9ach gro!p of shared lin%s is physically one lin%; and so &!st share the sa&e !pstrea&:
end node as well as the sa&e downstrea&:end node or stop line. They &!st also be of
the sa&e length.
70 9ach lin% /or gro!p of shared lin%s0 &!st head for a node where it &eets its downstrea&
lin%/s0D a lin% &!st not have a downstrea& lin% sharing the sa&e downstrea&:end node.
20 Si&ilarly; each non:entry lin% /or gro!p of shared lin%s0 &!st co&e fro& a node where
the !pstrea& lin%/s0 endD a lin% &!st not have an !pstrea& lin% sharing the sa&e
downstrea&:end node.
&C%'%2 T()*S+T &, functionalities t#at 0T9 does not #andle
10 Ti&e seg&ent analysis with ti&e:varying entry lin% flows is not s!pported by the CT#.
20 Slow b!ses; i.e.; b!ses with stops are not represented C &odelled by the CT#D they are
treated as having the sa&e speed as the traffic flow on the lin%
*0 9&ergency vehicles are not represented C &odelled by the CT#D they are treated as
having the sa&e speed as the traffic flow on the lin%
)0 =t is inappropriate to &odel tra&s by the CT#. =f the CT# is selected and if there is a
tra& lin% in the networ%; an error &essage is iss!ed to the !ser.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 224
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 229
1. TRANSYT m/de1 0e!tu&es i# det!i1
This chapter gives in &ore detail those feat!res already &entioned in #odelling 'asics /section0
which described an overview of the TRA"SBT traffic &odel.
1.+1 Si$#!1 setti#$s
5!ll details are given in section ).!
1.+, De1!ys
&8%2%& Dueue lengt# derivation
The F!e!e length is derived fro& the ="; (@ and @+T cyclic flow profiles d!ring each step of the
typical cycle as described in chapter . The F!e!e and delay &odel !sed in TRA"SBT consists
of three co&ponents.
&8%2%2 Uniform dela. rate
5or lin%s on which traffic arrivals do not e6ceed capacity; the average F!e!e corresponds to the
rate at which delay is inc!rred with an identical pattern of traffic arrivals during every cycle.
This co&ponent of the F!e!e and delay &odel is called the L!nifor& delay rateM.
&8%2%, Bversaturation dela. rate
@n lin%s where traffic arrivals e6ceed capacity; the traffic F!e!e increases each cycle by the
a&o!nt by which arrivals e6ceed depart!res thro!gho!t the period of oversat!ration. Th!s; the
!nifor& delay d!ring the typical cycle does not acco!nt for this additional delay d!e to the steady
increase in F!e!es. =n TRA"SBT; the Loversat!ration delay rateM is calc!lated as the average
val!e of this oversat!ration F!e!e d!ring whatever period is being &odelled. Th!s; the F!e!e is
Kero at the start of the &odelled period and twice the average at the end.
&8%2%/ (andom dela. rate
A f!rther ele&ent of delay not acco!nted for in the !nifor& delay calc!lation is that d!e to
variations in traffic arrivals fro& cycle to cycle. This is %nown as rando& delay. =t &ay be
conveniently tho!ght of as the average n!&ber of <C+s that fail to discharge d!ring the green
ti&e and hence for& an initial F!e!e at the start of the following red period. @n lin%s where
arrivals e6ceed depart!res; a steadily increasing oversat!ration F!e!e will also be added to the
average rando& F!e!e to give the F!e!e at start of red.
:i gu re -8 ill!strates; for a partic!lar case; the way in which the three delay ele&ents /!nifor&;
oversat!ration and rando&0 vary as the degree of sat!ration on a lin% increases.
TRA"SBT 1* +ser (!ide /=ss!e 90
'
1
;
<age 2*0
so'$!ne +aaA
60
saura!on %$o&
1yc$e !"e
5e+ !"e
/ura!on o% %$o&
= 3600 'cu ( )our
= B0 secon+s
= 50 secon+s
= 30 "!nues
40
5an+o"
+e$ay
20
0
0
60 70 80 B0 100 110
/egree o% saura!on ('ercenage o% "a9!"u" +!sc)arge %$o&)
Cversaura!on
+e$ay
<n!%or"
+e$ay
1000 1200 1400 1600 1800
8ean arr!va$ %$o& rae ('cu()our)
Figure 18-1 Traffic dela( on a link
&8%2%' Aela. calculation
TRA"SBT calc!lates the s!& of the oversat!rated and rando& delay ele&ents !sing one of two
possible for&!lae; the Esi&plified for&!la as !sed in TRA"SBT since version 7; and the revised
Eless si&plified for&!la available optionally in TRA"SBT 1*-
The Esi&plified TRA"SBT for&!la is as
follows-

1 ( 2

5an+o" +
oversaura!on


T

(
%

>
)
2
+

4% 1
+

(
%
>
)

'cu

)ours ( )our
4

T
]
TRA"SBT 1* +ser (!ide /=ss!e 90
f Q the average arrival rate on the lin% /<C+Cho!r0
5 Q the &a6i&!& flow that can discharge fro& the lin% /<C+Cho!r0
T Q the d!ration of the flow condition for which signal ti&ings are being
considered /ho!rs0
TRA"SBT #odel 5eat!res in Ietail <age 2*1
where
$here f and 5 are appro6i&ately eF!al; the rando& delay rate is e6tre&ely sensitive to s&all
errors in either of the flow val!es. 5or e6a&ple in : igu re -8 an increase in the degree of
sat!ration fro& 93 to 100 per cent will increase rando& delay by so&e 40 per cent. This
sensitivity is tho!ght to reflect act!al traffic behavio!r. =n s!ch conditions it is advisable to
chec% the flow data being !sed. 9ven so; there are practical li&its to the data acc!racy that can
be achieved and the esti&ates of rando& delay &ay be e6pected to differ significantly fro&
act!al val!es on lin%s near to 100 per cent sat!ration.
$hilst the esti&ates of rando& and oversat!ration delays correspond appro6i&ately to tr!e
traffic behavio!r; they also serve to deter the signal opti&iser fro& selecting green d!rations
that have little or no spare capacity. This is i&portant; for e6a&ple; where the green ti&e on a
side road needs to be red!ced to provide better co:ordination along a &ain arterial roadD as side
road green is red!ced; rando&:pl!s:oversat!ration delay increases and sho!ld prevent the
opti&iser fro& choosing !nd!ly short green ti&es.
A less si&plified /and hence &ore acc!rate0 rando& delay eF!ation is !sed by defa!lt by all
newly:created TRA"SBT 1* files. The choice of rando& delay for&!la is selected in
%etwork options6#raffic options. owever; the $andom 3elay :ormula option; which is set
by defa!lt to the LCo&ple6 /TRA"SBT 1*0M for&!la can be reset to LSi&plified /TRA"SBT 120M if
there is a reF!ire&ent for bac%wards co&patibility with older r!ns of TRA"SBT.
The LCo&ple6 /TRA"SBT 1*0M for&!la is the reco&&ended one J the si&plified
for&!la will tend to overesti&ate the rando& co&ponent of delay; partic!larly
for lin%s that are well below capacity. $hen co&paring signalised sol!tions
prod!ced by TRA"SBT with !nsignalised sol!tions prod!ced by ARCAIB; the
co&ple6 for&!la will also prod!ce answers that are &ore co&parable.
1.+3 St/3s
TRA"SBT calc!lates the total rate at which vehicles are forced to stop on a lin% as the s!& of
E!nifor& and Erando&:pl!s:oversat!ration stop rates. As for delay; the !nifor& co&ponent is
obtained fro& the cyclic flow profiles and the rando&:pl!s:oversat!ration co&ponent is
calc!lated fro& si&ple eF!ations.
&8%,%& Uniform and fractional stops
All traffic which s!ffers !nifor& delay contrib!tes to the !nifor& stop rate b!t traffic delayed by
only a few seconds will; in reality; &erely slow down and not &a%e a co&plete stop.
ConseF!ently; a correction in TRA"SBT incl!des a fractional stop for short delaysD the fraction
depends on the length of the delay.
Cr!ise speeds on individ!al lin%s are acco!nted for and the fractional stop is calc!lated according
to the esti&ated proportional loss of %inetic energy. 5ractional stops; for traffic e6periencing
short delays; and f!ll stops; for traffic which is delayed s!fficiently to co&e to a halt; are
acc!&!lated as
EeF!ivalent f!ll stops to provide the !nifor& stop rate co&ponent for the lin%. :igu re -8 (
shows
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2*2
the way in which f!ll and fractional stops are val!ed for incl!sion in the <erfor&ance =nde6
relative to a standard f!ll:stop fro& a cr!ise speed of 12&Csec /)*%&Ch0.
An esti&ate is &ade of the additional stops ca!sed by rando& variations in traffic arrivals fro&
cycle to cycle and also ca!sed by steadily increasing oversat!ration F!e!es on lin%s where
average arrivals e6ceed capacity.
Figure 18-2 3aluation of full and fractional stops
from various cruise speeds
As disc!ssed in section - .( the rando&:pl!s:oversat!ration delay rate &ay be vis!alised as
the average n!&ber of <C+s in the F!e!e at the start of the red period. @n the ass!&ption
that all s!ch <C+s stop each ti&e the signals beco&e red; then the average n!&ber of stops
per <C+ can be esti&ated by dividing the average start:of:red F!e!e by the average n!&ber of
<C+s which discharge fro& the lin% d!ring each green. This F!otient is the average n!&ber of
red periods which each <C+ &!st wait before crossing the stop line and th!s eF!als the average
n!&ber of Erando&:pl!s:oversat!ration stops per <C+.
@n lin%s where traffic arrivals e6ceed or are near to capacity; long F!e!es will for& and the
average n!&ber of stops per <C+ will be large. There is so&e evidence that; in s!ch
circ!&stances; drivers well bac% fro& the stop line will &ove forward at only low speeds /10:13
%&Ch0 when it is obvio!s that they will have to stop again. ence; an arbitrary !pper li&it of 2
rando&:pl!s:oversat!ration stops per <C+ is i&posed to avoid !nrealistically large esti&ates of
the %inetic energy wasted by stops in long F!e!es. As this !pper li&it is approached; the n!&ber
of stops per <C+ is disco!nted to avoid discontin!ities in the relationship between stops and the
rando&:pl!s:oversat!ration delay. The rando&:pl!s:oversat!ration stop rate is then calc!lated
as the prod!ct of flow on the lin% /<C+Cho!r0 and the disco!nted average stops per <C+.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2**
&8%,%2 0omparing real and predicted :ueue lengt#s
'oth val!es of F!e!e length are average val!es derived by the &odel fro& traffic co!nts ta%en
/ideally0 over a n!&ber of days. @bvio!sly traffic flows can vary fro& day:to:day and this will;
in t!rn; lead to variation in F!e!e length fro& day:to:day. As a res!lt; individ!al observations of
F!e!e lengths on site on any one occasion &ay differ considerably fro& those predicted.
=ndeed; ass!&ing that the average flow !sed to &odel the H!nction was !nbiased; predicted
F!e!es will be e6ceeded by observed F!e!es half the ti&e. Therefore; if proper validation of the
TRA"SBT 1* &odel is reF!ired; the H!nction operation will need to be observed on &any
occasions /at least 100 and the &eas!red F!e!e lengths averaged. @nly then co!ld the F!e!e
lengths predicted by TRA"SBT be co&pared with those fo!nd on:site.
1.+5 <!sted $&ee# time
$asted green ti&e is a &eas!re of the a&o!nt of green ti&e presented to a lin% which is
!n!sed; i.e. the total ti&e in which no traffic flows over the stop line d!ring green. This ti&e is
&ade !p of two co&ponents J Lbloc%ing bac% ti&eM and Lstarvation ti&eM. L'loc%ing bac% ti&eM
/or Lspill bac% ti&eM0 is the green ti&e d!ring which traffic on a chosen lin% is prevented fro&
!sing the green d!e to the bloc%ing effect ca!sed by traffic F!e!es reaching bac% fro& a
downstrea& lin%; to which traffic on the chosen lin% is trying to progress to.
L'loc%ing bac% ti&eM incl!des ALL of the ti&e d!ring which the downstrea& lin% is bloc%ed
d!ring effecti ve g re en !pstrea&; even when the inflow rate of the !pstrea& lin% is
Kero.
LStarvation ti&eM is the a&o!nt of effective green in which the in fl o w rate is Kero A"I no F!e!e
e6ists; i.e. the green ti&e given to the lin% is !n!sed by traffic. This &ight be d!e to poor
coordination or si&ply d!e to e6cess green ti&e being provided. =n the case of the platoon
dispersion &odel /<I#0 it is the sa&e as when there is Kero o !t fl o w d!ring effective green.
'oth val!es are provided as part of TRA"SBTs detailed res!lts. The overall wasted green ti&e;
d!e to either effect being present; is also provided.
&8%/%& 0alculation accurac.
The way the Lbloc%ing bac% ti&eM is calc!lated depends on the traffic &odel !sed. The CT#
/cell:trans&ission &odel0 can &ore easily identify when bloc%ing occ!rs and will generally give
&ore acc!rate Lwasted greenM res!lts than the <I# /platoon dispersion &odel0.
$hen the <I# &odel is being !sed the progra& esti&ates the a&o!nt of bloc%ing bac% d!ring
effective green !sing a co&bination of the &ean &a6i&!& F!e!es; downstrea& F!e!e lengths;
and the !ser:defined lin% L#a6i&!& G!e!e StorageM val!e /see section 1 .,.( 0. =f the optional
L&a6i&!& F!e!e storageM is provided by the !ser it is !sed; otherwise a TRA"SBT esti&ate of
this val!e is calc!lated /previo!sly %nown as LLin% CapacityM in TRA"SBT 120 and is !sed
instead. The acc!racy of the wasted green ti&es will be i&proved wherever the !ser:defined
val!e is present.
TRA"SBT 1* +ser (!ide /=ss!e 90
1
<age 2*)
1.+7 Gi=e9(!ys
At priority H!nctions a traffic strea& that has right of way is considered to s!ffer no delay. =t is
referred to as a controlling link. The rate at which traffic can enter fro& a &inor road that gives
way depends on the controlling lin% flow which; in general; varies fro& step to step d!ring the
cycle. TRA"SBT calc!lates; d!ring each ti&e step; the ma=imum flow which can leave the give:
way lin% as a f!nction of the flow on one or two controlling lin%s. This calc!lation prod!ces the
(@:profile for the give:way lin%. This profile is then !sed in the sa&e &anner as that for a
signal:controlled lin% to obtain delays; stops; and an @+T:profile.
The sa&e basic facility can be !sed to represent traffic on a lin% which; altho!gh
signal:controlled; &!st also give way to an opposing flow. S!ch sit!ations occ!r freF!ently at
signalled H!nctions where traffic t!rns right witho!t a separate signal indication /see section
- .!.) 0.
1000
800
600
400
200
>
,
= 715 = 0.22:
1
8ajor roa+
:
1
>
2
5
>
,
: = :
1 2
8!nor roa+
>
5
= 600 = 0.22:
1
= 0.1B:
2
0
0 500 1000 1500 2000 2500 3000 3500 4000
8ajor roa+ conro$$!ng $!n- %$o&sD : D : ('cu())
2
Figure 18-3 2ive+wa( capacit( relationships for a t(pical ,unction
:i gu re -8 ) shows two e6a&ples of typical linear relationships between &aHor /controlling0 and
&inor /give:way0 traffic flows. :i gu re -8 , gives a TRA"SBT representation of a T:H!nction that
is controlled by a priority r!le. The H!nction is represented as a Ebottlenec% giving a contin!o!s
green for &ain road traffic; thereby providing the necessary cyclic flow profiles to control &inor
road Egive:way lin%s. /see section ).,.* for Ebottlenec%s.0
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2*3
&8%'%& @arameters controlling t#e give-"a. model
(ive:way lin%s are specified in the sa&e general way as signal:controlled lin%s within TRA"SBT;
b!t with the addition of those para&eters which deter&ine their (@:profile. This infor&ation is
specified in the >ive8way tab in the Links 3ata screen /@!tline- Links6Link n6Is >ive Way link0.
EFo$enec-E %or "ajor=roa+ $!n-s.
.!gna$$e+
no+e
.!gna$$e+
no+e
E4!ve=&ayE $!n-s %or "!nor=roa+ ra%%!cD
conro$$e+ 0y "ajor=roa+ %$o& e"erg!ng
%ro" )e E0o$enec-E.
Figure 18-4 Representation of a give+wa( ,unction in TRANSYT
O#e ;/#t&/11i#$ 1i#* 2
=t is ass!&ed in TRA"SBT that the &a6i&!& flow /50 fro& a give:way lin% thro!gh a flow /F0 on
a single controlling /priority0 lin% is given by the linear relationship-
5 Q 5
0
: A
1
F
where 5
0
is the &a6i&!& flow fro& the give:way lin% when the controlling flow is KeroD A
1
is a
constant. The !ser &!st specify 5
0
and A
1
.
T(/ ;/#t&/11i#$ 1i#*s2
=n this case; the linear relationship is of the for&-
5 Q 5
0
: A
1
F
1
: A
2
F
2
There are two possibilities here for &inor road traffic-
/i0 all of the traffic gives way to both of the controlling lin%sD e.g. a lane of right t!rners
across a two way road;
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2*7
/ii0 so&e of the traffic gives way to only one of the controlling lin%s and so&e of the traffic
gives way to both of the controlling lin%sD e.g. where there is a lane of &i6ed left and
right t!rners.
Th!s; to cater for the vario!s possible sit!ations; it is necessary to specify the 5
0
; A
1
; A
2
val!es;
and also the percentage of the flow which &!st give:way to only the first of the controlling lin%s
/e.g. the percentage of left t!rners fro& a flow of &i6ed left and right t!rners0.
$hen a give:way is controlled by two controlling lin%s; either both of these lin%s &!st be
signalised or both !nsignalised : The &odel does not allow &i6ed types of opposing lin%s.
&8%'%2 0#oice of give-"a. parameters
Linear relationships between give:way capacity flow /50 and vario!s controlling flows have been
observed for +, conditions at priority type T:H!nctions and for ro!ndabo!ts; as reported in SR
342 /,i&ber [ Coo&be; 19400 and LR 9)2 /,i&ber;19400. The coefficients in the linear
relationships are dependent on a n!&ber of site:specific F!antities and anyone who wishes to
&odel ro!ndabo!ts in TRA"SBT can !se ARCAIB J TRLs ro!ndabo!t eval!ation and &odelling
software to calc!late the reF!ired coefficients.
5or T:H!nctions; a si&plified treat&ent is given below; b!t <=CAIB sho!ld be !sed if the priority
H!nction is a critical ele&ent of the networ%.
'oth ARCAIB and <=CAIBs capabilities now e6tend well beyond that of the original
two research reports; having been added to over &any years.
Consider a give:way lin% on which the traffic is F!e!eing in a single lane and &!st give way to
traffic approaching fro& only one direction as; for e6a&ple;
left t!rners fro& the &inor road in :i gu re -8
) . Typical coefficients in this case are-
5
0
Q 213 <C+Ch
A
1
Q 0.22
These val!es are related to the following sit!ation- give:way traffic is F!e!eing in a lane of
width w Q *.73& /averaged over the last 20& of the approach0; visibility for this give:way
traffic is ? Q 40& towards the controlling flow; and the width of the roadway occ!pied by the
controlling flow is $l Q ).3&.
5
0
changes by abo!t .10 per cent per &etre increase or decrease in w; and by abo!t .1 per
cent per 10 &etres increase or decrease in ?. The slope /A
1
0 varies si&ilarly with w and ?
b!t
also varies inversely by abo!t :10 per cent per &etre change in
$1.
"ow; consider a give:way lin% on which the traffic is F!e!eing in a single lane and &!st give
way to traffic flows approaching fro& two separate directions. An e6a&ple of this is the
right:t!rning strea& fro& the &inor road in :i g u re -8) . The give:way capacity is
deter&ined by the flows /F
1
and F
2
0 on the two controlling lin%s as follows-
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2*2
5 Q 5
0
: A
1
F
1
: A
2
F
2
with typical coefficients beingD
5
0
Q 700; A
1
Q 0.22; A
2
Q 0.19
These val!es relate to site characteristics w and ? as described above- w Q *.73& and ? Q
40&. They also relate to the total &ain road width /$20 occ!pied by both controlling flows;
where $2 Q 9&. Coefficients 5
0
; A
l
and A
2
vary by .10 per cent per .1& in w; and by .1
per cent per .10& in ?. The slopes /A
1
and A
2
0 also vary inversely by abo!t .3 per cent per
.1& in $2.
The above relationships apply only where give:way traffic for&s one F!e!e. So&eti&es;
however; traffic on a give:way lin% will for& two or &ore separate F!e!es in adHacent lanes;
each lane giving way to the sa&e controlling lin%s. The coefficients 5
0
; A
1
; A
2
sho!ld then be
esti&ated for each lane individ!ally and the overall lin% coefficient for !se in TRA"SBT
obtained by adding together the two or &ore corresponding lane coefficients. 5or e6a&ple-
5
0
/total0 Q 5
0
/Lane 10 . 5
0
/Lane 20 etc; and si&ilarly for A
1
; A
2
.
So&eti&es give:way traffic in a single lane contains so&e vehicles which &!st give way to only
one controlling lin% flow and other vehicles which &!st give way to two s!ch flows; as; for
e6a&ple; a &i6ed give:way strea& of left and right t!rn vehicles rather than separate t!rning
strea&s as in :i gu re -8) . The !ser can allow for this in TRA"SBT by specifying the proportion
of give:way traffic which gives way to only the first controlling lin% flowD the re&aining proportion
of the traffic is ass!&ed to give way to both controlling lin% flows. TRA"SBT a!to&atically
calc!lates the co&bined:&anoe!vre capacity as the weighted har&onic &ean of the individ!al
&anoe!vre capacities.
The <=CAIB progra& can be !sed to calc!late these coefficients as follows- Refer
to the two linear relationships shown in :i gu re -8) . To get the intercept of 5
L
;
r!n <=CAIB with Kero flows on the &ain road and 100W left:t!rners fro& the side
road. Then increase flow A :U C to; say; 1000 <C+Chr to get the slope of the 5
L
relationship. 5or the intercept and slope of 5
R
repeat the above e6ercise b!t this
ti&e with 100W right t!rners. 5or the intercept; all the &ain road flows are Kero. 5or the slope;
increase C:U A flow to; say; 1000 <C+Chr. 5lows A:U ' and C:U' sho!ld always be set to Kero.
Alternatively; the slope and intercept val!es provided by <=CAIB 3 can be !sed instead.
&8%'%, 7ive-"a.s "it#in signalled Eunctions
Sit!ations arise within signalled H!nctions where traffic receives a green signal b!t &!st
nevertheless give way to other traffic. This occ!rs co&&only for right:t!rning traffic which &!st
give way to opposing straight:ahead traffic.
Co&prehensive site &eas!re&ents of opposed right:t!rning traffic strea&s at traffic signals
have not yet been co&pleted b!t it is s!ggested that the appro6i&ation given below can be
!sed as a starting point. T'e =!1ues #eed t/ be !dKusted t/ &e3&ese#t t'e site9s3e;i0i;
/#9st&eet situ!ti/#+
5 Q 1000 : 0.3F
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2*4
T'is !33&/8im!ti/# is /#1y ! P&/u$' !#d &e!dy s/1uti/#+
AdKustme#ts s'/u1d be m!de i# t'e 1i$'t /0 3&!;ti;!1
e83e&ie#;e+
The val!es shown &ay be acceptable appro6i&ations where the degree of sat!ration on the
opposing ar& are above 30W and where the right t!rn is not critical to the H!nctions
perfor&ance. 'elow 30W; the fig!res can beco&e so&ewhat pessi&istic. =f the opposed right:
t!rn &ove&ent is critical or i&portant to a H!nction; the for&!lae in RR72 /,i&ber 19470 co!ld
be !sed to derive the coefficient and &a6 flow val!es where the H!nction geo&etry is %nown.
Care is needed since these for&!lae are non:linear. owever; start by plotting the c!rve on a
graph /!se of a spread sheet is reco&&ended for this0. 5ro& this; draw a tangential straight:
line at the point of the degree of sat!ration e6pected on the opposing ar&. 5ro& this it is
possible to obtain the coefficient; which is the slope of this line; and the &a6 flow; which is the
y:intercept.
TRA"SBT 1* now allows act!al and effective green ti&es to be specified
separately. A
1
and A
2
coefficients are entered as A1 and A2 and not as A1N100;
and A2N100. The advice here has been !pdated to reflect these changes.
The e6a&ples which follow e6plain the !se of TRA"SBT to
represent-
/i0 a separate right:t!rn strea&; independent of straight:ahead traffic; with an allowance; if
necessary; for vehicles which wait in the &iddle of the H!nction
/ii0 a &i6ed strea& of right:t!rners and straight:ahead traffic witho!t any storage for
vehicles in the &iddle of the H!nction. =n practice other; &ore co&ple6; right:t!rning
sit!ations occ!r. These sho!ld be dealt with by appro6i&ating to one of the two cases
e6e&plified.
>ive Way 3ata @@!tline- Links6Link n6>ive8way 3ataA !#d Link &ignal 3ata /@!tline- Links6Link
n6Link &ignal 3ata0 &!st be co&pleted in s!ch cases.
E 8 ! m 3 1e 1 2 Right:t!rning traffic for&s a separate F!e!e at a signal and &!st then give
way to opposing traffic fro& one opposing lin%. The lin%s Link Control #ype is
set as
Dsignalised. The lin% is also defined as a give8way lin% in order to provide
the
TRA"SBT &odel with an opposed flow for right t!rners. The >ive Way 3ata
/@!tline- Links6Link n6>ive8way 3ata0 is co&pleted as nor&al with the
opposing lin% n!&ber /st control link0; b!t the fields for the second
control lin%; percentage opposed; and opposed by /Controlling0 Lin% 1 only;
are left blan%.
=n sit!ations li%e this; vehicles often wait in the &iddle of the H!nction and
finally t!rn right d!ring the intergreen period following the green signal.
This effect can be allowed for by adding a relative end displace&ent;
/@!tline- Links6Link n6Link signal 3ata6>reen .eriod n0 onto the end of the
green signal; which e6tends the effective green.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2*9
TRA"SBT 1* allows the e6plicit specification of the percentage of traffic which is
opposed; re&oving the need to specify a proportion of traffic giving way to lin% 0
as wo!ld have been the case with e6a&ple 2. The advice here has been !pdated
to reflect this change.
E 8 ! m 3 1e , 2 Straight:ahead traffic and right t!rners are &i6ed in a single lane F!e!e. The
right t!rners &!st give way to traffic fro& one opposing lin%. The lin%s Link
Control #ype is set as Dsignalised. The lin% is also defined as a give8way lin% in
order to provide the TRA"SBT &odel with an !nopposed flow for the
straight:ahead traffic and an opposed flow for right t!rners. The >ive Way 3ata
/@!tline- Links6Link n6>ive8way 3ata0 is co&pleted as nor&al with the 1st
control link field containing the lin% n!&ber opposing the right t!rners. The (nd
control link field is left blan% as there is only one controlling lin%.
The .ercentage Opposed contains the percentage of the total traffic on the lin%
that is opposed by the controlling lin%. The re&aining percentage of traffic on
the lin% /the straight ahead traffic0 is &odelled as !nopposed. A val!e needs to
be inserted in the 0alue "

field /A
1
coefficient0 only.
The &aturation flow in the Link 3ata is the val!e !sed in the stage when right:t!rn traffic is
!nopposed. The val!e is !s!ally greater than the Ma=imum flow at >ive Way val!e. The
progra& will a!to&atically choose which val!e is appropriate depending !pon the stage in which
the traffic is r!nning.
The val!e in the Ma=imum flow at >ive Way field; will !s!ally be in the range 300:400 <C+Ch;
&!ch less than the sat!ration flow val!e in the Link 3ata; &aturation flow field; which will often
be 1300:1400 <C+Ch. The Ma=imum flow at >ive Way is li&ited to low val!es by the need for
the driver to chec% that there are no opposing vehicles having priority on the controlling lin%/s0.
The green period which is specified in the Links 3ata Screen /@!tline- Links6Link n6Link &ignal
3ata0 for the give:way lin% is the period d!ring which any for& of green signal is displayed.
Th!s; for traffic receiving a f!ll green signal d!ring one stage when the opposing flow has
priority; followed by another stage when a green arrow indicates there is no opposing flow; the
green specified in the Link &ignal 3ata &!st be for both stages.
Sit!ations where there is &ore than one opposing lin% can be &odelled by si&ply
specifying a second controlling lin% of the sa&e type. The above:described &odel
changes in TRA"SBT 1* allows this case even when the opposed lin% contains
&i6ed straight:ahead /!nopposed0 traffic and opposed traffic /opposed by two
lin%s0. owever; the RR72 opposed right:t!rn &odel /see below0 is "@T
A?A=LA'L9 for this case.
Bo! cannot &odel a sit!ation where Lin% A both opposes and is opposed by traffic on Lin% '.
TRA"SBT will show this as an 9RR@R on the tas% list. =f yo! need to &odel this sit!ation yo!
will need to &odel one of the lin%s /!s!ally the one with the lesser flow0 as !nopposed and
red!ce its sat!ration flow to co&pensate.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)0
-.!.). 2sing the $$*+ Opposed right8turn model
=n addition to the traditional TRA"SBT 12 opposed right:t!rn &odel TRA"SBT 1* also provides an
additional s!perior &ethod of &odelling opposed right:t!rns within traffic signals. =n the
traditional &ethod the defined opposed sat!ration flow is ass!&ed not to vary over the opposed
green ti&e. The new &odel derives a give:way capacity which varies fro& ti&e:step to ti&e:
step according to the opposing flow for each step; b!t the average opposed sat!ration
flow is constrained to be eF!al to the val!e predicted by RR72.
To activate this new &odel the 2se $$*+ Opposed $ight8turn Model option is set. $hen set; two
additional RR72:related pieces of infor&ation are needed J the number of storage spaces
available within the intersection which offside:t!rners can !se witho!t bloc%ing straight:ahead
traffic and $adius of #urn @mA which is the radi!s of c!rvat!re of offside:t!rning vehicle paths.
The RR72 @pposed Right:t!rn &odel is only relevant to signalised give:way
sit!ations and a!to&atically cannot be selected for other sit!ations.
The reF!ested Lnumber of storage spacesH is "@T !sed to calc!late any additional
capacity that can be gained fro& vehicles storing in front of the stop line; clearing
d!ring the intergreen. This partic!lar effect sho!ld be &odelled by specifying an
e6tension to the effective green !sing a $elative ?nd 3isplacement on the relevant
lin%s.
&8%'%/ 7ive-"a. bottlenec$s
+sing a give:way bottlenec% allows a sit!ation to be &odelled where the &a6i&!& capacity or
sat!ration flow is li%ely to change fro& one &ode of operation to another; d!e to drivers
,"@$="( that the opposing traffic is being held !p; e.g. a slip road by:passing a signalled
H!nction or &aybe a partially signalled ro!ndabo!t.
A give-way bottleneck link is one that is controlled by the bottlenec% para&eters /i.e. sat!ration
flow0 when the opposing traffic flow rate is Kero; b!t is controlled by the give:way para&eters
when the opposing flow is "@T Kero.
1.+6 S'!&ed st/3 1i#es
"or&ally no distinction is &ade in TRA"SBT between the vario!s types of vehicles on a lin%. A
facility %nown as a Eshared stop line allows vehicle types to be disting!ished within a co&&on
F!e!e.
This facility was initially developed for !se in E'+S TRA"SBT /see section - .1 0. The facility
has s!bseF!ently proved s!itable for other p!rposes s!ch as the prod!ction of ti&ings for
signalised ro!ndabo!ts /see A()4; Chapter 110.
The shared stop line facility allows !p to seven separate classes of vehicles to be represented in
any one F!e!eing sit!ation where; in reality; the classes of vehicles are &i6ed together. The
classes need not be different types of vehicles b!t &ay consist of vehicles which; for e6a&ple;
entered fro& different roads at the !pstrea& intersection. There &ay also be separate classes
for b!ses or tra&s that follow partic!lar ro!tes and service different b!sCtra& stops. The !ser of
the progra& &!st decide how &any classes of vehicles are necessary to represent the
conditions
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2)1
being st!died. 9ach class of vehicle at a co&&on stop line is represented by a separate lin%.
5or vehicles in a given class at the shared stop line; TRA"SBT calc!lates the delay for that class
ta%ing into acco!nt delay ca!sed by the interaction between all vehicles !sing the shared stop
line. The n!&ber of stops are also calc!lated. The proced!re is as follows-
a0 5or each class of vehicle; the average arrival flow profiles /=":profiles0 are calc!lated
separately.
b0 ?ehicles fro& each class are discharged over the stop line at rates and ti&es co&&on
to all lin%s sharing the stop line. Sat!ration flow across the stop line is divided
between the different classes of vehicles according to their arrival ti&e at the stop
line. This &eans that the order in which the vehicles in the different classes Hoin the
F!e!e is preserved. A separate @+T:profile is calc!lated for each class of vehicles.
c0 The rate at which !nifor& delay is inc!rred by each class of vehicle is calc!lated fro&
the average F!e!e on the lin% in the nor&al way. The rando&:pl!s:oversat!ration
delay rate is calc!lated initially as a total for all traffic sharing the stop line and is then
apportioned to each class in proportion to the flow in the class.
&8%3%& S#ared stop line specification
Lin%s for&ing a shared stop line gro!p are defined as one E&aster or E&ain lin% and !p to si6
other E&inor lin%s. The gro!ping of these is done in the Links 3ata Screen @@!tline-
Links6Link n6Is Minor &hared LinkN0. The definition of which lin% in a gro!p is the &aster is
arbitrary; and does not affect the calc!lations of F!e!es; delays; etc. =t does have so&e
effect on the o!tp!t listingD this differing slightly between the &aster and &inor lin%s in a
gro!p.
&8%3%2 S#ared give-"a.s
=n the sa&e way as for shared stop lines it is possible to gro!p lin%s which share a give:way.
These are defined as a E&aster or E&ain give:way lin% and other Es!bsidiary give:way lin%s.
The gro!ping of these is done in &hared &toplines 3ata /see Links 6 Link n0 e6actly as for shared
stop lines. =t is not necessary to co&plete any of the (ive:way specific data; e.g. controlling
link numbers; "6"( coefficients; ma=imum flow etc. for &inor give:way lin%s as the infor&ation
is ta%en fro& the >ive Way 3ata for the &aHor give:way lin%. #he .ercentage opposed
or percentage opposed by one link only on the &aster lin% refers to the percentage of total flow
on all the shared lin%s co&bined.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)2
1.+6 F1!&ed !33&/!;'es 9 t'e Pt&!diti/#!1 met'/d
5lares can be &odelled !sing two different techniF!es : The Etraditional &ethod and the ECT#
&ethod. The Etraditional &ethod; which is described here; is the principal &ethod available
when !sing the platoon dispersion &odel /<I#0. =t can also be !sed when !sing the CT# b!t is
not the preferred nor reco&&ended one for this &odel /see section - .- 0.
TRA"SBT &odels the e6tra capacity available fro& flared approaches giving an e6tra lane or
lanes at the stop line; as in :i gu re -8! /a0 by e6plicitly defining one or &ore LflaresM on a lin%.
The non: linear sat!ration flow is of the stepped for& shown in :i gu re -8 ! /b0. =t contrasts
with the constant; single val!ed; sat!ration flow for non:flared lin%s.
The nor&al sat!ration flow specified for a lin% /@!tline- Links6Link nA represents the val!e for
the &ain lane alone. =n addition; the !ser is reF!ired to specify; in :lare 3ata /@!tline-
Links6Link nC5lares6:lare n0D
/i0 the sat!ration flow S
f
for the e6tra lane/s0 provided by the
flare;
/ii0 the !=e&!$e n!&ber "
f
of vehicles which are able to !se the flare d!ring each green;
esti&ated or &eas!red /L?ffective storageM0
The go profile is &odified to ta%e acco!nt of the e6tra capacity provided by the short lanes; and
this is done with respect to ti&e; th!s preserving platoon profiles for downstrea& lin%s. =t
sho!ld also be re&e&bered that the presence of flares giving e6tra discharge capacity for H!st
the initial part of the green &ay well &ean that the signals will operate &ore efficiently on a
short cycle ti&e. =n this way; &ore freF!ent !se of the flare capacity will be obtained; co&pared
with longer cycles.
"a!n $ane
%$are
(!)
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2)*
sa.
%$o&
0
green !"e
(b)
Figure 18-5 'lared link and corresponding stepped saturation flow
F1!&es ;!##/t be s3e;i0ied /# !#y ty3e /0 $i=e9(!y /& b/tt1e#e;*+
96a&ples of !sing the flare &odel in vario!s cases are given in the following
sections.
&8%C%& Flare full.-used
99 01!&e $&ee# s!me !s m!i#91!#e $&ee#
The e6a&ple in :i gu re -8 * /a0 and /b0 is for a single:lane lin% flaring to two lanes at the
stop line. $here the approach traffic /or a s!bstantial proportion of it0 can freely choose either
the &ain lane or the flare lane; then the flare is li%ely to be virt!ally f!lly !sed.
The val!e entered for "
f
is then si&ply the storage capacity of the flare :: probably esti&ated
fro& the flare length on the basis that 1 vehicle occ!pies abo!t 7& in a F!e!e; or that 1 <C+
occ!pies abo!t 3.23&.
"a!n $ane
%$are
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2))
(!)
sa.
%$o&
0
green !"e
(b)
Figure 18-6 Flare$ li1 a$ #orrespo$ig steppe$ saturatio %lo"
"a!n $ane
%$are
Figure 18-7 Flare$ li1 "it! mo*emets segregate$ 2( lae
&8%C%2 Une:ual use of flare and main lane
F/& t'e 0/11/(i#$ e8!m31es% ('e&e use /0 t'e 01!&e 1!#e !#d t'e
m!i# 1!#e (i11 3&/b!b1y be u#eBu!1% t'e met'/d /0 m/de11i#$ m!y
(e11 be de3e#de#t /# t'e ;y;1e time bei#$ used% !#d ('et'e& ! 1i#*
'!s d/ub1e9$&ee# /& #/t+ T'is is be;!use t'e 1i*e1i'//d /0 Bueues
b1/;*i#$ b!;* t/ t'e #!&&/(e& 3!&t /0 t'e !33&/!;' i#;&e!ses (it'
1/#$e& &ed times 0/& ! 01!&ed 1i#*+
-.+.(. ?C"M.L? "R
Flare caters for separate movement from main lane
N Flare green same as t#e main lane green
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2)3
=f the flare lane caters for /say0 a left:t!rn &ove&ent while the &ain lane caters for straight:
ahead traffic; as in :i gu re -8+ ; then not all the physical e6tra capacity will be !sable on
average for the following reasons-
a0 So&e cycles; the flare &ay fill:!p before the &ain lane; and the longer flare F!e!e will then
bloc% access to the &ain lane.
b0 @ther cycles; the &ain lane &ay fill:!p before the flare; and the &ain:lane F!e!e bloc%
access to the flare.
A+1 G u eue s i#te &! ;t 2
5ro& cycle to cycle; /a0 and /b0 will both occ!r to a greater or lesser e6tent; depending on-
percentage /PR0 of lin% flow which &!st !se the &ain lane; and
hence percentage /1--9PR0 of flow which &!st !se the flare.
To &odel this in TRA"SBT; it is necessary to specify the average n!&ber /"
f
0 of vehicles able to
!se the flare each green. The !ser can be assisted in specifying this val!e by !se of the (+=
co&ponent G+9<R@' /see section * .! 0 which !ses bino&ial probability theory to esti&ate
"
f
; !sing as data-
the val!e PR defined above; andP
the &a6i&!& n!&ber /)0 of vehicles in the flare when f!ll. X=f flows and sat!ration flows
are inp!t in <C+s; then # sho!ld be in <C+s alsoY.
T'e GUEPRO" ;!1;u1!ti/#s !ssume t'!t t'e&e is e#/u$' t&!00i; !&&i=i#$ e=e&y ;y;1e t/
;!use b1/;*i#$ /0 !;;ess !s i# (!) /& (b) !b/=e+ Th!s; on average; there &!st be &ore
than "
f
.# vehicles per cycle arriving on the flared lin%. =f the average arrivals per cycle are
/say0 En vehicles; where
n V "
f
.#; then an appro6i&ate correction to "
f
is-
#

%
#
%
*
n
#
%
+ 8
P# ;'!#$es (it' ;y;1e9time+
This appro6i&ation can be esti&ated !sing the capacity calc!lation co&ponent G+9<R@' within
the (+=; and the revised %
f
B val!e calc!lated; and a!to&atically added to the 2ffective
Storage =alue for the flare !sing the G2se $esultH b!tton /i.e. as the &ean n!&ber of vehicles
!sing the flare each green0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)7
A+, G u eue s i#te &! ;t % !#d 01! &e t &! 00i; i s /3 3/se d & i$ 't 9tu& #2
=n this sit!ation; when !sing the <I#; &odelling is diffic!lt beca!se the right:t!rn flare traffic
will !s!ally be !nable to discharge freely; even tho!gh it has green at the sa&e ti&e as the &ain
lane. This case &!st be &odelled by so&e ro!gh appro6i&ation; and; !s!ally; t'e 01!&e 0e!tu&e
is #/t used+
5or e6isting sites; &eas!re a single sat!ration flow for the co&bined straight:ahead and right:
t!rn traffic; and !se a single lin% to &odel the sit!ation.
=f the site does not yet e6ist; it will be necessary to esti&ate the co&bined &ove&ent sat!ration
flow. 5irst H!dge how &any right:t!rn vehicles /say R0 are li%ely to discharge on average each
cycle. 5ro& this; and the proportion /<
RT
0 of right:t!rners in the total traffic; derive the li%ely
total of right:t!rn and straight:ahead /S0 traffic able to discharge each cycle /R.SQRC<
RT
0; since
the &ove&ents cannot discharge disproportionately witho!t soon ca!sing F!e!e interaction
and hence bloc%ing. 5ro& this total flow per cycle and the li%ely green:ti&e for the lin%;
esti&ate the appro6i&ate co&bined:&ove&ent sat!ration flow. This esti&ate will change if a
different cycle ti&e is !sed.
5or 96a&ple A; an alternative &ethod to &odelling opposed offside t!rns with
offside t!rn bays has been s!ggested which &ight be of interest. This was
originally reported in Traffic Software "ews; =ss!e 21; #arch 2002 /Crabtree;
20020. This &ethod; altho!gh it loo%s si&ilar; is "@T the sa&e as the CT#
&ethod reported in section - .- .
-.+.(.( ?C"M.L? /: :lare caters for separate movement from main
laneR
Flare green not t#e same as main-lane
green
N left turn filter green for
flare
=f the flare lane caters for a left:t!rn &ove&ent while the &ain lane caters for straight:ahead
traffic; again as in : ig ur e -8+ ; b!t the two lanes receive different green ti&es; then the
e6tra capacity d!e to the flare cannot be represented si&ply as a step:f!nction as in :i gu re
-8* /b0. This is beca!se the left:t!rn flare lane receives a Efilter green prior to the &ain green
when both lanes discharge. Iepending on access to the flare; so&e or all of the left:t!rners
&ay th!s clear earlier than the &ain green.
=f the F!e!es do not interact and a left:filter green e6ists; then two independent; non:
interacting lin%s can be !sed to &odel the sit!ation.
@therwise; for sit!ations as in 96a&ple A1 above; b!t with a left:filter also; the !ser &!st
&odel this by so&e ro!gh appro6i&ation. 5or e6a&ple; represent the sit!ation by two
independent lin%s; one providing for part of the flare flow !sing the filter; and another for the
re&aining traffic-
esti&ate how &any left:t!rn vehicles discharge on average fro& the flare as tho!gh the
sit!ation were as in 96a&ple A.1. +se the G+9<R@' co&ponent; b!t ta%e "
f
as the E&ean
flare:F!e!e co&ponent; not the Ee6tra capacity d!e to the flare val!e. #!ltiply this "
f
/or
corrected %
f
B if appropriate; as in A.10 n!&ber of vehiclesCcycle by the cyclesCho!r to give an
esti&ate of the &a6i&!& flow on a separate left:t!rn filter lin%. Any re&aining left:t!rn flow
wo!ld then be &odelled on a &i6ed straight:ahead and left:t!rn lin% witho!t any e6tra flare
capacity. T'e 01!&e 0e!tu&e is #/t used.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2)2
1.+. F1!&ed !33&/!;'es F t'e CT) met'/d
5lares can be &odelled !sing two different techniF!es : The Etraditional &ethod and the ECT#
&ethod. The CT# &ethod; which is described here; is the reco&&ended &ethod when !sing
the cell trans&ission &odel /CT#0. owever; the Etraditional &ethod can still be !sed.
Ietailed advice on the Etraditional &ethod is described in section - .+ .
The CT# &ethod is reco&&ended when !sing the CT# &odel as it is a &ore nat!ral way of
defining flared approaches. 5or co&ple6 sit!ations it is easier to set !p and also &odels &ore
acc!rately; d!e to the inherent ability of the CT# &odel to ta%e acco!nt of bloc%ing effects.
To &odel a flare !sing this &ethod yo! sho!ld "@T specify a flare e6plicitly b!t instead insert a
bottlenec% at the point where the lane splits into two /or &ore0; i.e. where the additional short
lane starts /see screen shot0. The connectors sho!ld be s!ch that the lin% s!pplying the traffic
feeds thro!gh the bottlenec% and into the two downstrea& lin%s J one for the nor&al lane and
one for the flared area. The bottlenec%s sat!ration flow sho!ld be set to be high so that it in
itself does not act as any sort of restriction to traffic. The only restriction of flow will then co&e
when; at any point in the cycle; either the flare or the &ain lane bloc%s bac% to the bottlenec%.
=n this way the additional sat!ration flow provided by the flare will a!to&atically be acco!nted
for and the (@ profile will reflect this. This &odelling &ethod will be &ore acc!rate than !sing
the Etraditional &ethod.
5!rther e6a&ples of !sing this &ethod are detailed in Chapters ( 4 and ( .
1.+H "us !#d T&!m Li#*s
There are strong arg!&ents for opti&ising networ% ti&ings in ter&s of the &ove&ent of people
rather than of vehicles. @n this basis b!ses or tra&s wo!ld be given so&e degree of priority
over cars. @f co!rse; the advantages to b!sCtra& passengers wo!ld be partly offset by
disbenefits to other vehicles.
The effect of representing b!ses or tra&s separately fro& other traffic can be ill!strated by an
e6a&ple. :i gu re -8 - is a ti&e distance diagra& showing a one:way progression between two
signals which are ass!&ed to operate on a co&&on fi6ed:ti&e cycle. The &ove&ent of a
platoon of traffic is represented by the dotted band and a b!s is shown crossing signal 1 in the
centre of the platoon. The cr!ise speed of the b!s is less than the average platoon speed.
There is a b!s
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 2)4
stop between the signals. As a res!lt of stopping; the b!s arrives at signal 2 after the
&ain platoon. =f the b!s behavio!r is not represented; the green period of signal 2 wo!ld be
opti&ised to give !ni&peded progression to the platoon of other traffic and the b!s wo!ld be
delayed by the red period. =n :i gur e -8- ; the green period is offset to red!ce the delay to the
b!s even tho!gh the platoon of other traffic then s!ffers so&e delay.
&8%!%& T#e 4US T()*S+T model
=n real traffic sit!ations; the interactions between b!ses and other traffic are &ore co&ple6 than
in this si&ple e6a&ple. 5or this reason; b!s behavio!r is &odelled in TRA"SBT by !sing the
shared stop line facility together with a special Eb!s dispersion for&!la. The dispersion for&!la
ta%es acco!nt of the variation in the Ho!rney ti&es of b!ses along a lin%. '!s Ho!rney ti&es vary
d!e to differences in their cr!ise speeds and in the ti&e spent at b!s stops. The for&!la is a
&odified version of that for general traffic dispersion0. 5or b!ses; the dispersion coefficient is
given by-
>
1
1 + 0.70 + 0.3
where t Q &ean cr!ise ti&e /&eas!red in steps0
b Q .....&ean stopped ti&e at a b!s stop /steps0
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 2)9
.*4#A, 1
Fus
T!"e
/!sance
4reen 5e+
Cne=&ay
'rogress!on
Fus so'
.*4#A, 2
5e+ 4reen
Fus
A '$aoon
o% ra%%!c
Figure &8-8 ) time-distance diagram s#o"ing t#e different t.pical movements of
a platoon of traffic and a bus
@nce delays and stops have been calc!lated separately for b!ses and for other traffic; by !sing
the shared stop line facility; total passenger delay can be esti&ated by weighting the res!lts for
each class by !sing lin% weighting factors /see section 1 . 0 proportional to an ass!&ed n!&ber
of passengers. The opti&ising ro!tine will then atte&pt to find signal settings which &ini&ise
total passenger delay.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 230
The '+S TRA"SBT &ethod is li%ely to be &ost effective where b!s flow rates are relatively high
/&ore than 10 to 20 b!ses per ho!r0 and the average ti&e spent at b!s stops is considerably
less than the cycle ti&e of the signals. $hen the &ethod was tested in (lasgow by TRL; it
prod!ced b!s Ho!rney ti&es which were; on average; 4 per cent less than those &eas!red with
signals co: ordinated to &ini&ise delay to vehicles rather than people. The disbenefits to other
vehicles were too s&all to be &eas!red reliably.
&8%!%2 t#e T()9 T()*S+T model
C!rrently there is no new &odel for tra&s J the e6isting b!s &odel is copied; so the sa&e
para&eter types that affect behavio!r within the &odel are ass!&ed. =n order to acco&&odate;
as far as possible; the differences between b!ses and tra&s or si&ply specific types of b!ses;
the e6isting b!s &odel para&eters and tra& &odel para&eters can be edited by the !ser.
&8%!%, 4us?Tram model coefficients
Altho!gh initially the sa&e by defa!lt; the b!s and tra& sets of coefficients are stored separately
and can therefore be changed independently. These coefficients are as follows-
Iispersion coefficient1 /which is the dispersion factor para&eters for stops0
Iispersion coefficient2 /which is the dispersion factor para&eters for r!nning ti&e0
Acceleration /&s
:2
0 /which is the ass!&ed acceleration of the vehicle &oving off fro&
rest0
Travel ti&e coefficient1 /which is the dispersion factor para&eters for stops0
Travel ti&e coefficient2 /which is the dispersion factor para&eters for r!nning ti&e0
Ietails of the eF!ations !sed are given in LR999.
&8%!%/ Specif.ing bus lin$ parameters
$hile shared stop lines allows yo! to separate classes of vehicles which are part of the sa&e
F!e!eing sit!ation; the So!rce Type /@!tline- Links 6 link n 6 &ources0 allows yo! to define what
category of traffic is entering these lin%s /see : i gu re -81 0.
There are c!rrently three types of so!rce J "or&al; '!ses and Tra&s. The defa!lt E"or&al
so!rce is the na&e given to a lin% which is ass!&ed will not be &odelling b!ses or tra&s.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 231
'igure 45+6 Source T(pes
=n place of the nor&al cr!ise speed C cr!ise ti&e entry for nor&al lin%s; the &odel reF!ires for
the representation of b!ses; the following infor&ation-
The average free:r!nning speed /of b!sesCtra&s0 in %&Ch /range 13 to 300
The average ti&e stationary at b!sCtra& stops in seconds /range 00 to 990
These val!es are set in Link 3ata 8 :lows /@!tline- Links 6 Link n 6
&ources0.
A lin% having one or &ore b!s Eso!rces is identified as a b!s lin% by the progra& and all s!ch
lin%s are &ar%ed on the o!tp!t with E'L; and are separately totalled. =f only so&e of the
so!rces carry b!ses; then the (+= will show a warning to chec% that the !ser is aware of this
&i6ed traffic. The sa&e applies to tra&s.
=f ALL so!rces for a lin% are '+S9S or TRA#S; then the Iispersal Type for the lin% sho!ld be set
to I95A+LT si&ply to avoid any conf!sion over what dispersion is being &odelled. The Car
Iispersal Coefficient will then appear as *3 b!t will be ignored by TRA"SBT beca!se it only
applies to cars. To specify Kero dispersion for b!ses or tra&s; the two !ser:definable dispersion
coefficients sho!ld be set to Kero /@!tline- %etwork Options6#raffic Options6/us .arameters or
F6#ram .arameters0
=f the proportion of b!ses that do not stop at a sched!led stop e6ceeds; say; 10 per cent then it
&ay be advisable /see SR 277; <eirce and $ood; 19220 to represent the b!s strea& by two
parallel lin%s : one carrying stopping b!ses and the other carrying non:stopping b!ses.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 232
1.+1- Pedest&i!# Li#*s
Lin%s in TRA"SBT 1* can be assigned as either vehic!lar or pedestrian strea&s. <lease note
that TRA"SBT 1* &odels all lin%s in the sa&e way regardless of type- it does not incl!de a
separate pedestrian &odel.
<edestrians are increasingly i&portant in !rban signalised H!nctions; and TRA"SBT 1* can help
e&phasise their effects by !se of delay weighting relative to other strea&s. $hen pedestrian
lin%s are reF!ired to be identified within the networ%; b!t their presence is not reF!ired to
infl!ence the choice of signal ti&ings their contrib!tion to the <erfor&ance =nde6 calc!lations
can be e6cl!ded !sing the global option %etwork Options6#raffic Options6?=clude .edestrian
Links
<edestrians have a no&inal <C+ val!e of 1.0. $herever inp!t or o!tp!t val!es are show in
fig!res in !nits of <C+ /or derivatives of0; yo! sho!ld interpret these as .edestrians for
pedestrian strea&s. =t is not necessary to assign a RrealR <C+ val!e /s!ch as 0.20 to pedestrians
since they do not &i6 with other traffic; and it is the relation between the strea&Rs flow and its
sat!ration flow that is i&portant.
All res!lts screens will show res!lts for pedestrian lin%s H!st as with vehic!lar lin%s. As
&entioned above there is no separate pedestrian &odel in TRA"SBT 1* and therefore these
res!lts sho!ld be interpreted with ca!tion. +nless pedestrian flows are very high; the delays and
other res!lts are li%ely to be very low. owever; the res!lts still give good indications as to the
perfor&ance of the pedestrian strea&s; and are therefore a good way of assessing and
co&paring provision for pedestrian passage. The "verage 3elay res!lt indicates the average
ti&e an average pedestrian has to wait to cross the roadD the <ueue at end of $ed represents
the average n!&ber of pedestrians waiting to cross the road when the pedestrian green signal
starts.
N/te- The above all ass!&es that pedestrians cross only at the assigned crossing points and
that they do not display h!&an characteristics s!ch as giving !p waiting; finding alternative
crossing points; crossing in gaps between vehicles or generally changing their &inds. =f needed;
these effects can be co&pensated for by red!cing the pedestrian de&and.
1.+11 R/utes
TRA"SBT allows the specification of ERo!tes. A Ero!te is si&ply a defined s!bset of the lin%s
within the networ%. Altho!gh a very si&ple concept; they are a very powerf!l and !sef!l tool.
Ro!tes consist of an =I; description and a list of e6isting lin%s within the networ%.
They can be specified in three ways-
1. !sing the data editor /@!tline- TRA"SBT "etwor%CRo!tes0
2. +sing a co&bination of E&!ltiple:selection /e.g. via "etcon0 and the &en! ite&
#oolsE$outesE&tore %ew $oute from currently selected Links.
*. the &en! ite& #oolsE$outesECalculate all routes in network; which will replace all
e6isting ro!tes.
Ro!tes have the following benefits-
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 23*
1. Allow specific parts of a networ% to individ!ally identified.
2. (ro!ps of lin%s can be identified graphically within "etCon or filtered !sing the data grids.
*. Allow specific parts of a networ% to be associated with a specific feat!re; e.g. b!s ro!te;
congestion charge Kone; controlled par%ing Kone; etc.
). The TRA"SBT o!tp!t calc!lates; for each ro!te; the sa&e E&etrics as calc!lated for the
whole networ%; s!ch as distance travelled; ti&e spent; &ean Ho!rney speed;
The !ser can specify as &any ro!tes as reF!ired and assign a description to each ro!te. The
description helps to identify the partic!lar ro!te. The !ser co!ld add a list of road na&es; a
description of the start and end points; the n!&ber of the b!s !sing that ro!te for e6a&ple. The
description can also be left blan%.
The ro!tes do not have to &a%e any logical sense as they can be any co&bination
of lin%s; e.g. the lin%s do not have to be contig!o!s.
Lin%s can also appear in &ore than one ro!te and can also appear in a ro!te &ore
than once.
5or details of how to find the shortest ro!te between two lin%s see Section
* . .
1.+1, T&!00i; P&/0i1e Ty3es
+niF!ely; for this type of analysis tool; TRA"SBT can calc!late signal ti&ings based on varying
traffic conditions. These are specified by specifying a traffic Eprofile over ti&e. The different
types of Eprofile that can be !sed are described in the following sections.
&8%&2%& AI(20T traffic profile
=n I=R9CT &ode; detailed de&and flow profiles /i.e. &ean flow in each ti&e seg&ent0 are
directly inp!t to the progra& via the Traffic 5low screen.
&8%&2%2 F>)T traffic profile
=n 5LAT &ode; a val!e is entered for the first ti&e seg&ent for each traffic strea&; and the flows
for all other ti&e seg&ents set to be eF!al. This represents a set of traffic flows that re&ains
constant over ti&e.
'y defa!lt; each entry lin% has a 5LAT profile; which reF!ires no data other than the Raverage
flow over &odelled periodR when there is only one ti&e seg&ent.
&8%&2%, 7aussian traffic profile
This &ode is intended for &odelling pea% periods when flows start off low; cli&b to a &a6i&!&
and then decline towards the end of the ti&e period.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 23)
The E(a!ssian &ode ta%es the #otal :low as the flow for the central ti&e seg&ent and then
applies a nor&al c!rve to the traffic profile so that it fits a pre:deter&ined distrib!tion J as !sed
in the @ITA' option in ARCAIB; <=CAIB and @SCAIB <R@. /This only wor%s if yo! are !sing a
90 &in!te &odelling period.0 This is a convenient way to &odel a typical pea% c!rve witho!t
having to enter separate flows.
1.+13 Fue1 ;/#sum3ti/# estim!tes
TRA"SBT provides an appro6i&ate esti&ate of the f!el cons!&ed in a networ% when a partic!lar
set of signal ti&ings is in operation. The esti&ate; as e6plained in LR 9*); /Robertson et al;
19400; co&prises three co&ponents- /i0 f!el cons!&ed while travelling at constant cr!ise speed
between stop lines; /ii0 e6tra f!el !sed d!ring delay and /iii0 e6tra f!el !sed d!e to &a%ing each
f!ll stop and having to res!&e cr!ise speed.
The eF!ations !sed to esti&ate the f!el cons!&ption at constant cr!ise speed; and that d!e to
stopping and starting; both depend !pon the cr!ise speed for the lin% being considered. :i g u re
)8 shows these relationships; as originally for&!lated for LR 444 /?incent et al; 19400D they
have been !pdated as below.
&8%&,%& Fuel consumption coefficients ((evised &!!3)
$hen for&!lated in 1940; the following was stated abo!t the basis for the f!el cons!&ption
for&!lae.
LThe f!el !sed d!ring delay periods is calc!lated at a constant idling rate of 1.) litresC <C+:ho!r
of delay. 5!el cons!&ption differs s!bstantially between one vehicle type and another. The
&i6t!re of traffic ass!&ed when &a%ing these esti&ates is- 42W cars; 9W light co&&ercials;
4W &edi!&Cheavy co&&ercials and b!ses; and 1W &otor cycles.M
LThe relationships !sed in the f!el esti&ates ass!&e that traffic flows in the networ% /and
sat!ration flows0 are specified in <C+Cho!r. =f vehiclesCho!r are !sed; the f!el cons!&ption
sho!ld be increased by a factor of 1.02 for the typical traffic &i6 ass!&ed hereD this correction is
based on a si&plified <C+ eF!ivalent of 1 <C+ for light vehicles /* or ) wheels0 and 2 <C+ for
Eheavies /&ore than )
wheels0.M
Since that ti&e; there have been significant i&prove&ents in the f!el econo&y of new petrol:
engined cars and light vans; and this has grad!ally fed thro!gh to the average for the typical car
on the road. =nfor&ation fro& the IoT /c!rrently %nown as IfT0 for the registration:weighted
new car cons!&ption /19970 has been !sed to esti&ate the li%ely scale of the changed
cons!&ption for the typical car on the road. This s!ggests a 20 per cent red!ction fro& the 1940
levels.
=n contrast; there is little to s!ggest a s!bstantial change in the econo&y of diesel:engined
vehicles. =ndeed; the val!e for the &ean:on:the:road (? &ay have increased so&ewhat d!e to
changes in the &a6i&!& weight for lorries. The change is ass!&ed to be s&all. There has also
been so&e increase in the proportion of carsClights with diesel engines.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT #odel 5eat!res in Ietail <age 233
1onsu"'!on = 17.0 = 0.4557 ? 0.004B 7
2
($!re(100'cu=-")
12
10
8
6
4
2
0
0 10 20 30 40 50 60 70
,!n- cru!se s'ee+D 7 (-"())
(a)
0.03
0.02
0.01
1onsu"'!on = 770.10
=8
7
2
($!re(100'cu=-")
0
0 10 20 30 40 50 60 70
,!n- cru!se s'ee+D 7 (-"())
(0)
Figure 18-10 'uel consumption relationships
As it has not been possible to review f!nda&entally the original 1940 for&!lae fro& LR 444; the
above bac%gro!nd has been !sed to esti&ate an overall effect which is e6pressed in an
appro6i&ate 12.3 per cent red!ction in the coefficients now !sed as defa!lts for TRA"SBT
/@!tline- %etwork Options6:uel consumptions0 co&pared with the earlier val!es. The sa&e
F!alification as was printed in LR 444 is repeated.
L96peri&ental evidence to derive these cons!&ption for&!lae is severely li&itedD !sers with
%nowledge relating to their partic!lar conditions can &odify the coefficients in the for&!lae as
they wish b!t the si&ple traffic behavio!r ass!&ed in TRA"SBT sets li&its on the acc!racy of
prediction that can be achieved.M
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 237
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 232
1H TRANSYT O3timis!ti/# i# det!i1
The opti&isation process searches for a set of ti&ings for the networ% which &ini&ise F!e!es
and delays. The opti&iser alters both the signal offsets; which affect the co:ordination
between signals; and the d!rations of the individ!al stage green ti&es /the green split0 at each
H!nction.
Cycle ti&e is not a!to&atically considered by the signal opti&iser; b!t TRA"SBTs LCycle Ti&e
@pti&iserM tool /which incorporates CB@<0; can be !sed to eval!ate a range of cycle ti&es; fro&
which the opti&!& can be selected. The operation of; and o!tp!t fro& the Cycle Ti&e
@pti&iser and CB@< are described in section 1 .+ which also disc!sses iss!es related to the
choice of cycle ti&e.
The nodes which are to be opti&ised are listed in the %ode %umber List for 5ill8climb 3ata
/@!tline- %etwork Options6"ccuracy0. =f a node is o&itted fro& the list its initial settings will not
be altered. Th!s; a networ% can be st!died in which one or &ore nodes within the networ% do
not have their initial settings altered and act as a constraint on the opti&isation of the
re&aining nodes.
=ndivid!al lin%s can also be e6cl!ded fro& the calc!lation of <.=. by setting the Lin% Iata option
L96cl!de fro& <= Calc!lationM /@!tline- Lin%sCLin% n6Modelling0. A global setting to e6cl!de all
pedestrian lin%s fro& the <.=. calc!lation /no &atter what the above option is set to0 is also
provided /@!tline- "etwor% @ptions6#raffic Options0.
1H+1 T'e 3e&0/&m!#;e i#de8
=n TRA"SBT the &eas!re of perfor&ance considered is a weighted co&bination of the delay and
stops on all the lin%s in a networ%. =t represents the cost of traffic congestion. The
<erfor&ance =nde6 /<=0 is defined as follows-
N
PI S (<+(
i
d
i
4 ((?A1--)+*
i
s
i
))
iS1
where "
$
Q
Q
n!&ber of lin%s
overall cost per average <C+:ho!r of delay
, Q overall cost per 100 <C+:stops
w
i
d
i
Q
Q
delay weighting on lin% i
delay on lin% i
%
i
s
i
Q
Q
stop weighting on lin% i
n!&ber of stops on lin% i
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 234
The TRA"SBT signal opti&iser atte&pts to &ini&ise the <.=. =f it were possible to red!ce the
delay and n!&ber of stops to Kero; then this wo!ld &ean that every vehicle which approached a
traffic signal wo!ld find the signal at green and wo!ld th!s proceed to its destination witho!t any
delay or stops and hence with &ini&!& Ho!rney ti&e. The TRA"SBT opti&iser is therefore
see%ing to prod!ce &!lti:directional Egreen waves. Clearly; it is !s!ally not possible to eli&inate
all delay or stops within a signal networ%; b!t the &ini&!& total val!e will be so!ght
a!to&atically by the TRA"SBT progra&.
TRA"SBT eval!ates the <.=. in &onetary ter&s /Z sterling : by defa!lt0 and the !ser is reF!ired
to select val!es Monetary 0alue of 3elay and Monetary 0alue of 44 stops /in %etwork
Options6?conomicsA; for the coefficients $ and , that he H!dges are &ost appropriate. The
val!es of $ and , appropriate for a traffic strea& of average co&position; at the ti&e of
release of the prod!ct; are set as the defa!lts within the software. A lower val!ation of delay
/$0 wo!ld be &ore appropriate if the cost of non:wor%ing ti&e was to be considered negligible.
Clearly the proportion of heavy goods vehicles and b!ses within a traffic strea& &ay also affect
the cost of delay. @ccasionally it &ay be advisable to !se the lin%:specific coefficient w
i
to
correct the esti&ates of the delay costs on lin%s where; for e6a&ple; there is a high proportion
of goods vehicles.
Si&ilar arg!&ents apply to the selection of a val!e for ,. This val!e is for a standard f!ll stop
fro& a cr!ise speed of 12 &etresCsecD stops on lin%s with other cr!ise speeds are a!to&atically
increased or decreased in val!e by the TRA"SBT progra& in proportion to the loss of %inetic
energy. The relationship between the , and $ val!es has for &any years been &aintained at
the val!es developed for LR 444. This relationship between stops and delays has been dropped
in favo!r of a syste& that allows !sers to !pdate their own val!es !sing the +, (overn&ents
web:based Transport Analysis (!idance %nown as L$ebTagM. As a conseF!ence of the revised
&ethod !sers will notice how little the cost of stops has beco&e in relation to delay. This
reflects the far larger increases in the cost of peoples ti&e co&pared with the costs associated
with stops. =f it is tho!ght that accidents are partly ca!sed by vehicle stops or so&e cost is
placed on the n!isance val!e of a stop then the !ser &ight wish to increase ,.
The signal opti&isation proced!re is affected only by the relative val!es of $ and , and not by
their absol!te val!es. 5!rther; where signals are initially !ncoordinated or badly co:ordinated;
then both stops and delay can !s!ally be red!ced by the TRA"SBT opti&iser. owever; the
balance between delay and stops that is finally achieved by the signal opti&iser is li%ely to be
affected by the relative val!es chosen for $ and , /Robertson et al; 1940; also describes how $
and , &ay be chosen to &ini&ise the overall f!el cons!&ption0.
TRA"SBT 1* allows for varying traffic conditions; involving the !se of several
contig!o!s ti&e seg&ents &a%ing !p the overall &odelled ti&e period. $hen this
option is !sed the overall <.=. val!e presented is the A?9RA(9 <.=. for all of the
ti&e seg&ents co&bined. The highest <.=. within the ti&e seg&ents is also
provided. 5or p!rely cost benefit p!rposes the overall average <.=. val!e is the
one to !se.
&!%&%& >in$ stop and dela. "eig#tings
The lin% stop weighting is a n!&ber representing the percentage of the stop val!ation !sed
when calc!lating the lin%s contrib!tion to the <erfor&ance =nde6. The stop val!ation is set in
#raffic Options6?conomics data6Monetary 0alue of &tops @per 44 stopsA. The defa!lt stop
weighting of
100W &eans that the specified cost will be !sed !nchangedD a val!e of 0W will &ean there will
be no stop costs inc!rred. "egative percentage weightings will ca!se the opti&iser to see%
settings
which increase stops on this
lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 239
Si&ilarly; the lin% delay weighting is a n!&ber representing the percentage of the delay costs
/!nifor& . rando&:pl!s:oversat!ration0 !sed when calc!lating the lin%s contrib!tion to the
<erfor&ance =nde6. The defa!lt delay weighting of 100W &eans the specified cost will be !sed
!nchangedD a val!e of 0W will &ean there will be no delay costs inc!rred. "egative percentage
weightings will ca!se the opti&iser to see% settings which tending to increase delay on this lin%
d!ring opti&isation.
Stop and delay weightings allow the !ser to place a different e&phasis on specific lin%s. 5or
e6a&ple; a large delay weighting factor on a partic!lar lin% or series of lin%s will ens!re that the
opti&iser will derive greater benefit fro& red!cing delay on those lin%s and th!s delay will tend
to be red!ced &ore on those lin%s than others.
This &ethod of specifying weightings is "@T the sa&e as in earlier versions
of TRA"SBT; i.e. the !se of :9999 to represent Kero weighting and 0 to
represent the defa!lt TRA"SBT val!e; i.e. 100W; is now red!ndant; and if
!sed will res!lt in !ndesirable effects. The weightings of older files are
converted to the new &ethod when i&ported into TRA"SBT 1*.
&!%&%2 Bptimisation of signal offsets
As e6plained in section ) .) ; co:ordination between signal:controlled intersections reF!ires
a convention which relates the green periods of any one H!nction to those at the other H!nctions
in the networ%. =n TRA"SBT this is achieved by relating all stage change times to a
co&&on; altho!gh arbitrary; Kero ti&e as shown earlier in :i gu re )8) . The offset of an
intersection is defined here as the stage change ti&e when the change to green for stage
n!&ber 1 is initiated. =n this way the offset &ay be tho!ght of as the start of the cycle for the
node concerned.
TRA"SBT obtains its opti&!& settings by a hill climbing
process.
&!%&%, T#e #ill-climb process
5irst; TRA"SBT calc!lates the <erfor&ance =nde6 of the networ% for an initial set of signal
ti&ings. Any set of ti&ings that do not violate &ini&!& green reF!ire&ents and are capable of
handling the traffic are s!itable. "e6t; the progra& alters the offset of one of the signals by a
predeter&ined incremental change @time unitsA and recalc!lates the <.=. of the networ%. =f the
<.=. is red!ced; the offset is altered s!ccessively in the sa&e direction by the sa&e incre&ental
change !ntil a &ini&!& val!e of the <.=. is obtained. =f the initial change increases the val!e of
the <.=.; the offset of the signal is altered in the opposite direction !ntil the &ini&!& val!e is
obtained.
The offset of each signal in t!rn is adH!sted in this wayD the signals are dealt with in the order
which is specified in the "ode "!&ber List /@!tline- %etwork Options6%ode Optimisation Order0.
The process of opti&ising the offsets of each signal in t!rn is repeated a n!&ber of ti&es; to
obtain the final signal settings.
=t is a characteristic of hill cli&bing &ethods; s!ch as the one H!st described; that the Eopti&!&
they find is not necessarily the best oneD it &ay H!st be a local &ini&!&. To red!ce the
possibility of finding a poor local opti&!&; TRA"SBT nor&ally !ses both large and s&all ti&ing
alterations for the s!ccessive opti&isation of each signal.
The siKe of the incre&ental changes &ade to the node ti&ings by the hill:cli&b process is
deter&ined by the 5ill Climb Increments /@!tline- %etwork Options6&ignal OptionsA. The
incre&ents are listed as percentages of the cycle ti&e. The n!&ber of incre&ents &!st not
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 270
e6ceed 13. The incre&ents &!st be less than 30 per cent. The progra& a!to&atically
&!ltiplies the percentages by the cycle ti&e specified in %etwork Options6%etwork #imings. =n
this way; a list of incre&ents in 1:second !nits is obtained. To ens!re that the incre&ents list
can contain a 1:second incre&ent for opti&isation to the highest acc!racy possible; a val!e of 1
inp!t on 5ill climb increments is interpreted as 1 second not as a percentage.
The hill:cli&b process ta%es the first incre&ent /in seconds0 fro& the list and adH!sts all stage
change ti&es of the first node on the node list for a local &ini&!& of the <erfor&ance =nde6.
The second node is then adH!sted in the sa&e way and so on !ntil the end of the node list. At
this point; the second incre&ent is !sed and each node re:opti&ised in t!rn. The process
ends when all nodes have been opti&ised for all incre&ents. (reen ti&es are not affected.
The incre&ents !sed are chosen to give a good global &ini&!& in least co&p!ting ti&e.
The reco&&ended /and defa!lt0 val!es for !se on 5ill climb increments for the opti&isation
level; Goffsets onl.M opti&isation are-
13 )0 13 )0 13 1 1
The 13 per cent incre&ents find an appro6i&ate local &ini&!& of the <erfor&ance =nde6 whilst
the )0 per cent incre&ents avoid getting trapped in that &ini&!&. The !nity val!es; interpreted
as 1:second incre&ents; give the final settings.
(reen ti&es can be opti&ised by selecting the opti&isation Level Goffsets and >reen &plitsH
introd!cing LJ1M incre&ents into the list; in which case each stage change ti&e at a node is
altered by one second at a ti&e; whilst the re&aining stage change ti&es stay fi6ed. This has
the effect of varying the d!rations of the green ti&es. The reco&&ended /and defa!lt0 val!es
for !se on 5ill climb increments for Coffsets and green timesM opti&isation are-
13 )0 :1 13 )0 1 :1 1
A fo!rth level of opti&isation new to TRA"SBT 1* /?=tended 8 offsets and green
times0 is provided which introd!ces larger negative incre&ents into the list /see
:i gu re 18 0.; in which case each stage change ti&e at a node is altered by several
seconds at a ti&e; whilst the re&aining stage change ti&es stay fi6ed; i.e. green
split opti&isation. There are &ore hill:cli&bing incre&ents de&anded by this level
of opti&isation and this res!lts in longer r!n ti&es. The defa!lt val!es for !se on
5ill climb increments for C21tended - offsets and green timesM opti&isation
are-
13 )0 :1 13 )0 1 :1 1 :13 :3 :1 13 1
TRA"SBT !ses the defa!lt val!es as described above; a!to&atically choosing the relevant
seF!ence depending !pon the selected level of opti&isation chosen in %etwork Options6&ignals
Options. owever; if the opti&isation level is set to L0ustomM the seF!ence can be edited
directly by the !ser; to s!it whatever circ!&stances they &ay have. As with the defa!lt cases
described above; the absence or presence of negative n!&bers in the c!sto& list of para&eters
dictates whether or not green ti&es are opti&ised or not.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 271
Figure 1&-1 Signal 1ptions 7 1ptimisation levels
TRA"SBT 1* has an L2n#anced BptimisationM option which forces TRA"SBT to
/internally0 cycle thro!gh the co&plete hill:cli&bing process !ntil the final <.=. no
longer decreases /!p to a &a6i&!& of fo!r loops0. This "9?9R prod!ces worse
res!lts and in the vast &aHority of cases; has the effect of i&proving the res!lts;
i.e. lower overall <erfor&ance =nde6 for the networ%. This option is specified in
the &ignals Options screen. The option is switched off by defa!lt since it
increases the co&p!tational effort reF!ired and hence slows down each
TRA"SBT r!n. owever; yo! are !nli%ely to notice the speed difference !nless
yo! carry o!t an action involving &!ltiple r!ns; s!ch as the plotting of the Cycle
Ti&e (raph; or r!nning a partic!larly large networ%.
&!%&%/ )ccurac. parameters
@n lin%s that are re&ote fro& the node being opti&ised; the recalc!lation of stops and delays is
often !nnecessary. TRA"SBT tests whether the @+T:profile on a lin% has been altered
s!fficiently to reF!ire that the delay and stops on the adHacent downstrea& lin% be recalc!lated.
=f not; the effects on downstrea& lin%s are ignored. =n this way; delay and stops are
recalc!lated only on those lin%s that are significantly affected by the signal opti&isation.
The Optimisation &teps; "ccuracy parameters field enables the !ser to specify the percentage
change in the @+T:profile below which downstrea& effects are ignored. The val!es specified
&!st lie within the range 1 to 2000 and represent 0.01 to 20 per cent. @ne s!ch acc!racy val!e
&!st be specified for each incre&ent in the hill:cli&b proced!re /as specified on the &ignal
Options65ill climb increments field0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 272
The defa!lt acc!racy val!e; if the Optimisation &teps; "ccuracy parameters field; is o&itted; is 1.
This corresponds to a change in the flow profile of 0.01 per cent.
=t is not necessary to calc!late the cyclic flow profiles very acc!rately whilst the hill:cli&b
incre&ent is large. Th!s; s&all changes in the flow profile on a lin% can be ignored !ntil the
signal settings are close to opti&!&. 5or the !s!al /defa!lt0 5ill8 climb increments
seF!ence; which opti&ises LoffsetsH-
15 40 15 40 15 1 1
the reco&&ended /and defa!lt0 acc!racy para&eter list
isP
1000 1000 100 100 10 1 1
Si&ilarly; the list corresponding to the !s!al /defa!lt0 ill cli&b incre&ents for Loffsets and
green timesH opti&isation seF!ence-
15 40 -1 15 40 1 -1 1
is
1000 1000 100 100 10 10 1 1
Si&ilarly; the list corresponding to the !s!al /defa!lt0 hill:cli&b incre&ents for L?=tended 8
offsets and green timesH opti&isation seF!ence-
15 40 -1 15 40 1 -1 1 -15 -5 -1 15 1
is
1000 1000 100 100 100 10 1 1 1
The seF!ences chosen depend on whether opti&isation is being carried o!t for offsets only;
green ti&es and offsets; or enhanced green ti&es and offsets.
Acc!racy para&eter val!es greater than 100 are not reco&&ended for the calc!lation of final
signal settings. The initial signal settings are always calc!lated with an acc!racy para&eter
val!e of one.
&!%&%' Bptimisation "#en using time-var.ing flo"s
TRA"SBT opti&ises the Eco&plete sit!ation in s!ch a way as to provide opti&ised ti&ings
that give the best overall <erfor&ance =nde6 for the co&plete &odelled ti&e period; i.e. the
ti&ings are "@T opti&ised for each separate ti&e seg&ent.
The opti&ised ti&ings are applied across all ti&e seg&ents within the traffic &odel in order
to provide res!lts for each ti&e seg&ent and for the whole &odelled ti&e period.
1H+, O3timis!ti/# /0 $&ee# times
I!ring offset opti&isation; all the stage change ti&es at a node are shifted
si&!ltaneo!sly; with the res!lt that the green ti&e allocated to each stage is !nchanged.
TRA"SBT is also capable of opti&ising the d!rations of the greens for the vario!s signal
stages; by shifting
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 27*
stage change ti&es individ!ally; in an atte&pt to red!ce the networ% <erfor&ance =nde6.
S!ch re:allocation of green ti&e is not allowed to red!ce any green ti&e below its specified
&ini&!& val!e.
1H+3 I#iti!1 PEGUISAT setti#$s
The !ser specifies whether or not 9G+=SAT is to be !sed in %etwork Options 6 &ignals
Options.
'efore opti&isation; TRA"SBT &!st calc!late the <erfor&ance =nde6 for an initial set of signal
ti&ings. 9G+=SAT re&oves the need for the !ser to provide these initial ti&ings. The green
ti&es for the vario!s stages at a node are calc!lated by TRA"SBT so that the degrees of
sat!ration on the critical conflicting lin%s are eF!al. The initial offsets for the change ti&es of
stage 1 are ass!&ed to be Kero. 9G+=SAT affects only those nodes listed on the %ode
Optimisation OrderC%ode Order for incl!sion in the opti&isation process.
$hen specified; 9F!isat val!es will AL$ABS overwrite any e6isting initial stage
start ti&es.
1H+5 Gueue91e#$t' &edu;ti/#s
,
The !ser &ay have partic!lar sit!ations where it is necessary to prevent a F!e!e fro& reaching
bac% fro& one H!nction to another; thereby bloc%ing the !pstrea& H!nction. This co&ple6 effect
is not &odelled when !sing the traditional <I# &odel in TRA"SBT which ass!&es that all
vehicles F!e!e at the stop line. /see Section + .( on CT# for how to &odel bloc%ing effects0
TRA"SBT does; however esti&ate a mean ma=imum 7ueue @.C2A for each lin%.
=t is then optionally possible to specify a 7ueue limit for selected lin%s; so that the signal
opti&iser atte&pts to find settings which &a%e it less li%ely that the &ean &a6i&!& F!e!es will
e6ceed the li&it val!es. The li&it is set in Links6Link n6Modelling @or the <ueue Limits tab;
within the Links 3ata screenA.
As part of the F!e!e:li&it process; TRA"SBT co&p!tes an average e=cess 7ueue @.C2A for
lin%s where a F!e!e li&it has been specified. The E&ean &a6i&!& F!e!e is chec%ed against
the F!e!e li&it d!ring each step of the typical cycle. I!ring any step of the cycle when the
li&it is e6ceeded; the e6cess F!e!e is totalled and hence an average e=cess 7ueue is
co&p!ted for the lin%. =n this way; it is intended that the e6cess val!e will relate not only to
the a&o!nt by which the li&it is e6ceeded /in <C+0 b!t also to the d!ration of the bloc%ing
bac%.
2
The !se of the above F!e!e:red!ction facility; and indeed the !se of large weighting factors on
lin% delays or stops; &ay res!lt in the opti&iser being !nable to find satisfactory signal settings.
ConseF!ently the TRA"SBT o!tp!t sho!ld be e6a&ined &ost caref!lly; loo%ing; for e6a&ple; for
poor co:ordination which see&s !nreasonableD the cyclic flow pattern graphs /Section ) ., 0 can
help in this process. To i&prove the ability of the opti&iser to find acceptable ti&ings and th!s
to lessen the need for s!ch chec%ing; the !ser is reco&&ended to !se a node opti&isation
seF!ence which incl!des &ore than once any nodes connected by affected lin%s. The nodes will
th!s be listed once individ!ally; again in pairs of adHacent nodes; and possibly in larger gro!ps;
!sing the facility described in Section 1 .. ) .
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 27)
=t is then necessary to enco!rage the signal opti&iser to avoid settings which ca!se any li&it
F!e!es to be e6ceeded. Th!s; the average e=cess 7ueues are weighted by a val!e specified
by the !ser as ?=cess <ueue .enalty; and are added to the <erfor&ance =nde6.
&!%/%& Setting limit :ueues
The &ean &a6i&!& F!e!e is; by definition; li%ely to be e6ceeded d!ring 30 per cent of
cycles. =t wo!ld be &ore helpf!l to %now the siKe of the F!e!e which wo!ld be e6ceeded in
no &ore than /say0 93 per cent of cycles. +nfort!nately; the shape of the distrib!tion of the
cycle:by: cycle val!es is not readily calc!lable.
The !ser &!st therefore !se H!dge&ent to set a li&it F!e!e which; !s!ally; will be s&aller
than the <C+ storage capacity of the lin%. =t has been fo!nd s!itable in several cases to !se a
li&it of abo!t 70 to 23 per cent of the f!ll storage; b!t a lesser val!e &ay be needed where
the f!ll storage acco&&odates only a s&all n!&ber of vehicles; as variation fro& cycle to
cycle is then relatively &ore e6tre&e.
&!%/%2 >in$ 0apacit. and 9a1imum Dueue Storage
=n order to assist in the identification of lin%s which &ay have proble&s storing the n!&ber of
vehicles in the F!e!e on that lin% TRA"SBT esti&ates a &a6i&!& F!e!e storage val!e for all
lin%s in the networ%. /<revio!sly %nown as LLin% CapacityM.0 The calc!lation is as follows-
&a6i&!& F!e!e storage /<C+0 Q lin% length /&0 6 sat! ration flow / <C+Ch0
3.23 6 1430
This ass!&es that each <C+ in a F!e!e occ!pies 3.23& along a lane having a standard
sat!ration flow of 1430 <C+Cho!r of green.
=f the &ean &a6i&!& F!e!e e6ceeds the above &a6i&!& F!e!e storage; this is indicated in the
o!tp!t; e.g. the Lin% Res!lts table is &ar%ed with a E. sy&bol in the &ean &a6i&!& F!e!e
col!&n to indicate a possible proble& which the !ser is advised to chec% if the ti&ings are to be
i&ple&ented in practice. The a&o!nt by which the ##G val!e e6ceeds the &ean F!e!e storage
is also shown.
T'is ;!1;u1!ti/# is /#1y ! &/u$' ;!1;u1!ti/# !#d i# 3!&ti;u1!&% is subKe;t t/
/=e&estim!ti/# /0 t'e !=!i1!b1e st/&!$e s3!;e !=!i1!b1e t/ Bueuei#$
=e'i;1es+ T'e&e0/&e% TRANSYT 1ets y/u s3e;i0y y/u& /(# )!8imum Gueue
St/&!$e =!1ue 0/& e!;' 1i#* (i# PCUs)+ TRANSYT !ut/m!ti;!11y uses t'is
use&9de0i#ed =!1ue i0 it e8ists% i#ste!d /0 t'e i#te&#!11y estim!ted /#e+
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 273
1H+7 N/de $&/u3s
A node:gro!ping facility has been provided-
/a0 so that fi6ed relationships can be &aintained between adHacent nodes
/b0 to i&prove opti&isation between gro!ps of nodes.
"odes are generally identified by positive n!&bers. owever; in the node list the n!&ber &ay
be prefi6ed by a negative sign. =n this case the node will be gro!ped with the ne6t positive node
in the node list and the nodes in the gro!p will be opti&ised together. 5or e6a&ple a node list of
/10 :11 :7 210 will res!lt in nodes 11; 7 and 21 being gro!ped and opti&ised together.
@ffsets can be opti&ised in this way b!t opti&isation of green ti&es will not be perfor&ed on
Enegative node gro!ps. The green ti&es at nodes incl!ded in a node gro!p will; however; be
altered by the 9G+=SAT ro!tine if this option is selected to give initial signal settings.
(ro!ping nodes; so that their offsets are altered together and not individ!ally; can be !sed
when an area is too large to opti&ise in one co&p!ter r!n and the area &!st be bro%en
down into s!b:areas. "odes on the bo!ndaries between s!b:areas can be opti&ised initially as
part of one s!b:area and then incl!ded as a gro!p /%eeping their relative offsets !naltered0 in
the opti&isation of an adHacent s!b:area. "odes gro!ped in this way are !naffected when
TRA"SBT opti&ises the green ti&e distrib!tion between stages /as in section 0.
TRA"SBT provides the option to incl!de a node &ore than once in the opti&isation seF!ence.
Th!s; the offsets and green ti&es for an individ!al node can be opti&ised as well as the offsets
only for a gro!p which incl!des that node. This facility &ay be !sef!l when two or &ore nodes
are constrained; !s!ally by being close together; to a rather li&ited range of acceptable signal
ti&ingsD the ability of the opti&iser to &ini&ise the networ% <erfor&ance =nde6 is li%ely to be
enhanced by this process.
1H+6 Cy;1e time se1e;ti/#
Selection of the best cycle ti&es for each node within a networ% is a co&ple6 and; as yet;
!nsolved opti&isation proble&.
Choice of cycle ti&e interacts with other f!nda&ental decisions s!ch as whether to divide the
signals in an area into two or &ore s!b:areas within which different cycle ti&es are !sed.
#!ltiple s!b:areas &ay prod!ce benefits by allowing signals to operate on shorter cycle ti&es
than wo!ld be possible with the whole area on a co&&on cycle ti&e; b!t this &ay be at the
e6pense of a loss of co:ordination across s!b:area bo!ndaries. 5!rther co&plications occ!r
when &!ltiple:cycling and repeated green possibilities are e6ploredD for e6a&ple; all signals in a
s!b:area &ay be able to operate on a 20 second cycle; b!t a s&aller <erfor&ance =nde6 &ight
be possible by operating the s!b:area on a 90 second cycle with several nodes do!ble cycling.
=n the absence of a satisfactory for&al proced!re for choosing cycle ti&es; a considerable
a&o!nt of ingen!ity can be e6ercised by the traffic engineer in choosing a co&bination of
s!b:areas; cycle ti&es; do!ble cycling; repeated greens; and also of stage seF!ences. +sing
TRA"SBT to test a variety of options is li%ely to provide worthwhile i&prove&ents co&pared with
si&ply !sing a co&&on cycle for all nodes in an areaD 10 per cent red!ctions in delays and stops
have been obtained.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 277
As an additional aid in this diffic!lt choice process; the Cycle Ti&e @pti&iser tool /Section
1 .+ 0; provides infor&ation for a wide range of cycle ti&es at each nodeD it shows a graph of
the <erfor&ance =nde6 for the co&plete networ% against cycle ti&e. S!itable cycle ti&es for
the co&plete networ% are F!ic%ly discernible. #!ltiple cycling options are also indicated
wherever they appear to be beneficial /based on the nodes operating as isolated
/!ncoordinated0 signals0; b!t not all of these &ay prove worthwhile when i&ple&ented within
the networ% d!e to co: ordination effects. owever; the effect of i&ple&enting all of the
&!ltiple cycling reco&&endations can be seen in the CB@< graph.
=t is relevant to co&&ent that when altering signal cycles /and green ti&e d!rations0 the
rando&:pl!s:oversat!ration delay ter& /Section - .( 0 has a &ost i&portant part to playD the
&ain li&itation when !sing shorter signal cycles is the increase to higher sat!ration of the green
ti&es. This is reflected in an increase of rando&:pl!s:oversat!ration delay with shorter cycle
ti&es.
1H+6 Cy;1e Time O3timise& (i#;1udi#$ CYOP)
The Cycle Ti&e @pti&iser is an optional aid to the diffic!lt tas% of selecting the cycle ti&e. =t
provides infor&ation for a wide range of cycle ti&es at each nodeD it shows a graph of the
<erfor&ance =nde6 for the co&plete networ% against cycle ti&e. S!itable cycle ti&es for the
co&plete networ% are F!ic%ly discernible. +sing the CB@< f!nction; &!ltiple:cycling options are
also indicated wherever they appear to be potentially beneficial /based on the nodes operating
as isolated /!ncoordinated0 signals0
P&e=i/us =e&si/#s /0 CYOP 3&/du;ed P+I+ t/t!1s 0/& e!;' #/de !ssumi#$
t'e #/des (e&e /3e&!ti#$ !s is/1!ted (u#;//&di#!ted) si$#!1s !#d !1s/
used /t'e& sim31i0i;!ti/#s t/ &edu;e ;/m3uti#$ time+ I# TRANSYT 13
t'ese ;!1;u1!ti/#s !&e b!sed /# 0u11 &u#s /0 TRANSYT% i+e+ !11 #/des !&e
!ssumed t/ be 3!&t /0 t'e ;//&di#!ted #et(/&*+
Figure 1&-2 C3O/ results
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 272
The Cycle Ti&e @pti&iser /incl!ding CB@<0 is opened by clic%ing the C'O. b!tton located on the
vertical toolbar. The screen can be resiKed to whatever siKe yo! wish.
The progra& &a%es !se of the c!rrently selected TRA"SBT file. The screen is split into three &ain
areas J a "odes Table on the leftD the graph; and graph options botto& right.
The "odes Table indicates which nodes are c!rrently single; do!ble; triple; or F!adr!ple cycled. The
node table can be hidden !sing the 5ide %odes b!tton.
<ressing the $un >raph b!tton creates a graph of <erfor&ance =nde6 against a range of cycle
ti&es. A f!ll r!n of TRA"SBT is carried o!t for every cycle ti&e in order to prod!ce the res!lts.
<oints are plotted for every second within the chosen range. The graph displays !p to fo!r sets
of res!lts. These sets of data are selected !sing the options below the graph. A %ey can
optionally be incl!ded on the graph !sing the &how key option.
The vertical bars show the <.= val!es based on the Eproposed set of cycling options. This data
set also indicates the proportion of lin%s e6ceeding the !ser:defined degree of sat!ration
threshold by colo!ring /in red0 the sa&e proportion of the length of the vertical bars. The
proportions not over:sat!rated are in green. EAll green indicates that the whole networ% is
within the defined IoS threshold.
The orange colo!red line graph indicating the <.=. val!es of the c!rrent &!ltiple cycling options;
while the blac% line graph is a plot of the reco&&ended /CB@<0 reco&&endations. The cycle
ti&e prod!cing the lowest <.=. is indicated with a p!rple o!tline while the &ini&!& practical
cycle ti&e is indicated with a bl!e o!tline.
aving e6a&ined the graphs the reF!ired cycling changes to the e6isting TRA"SBT file can be
&ade by selecting G2se .roposed Cycling OptionsH and pressing SOIE. 5or those nodes whose
cycling stat!s is changing; the relevant node and lin% data will be changed. =t is !s!ally wise to
bac%!p the original data file prior to i&ple&enting cycling changes; in case the original proves
&ore s!itable.
Si&ilarly; the &ini&!& Epractical cycle ti&e can also be i&ple&ented in the c!rrent file by
selecting E+se #in <ractical Cycle
Ti&e.
The E#in <ractical Cycle Ti&e is defined as the lowest cycle ti&e which will res!lt in no lin%s
e6ceeding the IoS threshold; i.e. an Eall green bar chart.
&!%C%& 0+B@ recommendations
<ressing the $un C'O. b!tton pop!lates the LReco&&endedM col!&n which indicates what lin%s
&ight benefit fro& being &!ltiple:cycled for a range of cycle ti&es. The C'O. Cycle#ime &election
allows the reco&&endations for a partic!lar cycle ti&e to be displayed in the LReco&&endationsM
col!&n. The cycle ti&e with the lowest <.=. is a!to&atically displayed when CB@< is r!n; indicated
by an asteris% ne6t to the <.=. val!e.
The displayed reco&&endations can be transferred into the L<roposedM col!&n !sing the #ransfer
b!tton. The proposed col!&n can s!bseF!ently be edited.
<ressing the $un C'O. b!tton also prod!ces a graph of <.=. against cycle ti&e for the set of
reco&&endations.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 274
The 3o& col!&n indicates whether or not the EIegree of Sat!ration threshold is e6ceeded for that
partic!lar node and selected cycle ti&e.
The graph /blac% line0 prod!ced when CB@< is r!n is not the sa&e as the Cycle
Ti&e (raph for the reco&&ended &!ltiple:cycling options : The CB@< graph
shows the <.=. for a range of cycle ti&es ass!&ing the &!ltiple cycling
reco&&endations for each cycle is i&ple&ented; i.e. the reco&&endations vary
as the cycle ti&e varies. The standard graph of the /CB@<0 Drecommended col!&n
of &!ltiple:cycling options ass!&es the sa&e c!rrently:displayed
reco&&endations for the co&plete range of cycle ti&es.
Bo! &ay notice that; for so&e cycle ti&es; the Lreco&&endedM graph indicates a
higher <.=. than the e6isting file. This si&ply highlights the fact that not all of the
cycling reco&&endations /which are still based on treating nodes in isolation0 will
i&prove the networ% perfor&ance when all the reco&&endations are i&ple&ented
within the coordinated networ%.
1H+. )u1ti31e ;y;1i#$ !#d &e3e!ted $&ee#s
Traffic signals /nodes0 within a co:ordinated networ% are; in the si&plest case; all operated on
the sa&e co&&on cycle ti&e and at each node the signal stages receive green once only d!ring
the cycle. The co&&on cycle ti&e &!st be long eno!gh to give adeF!ate capacity at all nodes
and therefore so&e nodes are li%ely to operate on a longer cycle ti&e than wo!ld be desirable if
they were operating in isolation. There are a n!&ber of ways of !sing TRA"SBT whereby this
sit!ation &ay be i&proved.
&!%8%& 9ultiple c.cling
So&e nodes can be set to operate on a cycle ti&e which is one half; third or F!arter of the
co&&on networ% cycle ti&eD these are referred to as Edo!ble:cycling; Etriple:cycling
or
EF!adr!ple:cycling
respectively.
E#!ltiple:cycling; as it is called; of lightly loaded H!nctions within a s!b:area reF!iring a &!ch
longer cycle ti&e &ay red!ce delay d!e to e6cessive cycle ti&e at the F!iet H!nction/s0.
#!ltiple: cycling is &ost li%ely to give benefits when a gro!p of H!nctions within an area can all
be do!ble cycled. owever; #!ltiple:cycling the occasional H!nction &ay give benefits. =t is
not easy to predict when benefits will accr!e : &!ltiple:cycling often; b!t not always; red!ces
the overall networ% delay. =t is therefore i&portant to try vario!s possibilities; and &a%e yo!r
final selection based on the TRA"SBT opti&ised <=s achieved.
The effect of &!ltiple:cycling at partic!lar nodes can be tested !sing repeat r!ns of TRA"SBT
with first single then do!ble:cycling; etc. on the nodes in F!estion. This process can also be
carried o!t !sing the Cycle Ti&e @pti&iser.
#!ltiple cycling can also be of !se when atte&pting to &odel specific stages that co&e in only
every second; third; or fo!rth cycle /e.g. a pedestrian stage0. =n order to &odel this effect yo!
will of co!rse need to do!ble; triple or F!adr!ple the cycling on all the nodes which are r!nning
d!ring 9?9RB cycle while leaving those not co&ing in every cycle as single:cycled.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 279
&!%8%2 2:ual-lengt# and une:ual-lengt# multiple-c.cling
The TRA"SBT opti&iser can be constrained to only allow LeF!al lengthM &!ltiple cycling; e.g. the
cycle of a do!ble:cycled node is divided into two e F ! a l : le n gt h halves. There are however;
occasions where it is advantageo!s to allow the cycle to be split into two !n e F ! a l Ehalves; for
instance the traffic arriving at a H!nction &ay be split into a large platoon fro& the &ain thro!gh
&ove&ent at the previo!s H!nction followed later by a s&all platoon fro& the t!rning &ove&ent.
+neF!al cycles can also be !sef!l in tidal flow sit!ations; where the platoon fro& the do&inant
direction arrives in one half of the cycle; and the &inor direction in the other.
Allowing !neF!al &!ltiple:cycling gives the opti&iser &ore fle6ibility to find good ti&ings; and of
co!rse does not stop the opti&iser selecting identical ti&ings for each set of repeated
stages within the cycle. The option that p re v e n ts !neF!al do!ble:cycling is called L9F!al Length
#!ltiple: cyclingL; /@!tline- TRA"SBT "etwor%C"etwor% optionsCSignals @ptions0.
The original stages /which are Erepeated0 are called L'ase StagesM in order to differentiate the&
fro& the Evirt!al copies of these stages.
+nli%e previo!s versions of TRA"SBT which converted !neF!al:cycled repeat
stages into real TRA"SBT stages; TRA"SBT 1* re:creates these Evirt!al repeat
stages every ti&e TRA"SBT is r!n. @n the Lin%s Ti&ings Iiagra& the virt!al
stages are shown slightly greyed:o!t.
Figure 1&-3 4ase stages
?irt!al /non Lbase stagesM0 can be converted into real stages via the Lin% Ti&ings Iiagra&
option G#ools6Convert "ll stages to base stagesH. This syste& allows the !ser to retain the
original stages; while still being able to see the newly created repeat stages; A"I be able to edit
the repeat stages if and when needed.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 220
&!%8%, (epeated greens
An alternative to &!ltiple cycling a node is to repeat one or &ore stage green ti&e/s0 d!ring the
co&&on cycle ti&e. Th!s; a node with three separate stages A; ' and C &ight be operated with;
for e6a&ple; stage seF!ences A; '; A; C or A; '; C; A; '. At present; it re&ains a &atter of
H!dge&ent when s!ch &odifications are li%ely to be of overall benefit in a networ%. The traffic
engineer &!st decide which stage seF!ences are of interest and TRA"SBT &ay then be !sed to
co&pare the alternatives. There is evidence fro& !np!blished wor% by TRL that; in so&e
sit!ations; the correct choice of stage order can lead to s!bstantial red!ctions in signal delay in
a networ%.
Stage ordering of individ!al H!nctions can be easily investigated !sing TRLs signal
opti&ising software LOSCADY PROD which can a!to&atically provide yo! with the
best stage ordering.
1H+H C/#side&i#$ t'e e00e;t /0 sm!11 ;'!#$es
TRA"SBT has facilities which allow the !ser to assess the effects of s&all changes relatively
easily. This can be done for- flows; cr!ise ti&es; cr!ise speeds; and offsets.
&!%!%& Small c#anges to flo"s
A flow scaling factor can be applied to all lin%s in the networ% in Common 3ata or to individ!al
lin%s !sing the Link &ensitivity Multiplier /previo!sly %nown as the Link :low :actor 3ataA.
The facility is !sef!l in the st!dy of the sensitivity of the opti&!& signal settings to changes in
flow. 5lows for the whole networ% can be scaled within the range 10W to 200W. 5lows for
individ!al lin%s can be scaled within the range 3W to 2000W.
The global flow scaling factor and the local Link &ensitivity Multiplier effects are added
together.
&!%!%2 Small c#anges to cruise times and cruise speeds
A cr!ise ti&e C cr!ise speed scaling factor can be applied to all lin%s in the networ% in
%etwork
Options6#raffic Options or to individ!al lin%s in Links6Link n6Link
:lows.
The facility allows a signal plan to be tested for sensitivity to the acc!racy of cr!ise ti&e C cr!ise
speed data. Cr!ise ti&es C speeds for the whole networ% and for individ!al lin%s can be scaled
within the range 30 W to 200W.
The effect of any local cr!ise scaling factor and the global cr!ise scaling factor is co&bined. This
differs fro& previo!s versions of TRA"SBT where the !se of a local scaling factor wo!ld override
the global val!e.
&!%!%, Small c#anges to offsets
Changes to initial offsets at specified nodes can be &ade in the %odes6%ode n6&ignals
&etup.
TRA"SBT 1* +ser (!ide /=ss!e 90
TRA"SBT @pti&isation in detail <age 221
&tage start times are entered in seconds and overwrite the stage 1 ti&ings initially
specified. The re&aining stage change ti&es on the node in F!estion are altered by the sa&e
a&o!nt to &aintain identical green ti&es.
&!%!%/ Small c#anges to stop and dela. "eig#tings
The lin%s stop and delay weightings specified in the Links6Link n6Link :lows affect
the <erfor&ance =nde6 and signal ti&ings. Switching off the L2se Link &top weightingsH and
G2se Link 3elay weightingsH options; located in %etwork Options6#raffic Options; can be !sed
to negate the effect of any weightings specified. Th!s; it is possible to investigate the effects
of changes to these weightings !pon the <erfor&ance =nde6 and ti&ings.
=n TRA"SBT 1* the <.=. res!lts are presented with and witho!t the effects
of all of the different types of weightings; so that the Etr!e <.=. is always
available. This avoids the need to carry o!t non:opti&ised r!ns with the
weightings cancelled in order to prod!ce a <.=. for; say; cost:benefit !se.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 222
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 96a&ples <age 22*
,- )/de11i#$ E8!m31es
This chapter describes a n!&ber of e6a&ple files to assist !sers to fa&iliarise the&selves with
all the vario!s %ey aspects of TRA"SBT; and to give ass!rance that they are !sing the software
in correct way. The e6a&ples described in this chapter &a%e !se of the <I#. 5or CT#
e6a&ples see chapter ( ; LM o d e lli n g & ign a l is e d $ o und a b o ut s M.
The Chapter ( e6a&ples also incl!de the !se of the 5low Allocation Tool as a detailed
e6planation of &odelling signalised ro!ndabo!ts.
The files s!pplied with the software &ay show so&e s&all differences with those
described here as a res!lt of creating and r!nning the files with a &ore recent
release of TRA"SBT.
,-+1 Su331ied D!t! Fi1es
So&e sa&ple data files /incl!ding those described in this chapter0 are provided with yo!r copy of
TRA"SBT 1*. They will be placed in a s!b:folder within the prod!ct folder d!ring installation.
Acco&panying e6planatory notes &ay be incl!ded with the files as te6t doc!&ents in the sa&e
folder; or in the 3escription field of the :ile 3escription data ite&.
5or f!rther e6a&ples and doc!&entation that &ay be added following prod!ct release; please
see the TRA"SBT 1* section of o!r website at www.t rl s o ftw a re .c o .! % . /Select P&/du;ts fro&
the top &en! and then select TRANSYT 13.0 The )/&e I#0/&m!ti/# b!tton lin%s to prod!ct
s!b:pages that &ay be of interest.
Figure 20-1 '$$itioal "e2site examples a$ a$*i#e
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 22)
,-+, E8!m31e 1 F A sm!11 #et(/&* (TRL1+T13)
:i gu re (48 ( represents an i&aginary s&all traffic networ%. The e6a&ple is designed to
de&onstrate several of the facilities in TRA"SBT 1*; while "@T s!ggesting Enor&al val!es for
any of the para&eters !sed. 96planation of certain aspects of the TRA"SBT &odel; data and
res!lts is &ade while the data file /containing res!lts0 is s!pplied with the software.
Figure 20-2 ' small et"or1 ),0516,13+
2%2%& *odes
A node is a signal:controlled intersection. There are ) signalled nodes; n!&bered in an
arbitrary &anner and one priority node.
"odes 1 and 11 operate on a single cycle and nodes 2 and 2 are do!ble cycled within the
co&&on cycle ti&e for the networ% of 92 seconds.
"ode 1 has three stages- /i0 north and so!th ar&s; /ii0 so!th ar& alone to provide an !nopposed
right:t!rn for so&e of the traffic on lin% 1*; /iii0 west ar&.
"ode 2 has two stages- /i0 east and west ar&s; /ii0 north
ar&.
"ode 2 is a signal:controlled pedestrian crossing and this has two stages- /i0 east ar& vehic!lar
traffic; /ii0 pedestrians.
"ode 11 has fo!r stages per cycle; with the east ar& receiving two greens per cycle- /i0 north
ar&; /ii0 east ar&; /iii0 so!th ar&; /iv0 east ar&.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 96a&ples <age 223
2%2%2 7ive-"a. control
The networ% contains one priority H!nction /"ode <10 operating witho!t signal control. There is
no need to !se a L<M prefi6; b!t doing so does help to F!ic%ly identify priority nodes within yo!r
networ%. The north ar& gives way to the controlling flow fro& the west ar&.
At node 1; right:t!rning traffic fro& the So!th /lin% 1*0 is given a green signal d!ring stage /ii0
b!t &!st also give way to opposing flow /lin% 120 fro& the "orth. I!ring stage /iii0 an
!nopposed right:t!rn for lin% 1* traffic is possible.
2%2%, >in$s
A lin% is a one:way traffic strea& between intersectionsD a separate lin% is !sed for each distinct
F!e!eing sit!ation of interest; as disc!ssed in section ). ) .
There are 19 lin%s. The lin%s are n!&bered for convenience so that the first digits correspond to
the node n!&ber which controls e6it flow fro& the lin% and the last digit corresponds to the
align&ent of the lin%; n!&bering in a cloc%wise direction fro& the $est.
Lin%s 10; 1; 21; and 22 are b!s:only lin%s. '!ses on lin% 1 share a co&&on Ebottlenec% /see
section ) ., .* 0 with the other traffic on lin% 2D this bottlenec% is !sed to provide the cyclic
flow profile of the controlling traffic flow at the priority H!nction where lin% * traffic &!st give
way.
'!ses on lin% 21 and 22 share a co&&on stopline with the other traffic on lin% 2* at node 2.
The F!e!es on shared lin%s inter&ingle and; for e6a&ple; b!ses on a b!s:only lin% &ay be
delayed by a F!e!e of other traffic which arrived earlier and is sharing the stopline.
'!ses on b!s lin% 21 stop for an average of 2) seconds /&tationary #ime0 at a b!s stopD b!ses
on lin%s 1 and 22 do not stop at b!s stops in this networ% and are ass!&ed to be following a
different ro!te fro& the b!ses represented on lin% 21.
Lin%s <21 and <22 represent pedestrians !sing the crossing at node 2. As there are
pedestrians crossing in both directions this representation; !sing tw o lin%s; is the Etechnically
correct one; however if yo! do not plan to &odel the effects of pedestrian &ove&ents within
yo!r &odel and only wish to v is ! a li s e the e6istence of the crossing; a single lin% wo!ld s!ffice.
Also note that altho!gh the pedestrian lin%s are placed straddling the conflicting lin% on the
diagra& /as &ost !sers will tend to do0 it wo!ld be &ore correct to place the& either side of the
lin% to represent the tr!e location of pedestrians waiting to cross the road.
2%2%/ Dueue >imits
A F!e!e li&it /<ueue Limit /length and ?=cess <ueue .enalty0 is applied to lin% 1* in an
endeavo!r to restrain the F!e!e fro& e6ceeding the 10 <C+ storage capacity of the lane
concerned. To enhance the li%elihood that the opti&isation process will be able to cope with
this additional restraint; nodes 1 and 11 at either end of lin% * are incl!ded twice in the
opti&isation seF!ence /listed on the %ode %umber List for 5ill8climb; card type 20; once
individ!ally and again as part of a node gro!p; as reco&&ended in section 1 .! .
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 227
2%2%' )verage flo"s
The inflows to each lin% and the total flows are shown on the lin% diagra& in !nits of
<C+Cho!r.
The s!& of the inflows need not e6actly eF!al the total flowD adH!st&ents are
&ade to entry flows; if necessary; as described in section ).,. ) . Lin% 21 receives
a flow; ass!&ed to be at a !nifor& rate; of 2)0 <C+Cho!r fro& a car par%. This
flow fro& the car par% co!ld be &odelled as a give:way lin% at a priority H!nction if
tho!ght necessary for realis&.
2%2%3 Saturation flo"s
The sat!ration flows for each stopline are shown in :i gu re (48( ; in !nits of <C+Cho!r of
green. Sat!ration flows wo!ld nor&ally be &eas!red on:site or esti&ated fro& local
%nowledge of stopline width; gradient or other site factors. =f they are to be esti&ated; the
&aturation :low Calculator can be !sed.
The sat!ration flow on lin% 12 is affected by the presence of a flared approach. Iepending on
the length of the green; the flare has a potential additional sat!ration flow of 1700 <C+Cho!r; b!t
this can be s!stained to discharge only a li&ited n!&ber of vehicles F!e!eing in the flare
/defined by :lare 6?ffective &torage0. The res!ltant co&bined sat!ration flow for &ain:lane:
pl!s:flare; averaged over the whole green; is given in the o!tp!t listingD it will be noted that this
average is li%ely to change with changes to the signal settings; d!e to different green ti&es.
The pedestrian sat!ration flow is ass!&ed to be 4000 personsCho!r of
green.
2%2%C >in$ lengt# and speeds
Lin% lengths are shown in the data editor at #$"%&'# %etwork6Link n; in this case; shown in the
chosen !nits of &etres. The lengths specified on e6ternal lin%s are arbitrary.
Average cr!ise speeds are set &ainly in the range *0:*7 %&Ch as seen in Link
n6&ources6&ource n; with so&e variations for longer; higher:speed lin%s and lesser speeds on
b!s:only lin%s or lin%s with t!rning traffic or par%ed vehicles.
2%2%8 Aela. and stop valuation
Specific lin% weightings /on stops and delay0 are !sed on certain lin%s /see Link n6Modelling0D
<C+ delay and stops weightings on b!s lin%s are set to 100W /i.e. ten ti&es higher than
nor&al0D this corresponds to a factor of 20 per b!s; since each b!s is represented by 2 <C+s.
@n the pedestrian lin%s /Lin%s 21 and 2*0 delay and stops weightings are set to 70W as no
vehicle costs are involved and a s&aller proportion of pedestrians than vehicle occ!pants are
ass!&ed to be wor%ing- pedestrian stops will; in any case; be given a low val!ation as this
depends on the cr!ise speed given to Etraffic !sing the lin%; as e6plained in section - .) .
2%2%! 0.cle selection
The infor&ation to aid cycle selection fro& the Cycle #ime Optimiser shows that a cycle ti&e in
e6cess of 92 seconds is needed to prevent any node being &ore than 90 per cent sat!rated.
R!nning CB@< provides &!ltiple:cycling reco&&endations over the co&plete range of cycle
ti&es.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling 96a&ples <age 222
"ote how the CB@< graph gives different &!ltiple:cycling s!ggestions for each cycle ti&e. The
res!lts s!ggest that r!nning a cycle ti&e of 104 seconds with the nodes 1 and 2 do!ble:cycled
and node 2 triple:cycled &ight prod!ce a &arginally better <.=. The hypothetical i&prove&ent
is probably too s&all to be worth considering.
All plots on the graphs !se f!ll r!ns of TRA"SBT to calc!late the <erfor&ance =ndices val!es; so
the val!es yo! see are the sa&e as yo! wo!ld get if yo! i&ple&ented any of the partic!lar cycle
ti&es plotted; or any of the &!ltiple:cycling reco&&endations. The &!ltiple:cycling
reco&&endations the&selves are however only e s ti&at e s of what the best &!ltiple:cycling
selections &ight be; as CB@< itself involves so&e appro6i&ations as the effects of co:ordination
are not considered in their calc!lation.
2%2%& Bptimisation
A standard seF!ence of change incre&ents is !sed to opti&ise offsets and green d!rations as
specified in the %etwork Options6&ignals Options. The L+se 9nhanced @pti&isationM option and
the Optimisation Level L96tended J @ffsets and (reen SplitsM co!ld be !sed to see% a f!rther
i&prove&ent in the final <.=. These options increase the ti&e that TRA"SBT needs to r!n; b!t
for a s&all networ% !sing the <I# &odel; the e6tra ti&e needed wo!ld be s&all.
2%2%&& Final settings
Res!lts with the Loffset and green ti&esM opti&ised settings show overall red!ctions in delay of
abo!t 20 per cent and in stops of 9 per cent; co&pared with initial /!ncoordinated; !n:
opti&ised0 setting res!lts.
The eF!ivalent red!ction in delay for b!ses is 12 per cent than%s to the large weighting factors
on b!s delays. The red!ction for b!ses is d!e to the changes to the distrib!tion of green
ti&e between the stages at node 1D this is bro!ght abo!t despite the opti&iser also
endeavo!ring to red!ce the e6cess F!e!e on lin% 1* which has a li&it:F!e!e reF!ire&ent. =t
can be seen therefore; that; in this e6a&ple; the !se of weighting factors or e6cess F!e!e
penalties has been satisfactory despite the conflicting obHectives; b!t this will not always be the
case : Res!lts involving the !se of weightings and penalties sho!ld always be st!died caref!lly.
=n this partic!lar e6a&ple ; it is of li&ited val!e to consider i&prove&ents between the initial
and final settings since the initial offsets are arbitrarily set to Kero at all nodes /by !sing initial
offsets thro!gho!t0. S!ch co&parisons can; however; be &ost infor&ative if so&e e6isting signal
settings /s!ch as those previo!sly calc!lated by another &ethod0 are !sed for initial settings.
=n this e6a&ple three !ser:defined ro!tes /s!b:sets of lin%s0 have been defined. Res!lts are
shown for these below the LTRA"SBT 12 TablesM res!lts for the networ% as whole.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 224
2%2%&2 7rap# plots
A n!&ber of graph plots of cyclic flow patterns /as described in section ) ., . 0 are defined
to appear in the report. The graphs are laid o!t so that progressions can be followed on
adHacent diagra&s.
To aid interpretation; so&e of the C5< graphs are shown here annotated to ill!strate so&e of the
&any characteristics which the graphs display.
#he peak outflow from the give8way is during a low8flow
period on the main controlling links and (.
%ote how the saturation flow is shared with the buses on
links ( and ((; hence why the flow rate during the first part
of each green is not at the full )*44 saturation flow rate; i.e.
the usual flat O2#8profile Dplateau= is not present.
#he yellow annotation highlights spare capacity during green
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 229
,1 )/de11i#$ Si$#!1ised R/u#d!b/uts
,1+1 Ab/ut t'is ;'!3te&
This application g!ide incorporates all of the advice previo!sly given in RR22) /Lines
and Crabtree; 19900 and f!rther !pdated in A()4 /'inning et al; 200*0. =n A( )4 it
was !pdated to reflect the changes that had ta%en place in &odern H!nction design
and in the TRA"SBT progra&. =n this Application (!ide; the advice and g!idance has
been !pdated to ta%e acco!nt of the way TRA"SBT 1* wor%s.
This chapter disc!sses in detail the factors to be considered in &odelling signalised
ro!ndabo!ts !sing TRA"SBT. These factors incl!de the lin% str!ct!re; esti&ation of
sat!ration flows; and the !se of lin% weighting and F!e!e penalties to avoid bloc%ing
bac% and Eloc%ing !p of the ro!ndabo!t. Two e6a&ples are !sed to ill!strate the
techniF!es described.
A f!rther e6a&ple !sing the new Cell Trans&ission #odel /CT#0 has been incl!ded;
based on one of the other e6a&ples it de&onstrates the differences between the two
&odels.
,1+, I#t&/du;ti/#
At ro!ndabo!ts it is co&&on practice to signalise one or &ore entry ar&s in an effort
to red!ce delay and increase capacity. $hilst TRA"SBT &ay not always be s!itable
where ro!ndabo!ts have H!st one signal controlled entry; where ro!ndabo!ts reF!ire
signals on &ost or all entries; the TRA"SBT &ethod of opti&ising signal settings can
be !sed to predict the effect of installing signals and to find opti&!& signal ti&ings.
Signalling ro!ndabo!ts to prevent F!e!es bloc%ing the H!nction was first st!died in
1939 /$ebster 19700; and the techniF!e has been selectively applied over a range of
circ!&stances. Several a!thors have shown that the perfor&ance of three ar&
ro!ndabo!ts co!ld be i&proved by traffic signals /Iavies 1940; 5lanagan 194*0.
@ther a!thors have st!died H!nctions in London /!ddart 194*; $right 194)0 and
Sheffield /'!ll 194*0 with s!ccess. The Sheffield st!dy !sed TRA"SBT to provide
initial signal ti&ings for a si6 ar& H!nction. #ore recently; allworth /19920 e6a&ined
the factors that affect the capacity of signalised ro!ndabo!ts !sing an e6a&ple fro&
'radford /a three:ar& ro!ndabo!t0 and another fro& 'ristol /a fo!r ar& ro!ndabo!t0.
5ollowing on fro& allworths article; Oones /19920 e6a&ined the techniF!es !sed in
the design of signalised ro!ndabo!ts and strategies for their control.
Ro!ndabo!ts where &ost or all the entries are signal controlled will nor&ally benefit
fro& coordination of the traffic signals. TRA"SBT can be !sed to opti&ise the signal
ti&ings in s!ch cases. owever; ro!ndabo!ts do need to be considered caref!lly as
there will often be short internal circ!lating lin%s that &ay be prone to filling !p and
bloc%ing bac%; and in general it will be i&portant not to let too &!ch traffic enter the
circ!lating section if loc%ing !p is to be avoided. 'y !sing vario!s facilities available in
TRA"SBT s!ch as lin% weighting; the shared lin% facility; and F!e!e penalties; the
progra& can be !sed to &odel traffic behavio!r on the ro!ndabo!t; control F!e!e
lengths; and find signal ti&ings s!ch that F!e!es do not for& to bloc% !pstrea&
H!nctions.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 240
"ote that &any signal controlled ro!ndabo!t operate !sing #@?A or SC@@T. =ndeed
the ighways Agency have iss!ed a directive that #@?A shall be !sed on all tr!n%
road installations /see TI*3C20070. owever; in &any cases it is i&portant to
!nderstand the way a ro!ndabo!t operates before installing #@?A as SC@@T as it
helps with co&&issioning and validation of these syste&s; and sho!ld lead to a better
sol!tion.
,1+3 T'e TRANSYT 3&/$&!m
Several feat!res of the progra& are of special significance when !sing TRA"SBT to
&odel a signalised ro!ndabo!t. These are- lin% weighting; the shared lin% facility; the
flared lin% facility; and F!e!e penalties. Iescriptions of these feat!res are given in
other sections of this !ser g!ide and are also disc!ssed below. Another feat!re which
&ay be significant is the give:way &odel which can be !sed if there are any
!nsignalled entries to the ro!ndabo!t.
@ne disadvantage of the <latoon Iispersion #odel /<I#0 in TRA"SBT is that arriving
vehicles are ass!&ed to have an !n:interr!pted passage to the stop line; regardless
of any F!e!e on the lin%. TRA"SBT effectively F!e!es vehicles in a vertical heap on
the stop line; and this si&plification of the &odel has i&plications in sit!ations where
lin%s are short and flows are high : as can occ!r at signalised ro!ndabo!ts. This
effect is disc!ssed in &ore detail in section ( .,. * . The new Cell Trans&ission #odel
/CT#0 overco&es this li&itation and sho!ld prove ideal for &odelling signalised
ro!ndabo!ts. CT# and its !ses are disc!ssed elsewhere in this &an!al /see section
+ .( 0.
,1+5 )/de11i#$ ! &/u#d!b/ut
The principles involved in &odelling a ro!ndabo!t are disc!ssed below and ill!strated
by !sing a si&ple; hypothetical; fo!r:ar& ro!ndabo!t shown in 5ig!re 11:1. 5!rther
e6a&ples based on real:life sites are described in section ( .* and section ( .+ .
The !nits !sed thro!gho!t the report are passenger car !nits /<C+0.
@ther !nits &ay be s!bstit!ted /vehicles for e6a&ple0 with the
F!alification that flow and sat!ration flow sho!ld be in the sa&e !nits
for a given lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 241
Figure 21-1 Site $iagram o% a %our-arm rou$a2out
2&%/%& 0.cle time
=n networ%s which contain so&e short lin%s /s!ch as ro!ndabo!ts0; severe proble&s
can arise if traffic F!e!es fill these lin%s and bloc% !pstrea& nodes. =f this bloc%ing
contin!es for any significant ti&e; the capacity of the networ% will fall dra&atically
and traffic F!e!es can bloc% bac% and Eloc% !p aro!nd a ro!ndabo!t. @ne of the &ost
i&portant &ethods of %eeping F!e!es short is to %eep the length of the red ti&e
short. Achieving this is helped by having a short cycle ti&e.
TRA"SBT has a cycle ti&e opti&iser /CB@<0 that predicts the sat!ration of each node
over a range of cycle ti&es. This can be !sed to help select the lowest possible cycle
ti&e at which the ro!ndabo!t can operate satisfactorily.
2&%/%2 >in$ structure
A lin% in TRA"SBT is !sed to represent &ore than one lane when the traffic in the
lanes behaves in a si&ilar way and for&s eF!al length F!e!es. =n &any cases;
however; traffic will not for& eF!al F!e!es beca!se a partic!lar lane &ay be !sed for
a specific &ove&ent only. 5or e6a&ple; on a two lane approach; virt!ally all vehicles
wishing to t!rn left at or before the ne6t signal &ay !se the nearside lane on the
approach. This &ay occ!r even tho!gh the nearside lane has longer F!e!es than the
offside lane. 'y !sing the nearside lane vehicles avoid having to Ep!sh in fro& the
offside lane. =n this sit!ation two separate lin%s will have to be !sed and the
proportion of traffic in each &!st be &eas!red or esti&ated separately.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 242
+neF!al !se of lanes often occ!rs when lane &ar%ings direct vehicles &a%ing a left
t!rn into the nearside lane; and other traffic onto the offside lane; as shown in :i gu re
(8 /node 20. =n this case; only one lane has been &ar%ed with a left t!rn arrow
beca!se f!rther downstrea& left t!rning traffic has only one e6it lane. This &eans
that it is !nli%ely that any left t!rning traffic wo!ld be in the centre lane; so !neF!al
length F!e!es co!ld for& and two separate lin%s are reF!ired.
At nodes 1 and * the centre circ!lating lanes have been &ar%ed for both straight
ahead and left t!rn traffic. This sho!ld be acceptable beca!se the left t!rning traffic
e6its down a two lane road. As the centre lane is therefore li%ely to contain both left
t!rn and straight ahead traffic; it is probable that the F!e!es on all lanes will for& at
the sa&e rate. G!e!es at the circ!lating lin% stop line sho!ld therefore for& eF!ally
for all lanes and one lin% can be !sed.
This ass!&ption is only valid; however; when the arriving flow is reasonably balanced
between the t!rning and the straight ahead &ove&ents. =f; for e6a&ple; d!ring any
part of the cycle &ore than 72W of the flow arriving at the stop line wished to t!rn
left; then the F!e!e in the left and centre lanes wo!ld be longer than that in the
o!tside /straight ahead only0 lane. 9F!ally if in another part of the cycle less than
*0W of the arriving traffic was t!rning left; then the F!e!e in the left lane wo!ld be
s&aller than the F!e!e in the centre and o!tside lanes. =n this sit!ation it wo!ld be
necessary to !se one lin% for each lane.
The lin% diagra& in :i g u re (8 ( shows one &ain circ!lating lin% for node 1 /lin% 110;
and two &ain circ!lating lin%s for node 2 /lin%s 21 and 230 where left t!rn traffic !ses
the nearside lane e6cl!sively. The lin% str!ct!re for node * is si&ilar to node 1; and
the lin% str!ct!re for node ) is si&ilar to node 2. 5or nodes 2 and ); where there are
two &ain lin%s for the circ!lating traffic; one &ain lin% is !sed to &odel traffic
contin!ing ro!nd the ro!ndabo!t and thro!gh to the ne6t downstrea& H!nction /e.g.
lin% 210; and a second &ain lin% &odels traffic that t!rns left; leaving the ro!ndabo!t
prior to the downstrea& H!nction /e.g. lin% 230. ?ehicles on these second lin%s have a
Efree left t!rn before they reach the s!bseF!ent node /e.g. node * for lin% 230; and
are not considered again by TRA"SBT.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 24*
'igure 84+8 ink diagram for a four+arm rounda!out
=t is also necessary to represent traffic on an entry ar& by &ore than one lin% where
one lane is e6cl!sively !sed for traffic &a%ing a specific &ove&ent. 5or e6a&ple the
two lane entry at node 2 is split into two lin%s; the nearside lane is &odelled !sing lin%
29 for traffic &a%ing a i&&ediate left t!rn before node *; and the offside lane is
&odelled by lin% 20 for other traffic.
Iriver behavio!r can be infl!enced by lane &ar%ings; and how the lanes are &ar%ed
can &a%e a significant difference to the capacity of a H!nction in &any circ!&stances.
(enerally it is better to enco!rage eF!al !se of all lanes by !sing; for e6a&ple;
co&bined straight ahead and left t!rn /or right t!rn0 arrows wherever possible. This
tends to &a6i&ise capacity by ens!ring that lanes do not e&pty d!ring the green
while neighbo!ring lanes still have F!e!es.
The !se of &ar%ings; however; cannot be g!aranteed to ens!re f!ll !se of all
circ!lating lanes; especially if flow on one of the entries is predo&inately for a
partic!lar destination. 9ach case &!st be considered on its &erits. Care &!st also be
ta%en that &ar%ings appropriate for one period of the day with a certain origin:
destination pattern are also appropriate for the rest of the day. This is partic!larly
tr!e of spiral &ar%ings on &!lti:lane ro!ndabo!ts where traffic flows are tidal.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 24)
2&%/%, Flared )pproac#es
5lare approaches are co&&on on ro!ndabo!t entries where e6tra short lanes are
often added prior to the stop line. =n these sit!ations the sat!ration flow in reality will
start at a high level /say three:lane flow0 and then drop as the flare is e&ptied /to
two:lane flow0. =n this way flares i&prove capacity and can achieve this at shorter
cycle ti&es. TRA"SBT &odels this Estepped sat!ration flow which is described in
sections - .! and section - .+ .
2&%/%/ Saturation flo"s
At nor&al signalised H!nctions s!ch as cross roads; sat!ration flows can be esti&ated
!sing for&!lae in TRRL report RR72 /,i&ber 19470. There has been &!ch disc!ssion
abo!t whether these for&!lae give reasonable or opti&istic esti&ates for ro!ndabo!ts
/see Traffic Software "ews; =ss!e **; #arch 2003 /Crabtree; 200300. =n general; it
sho!ld not be a!to&atically ass!&ed that these for&!lae give opti&istic esti&ates.
=n fact; in so&e circ!&stances it is li%ely that RR72 for&!lae are pessimistic abo!t
sat!ration flows; even on circ!lating lin%s. The real proble& is that there are &any
feat!res and effects that &a%e any prescriptive &ethod of esti&ating sat!ration flows
less than ideal. 5or e6a&ple; flared approaches; stop lines with &ore than * lanes;
obliF!e stop lines or c!rved approaches can affect sat!ration flow; and possibly &a%e
the !se of RR72 for&!lae less appropriate.
(.,.,. ?ntry arms
9ntries to ro!ndabo!ts can have a n!&ber of stop line feat!res that are less
co&&only fo!nd at other types of signalled H!nctions. <erhaps the &ost obvio!s is
flared approaches. @ther feat!res that can affect sat!ration flow incl!de obliF!e stop
lines; bends i&&ediately prior to the stop line and gradients; especially on &otorway
off:ra&ps. S!ch feat!res &ay tend to red!ce the sat!ration flow and d!e acco!nt
sho!ld be ta%en of the&; altho!gh; in general; entry:ar& sat!ration flow is not !nd!ly
affected by these feat!res. $here possible; it is advisable to &eas!re sat!ration
flows; possibly on neighbo!ring or other si&ilar ro!ndabo!ts if wor%ing on a proposal.
Sat!ration flow can decrease with increasing green ti&e as the effect of slow:starting
vehicles /e.g. (?s0 beco&es greater; especially on gradients. Another proble& is
the signal co:ordination itself. Sat!ration flow can also be red!ced when vehicles
entering a short section of circ!lating carriageway can see that they will have to stop
/for a red la&p or the bac% of a F!e!e; or both0. S!ch effects have to be considered
of co!rse. =deally; coordination sho!ld be arranged s!ch that vehicles do not
discharge into the bac% of a F!e!e. This ai& can be aided by avoiding the signalling
of all the nodes; especially if it is possible to signal three nodes; as this leads to easier
coordination.
So&ething else that &!st be re&e&bered is that; !nli%e &ore Enor&al signal
networ%s; is i&portant not to underesti&ate sat!ration flows for entry lin%s. To
!nderesti&ate the a&o!nt of traffic entering a ro!ndabo!t will; in effect; overesti&ate
the capacity of the whole ro!ndabo!t : less traffic will enter the circ!lating lin%s in the
&odel; &a%ing the& loo% li%e they will cope with the traffic; whereas in reality; they
&ay be overloaded.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 243
(.,.,.( Circulating arms
Ieciding on the sat!ration flow to !se for circ!lating lin%s in TRA"SBT can be &ore of
a proble& than for entries. The factors that can affect sat!ration flow are as follows-
(a0 The need to change lanes in the ne6t section &ay &a%e drivers &ore
ca!tio!s /or perhaps &ore aggressive occasionally0 in trying to fit into the
adHacent laneD
/b0 Road c!rvat!reD
/c0 Short ne6t section with signals red andCor F!e!e preventing Enor&al
acceleration.
=te& /c0 above &ay reF!ire a great deal of tho!ght if acc!rate &odelling is to be
achieved. @n &ost signalised ro!ndabo!ts there are at least so&e short circ!lating
sections of carriageway with several lanes. =deally; a single TRA"SBT lin% sho!ld be
!sed to represent &ore than one lane only if the F!e!e lengths are si&ilar in each
lane thro!gho!t the cycle. $here lane !sage /and; therefore; F!e!eing behavio!r0 is
%nown or can be predicted /thro!gh the !se of destination &ar%ings for e6a&ple0 one
lin% sho!ld be !sed to represent one lane. =n these circ!&stances the for&!lae in
RR72 &ay be applicable /once d!e acco!nt has been ta%en of the factors /a0 to /c0
above0.
@ften; not all these lanes are f!lly !tilised and where %nowledge of lane !sage for a
section of road is inadeF!ate; it &ay not be feasible to !se &ore than one TRA"SBT
lin% to represent &ore than one lane. owever; where it is necessary to represent
&ore than one lane on one lin%; the effects of !neven F!e!eing &ay be co&pensated
for by red!cing the sat!ration flow in TRA"SBT. The a&o!nt by which to red!ce the
sat!ration flow will depend on the e6tent to which F!e!eing is !neven; b!t it is li%ely
to be in the order of a few h!ndred <C+Cho!r per lane. =f there is do!bt abo!t the
e6tent of the !nevenness of F!e!eing; it will be necessary to err on the low side for
circ!lating lin%s; otherwise the capacity of the ro!ndabo!t &ay be over:esti&ated.
The initial esti&ate can be refined following observation of the H!nction with a set of
TRA"SBT ti&ings.
=n sit!ations where coordination between !pstrea& and downstrea& circ!lating
sections is ass!red; it &ight be i&portant to specify a high sat!ration flow to avoid
any sp!rio!s F!e!ing d!ring the green period.
(.,.,.) Measuring saturation flows
The correct way to &eas!re sat!ration flows at signalised ro!ndabo!ts is to &eas!re
the lane or lanes represented by one TRA"SBT lin% /and in this conte6t the &aster
and &inor lin%s for&ing a shared lin% are one lin%0. $here a lin% represents &ore
than one lane; the sat!ration flow sho!ld be &eas!red !ntil the traffic has ceased to
flow at f!ll sat!ration in ALL the lanes. The res!lting sat!ration flow val!e will then
co&pensate for !neven F!e!eing as e6plained in section ( .,.,. ( .
=t can be diffic!lt to &eas!re sat!ration flow; especially on the circ!lating lin%s; since;
if co:ordination is effective; F!e!es are often very short. =t &ight be that the only
way to &eas!re sat!ration flows in cases li%e this is to change co:ordination so that a
longer F!e!e for&s.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 247
2&%/%' S#ared lin$s
The !se of shared lin%s can i&prove the &odelling of the H!nction significantly;
especially if originCdestination flows are available. #ore acc!racy is obtained as &ore
infor&ation is added to the TRA"SBT &odel /providing the infor&ation is good0. See
section - .* for a detailed description of shared lin%s.
TRA"SBT &odels traffic flows in a series of ti&e intervals or Esteps; and the n!&ber
of steps per cycle is chosen by the !ser; b!t wo!ld nor&ally be 1 secondCstep. $hen
&odelling a discharging F!e!e; TRA"SBT calc!lates the proportion of flow that
contin!es into each downstrea& lin% fro& its %nowledge of the total flow on the
discharging lin% and the total flow reF!ired to enter the downstrea& lin%. 5or
e6a&ple; if 23W of the !pstrea& lin% flow contin!es into the downstrea& lin% /with
23W t!rning off0; then for every step in the cycle; three F!arters of the discharging
flow is ta%en as the entry flow into the downstrea& lin%. This is repeated for every
step in the cycle. The re&aining flow is ass!&ed to have t!rned o!t of the networ%
and is not considered f!rther.
=n &any cases this si&plified &odel is not acc!rate; as in reality there will be
predo&inant &ove&ents across the ro!ndabo!t. $hile on average one vehicle in fo!r
will e6it; it is probable that these t!rning vehicles will not be evenly distrib!ted
thro!gho!t the cycle. =t is not !nco&&on that for &ost of the cycle there is little
traffic t!rning o!t at a given node; b!t then; for a short ti&e; a platoon arrives of
which the &aHority e6it.
:i gu re (8 ; :i gur e ( 8 ( and :i gu re (8 ) ill!strate this for a si&ple fo!r:
ar& ro!ndabo!t. Consider the flows arriving at the stop line >::> at node 2.
So&e vehicles will have co&e fro& the entry at node ); heading for node * /f
)*
0;
and will e6it before the stop line B::B at node *. The re&aining vehicles arriving at
>::> will have entered at node 1 /f
1*
and f
1)
0 and a proportion of this /f
1*
0 will also
e6it before stop line B::B at node *. The vehicles fro& nodes ) and 1 enter the
circ!lating carriageway between nodes 1 and 2 at different ti&es in the cycle and
so will for& two distinct platoons at the stop line >::>. The platoons are ill!strated in
: igu re (8 ) /a0. @f the two platoons only the proportion which entered at node 1
and contin!ing to node ) /f
1)
0 will contin!e to stop line B::B. This traffic alone sho!ld
flow into the downstrea& lin% *2.
5ort!nately it is possible to &odel two entry flows separately !sing the shared lin%
facility in TRA"SBT. =f vehicles that are t!rning o!t of the ro!ndabo!t before the ne6t
node /f
)*
0 are &odelled as a &inor shared lin%; then the fi6ed proportional red!ction
for circ!lating traffic can be applied to the newly entered traffic only /f
1*
and f
1)
0. This
will give significantly i&proved &odelling co&pared to ta%ing a /s&aller0 fi6ed
proportion of the total traffic on a single lin% between nodes 1 and 2.
This is f!rther ill!strated in :i gu re (8) . The two platoons arriving at stop line >::>
are shown in graph /a0; and their depart!re in graph /b0. (raph /c0 shows the flow
along lin%s *1 /circ!lating flow0 and *2 /entry flow0; and it can be seen that flows f
1*
and f
)*
have t!rned o!t of the ro!ndabo!t. (raph /d0 shows what wo!ld happen if
only one lin% was !sed to &odel all the flow between nodes 1 and 2 /f
1*
. f
1)
. f
)*
0 :
TRA"SBT si&ply red!ces the flow leaving stop line >::> by the proportion which is
t!rning o!t of the ro!ndabo!t. ence arrivals downstrea& wo!ld be earlier in the
cycle than in real life. This can have a significant detri&ental effect on the co:
ordination of the final signal ti&ings; and wherever possible the shared lin% &odel
described above sho!ld be !sed. The shared lin% &odel does reF!ire co&plete
originCdestination flow data.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 242
+se of the shared lin% facility is reF!ired to separate circ!lating traffic s!ch that; on
each section of circ!lating carriageway; either-
/a0 traffic fro& each entry is represented by a different lin%D or
/b0 traffic to each e6it is represented by a different lin%.
The option /a0 is described above : the eF!ally acceptable alternative /b0 is ill!strated
in 96a&ple 2; section ( .* .
Figure 21-3 7se o% s!are$ li1s to mo$el %lo"s
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 244
5or ro!ndabo!ts with five or &ore entries /or fo!r entry ro!ndabo!ts with significant
+:t!rning traffic0 f!rther inacc!racies of the nat!re described in paragraphs 1 and 2 of
this section &ay be introd!ced. This is beca!se each circ!lating section &ay cater for
traffic fro& three different origins; /i.e. traffic having H!st entered pl!s circ!lating
traffic fro& two f!rther !pstrea& entries0. Iepending on the nat!re of @I
&ove&ents; bearing in &ind paragraphs 2 and * of this section; it &ay be beneficial
to &odel all three Estrea&s separately.
2&%/%3 4loc$ing bac$
As already disc!ssed; it is i&portant that F!e!es on circ!lating lin%s do not e6tend
bac% and bloc% the !pstrea& H!nction. =f this sho!ld occ!r the capacity of the syste&
can fall and F!e!es b!ild !p very F!ic%ly. $hile a set of signal ti&ings can be fo!nd
that prevent this occ!rring !nder Enor&al or average conditions; it is necessary to
consider the effect a s!dden large increase in arrival flow wo!ld have on the syste&.
The !se of a short cycle ti&e is i&portant; as described in section ( ., . . The !se of
the li&it:F!e!e facility; and the effect of increased de&and are disc!ssed below.
(.,.*. Limit 7ueues
@ne &ethod of disco!raging the for&ation of F!e!es on circ!lating lin%s is to !se the
Eli&it F!e!e facility on card type *4. The !ser &!st specify a &a6i&!& F!e!e
length; and a penalty factor to be applied as soon as the li&it F!e!e is e6ceeded.
The penalty is added as soon as the bac%:of:F!e!e &odelled by TRA"SBT e6ceeds the
&a6i&!& n!&ber of <C+ /or vehicles0 defined in card type *4. The n!&ber of <C+
specified in the li&it F!e!e will nor&ally be based on an esti&ate of the allowable
F!e!e length for each lin%; ass!&ing 3.23 &etresC<C+ per lane /or abo!t 7
&etresCvehicle0.
The &a6i&!& bac%:of:F!e!e /%nown as the #ean:#a6:G!e!e or ##G0 in TRA"SBT is
calc!lated for an Eaverage cycle d!ring the period !nder consideration. 'eca!se this
&a6i&!& bac%:of:F!e!e is for an average cycle; it is e6pected that in 30W of cycles
the &a6i&!& F!e!e in real life will e6ceed the val!e calc!lated by the TRA"SBT
&odel. =t is necessary; therefore; to &a%e an allowance for this by red!cing the
n!&ber of <C+ specified for the li&it F!e!e by a factor. A factor of 70 to 23 percent
of the esti&ated &a6i&!& allowable F!e!e length has been fo!nd s!itable; b!t a
lesser val!e &ay so&eti&es be needed; depending on the sit!ation. $here there is
li%ely to be a large variation in n!&bers of vehicles arriving in each cycle; a s&aller
percentage factor sho!ld be chosen /nearer 70W0D b!t if there is !nli%ely to be &!ch
variation in arrivals per cycle; a larger percentage can be !sed. =t is possible that on
circ!lating lin%s there is less opport!nity for arrivals to vary &!ch between cycles
co&pared with entry lin%s especially if the entry lin% is relatively highly sat!ratedD b!t
each sit!ation sho!ld be considered caref!lly.
$hen choosing penalty val!es it sho!ld be re&e&bered that the penalty is added to
the TRA"SBT <erfor&ance =nde6 only d!ring those parts of the cycle when the li&it
F!e!e is e6ceeded. This is li%ely to be a s&all proportion of the cycle; b!t even this
short ti&e can be critical when the lin% beco&es f!ll eno!gh to affect the entry rate
fro& !pstrea& lin%s. <enalty factors sho!ld therefore be F!ite large; and val!es in
the range *000 to 7000 penceC<C+:ho!r /see section 1 .,. 0 are often appropriate.
There &ay be occasions when; despite a high penalty; the li&it F!e!e on circ!lating
lin%s is still e6ceeded. This can occ!r beca!se in order to red!ce F!e!es on a given
lin%; TRA"SBT &!st increase the green ti&e for the stage in which the circ!lating lin%
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 249
receives green. This can only be at the e6pense of entry lin%/s0 that r!n in the other
stage; and so&e of these entry lin%s &ay then be forced into oversat!ration. This
oversat!ration ca!ses the <erfor&ance =nde6 to increase considerably; and the
opti&iser will atte&pt to red!ce the oversat!ration to lower the <erfor&ance =nde6.
This in t!rn will ca!se the li&it F!e!e to be e6ceeded; and even a very high e6cess
F!e!e penalty &ay not %eep the F!e!e below the li&it in sit!ations where entry lin%s
r!nning in the other stage have high degrees of oversat!ration.
=n s!ch cases; a low delay weighting for oversat!rated entry lin%s which can !s!ally
acco&&odate a long F!e!e &ay help to force the critical circ!lating F!e!e below the
desired li&it; b!t the conseF!ences of having an oversat!rated lin% sho!ld be
caref!lly considered. Sparing !se of the facility is also advisable. +se li&it F!e!es
only where they are needed to &ini&ise !nwanted side effects.
"ote that with CT# there will be less need for setting li&it F!e!es as F!e!es that
bloc% bac% will be &ore nat!rally avoided. owever; %eeping F!e!es below a certain
level is not g!aranteed and li&it F!e!es &ight still be !sef!l for this.
(.,.*.( ?=cess 3emand
A sit!ation can occ!r when a large increase in de&and; /s!ch as depart!res fro& a
football &atch or si&ilar event0 &ay ca!se F!e!es to for& on the circ!lating lin%s
that bloc% !pstrea& H!nctions and ca!se the ro!ndabo!t to Eloc% !p. =f de&and is
s!ddenly increased; F!e!es are going to for& so&ewhere; b!t it is i&portant to
ens!re they for& on the approach ar&s and not on the circ!lating lin%s.
This can be achieved by &a%ing s!re all entry ar&s are r!nning at a high degree of
sat!ration /typically 43 to 93 percent0. This will ens!re that; even if de&ands do!ble;
flows on circ!lating lin%s cannot increase by &ore than abo!t 10W &ini&ising the
chances of bloc%ing bac% and Eloc%ing !p the ro!ndabo!t.
$hen &odelling a nor&al !rban networ%; TRA"SBT will calc!late the delay and
n!&ber of stops on each lin% in the networ%. =t then &!ltiplies these by the val!e of
delay and the cost of stops for each lin% to prod!ce an overall <erfor&ance =nde6 for
the opti&iser to &ini&ise. +nless specific action is ta%en to Eweight partic!lar lin%s;
this process treats all lin%s as being eF!ally i&portant and; for individ!al nodes; will
distrib!te spare green ti&e between lin%s.
As disc!ssed above; for ro!ndabo!ts it is !s!ally necessary to arrange entry lin%s to
have high degrees of sat!ration; giving any spare capacity to the circ!lating lin%s.
This can be achieved by re&oving the stop weighting for entry lin%s by entering 0D
and by entering a low delay weighting of abo!t 20 per cent so that only 1C3th of the
nor&al delay cost is added to the <=. This will help to ens!re that entry lin%s r!n at
between the desired 43 to 93 per cent sat!ration; leaving any spare capacity to the
circ!lating lin%s. AdH!st the val!es if necessary.
This low weighting factor &ay not be appropriate where the entry lin% is a &otorway
slip road; as it &ay be dangero!s to for& large F!e!es which co!ld bloc% bac% onto
the &otorway. =n this sit!ation a larger weighting factor &ay be !sed /a val!e of
70W has been !sed in e6a&ple 2; section ( .* 0; or perhaps no weighting factor at
all. This &eans that at these nodes; F!e!es are &ore li%ely to for& on the circ!lating
lin%s; which co!ld lead to bloc%ing bac%; altho!gh the F!e!es on the entry slip roads
sho!ld not be e6cessive. 5ort!nately; there is !s!ally &ore roo& to store on the
circ!lating lin%s; these being longer beca!se they span the distance between the on
and off:ra&p.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 290
@nce the signal ti&ings have been fo!nd !sing the s!ggested weighting factors and
F!e!e penalties etc; the networ% sho!ld be r!n with flows increased by abo!t 10:13W
with the ti&ings set to those fo!nd witho!t the flow increase; to chec% the networ%
will contin!e to operate in higher than average flow conditions. The res!lts sho!ld be
caref!lly chec%ed to ens!re F!e!e lengths re&ain short on circ!lating and other
critical lin%s; with degrees of sat!ration below 90W ideally; so that bloc%ing bac% to
!pstrea& nodes is !nli%ely to occ!r. To do this in TRA"SBT 1*; after co&pleting the
opti&isation r!ns; si&ply switch the opti&isation to Enone; re&ove the eF!isat
facility; and re r!n- this will r!n the file with the ti&ings fro& the last r!n. Chec% the
res!lts to see that oversat!ration is stored on the entries rather than circ!lating lin%s.
(.,.*.) /locked Links
$hen opti&ising the signal ti&ings and; in partic!lar; the node offsets; the <I# does
not ta%e into consideration whether any lin%s are bloc%ed or not. This &eans that
sit!ations can arise when TRA"SBT prod!ces signal ti&ings that wo!ld discharge
traffic fro& an !pstrea& lin% straight into a F!e!e on a short downstrea& lin%.
This happens beca!se the TRA"SBT &odel ass!&es that vehicles for& a vertical
F!e!e at the stop line; rather than a linear F!e!e bac% along a lin%. The &odel can
then release traffic into a bloc%ed lin% believing that by the ti&e the traffic reaches
the stop line; the /vertical0 F!e!e will have discharged. Th!s the &odel does not
correctly ta%e acco!nt of the green starting wave and the physical length of the
F!e!e.
$hen ti&ings are i&ple&ented it is possible that so&e lin%s can therefore be poorly
co:ordinated. =n s!ch sit!ations signal ti&ing offsets between adHacent signals &ay
have to be adH!sted &an!ally. The !se of low li&it:F!e!e val!es and high F!e!e
penalties will generally %eep F!e!es shorter and prevent this happening /see section
( .+.,.0.
$here two nodes are partic!larly closely spaced and the signal ti&ings need to be
fi6ed in relation to each other; it is possible to &odel both nodes as one H!nction /ie
as a single controller strea&0. The stage seF!ence; hence the offsets can then be
fi6ed; b!t the green ti&es can still be opti&ised relative to the rest of the ro!ndabo!t.
owever; for &ost signalised ro!ndabo!ts; the new CT# sho!ld ens!re that the signal
ti&ings &ini&ise proble&s with !ns!itable offsets.
,1+7 C'e;*i#$ ;/9/&di#!ti/#
@nce the final ti&ings have been derived; it is !s!ally worthwhile to obtain Cyclic 5low
<rofile /C5<0 graphs for every lin% /&aster and &inor where shared0. The graphical
o!tp!ts fro& TRA"SBT sho!ld be st!died caref!lly as they show a great deal abo!t
the way F!e!es for&; and the way the traffic will behave at the H!nction.
=ndivid!al platoons sho!ld be followed fro& entry lin%; ro!nd the ro!ndabo!t; to final
e6it to see where red signals are enco!ntered. (raphs are also !sef!l to chec% lin%s
which reF!ire special co:ordination.
=f !sing the CT# the graphical options are different. owever; st!dying the& sho!ld
reveal infor&ation abo!t F!e!ing and discharge patterns. Additional graphical
options; s!ch as the ani&ation of the cell occ!pancy and the ti&e:distance diagra&s
will also aid in the !nderstanding of how a ro!ndabo!t &ight f!nction in practise.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 291
TRA"SBT 1* offers a n!&ber of ani&ation options which can offer a better insight into
how the ro!ndabo!t is operating. To better !nderstand both how the ro!ndabo!ts
described below have been &odelled and to see the way they behave; it is worth
loading the data files s!pplied with TRA"SBT and e6peri&ent with the available
facilities.
,1+6 E8!m31e , F ! si$#!1ised m/t/&(!y &/u#d!b/ut
The e6a&ple ro!ndabo!t shown in :i g u re ( 8 , has been chosen as typical of a
&otorwayCtr!n% road site and to de&onstrate the feat!res described above. Lane
arrows have been shown b!t not destination or Espiral &ar%ingsD these wo!ld
nor&ally enco!rage the !se of all lanes as far as possible. The lin% diagra& is shown
in :i gu re (8! . This diagra& gives lin% lengths; vehicle speeds and sat!ration flows.
Sat!ration flows are set to arbitrary val!es as the ro!ndabo!t is a fictitio!s one. They
sho!ld not be ta%en as indicating s!ch val!es are reco&&ended of even appropriate.
?ehicle speeds have all been set to *0 %&Cho!r /again an arbitrary fig!re0.
The ro!ndabo!t has been &odelled !sing both <I# and CT#.
2&%3%& 9odelling t#e Eunction
(.*.. Link structure
As disc!ssed in section ( .,.( ; entries at nodes 2; *; 3 and 7 have two or three lanes
and the lane arrow &ar%ings wo!ld enco!rage the for&ation of eF!al length F!e!esD
so a single lin% can be !sed for these approaches /lin%s 20; *0; 30 and 700. 5or the
entries fro& the &otorways /nodes 1 and )0; the nearside /left0 lanes are &ar%ed for
left t!rn only; therefore two lin%s are reF!ired on each of these approaches; the first
lin% to &odel traffic contin!ing to at least one &ore node /lin%s 10 and )00; and a
second lin% to &odel traffic that e6its i&&ediately at the ne6t downstrea& node /lin%s
19 and )90.
5or the CT#; the two flared approaches at nodes * and 3 have additional lin%s to
&odel the additional short lanes; one lin% for each lane at the stop line. This is the
reco&&ended &ethod for &odelling flared approaches with the CT# as it correctly
&odels lane !se /provided the flows are allocated correctly0.
The circ!lating lin%s are &ade !p of &aster and shared lin%s to %eep the entry and
circ!lating traffic separate. The approaches to nodes 1 and 3 incl!de dedicated left
t!rn lanes for e6iting traffic. 5or these two nodes the circ!lating sections are
&odelled with one standard lin% and another &aster:shared lin% pair. 5or all the
other nodes each circ!lating lane shares a co&&on &ove&ent with its adHacent lane.
This &eans that traffic wo!ld be e6pected to for& eF!al:length F!e!es across all
lanes; ass!&ing the balance of flows between the different &ove&ents is favo!rable.
5or these lanes; there is a &aster lin% and two shared lin%s. The shared lin%s are
!sed to &odel traffic that will contin!e past the ne6t:b!t:one node- one is !sed to
&odel traffic having H!st entered; and the other &odels circ!lating traffic. The &aster
lin% is !sed to &odel all traffic /entry and circ!lating0 that is e6iting at the ne6t:b!t:
one node /e.g. lin% 21 &odels traffic e6iting at node )0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 292
Figure 21-4 Site $iagram o% a sigalise$ motor"a( rou$a2out
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 29*
Figure 21-5 )NetCo+ 5i1 $iagram %or a sigalise$ motor"a( rou$a2out
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 29)
(.*..( :lows
The @riginCIestination flow &atri6 is given in # a b le (8 . This shows the flow fro&
each entry to each e6it d!ring the period !nder consideration.
,a2le 21-1 Origi-$estiatio matrix %or sigalise$ rou$a2out
To "ode
5ro&
"ode
1 2 * ) 3 7 Total
1 : 223 **0 **0 110 33 1100
2 33 : 223 **0 **0 110 1100
* 110 33 : 223 **0 **0 1100
) *00 110 33 : 223 **0 1020
3 *)0 )30 370 70 : 290 1200
7 223 **0 **0 110 33 : 1100
Total 1040 1220 1330 1103 1100 1113
The 5low Allocation Tool in TRA"SBT 1*.1 has been !sed to help assign flows to lin%s.
$hen !sing the tool it is necessary to be caref!l that the flows allocated to lin%s are
realistic; and to adH!st the& if they are not.
(.*..) Weighting factors
=n order to give all the spare capacity to the circ!lating traffic; all entry lin%s have
been given Kero stop weighting and entry lin%s 20W delay weighting. This sho!ld
ens!re all these entry lin%s will have a degree of sat!ration between 40 to 93 percent.
The e6it lin%s have been e6cl!ded fro& the perfor&ance inde6 J they e6ist to allow
the @I table facility to be !sed; and to ill!strate the e6it ar&s only.
(.*.., Limit 7ueues and 7ueue penalties
$hen deciding val!es for li&it F!e!es on ro!ndabo!ts; the lin% sho!ld be st!died; and
the F!e!e length beyond which the free:left:t!rn wo!ld be bloc%ed sho!ld be
esti&ated. This will nor&ally be significantly less than the total stop line to stop line
lin% length. $hen shared lin%s e6ist; the F!e!e penalty is given to the &aHor shared
lin% and applies whenever the F!e!e on the &aHor A"I &inor lin%s ta%en together
e6ceeds the F!e!e li&it.
5or the <I# version of this networ%; there were no lin%s that had &ean F!e!es that
e6tended bac% !nacceptably; altho!gh lin% 33 is F!ite close to that /and has a higher
than ideal degree of sat!ration for a circ!lating lin%0.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 293
(.*..! Cycle time
To establish s!itable cycle ti&es; the CB@< facility sho!ld be !sed. This will co&plete
a f!ll r!n of the data over a range of cycle ti&es /defa!lt is *0 to 1*0 seconds in
incre&ents of 1 second0. A graph is plotted and the cycle ti&e that gives the lowest
perfor&ance inde6 identified. 'e aware tho!gh that a cycle ti&e that is too high &ay
lead to entry ar&s having too &!ch spare capacity. To alleviate this proble& it &ay
be necessary to try shorter cycle ti&es. =t is possible to !se the graph plotting facility
to plot degree of sat!ration against cycle ti&e for individ!al lin%s which &ight help
identify a s!itable cycle ti&e.
=t &ight also be necessary to consider alternative cycle ti&es in order to achieve
practical progression aro!nd the ro!ndabo!t. =t will be very diffic!lt to achieve ideal
progression for ro!ndabo!ts with fo!r or &ore ar&s for all approaches. owever; it is
i&portant to avoid &aHor &ove&ents being stopped on the circ!latory lin%s. +se the
graphs and the ani&ation facilities to e6a&ine platoon progression.
"ote that beca!se the CT# ta%es longer to r!n than <I#; and the graphing facilities
reF!ire &!ltiple r!ns of TRA"SBT; s!ch r!ns &ay be F!ite prolonged.
2&%3%2 T#e T()*S+T output
(.*.(. %ormal flows
96a&ple file G#$L( 8 motorway roundabout .3M.#)H gives the opti&ised TRA"SBT
o!tp!t. There are several points to notice.
a0 The cycle ti&e selected as best was 77 seconds.
b0 The non:&otorway entry lin%s /20 *0 30 700 have degrees of sat!ration
ranging fro& &id:eighties to high:nineties percent; which is satisfactorily high.
c0 5or the &otorway entries /lin%s 10C19 and )0C)90 the degrees of sat!ration
are 93W for lin% 10 and 41W for lin% )0. (iven the desire to avoid F!e!es
bloc%ing bac% onto the &otorway; the reserve capacity for these lin%s needs to
be caref!lly H!dged J too high and the F!e!e co!ld F!e!e bac% to the
&otorwayD too low and it &ight allow too &!ch traffic on to the ro!ndabo!t.
There is scope in this e6a&ple to &a%e the nearside lane cater for straight:on
as well as left t!rn &ove&ents on lin% 10 which wo!ld alleviate any
oversat!ration proble&s.
d0 The degree of sat!ration on circ!lating lin%s is generally below the desired
40W; e6cept for lin% 33. Lin%s that are &ore highly sat!rated than the ideal
wo!ld need to be chec%ed caref!lly by increasing the flows. "ode 3 appears to
be the critical node in the networ%.
e0 @verall the opti&ised o!tp!t shows that this signalised ro!ndabo!t is operating
within capacity on &ost lin%s and only slightly o!tside the desired li&its on a
few lin%s. Caref!l chec%ing of the &ore highly sat!rated lin%s will be reF!ired;
possibly d!ring on:site co&&issioning and validation.
(.*.(.( ?=cess demand flows
96a&ple file G#$L( 8 motorway roundabout .3M 4 percent flows.t)H gives the
TRA"SBT o!tp!t with the opti&ised signal ti&ings fro& G#$L( 8 motorway roundabout
.3M.#)H and flows increased by 10W. The ro!ndabo!t has s!rvived this test with no
obvio!s proble&s; e6cept for lin% 33 which is oversat!rated and has F!ite a long
F!e!e. #otorway entry lin% 10 is oversat!rated and a &ean F!e!e of )2 <C+ is
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 297
predicted for the one ho!r period. This i&plies a F!e!e at the end of the ho!r co!ld
be appro6i&ately 4) <C+ in two lanes /i.e. )2 per lane0. Iepending on how long the
slip road &ight be; this co!ld be longer than that and &ay need f!rther attention.
The other &otorway entry slip road; lin% )0; is not as oversat!rated.
Apart fro& lin% 33 the circ!lating lin%s do not have large F!e!es and there is little
danger of bloc%ing bac% to the !pstrea& nodes.
=ncreasing the flows globally for the whole si&!lation period is a severe test.
<roviding the F!e!es on circ!lating lin%s do not loo% to be serio!sly i&peding
!pstrea& nodes; the ro!ndabo!t sho!ld f!nction co&fortably within capacity &ost of
the ti&e.
2&%3%, 7rap#ical outputs
TRA"SBT generates &any types of graphical o!tp!t; e.g. ti&e:distance diagra&s;
F!e!e graphs; perfor&ance inde6 graphs; cyclic flow graphs; c!sto& graphs and
TRA"SBT res!lts displayed on the "etCon representation of the networ%. =n
e6plaining the TRA"SBT o!tp!t for this partic!lar e6a&ple; &ost of these have their
part to play.
(.*.). Cyclic :low .rofile @C:.A >raphs
The GoutputH section of the TRA"SBT Report shows the TRA"SBT cyclic flow graphs for
lin%s )0 )1 )2 )3 )9 and 33. These can be !sed to show when !pstrea& vehicles
arrive at the stop line on lin% 33. The signals controlling lin% 33 change to green H!st
after the entry traffic fro& lin% )0 has arrived. #!ch of the circ!lating traffic fro&
lin%s )2C)* passes thro!gh green; as does the traffic fro& lin% )1. So&e of the traffic
fro& lin%s )2C)* is stopped at the start of the red J not the ideal ti&e; b!t overall the
two &ain platoons do F!ite well fro& the ti&ings. The i&portant point; tho!gh; is
that the worst of the F!e!eing occ!rs close to the start of green. =t loo%s li%e this
sho!ld be satisfactory on:street; b!t wo!ld need close observation and &aybe so&e
&inor adH!st&ents for it to wor% well.
(.*.).( %etCon output
The following fig!res are generated !sing TRA"SBTs "etwor% Constr!ction 9ditor
/"etCon0. The following fig!res show a variety of views which can be !sed to
interpret the res!lts. As well as showing a faithf!l reprod!ction of the networ% in the
for& of a lin% and node diagra& vario!s inp!t data and o!tp!t res!lts can be
s!peri&posed onto it.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 292
Figure 21-6 Net"or1 Diagram s!o"ig Mea Max 8ueues
"etCon can provide a det!i1ed diagra& of the networ% J a lot of infor&ation for each
lin% and node is shown; s!ch as flow; degree of sat!ration; etc. : i gu re (8 * !ses
"etCon to show &ean &a6i&!& F!e!es /in orange0 as a proportion of the lin% length.
5or this e6a&ple it is clear that none of the lin%s s!ffer fro& lin% capacity proble&s.
=t sho!ld be re&e&bered; however; that the ##G val!e is an average and is
therefore e6ceeded half of the ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age 294
Figure 21-7 Net"or1 Diagram "it! Site Diagram 2a#1grou$
Another view /see :i g u re (8+ 0; with &ost res!lts options switched off; provides a
&ore si&plified view showing the networ% s!peri&posed over the site diagra&. The
ability to add a scaled; stretched and correctly orientated bac%gro!nd to "etCon is
ideal for s!peri&posing the TRA"SBT "etwor% on top of a pict!re of the networ%.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age 299
Figure 21-8 5i1s o gree9re$
:i gu re (8 - shows a Koo&ed in view /in "etwor% Iiagra& ?iew0 of node 1. The traffic
signal ani&ation is activated in order to see which lin%s are on green d!ring each
second of the cycle. The ani&ated yellow arrows help to indicate the &ove&ent of
traffic by showing effect green ti&es and the direction of traffic. 12 seconds into the
cycle; entry lin%s 10; 19 and circ!lating lin%s 21:2* are on green while the !pstrea&
set of circ!lating lin%s is on red. Stage 2 is c!rrently r!nning : shown as L/10-,M
within the "ode circle.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *00
Figure 21-& :alue Compariso ,ool
:i gu re (8 1 shows &ore:or:less the whole networ% with the val!e of Iegree of
Sat!ration shown for every lin% in the for& of varying shades of bl!e J the dar%er the
colo!r being the largest val!e and the lightest the s&allest. This de&onstrates how
"etCons ?al!e Co&parison Tool can be !sed to highlight where traffic intensities are
highest. "ote how &ost of the dar%est bl!es appear on the entry lin%s.
2&%3%/ 9otor"a. (oundabout e1ample using 0T9
The &otorway ro!ndabo!t e6a&ple described above has also been &odelled !sing the
CT# option. The opport!nity has been ta%en to &odel the flares e6plicitly; which the
CT# enables /flares cannot be &odelled in the sa&e way in the <I#0. This involves
!sing a bottlenec% lin% !pstrea& of the flare that feeds lin%s representing the lanes at
the stop line /see :i gur e (84 0. This is &ore acc!rate than !sing the flare feat!re
as it can &odel the effects of having separate &ove&ents at the stop line /and;
altho!gh not a feat!re here; can also &odel sit!ations where the lanes are
separately signalled0.
Apart fro& &odelling of the flares /"odes * and 30; the re&aining &odel str!ct!re is
as before. An i&portant point tho!gh is that the sat!ration flows on the e6it lin%s
&!st be high eno!gh to acco&&odate the highest flows that enter the lin%.
@therwise F!e!es will for& on the feeding lin%s which wo!ld not be present in reality.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age *01
Figure 21-10 C,M; Mo$ellig Flares usig 2ottlee#1s
At the entry on node * there are two lanes on the approach and a third short lane at
the stop line. This has been &odelled with one two:lane bottlenec% lin% /as indicated
by the two:lane sat!ration flow0 feeding three separate lin%s for the stop line. The
length of the short lin%s is cr!cial if the capacity and characteristics of the flare are to
be &odelled acc!rately. Theoretically the three lanes at the stop line co!ld be
replaced with a single lin% with a three:lane sat!ration flow since they share a
co&&on &ove&ent. owever the traffic &ove&ents s!ggest the three lanes wo!ld
not be !sed evenly beca!se the nearside lane is reserved for left:t!rners. This can be
deter&ined by setting !p the flare as shown; and seeing how flows are attrib!ted to
lanes after entering the @rigin:Iestination flow data. =n this case; the left t!rn has
less de&and than the other &ove&ents; so they are li%ely to !se the nearside lane
only in order to avoid Hoining a longer F!e!e in the &iddle lane. To attrib!te the flows
realistically; it is necessary to alter either the @I table or to change the flow so!rces
for downstrea& lin%s. =n this case the lin% representing the left only lane /lin% *)0 is
the only one feeding the e6it lin%; effectively e6cl!ding left t!rners fro& !sing the
&iddle lane /&odelled by lin% *00
Lin%s *0 and *3 co!ld be co&bined into a single lin% if F!e!ing on the &iddle and
offside lane was even. Alternatively the EAllocation type in the @I table can be
changed to even o!t the flows to achieve the e6pected or observed F!e!ing
behavio!r.
$ith the &odel being F!ite different fro& the <I# version; the res!lts cannot be
e6pected to be the sa&e; or even co&parable. The sol!tions offered !sing CT# are
F!ite different fro& the <I# ones. =n the CT# version; it is possible to get a good:
loo%ing sol!tion at a low cycle ti&e of )0s. Alternative sol!tions can be easily fo!nd
at other cycle ti&es with little change in the !n:weighted perfor&ance inde6. The
tas% is then to find a sol!tion that will wor% the best when i&ple&ented on street.
'ear in &ind that platoon dispersion is not &odelled in the CT#; and there are two
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *02
200 &etre internal lin%s where platoon dispersion co!ld be noticeable. The e6tent to
which this &atters or not will depend on how the F!e!es for& and discharge.
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age *0*
,1+6 E8!m31e 3 F !# u&b!# si$#!1ised &/u#d!b/ut
The e6a&ple ro!ndabo!t described here f!rther ill!strates the &ethod of applying
TRA"SBT described in previo!s sections. The s!bHect is a gyratory:syste& which
for&s a ro!ndabo!t at the H!nction of the A)1* and the ')))* to the so!th:east of
Aylesb!ry town centre. The TRA"SBT &odel described is of the &orning pea% period.
=t shows a typical !rban sit!ation in which the H!nction has reached or e6ceeded
capacity d!ring the pea% periods. =t ill!strates how s!ch a H!nction can operate in an
acceptable fashion; even when de&and e6ceeds capacity; by !sing TRA"SBT to obtain
signal ti&ings that control where the F!e!es for&. The CT# has been !sed to &odel
the ro!ndabo!t. "ote that the ro!ndabo!t has changed slightly fro& the layo!t
considered here.
2&%C%& Aescription of t#e roundabout
The ro!ndabo!t is triang!lar in shape /see :i gu re (8 0 with fo!r &ain H!nctions;
pl!s a signalised pedestrian crossing on the e6it to the north. The longest circ!lating
lin% is 130 &etres and the shortest H!st )0 &etres. 9ach lin% has two lanes at each
stop line.
Figure 21-11 Site $iagram o% t!e <alto Street rou$a2out= '(les2ur(
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *0)
2&%C%2 9odelling t#e Eunction
The lin% diagra& in : igu re (8 ( and the TRA"SBT inp!t data /see TRA"SBT file
G#$L) 8 Walton &treet 8 "M peak.t)H0 show how the ro!ndabo!t has been &odelled.
The @ITA' option has been !sed to inp!t the flows. The lin% str!ct!re in this
e6a&ple differs fro& the e6a&ple in section ( . , . =n this case only one shared lin%
has been necessary J in this case to separate traffic that is e6iting and that contin!ing
to circ!late. All the other circ!lating sections have a lane str!ct!re that segregates
the &ove&ents adeF!ately witho!t the need to !se shared lin%s. There are so&e +:
t!rners; b!t these generally have to !se a specific lane to &a%e their e6it; which is
the sa&e lin% /hence lane0 !sed by other @I &ove&ents &a%ing the sa&e e6it; so
again there is no need to introd!ce additional shared lin%s.
Figure 21-12 5i1 $iagram %or t!e <alto Street rou$a2out
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age *03
(.+.(. &aturation flows
All the sat!ration flows were esti&ated originally !sing TRRL Report RR72 /,i&ber et
al 19470; and then red!ced to acco!nt for factors s!ch as road c!rvat!re; lane
lengths. Three approaches are flared with one lane flaring into two in all cases. The
flares on Sto%e Road and $alton Road have roo& to acco&&odate !p to 2 e6tra
<C+sD the flare on $endover Road is longer with roo& to acco&&odate !p to 10
e6tra <C+s. =nitially the discharge rate of each flare is at two:lane sat!ration flowD
after the flare has e&ptied; the discharge rate red!ces to one:lane sat!ration flow.
This has been &odelled directly as per&itted by the CT#- The &ethod is to !se a
bottlenec% lin% and node which represents the single:lane part of the approachD then
to &odel the two lane portion with a standard /signal controlled0 lin% for each lane.
The &ethod is &ore appropriate for sit!ations where the lanes at the stop line do not
share a co&&on &ove&entD hence the !se of the two lanes is li%ely to be !neven.
The CT# will a!to&atically deal with the !neven !se; even when the lanes r!n in
different phases /which is not the case here0.
(.+.(.( Choice of cycle8time
5inding the &ost appropriate cycle:ti&e is an i&portant factor in a ro!ndabo!t type
networ%. The Cycle #ime Optimiser /Section 1 .+ 0 can be !sed to predict the cycle:
ti&e at which the best <erfor&ance =nde6 wo!ld be achieved.
The &ain consideration is to %eep the circ!lating lin%s free fro& bloc%ing:bac%.
Achieving the lowest <erfor&ance =nde6 is of secondary i&portance. Therefore; the
choice of cycle ti&e depends on the ease with which F!e!es on the circ!lating lin%s
can be %ept !nder control; partic!larly on the critical lin%s /lin%s 21; and to a lesser
e6tent *1 and *20. =n partic!lar this depends on the co:ordination between nodes 1
and 2 and 2 and *. 5ort!nately; there is only one platoon of any i&portance between
nodes 2 and * and it contains the traffic entering fro& lin% 23; &ost of which crosses
the stop line at node * en ro!te to node ).
A co&pro&ise &!st be &ade when choosing the cycle ti&e between presenting traffic
with short reds /by %eeping the cycle ti&e short0 and %eeping the proportion of lost:
ti&e in the cycle low /by %eeping the cycle ti&e long0. =n this case /and for &ost
signalised ro!ndabo!ts for that &atter0 the balance will be in favo!r of short reds
/hence a short cycle ti&e0. The cycle ti&e of 30 seconds was !sed as this is short
eno!gh and the entries were oversat!rated where necessary. All the internal lin%s are
co&fortably !nder:sat!rated with F!e!e lengths being well within the space available
(.+.(.) Weighting factors
@ne of the %ey points in &odelling ro!ndabo!ts with TRA"SBT is the !se of stop and
delay weighting to help ens!re circ!lating lin%s get any spare green ti&e at a node
/section ( .,.*. 0. =n this e6a&ple; the entry lin%s have been weighted s!ch that
delay is 20W of its nor&al infl!ence; and stops are set to 0W. The CT# opti&ises
s!ch that the entry lin%s are &ore highly sat!rated and any e6cess de&and can be
stored witho!t loc%ing:!p the syste&; rather than on circ!lating lin%s. @ne reason
why the weightings &ay still be reF!ired; despite the &odelling of bloc%ing bac%; is
that the F!e!es are li%ely to for& so&ewhere. $itho!t weighting they &ay for&
so&ewhere that is !ndesirable.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *07
(.+.(., Limit 7ueues and 7ueue penalties
=f the H!nction had been &odelled with <I#; it is li%ely that li&it F!e!es wo!ld have
been necessary on so&e circ!lating lin%s to help prevent e6cessive F!e!ing. $ith
CT#; the bloc%ing bac% effects of the F!e!ing are &odelled and there sho!ld be less
need to !se the li&it F!e!e facility. owever; it can still be !sed and will still wor% in
the sa&e way if reF!ired. The sit!ation where it co!ld be !sed is when the F!e!e is
&ore than three:F!arters along the lin%. Re&e&bering that TRA"SBT is an average
&odelD in real life /even ass!&ing the &odel is as acc!rate as possible0 F!e!es will
e6ceed the predicted val!e 30 percent of the ti&e. To avoid F!e!e bloc%ing bac% in
real life &ay reF!ire the average F!e!e to be !nder 23 percent of the &a6 F!e!e
storage capacity.
The F!e!e length on lin%21 is arg!ably the &ost i&portant iss!e on this ro!ndabo!t
!nder the &odelled conditions. To e6plore possible ways of &ini&ising any proble&s;
the >:B graph plotting facility co!ld be !sed. 5or e6a&ple the effects of alternative
cycle ti&es co!ld be tested by plotting cycle ti&e vers!s F!e!e length on lin% 21.
"ote that blan%et application of li&it:F!e!es in not reco&&ended. Si&ply applying
the& to all circ!lating lin%s wo!ld be e6pected to fail to wor% at so&e lin%s. =t is
better to find o!t where the proble&s e6ist and apply li&it:F!e!es sparingly !ntil
F!e!es for& where they ca!se &ini&al proble&s.
2&%C%, T()*S+T output
The o!tp!t fro& a TRA"SBT r!n with a cycle ti&e of 30 seconds is given in the
TRA"SBT file G#$L) 8 Walton &treet 8 "M peak.t)H. St!dying the degree:of:
sat!ration on each lin% shows that the ai& of giving spare green to circ!lating lin%s
has been achieved. owever; lin% 21 is F!ite heavily sat!rated. =t is necessary to p!t
this oversat!ration onto the entry lin%s so that the a&o!nt of traffic entering the
ro!ndabo!t is restricted; th!s red!cing the possibility of bloc%ing bac%. 5or these
predictions to acc!rately depict on:street behavio!r; the si&!lation ti&e /card type 1;
col!&n 200 sho!ld eF!al the length of ti&e over which the flow conditions have been
averaged. =n this case the flows are averaged over one ho!r; so the si&!lation ti&e
is 70 &in!tes.
The circ!lating lin%s for node * /lin% *1 and *20 also need to be well coordinated if
F!e!es are to re&ain !nder control. The graphs for lin%s *1 and *2 show the large
platoon &ade !p of traffic entering the ro!ndabo!t on lin% 23. $ith H!st the one
platoon; good co:ordination between node * and the !pstrea& node /node 20 is easily
achieved. ence; F!e!e lengths are co&paratively short. owever; a s&all error in;
say; cr!ise speed; co!ld res!lt in so&e of the on:street platoon being stopped and it
wo!ld not ta%e &!ch of an error to give rise to large on:street F!e!es. This
highlights the i&portance of correct infor&ation for critical nodes.
5or the re&ainder of the ro!ndabo!t; the graphical o!tp!t shows that it has been
possible to co:ordinate well for all the platoons aro!nd the ro!ndabo!t. @n lin%s *1
and *2; good co:ordination plays a &aHor role in %eeping the F!e!es on circ!lating
lin%s short.
2&%C%/ 21cess demand flo"s
To chec% that the gyratory contin!ed to f!nction witho!t loc%ing !p !nder conditions
of higher than average flow; the final signal plan was tested with flows increased by
10 per cent of their &odelled val!es. +nder these circ!&stances; the increase in
TRA"SBT 1* +ser (!ide /=ss!e 90
#odelling Signalised Ro!ndabo!ts <age *02
circ!lating traffic was s&all; b!t; as wo!ld be e6pected; the F!e!es predicted for
entry lin%s 22 and *2 were large. This was tolerable at this ro!ndabo!t since no
significant haKard was ca!sed by large F!e!es on these two approaches; and this is
preferable to the ro!ndabo!t bloc%ing !p; possibly red!cing capacity to a fraction of
that e6pected.
(.+.,. .redictability of traffic flows
@ne proble& with the site is the !npredictability of the flows. Aylesb!ry town centre
is served by 3 &aHor radial ro!tes; &any of which Hoin on the o!ts%irts of the town.
ence drivers have a n!&ber of choices of ro!te into the town centre. 5or the
ro!ndabo!t to cope with changes in traffic flow; it is i&portant that the signal ti&ings
li&it the a&o!nt of traffic that entered the ro!ndabo!t. This is where it is i&portant
to arrange TRA"SBT to give any spare green:ti&e to the circ!lating lin%s; and then
testing the ti&ings !nder conditions of e6cess de&and. @n the day observed; only
the A)1* co&ing o!t of the town re&ained !nder:sat!ratedD the other three entry
ar&s all had long F!e!es d!ring at least so&e part of the pea% period. @n the
oversat!rated lin%s; the flow into the ro!ndabo!t was controlled by the green:ti&e. =f
the green:ti&e had been too long; too &!ch traffic wo!ld have entered the
ro!ndabo!t; probably leading to loc%ing:!p.
,1+. Re;/mme#d!ti/#s
+se shared lin%s for acc!rate representation of origin:destination &ove&ents.
+se Kero stop weightings and red!ced delay weightings on entry lin%s so that
TRA"SBT considers entry lin%s as &ore !ni&portant relative to entry lin%; so
that spare green is given to the circ!lating lin%s.
,eep the cycle ti&e as short as possible to avoid long F!e!es on circ!lating
lin%s and to &a%e the best !se of flared entries.
Apply li&it:F!e!es to circ!lating lin%s only to address specific F!e!e:length
proble&s /i.e. do not apply the& to all circ!lating lin%s right fro& the start0.
+se Card Type **s to &odel flared approaches; b!t watch o!t for &odelling
inacc!racies.
#a%e !se of the TRA"SBT flow pattern graphs; F!e!e graphs and the F!e!e
analysis feat!res of "etCon to chec% co:ordination and F!e!eing behavio!r.
Co&pare flow patterns; degrees of sat!ration and cyclic flow patterns with the
on:street behavio!r /and re:&odel the H!nction if necessary0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *04
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *09
,, De0i#iti/#s A G1/ss!&y
,,+1 TRANSYT 13 GUI Te&ms
D!t! Item
9very TRA"SBT 1* data file is &ade !p of Iata =te&s; &ost of which are shown as
entries in the Iata @!tline screen. Iata =te& is a generic ter& &eaning any of the
vario!s RobHectsR !sed in TRA"SBT 1*. #otal :low is an e6a&ple of a data ite&; as is
%ode . #ost data ite&s belong to a RparentR data ite& J for e6a&ple; &ources &ay
contain several data ite&s s!ch as &ource and &ource (. Iata ite&s also incl!de
general areas s!ch as Traffic and 5ile Iescription.
A;ti=e D!t! Item
#ost data ite&s can be selected in order to &a%e the& the Active Iata =te&. Clic%ing
in "etCon on Lin% 1; for e6a&ple; will &a%e Lin% 1 the Active Iata =te& in TRA"SBT
1*. The lin% will be highlighted in "etCon; in the Iata @!tline and on any other
relevant screens; s!ch as traffic flows and res!lts screens. =f the Iata 9ditor is
visible; any data ite& fields for Lin% 1 will be shown. Any operations s!ch as adding
and deleting apply to the Active Iata =te&.
D!t! Edit/&
A screen that shows and allows editing of all data ite& fields for the Active Iata =te&.
See 3 a t a ? d it o r & c re e n for &ore details.
D!t! G&id
A Iata grid is powerf!l and fle6ible screen which allows views of inp!t data and
o!tp!t res!lts in a grid style; which can be sorted and filtered. =np!t data can also be
edited.
D!t! Item Fie1d
#ost data ite&s have a set of data ite& fields which are displayed in the Iata 9ditor
and describe the data ite&. 5or e6a&ple; each Lin% has an =I; &aturation :low; Link
Control #ype; and so on; each of which is a data ite& field.
D!t! Out1i#e
A screen that shows the c!rrent data file in o!tline for&; with an entry for each data
ite&; and allows the addingCdeleting of data ite&s. See 3 a t a O ut li n e for details.
P!d1/;*
This is a &echanis& that allows specific screens to be Eloc%ed to specific types of data
andCor specific ite&s of data while navigating aro!nd the networ%.
T!s* List
A screen that shows any warnings andCor errors detected in the c!rrent data file. See
#ask Li st for &ore details.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *10
,,+, )/de11i#$ !#d T&!00i; E#$i#ee&i#$ Te&ms
<lease also see #$ " %& ' # ) > 2I
# e r m s .
(Net(/&*) A&bit&!&y Le&/
The networ% arbitrary Kero is the ti&e fro& which all stage ti&ings are relative to;
e.g. if stage 1 starts on 12 it therefore starts 12 seconds into the cycle ti&e /the cycle
starting at Kero J i.e. the arbitrary Kero0. "lso see O::&?#.
A
1
;/e00i;ie#t
The first coefficient !sed in the TRA"SBT give:way &odel. =t is a &eas!re of how
&!ch traffic can cross a give:way lin% thro!gh another strea& of traffic. This
coefficient and the A
2
coefficient can be calc!lated !sing ARCAIB or <=CAIB.
A
,
;/e00i;ie#t
The second coefficient !sed in the TRA"SBT give:way &odel. =t is a &eas!re of how
&!ch traffic can cross a give:way lin% thro!gh another /second0 strea& of traffic. =f
traffic entering fro& a give:way crosses only one strea& of traffic; this val!e is not
needed.
A;tu!1 $&ee# time
This is the ti&e for which the signal head for traffic on a lin% act!ally shows
green.
A#!1ysis Set
An analysis set is data within a single TRA"SBT file which contains signal plan /.
other relevant signal related data0 for a single networ%. Several analysis sets can be
stored in a TRA"SBT 1* file. Analysis sets also allow different signal infor&ation to be
associated with the different de&and sets; e.g. different signal ti&ings for a& and p&
pea% periods.
A=e&!$e e8;ess Bueue
=f a li&it F!e!e is specified this is the average a&o!nt by which the &ean &a6i&!&
F!e!e for a lin% e6ceeds the li&it F!e!e specified for that lin%; av e ra g e d o v e r th e
w h o l e o f th e c y c l e .
"/tt1e#e;*
A bottlenec% is a lin% with 100W green. The facility can be !sed to &odel lin%s which
have red!ced sat!ration flow along their length or at a partic!lar point. 'ottlenec%s
are also !sed to represent the controlling flows at a priority H!nction since they have
no signals and hence have 100W green.
"us TRANSYT
This is a &ethod of opti&ising the signals in a networ% to favo!r
b!ses.
"us 1i#*
This is a special type of lin% !sed to &odel b!ses. 5or b!ses on s!ch lin%s the !ser
&!st specify the average free:r!nning speed and the average ti&e stationary at b!s
stops. The perfor&ance of b!ses is given separate consideration in the o!tp!t.
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *11
C!3!;ity (/0 ! 1i#*)
This is the &a6i&!& a&o!nt of traffic that a lin% can cope with. =t is eF!al to the
sat!ration flow &!ltiplied by the proportion of the signal cycle that is effectively green
for the lin%. The H!nction capacity is the s!& of all lin% capacities. =f a lin% is over:
capacity; F!e!es will b!ild !p !nifor&ly over ti&e. G!e!es &ay be a proble& even
when the strea& is not over capacity; d!e to the rando& nat!re of traffic arrivals. See
<ractical Capacity%
C!&d ty3e
A ter& contin!ed in TRA"SBT that dates bac% to the !se of co&p!ter p!nch cards.
O!nction data val!es have traditionally been split into logical gro!pings /card types0 to
facilitate the reading and saving of data as well as the progra& coding of TRA"SBT.
References to s!ch cards is now li&ited to sections of this +ser (!ide covering
TRA"SBT 12 /or earlier0 file for&ats; s!ch as details on i&port toCe6port fro&
TRA"SBT 12.
C/mm/# ;y;1e time
This val!e is the cycle ti&e for the networ%. =n general &ost H!nctions in a networ%
will operate on this cycle ti&e; altho!gh so&e H!nctions &ay operate two cycles
within this period /i.e. they will be do!ble cycled0.
C/#t&/11i#$ 1i#*s
These lin%s for& part of the give:way &odel in TRA"SBT. They are the lin%s
containing traffic strea&s to which traffic on side roads &!st give way.
C&uise time
This is the average ti&e it ta%es for a vehicle to progress down a
lin%.
Cy;1i; 01/( 3&/0i1e
The cycle ti&e for a H!nction is divided into a n!&ber of ti&e intervals %nown as
steps. 5or each lin% the cyclic flow profile is a histogra& giving the flow along the lin%
for each step of the cycle; as defined by the TRA"SBT traffic &odel.
CYOP
This is a TRA"SBT tool to aid the selection of the opti&!& cycle ti&e for the networ%
being &odelled and also for identifying nodes that &ay benefit fro& do!ble:cycling.
De$&ee /0 s!tu&!ti/# (D/S)
This is the ratio of flow to sat!ration flow on a lin%. Acco!nt is ta%en of the green
ti&e given to the lin% per cycle when calc!lating this val!e. Also %now as R5C /Ratio
of flow to capacity0. =f this val!e is over 100W; the lin% is over:capacity.
Dem!#d Set
Several sets of traffic flows can be stored in TRA"SBT 1*; and then co&bined as
needed when the file is r!n. 9ach set of flows is a de&and set. A typical !se is to
store flows for &orning and evening pea% periods separately and then select the
desired set to r!n. Ie&and sets can be co&bined to &odel e.g. base flows pl!s
develop&ent flows; which are stored separately.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *12
(Gueuei#$) De1!y
This is delay inc!rred by vehicles on a lin% as a res!lt of the& having to F!e!e !p and
stop beca!se of the signals at the H!nction at the downstrea& end of the lin%; or
beca!se of having to give:way at a priority H!nction.
De1!y (ei$'ti#$ (1i#*)
This is a weighting given to delays for a lin%. =t is !sed to deter the opti&iser fro&
prod!cing signal ti&ings which give !nd!ly high delays for selected lin%s. Conversely;
it &ay be !sed to enco!rage the opti&iser to increase delays.
Dis31!;eme#t 9 Re1!ti=e (Li#*) St!&t Dis31!;eme#t
This is a local /lin%0 version of the global start displace&ent which is added to the
global start displace&ent val!e. =t is !sed to &odelling e6tra long start displace&ents
on partic!lar lin%s where it is needed. =n previo!s versions of TRA"SBT effective
green displace&ents wo!ld have been specified as longer than !s!al start lags.
Dis31!;eme#t 9 Re1!ti=e (Li#*) E#d Dis31!;eme#t
This is a local /lin%0 version of the global end displace&ent which is added to the
global end displace&ent val!e. =t is !sed to &odelling effective green e6tensions;
e.g. clearance of right:t!rners d!ring the intergreen; etc. =n previo!s versions of
TRA"SBT effective green displace&ents wo!ld have been specified as end lags
instead.
D/ub1e Cy;1i#$
Traffic signals within a networ% are co&&only operated on the sa&e co&&on cycle
ti&e. Io!ble cycled nodes are nodes set to operate on a cycle ti&e which is half of
the co&&on networ% cycle ti&e. This is called do!ble cycling.
D&i=e9/#9t'e91e0t A D&i=e9/#9t'e9&i$'t
EIrive:on:the:left indicates that vehicles travel along the left:hand:side of the road;
as in the +, and Oapan. EIrive:on:the:right indicates that the vehicles travel along
the right:hand:side of the road; as in &ainland 9!rope and the +SA.
E!&1y ;ut9/00
An early c!t:off is a staging arrange&ent designed to benefit traffic having to t!rn
right thro!gh an opposing traffic strea& at a signalised H!nction. The traffic opposing
the right t!rners is stopped earlier than the right t!rners; in order that the right
t!rners can finally t!rn !nopposed.
E00e;ti=e $&ee# time
The effective green is the ti&e !sed for &odelling p!rposes to co&pensate for the
ti&e ta%en to reach sat!ration flow at the start of green; and the ti&e into leaving
a&ber /and possibly red0 treated as green by drivers. The relationship between the
act!al green ti&e for a stage /or phase0 and effective green is defined by the start
and end displace&ents /both local and global0. 9ffective greens are also !sed to
&odel other effects.
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *1*
E00e;ti=e $&ee# dis31!;eme#ts
These are the displace&ents between the start and end of act!al green on a lin% and
the start and end of effective green respectively. /Referred to as start:!p and end
lost:ti&e in RR720. These Eglobal val!es wor% in conH!nction with local /lin%0 relative
start and end displace&ents.
EGUISAT
This is the part of TRA"SBT which; for each node; prod!ces initial green splits which
eF!alise sat!ration for the &ost sat!rated lin%s which deter&ine the green needed by
each stage.
(T&!00i;) E#t&y P&/0i1e Ty3e
$hen analysing a H!nction over a ti&e period that is bro%en into ti&e seg&ents;
TRA"SBT 1* can a!to&atically assign traffic de&and flows to each ti&e seg&ent that
vary over ti&e in a predictable way /given a set of base flows0; or they can be
entered directly by the !ser. The following de&and profile types are defined- 5LAT
/traffic flow re&ains constant over the ti&e period0D I=R9CT /flows entered directly
for each ti&e seg&ent by the !ser0D and (A+SS=A"; which are intended for &odelling
pea% periods when flows start off low; cli&b to a &a6i&!& and then decline towards
the end of the ti&e period.
F1!&ed !33&/!;'
This an approach which flares o!t towards the stop line to provide an e6tra bay or
bays.
F1/( 3!tte&# $&!3's
(raphs prod!ced as part of TRA"SBTs o!tp!t which represent; for each lin%; the
arrival and depart!re flow at the stop line for each step of the cycle.
Gi=e9(!y 1i#*
A lin% that &!st give:way to another lin%; or lin%s which have priority over it. =t can
be at a priority intersection or a signalised intersection.
GO93&/0i1e
The (@:profile is the cyclic pattern of traffic that wo!ld leave the stop line if there was
eno!gh traffic to sat!rate the green.
GRAP@ A G&!3' Ge#e&!t/&
(RA< is a TRL progra& s!pplied with earlier versions of TRA"SBT /?ersion 11 and
earlier0 which plots G!e!e and <.=.:vers!s:cycle:ti&e graphs that can aid in
vis!alising these aspects of lin% perfor&ance. This progra& is now part of (+=
progra& and is now referred to as the L(raph (eneratorM.
@D>
eavy d!ty vehicle. This ter& is !sed in the vehicle co&position for the e6ha!st
e&issions &odel.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *1)
(Li#*) I#te&$&ee#
A lin% intergreen is the length of ti&e /in seconds0 that is the &ini&!& ti&e between
the end of one conflicting lin% and the start of another; defined &ainly for safety
reasons. The =ntergreen #atri6 specifies the intergreen between each conflicting pair
of lin%s. ".'. =ntergreens are !s!ally defined in ter&s of phases rather than lin%s.
ELin% intergreen is a ter& specific to TRA"SBT d!e to it &odelling lin%s rather than
directly &odelling phases.
I#te&st!$e
The interstage is defined as starting fro& the ter&ination of the 0i&st green in a stage
/which also signals the end of the stage0 to the co&&ence&ent of the 1!st green
starting in the ne6t stage.
IN93&/0i1e
The =":profile is the cyclic pattern of traffic which wo!ld arrive at the stop line at the
downstrea& end of the lin% if the traffic were not i&peded by signals at the stop line.
L!$ F (Li#*) st!&t 1!$
This is !sed to &odel the lag between the TRA"SBT stage change ti&e and the start
of green on a lin% /also %nown as the intergreen0. The Start Lag affects the &odelled
Eact!al green ti&e and "@T the effective green. To &odel lin% effective green ti&es
see $elative &tart 3isplacement.
L!$ F (Li#*) e#d 1!$
This is !sed to &odel the lag between the TRA"SBT stage ending and the end of
green on the lin%; e.g. it is !sed to &odel phase lags. The 9nd Lag affects the
&odelled Eact!al green ti&e and "@T the effective green. To &odel lin% effective
green ti&es see $elative ?nd 3isplacement
=n previo!s versions of TRA"SBT; before the creation of separate lin%
Eeffective greens /i.e. relative green displace&ents0 and act!al greens
/start and end lags0; this val!e was !sed for both act!al and effective
greens. =t was &ost co&&only !sed to &odelling effective green
e6tensions; e.g. =t was !sed to &odel phase lags; clearance of right:
t!rners d!ring the intergreen; etc. These sho!ld now be specified as
relative green displace&ents
L!te Re1e!se
An arrange&ent of stages whereby the phase for opposing traffic starts after that for
the opposed traffic. =n other words; opposed traffic initially gets a clear r!n; b!t later
on has to give way to onco&ing traffic.
Le=e1 /0 Se&=i;e
" s!bHective description of traffic perfor&ance &eas!red at intersections. =t indicates
the F!ality of the service afforded by any H!nction. TRA"SBT !ses the Level of
Service thresholds fro& the +S ighway Capacity #an!al 2000.
Li#*
A lin% is a one:way traffic strea& between H!nctions. A separate lin% is !sed for each
distinct F!e!eing sit!ation or traffic strea&. Th!s; for e6a&ple; two straight ahead
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *13
lanes can for& part of the sa&e lin% providing traffic F!e!es eF!ally in the&. /This
can only occ!r if a &ove&ent is shared; and the e6it/s0 are largely !nrestricted0.
L/;!ti/#
A traffic entry and e6it point which acts as both the origin and destination for flows
defined in an @I #atri6 !sing the 5low Allocation Tool. At least two locations will
nor&ally be reF!ired.
)!8imum Gueue St/&!$e
This is the &a6i&!& n!&ber of <C+s that can F!e!e along the entire length of a lin%.
=t was previo!sly %nown as LLin% CapacityM. TRA"SBT calc!lates a ro!gh esti&ate of
this val!e itself; b!t it can also be overwritten by the !ser.
)e!# m!8imum Bueue
The average position of the stationary vehicle f!rthest fro& the stop line each cycle;
&eas!red in n!&ber of <C+s rather than distance !nits.
=f a E. sy&bol is present; this indicates the F!e!e e6ceeds the !ser:defined &a6i&!&
F!e!e storage val!e. =f this val!e has not been specified by the !ser; the E. sy&bol
indicates instead when the F!e!e e6ceeds the internally calc!lated &a6i&!& F!e!e
storage; defined asP
.>
*
,!n-
$e ng)
1800 5.75
/i.e. appro6i&ate storage capacity of lin%0
)e!# m/du1us /0 e&&/&
This val!e relates to the degree of b!nching; or platooning of an arrival flow. The
&ore closely platooned; the &ore an arrival flow wo!ld benefit fro& co:ordination of
signals. The val!e ranges fro& 0 to 2. A Kero ##9 indicates a +nifor& arrival;
whereas a high ##9 indicates a closely b!nched platoon.
Net(/&*
A networ% is a collection of lin%s and nodes &odelled within
TRA"SBT.
N/de
The TRA"SBT representation of a signal controlled
intersection.
OD )!t&i8
Iefines 5lows between @rigins and Iestinations. @rigins and Iestinations are defined
by Locations+ $ithin a section of the networ% .aths are defined and together with the
t!rning flows; flows can be assigned to the Lin%s /total flows0 and the Connectors
between lin%s /so!rce flows0.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *17
O00set
The offset for a H!nction is the ti&e at which stage 1 starts relative to the arbitrary
ti&e Kero for the networ% and hence also relative to the other H!nctions in the
networ%.
O33/sed T&!00i;
Traffic &a%ing an offside &ove&ent which &!st give way to onco&ing vehicles. 5or
drive:on:the:left sit!ations /as in the +,0; this applies to right:t!rning traffic.
O33/si#$ T&!00i;
The onco&ing strea& of traffic to which opposed traffic &!st give way.
OUT93&/0i1e
The @+T:profile is the cyclic pattern of traffic which leaves a lin%.
P!sse#$e& C!& U#it (PCU)
A !nit of &eas!re&ent of traffic flow or capacity : eF!ivalent to that of a single car.
=ndivid!al vehicle classes are given different <C+ val!es /for the p!rpose of traffic
capacity calc!lations0.
<C+ val!es vary fro& co!ntry to co!ntry and also depend !pon the n!&ber of vehicle
categories !sed. 9.g. when !sing H!st two categories light vehicles and heavy vehicles
/i.e. Elights and heavies0 <C+ val!es !sed are typically 1 and 2 respectively. /See RR
72 section *.2; page ).0 =n the +, typical val!es for si6 categories are as follows-
?ehicle type description <C+ factor
'icycles 0.2
#otorcycles 0.)
CarsClight goods /*C) wheels0 1.0
#edi!& goods /two a6les b!t U ) tyres0 1.3
'!ses; coaches 2.0
eavy goods /&ore than two a6les0 2.*
5or the p!rposes of &odelling pedestrians they too can be given a <C+ val!e.
/<edestrians never &i6 with any other type of traffic so there is no need to assign a
val!e relative to vehicle types etc.0
P!t'
A for& of c o nt i n! o ! s ro!te. A TRA"SBT L<athM is a defined path; in ter&s of a specific
seF!ence of lin%s; between an @I pair /i.e. between one origin Location and one
destination Location0 within a section of the networ% relating to a partic!lar O3
Matri=. =t therefore contains only lin%s which are consistent; i.e. each lin% is
downstrea& of the previo!s lin%.
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *12
Pedest&i!# Li#*
Lin% So!rces /!pstrea& lin%s0 can be defined as pedestrian only lin%s in TRA"SBT.
These lin%s are treated &ore:or:less the sa&e as Enor&al traffic lin%s e6cept that
they can optionally be e6cl!ded fro& contrib!ting to the <erfor&ance =nde6
calc!lations. They can also be e6plicitly identified in TRA"SBT; e.g. drawn differently
in "etCon.
Pe&0/&m!#;e I#de8
This val!e represents the delay and stop costs inc!rred by vehicles on lin%s having to
F!e!e and stop on those lin%s.
P'!se
A 3'!se is a set of signal conditions given to one or &ore traffic strea&s /vehic!lar or
pedestrian0 so that each strea& allocated to the phase receives identical signal
indications. The phasing is closely related to the electrical cabling at a H!nction and
the arrange&ents for wiring individ!al signal heads to the controller. All signal heads
controlled by a partic!lar phase will switch at the sa&e ti&e.
A phase can control &ore than one traffic strea& providing it is acceptable that each
traffic strea& always receives the sa&e signal indications.
P1!t//# dis3e&si/#
TRA"SBT data inp!ts a single cr!ise speed or cr!ise ti&e for traffic travelling along a
lin%. =n reality; so&e traffic travels faster; so&e slower; than this average. To ta%e
acco!nt of this; the TRA"SBT &odel ta%es flow entering a lin% and disperses the
platoon as it travels down the lin%. This &odels the variation in vehicle cr!ise speeds
as they progress down the lin%.
P1!t//# dis3e&s!1 ;/e00i;ie#t
This is the coefficient which deter&ines how &!ch a platoon is dispersed as it travels
down a lin%.
Gueues
G!e!es are strea&s of stationary traffic at a stop
line.
GUEPRO"
A co&ponent of TRA"SBT (+= /previo!sly an independent s!pple&entary progra&0
that esti&ates the average n!&ber of vehicles able to !se a flare d!ring each
green.
R!#d/m 4 /=e&s!tu&!ti/# de1!y
The co&ponent of the delay and stops &odel which ta%es acco!nt of delays and stops
d!e to rando& traffic arrivals and oversat!ration.
Re3e!ted $&ee#s
This is the sit!ation where one /or &ore0 stages receives &ore than one green d!ring
any one cycle.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *14
RFC
Ratio of de&and flow to capacity /see also Iegree of Sat!ration0.
R/ute
A !ser:defined s!bset of the lin%s within the networ%. +nli%e .aths; Lin%s within a
ro!te can be d!plicated and do not adhere to any ordering r!les.
RTIA
Road traffic i&pact assess&ent
S!tu&!ti/# 01/(
This is the &a6i&!& rate of discharge fro& a F!e!e when the traffic signal is green.
=t can be obtained by &eas!re&ent or calc!lation based on stop line width and other
site factors. /see RR 720
(Li#*) Se#siti=ity )u1ti31ie& F Li#*
A scaling factor applied to both the total and +nifor& 5low on a lin%. The so!rce flows
of downstrea& lin%s is increased by the sa&e a&o!nt in order to ens!re that flows
are consistent and the effect of the increase is ta%en acco!nt of correctly. A val!e
over 100W increases the flow on the lin% and increases the proportion of the flow on
downstrea& lin%s co&ing fro& this lin%; where it not the only contrib!tor.
(Li#*) Se#siti=ity )u1ti31ie& 9 C&uise
A scaling factor applied to cr!ise ti&es or cr!ise speeds on a lin%.
S'!&ed st/3 1i#es
This is a facility which allows the !ser to &odel vario!s strea&s of traffic or vario!s
classes of vehicles sharing the sa&e road space. =t is !sed at signalised ro!ndabo!ts
to %eep the vario!s origin:destination &ove&ents separate on the sa&e lin% /this
i&proves the acc!racy of the &odel0. =t can also be !sed to &odel b!ses and other
traffic separately.
St!$e
A st!$e is a part of the signal cycle d!ring which a partic!lar set of non:conflicting
phases receives green; and d!ring which there are no phase changes. 9ach two
s!ccessive stages are !s!ally separated in the signal cycle by an interstage period.
The start of a stage occ!rs when the last phase r!nning in the stage t!rns to green;
and the end of a stage occ!rs when the first ter&inating phase reaches the end of its
green period. Consistent with this definition; individ!al phases &ay contin!e to r!n
beyond the end of the stage; or &ay start before the stage starts.
A TRANSYT 1, STAGE is defined as starting fro& ter&ination of the 0i&st green in
the previo!s stage to the ter&ination of the 0i&st green in that stage; hence incl!des
the preceding interstage.
TRA"SBT 1* +ser (!ide /=ss!e 90
Iefinitions C (lossary <age *19
St/3 (ei$'ti#$ (1i#*)
This is a weighting given to stops on a lin%. =t is !sed to deter the opti&iser fro&
prod!cing signal ti&ings which give !nd!ly high stops on the lin%.
Ste3s
The TRA"SBT &odel divides the networ% cycle ti&e into a n!&ber of steps for
&odelling p!rposes.
St/3 3e#!1ty
This is a penalty which deters the opti&iser fro& prod!cing signal ti&ings which
will give !nd!ly high stops on a lin%.
St&e!m
?ehicle flows fro& one or &ore lanes which are considered together for calc!lation
p!rposes.
TDD
An abbreviation !sed in TRA"SBT to refer to a Eti&e:distance diagra&. Ti&e:distance
diagra&s are !sed to display the state of progression /good or bad0 of traffic fro&
stopline to stopline by plotting traffic flow over ti&e and distance.
Time9De3e#de#t Gueuei#$ T'e/&y
Theory for predicting average F!e!e lengths /averaged over &any occasions0 ta%ing
acco!nt both of the syste&atic variation of RaverageR de&and flow and capacity in
ti&e and of rando& fl!ct!ations in these F!antities d!e to individ!al vehicles.
T&!00i; F1/(
The F!antity of vehicles /&eas!red in <C+s0 or pedestrians arriving at a partic!lar
point on a lin% /e.g. a stop line0 or passing a partic!lar point; per !nit ti&e.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *20
()/de11ed) Time Pe&i/d
TRA"SBT 1* can be !sed to analyse the operation of a networ% over a set period of
ti&e; which is typically 1 ho!r or 120 &in!tes; b!t can be longer if reF!ired. @ver
this ti&e period; the signal ti&ings in the networ% are ass!&ed to be constant and
will either be the opti&ised signal ti&ings prod!ced by TRA"SBT 1* or else a set of
eval!ation ti&ings provided by the !ser. TRA"SBT res!lts report both the average
delays and F!e!es; etc. for the ti&e period and also those that wo!ld be e6pected on
average at the end of the ti&e period. =f the H!nction is over:capacity; then delays
and F!e!es will increase as the ti&e period increases. Also see time segment.
Time Se$me#t
$hen analysing a networ% over a e6tended ti&e period; the ti&e period can optionally
be split into several ti&e seg&ents of shorter length. This allows varying traffic
conditions to be &odelled. Traffic flows are ass!&ed to be constant within each ti&e
seg&ent; b!t &ay vary fro& one ti&e seg&ent to the ne6t. Signal ti&ings are
ass!&ed to be constant over the entire ti&e period. @!tp!t res!lts are reported for
both averages over all ti&e seg&ents and for each seg&ent giving a detailed
brea%down of the networ% perfor&ance over the &odelled ti&e period.
U#i0/&m de1!y
This is the delay inc!rred by the average n!&ber of vehicles F!e!eing on a lin% d!ring
the typical cycle.
<ei$'ti#$ 0!;t/&s
These factors allow the !ser to &odify all stop and delay weightings by a fi6ed
percentage. =n this way the !ser can chec% whether or not it wo!ld be beneficial
changing these val!es.
TRA"SBT 1* +ser (!ide /=ss!e 90
References <age *21
,3 Re0e&e#;es
ANON+ (1H6.)+ S=(@< traffic signal opti&isation progra& !sers &an!al. "ew Bor%;
/<eat; #arwic%; Livingston and Co.0.
"ULL P !#d G ) DUNNE (1H.3)+ Traffic signal control of <ar% SF!are ro!ndabo!t;
Sheffield. .#$C summer annual meeting; 2niversity of &usse=.
"INNING C% ) R CRA"TREE !#d G "u&te#s'!( (,--3)+ TRA"SBT 12 +ser
(!ide.
#$L "pplication >uide A( )4. Crowthorne- Transport Research
Laboratory.
"URTENS@A< G L !#d Q T'!#$ (,--6)+ @SCAIB <R@ +ser (!ide. #$L "pplication
>uide A( 39. Crowthorne- Transport Research
Laboratory.
DA>IES P !#d " A)IESON (1H.-)+ Traffic signal control of ro!ndabo!ts. #raffic
?ngineering and Control; 1@+A; Tuly 1-4; )!,8
)!+.
DEPART)ENT 0/& TRANSPORT ET AL (,--3). 9nviron&ental assess&ent; section
*
J environ&ental assess&ent techniF!es J part 1 J air F!ality; 3esign Manual for
$oads and /ridges @3M$/A 0olume .
FLANAGAN T " !#d R SALTER (1H.3)+ Signal:controlled ro!ndabo!ts. .#$&
summer annual meeting; 2niversity of &usse=.
@ALL<ORT@ ) S (1HH,)+ Signalling ro!ndabo!ts J 1. Circ!lar arg!&ents. #raffic
?ngineering and Control; ))@*A; Tune 11(; )!,8
)*).
@ILLIER A (1H67)+ (lasgow e6peri&ent in Area Traffic Control. #raffic
?ngineering and Control; 0ol.+; %o - @3ecA; pp !4(8!41; and 0ol.+; %o 1 @Tan 1**A;
pp !*18!+.
@OLROYD !#d A @ILLIER (1H61)+ The (lasgow e6peri&ent- <L=I9"T and
after. 3epartment of the ?nvironment; $$L $eport LR*4). Crowthorne- Road
Research Laboratory.
@UDDART ? (1H.3)+ Signalling of yde <ar% Corner; 9lephant and Castle and other
ro!ndabo!ts. .#$C summer annual meeting; 2niversity of &usse=.
ONES S E (1HH,)+ Signalling ro!ndabo!ts J 2. Controlling the revol!tion.
#raffic
?ngineering and Control; ))@A; %ovember 11(; *4*8
*).
?I)"ER R ) (1H.-)+ The traffic capacity of ro!ndabo!ts. 3epartment of the
?nvironment 3epartment of #ransport; #$$L $eport LR 9)2. Crowthorne- Transport
and Road Research Laboratory.
?I)"ER R ) !#d R D COO)"E (1H.-)+ The traffic capacity of &aHorC&inor priority
H!nctions. 3epartment of the ?nvironment 3epartment of #ransport; #$$L $eport
SR342. Crowthorne- Transport and Road Research Laboratory.
?I)"ER R )% ) );DONALD !#d N " @OUNSELL (1H.6)+ The prediction of
sat!ration flows for road H!nctions controlled by traffic signals. 3epartment of
#ransport; #$$L $eport RR72; Crowthorne- Transport and Road Research Laboratory.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *22
PEIRCE R !#d ? <OOD (1H66)+ '+S TRA"SBT : a !sers g!ide. 3epartment of
the ?nvironment 3epartment of #ransport; #$$L $eport SR 277. Crowthorne-
Transport and Road Research Laboratory.
RO"ERTSON D I (1H6.)+ TRA"SBT : a traffic networ% st!dy tool. =?th =nternational
Sy&posi!& on the Theory of Traffic 5low; ,arlsr!he; (er&any.
RO"ERTSON D I (1H6H)+ TRA"SBT- a traffic networ% st!dy tool. Ministry of
#ransport; $$L $eport LR 23*. Crowthorne- Road Research Laboratory.
RO"ERTSON D I !#d R A >INCENT (1H67)+ '!s priority in a networ% of fi6ed:ti&e
signals. 3epartment of the ?nvironment; #$$L $eport LR 777. Crowthorne- Transport
and Road Research Laboratory.
RO"ERTSON D I% C F LUCAS !#d R T "A?ER (1H.-)+ Co:ordinating traffic signals
to red!ce f!el cons!&ption. 3epartment of the ?nvironment 3epartment of
#ransport; #$$L $eport LR 9*). Crowthorne- Transport and Road Research
Laboratory.
>INCENT R A (1H6,)+ Area traffic control in 'ern. #raffic ?ngineering and Control;
0ol ); %o 4.
<E"STER F > (1H6-)+ (reenford ro!ndabo!t e6peri&ent. #raffic ?ngineering and
Control; (@!A; &eptember 1*4; (**8(+.
<RIG@T P T !#d ) C Semme#s (1H.5)+ An assess&ent of the Ienha&
ro!ndabo!t conversion. #raffic ?ngineering and Control; ()@1A; &eptember 1-,; ,((8
,(*.
Re0e&e#;es (CT))
C&!bt&ee )+ (,--,). Modelling opposed right8turn movements in #$"%&'# 9 .art .
Traffic Software "ews; 20. TRL Li&ited.
C&!bt&ee )+ (,--,). Modelling opposed right8turn movements in #$"%&'# 9 .art (.
Traffic Software "ews; 21. TRL Li&ited.
C&!bt&ee )+ (,--,). Modelling opposed right8turn movements in #$"%&'# 9 .art ).
Traffic Software "ews; 22. TRL Li&ited.
D!$!#L/ C+ (1HH5). #he cell transmission modelR a dynamic representation of
highway traffic consistent with the hydrodynamic theory. Transportation research:';
24 /)0 279:242.
D!$!#L/ C+ (1HH7). #he cell transmission model; .art IIR network traffic.
Transportation Research:'; 29 /20 29:9*.
Li$'t'i11 ) !#d <'it'!m " (1H77). On kinematic wavesR I. flow movement in
long riversJ II. a theory of traffic flow on long crowded road. <roceedings of Royal
Society; A229; pp 241:*)3.
Ri;'!&ds P I (1H76). &hockwaves on the highway. @perations Research ); )2:31.
TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 A : =&porting fro& TRA"SBT 10C11C12 <age *2*
,5 A33e#di8 A 9 Im3/&ti#$ 0&/m TRANSYT
1-A11A1,
=&port files fro& TRA"SBT 10; 11 or TRA"SBT 12 by selecting :ileEImportE:rom
#$"%&'#466( and then browsing to the .IAT file. I!ring the i&port process yo!
&ay be shown one or &ore warning &essages or given options abo!t how to i&port
certain ite&s.
=f the TRA"SBT 12 file has an associated TRA"SBT 12 "etCon /.nce0 file; it will be
fo!nd and loaded a!to&atically. @therwise; yo! will be pro&pted to locate the .nce
fileD si&ply Cancel this screen if yo! need to.
=f a TRA"SBT 12 "etCon /.nce0 file was s!pplied; then TRA"SBT 1* will load this in
and position nodes and lin%s according to this file. (iven the difference in appearance
between "etCon in TRA"SBT 12 and TRA"SBT 1* however; the networ% &ay not
appear e6actly as it did in TRA"SBT 12.
=f no "etCon file was s!pplied; then showing a "etCon window in TRA"SBT 1* will
a!to:arrange the networ% into a circ!lar shape.
Chec% the Tas% List after i&porting; as there &ay be warnings and errors that wo!ld
not have shown !p in TRA"SBT 1*. =n general; TRA"SBT 1* chec%s for &ore
proble&s than does TRA"SBT 12; therefore a file that ran in TRA"SBT 12 &ay show
errors or warnings in TRA"SBT 1*.
".'. Iata ite&s that are represented differently in TRA"SBT 1* will be a!to&atically
converted on i&port to the new representation; e.g. :9999 /EKero0 delay weightings
will be converted to 0W weightings.
=&porting a file fro& TRA"SBT 11C12 will a!to&atically set the signals representation
&ode to T12#@I9. Bo! can of co!rse then convert to T1*#@I9.
R!nning a TRA"SBT 12 file in TRA"SBT 1* sho!ld prod!ce a si&ilar overall
<erfor&ance =nde6 b!t this will not always e6actly the sa&e. =n &any cases this will
be d!e to vario!s &odifications and b!g fi6es that have been incl!ded in TRA"SBT 1*.
=f in do!bt; please send yo!r data file/s0 to TRL for co&&ent.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *2)
,7 A33e#di8 " F E83/&ti#$ t/ TRANSYT 1,
96porting a TRA"SBT 1* file to TRA"SBT 12 for&at is possible by selecting
:ileE?=portE#o #$"%&'# (F. Bo! can see a preview of the data that will be
e6ported at any ti&e by !sing #oolsE#$"%&'# ( Card 0iewer @see section * .( A.
After generating the e6port file /.IAT for&at0; yo! &ay be shown warning andCor
infor&ation to be aware of.
TRA"SBT 1* contains new data ite&s co&pared to TRA"SBT 12 and so clearly not all
data can be s!ccessf!lly e6ported to TRA"SBT 12.
So&e data ite&s that are represented differently in TRA"SBT 12 will be a!to&atically
converted on e6port to the eF!ivalent representation; e.g. lin%s e6cl!ded fro& the <.=.
calc!lation in TRA"SBT 1* will be given :9999 /EKero0 delay and stop weightings in
TRA"SBT 12 to ens!re consistency between the res!lts.
TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 C J =&porting fro& Tran9d 2 <age *23
,6 A33e#di8 C F Im3/&ti#$ 0&/m T&!#Ed ,
=&port files fro& Tran9d 2 by selecting :ileEImportE:rom #$"%?3 ( and then browse
to yo!r .T"I file. I!ring the i&port process yo! &ay be shown one or &ore warning
&essages or given options abo!t how to i&port certain ite&s.
TRA"SBT 1* will load in and position nodes and lin%s according to this file. owever;
given the difference in appearance between Tran9d 2 and TRA"SBT 1*s "etCon; the
networ% &ay not appear e6actly as it did in Tran9d.
Chec% the Tas% List after i&porting; as there &ay be warnings and errors that wo!ld
not have shown !p in Tran9d. =n general; TRA"SBT 1* chec%s for &ore and different
proble&s than does Tran9d; and th!s a file that ran in Tran9d &ay show errors or
warnings in TRA"SBT 1*.
Anyone i&porting a TRA"9I 2 file sho!ld be aware of the following-
=&porting a file fro& Tran9d 2 will a!to&atically set the signals
representation &ode to T1*#@I9. Bo! can of co!rse then convert to
T12#@I9 if reF!ired.
=&port of =ntergreen #atrices- the =ntergreen #atri6 in TRA"SBT 1* does
not show val!es for &inor shared lin%s.
Tran9d stages are converted to TRA"SBT 1* &ode stages. The order of
stages will be the sa&e as that in Tran9d 2; b!t TRA"SBT 1* assigns each
stage an inde6; shown in brac%ets; which are always in n!&erical order.
To preserve the original n! & b er in g of the Tran9d stages; the Tran9d
n!&bering is copied into the Iisplay =I of each stage. These are shown in
red at the top:right of each stage in the Lin% Ti&ings and Stage SeF!ence
screens. /=f they are not visible; chec% that they are switched on via the
+ser <references screen.0 =n &any cases; the Iisplay =Is will be the sa&e
as the n!&erical indices.
'on!s greens are i&ported and converted into relative start and end
displace&ents for the appropriate green period. /These are additional to
the global start and end displace&ents.0 =n TRA"SBT 1*; total start and
end displace&ents can be vis!alised easily by viewing the effective green
ti&ings in the Lin% Ti&ings screen.
Lin% ti&ings are inferred fro& the stage ti&ings and the intergreen &atri6.
Lin% delays /losing and gaining0 are i&ported and converted.
Lin% &ini&!& green val!es are i&ported and appear in Link6Link &ignal
3ata6Link Minimum >reen.
Stage &ini&!& green val!es are i&ported and converted as follows. =n
TRA"SBT 1* &ode; for any stage; #$"%&'# &tage Minimum M #$"%&'#
Minimum .receding Interstage Q &tage Minimum @R #$"%&'# Minimum
.receding Interstage Q 2ser &tage Minimum; whichever is the larger.
&tage Minimum is calc!lated a!to&atically fro& lin% &ini&a and intergreen
constraints; and will be !sed if the stages do not have a separate &ini&!&
green entered in Tran9d. =f a stage does have a &ini&!& green entered in
Tran9d; then it will appear in the 2ser &tage Minimum field; &in!s the
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *27
#$"%&'# Minimum .receding Interstage val!e. The a!to&atically
calc!lated val!e of #$"%&'# &tage Minimum will then &atch the val!e
entered in Tran9d. /This step is needed beca!se the &in green in Tran9d
refers to TRA"SBT 12 stage definitions and hence incl!des the preceding
interstageD this is separated o!t d!ring the i&port.0
$e reco&&end that after i&porting a file yo! chec% the stage and lin%
ti&ings for each signalised node. @ccasionally yo! &ay need to adH!st the
stage definitions slightly /for e6a&ple by adding d!&&y lin%s0 to replicate
the sa&e ti&ings set!p. <lease contact TRL if yo! wo!ld li%e any
assistance.
R!nning an i&ported Tran9d 2 file in TRA"SBT 1* is li%ely to prod!ce a si&ilar overall
<erfor&ance =nde6 b!t this will not always be e6actly the sa&e. =n so&e cases this
will be d!e to vario!s &odifications and b!g fi6es that have been incl!ded in
TRA"SBT 1*; and in others cases si&ply d!e to differences between Tran9d and
TRA"SBT. =f in do!bt; please send yo!r data file/s0 to TRL for co&&ent.
TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 I J =&porting fro& TRA"SBT:25 <age *22
,6 A33e#di8 D F Im3/&ti#$ 0&/m TRANSYT96F
=&port files fro& TRA"SBT:25 by selecting :ileEImportE:rom #$"%&'# +: and then
browse to yo!r .T=" file. I!ring the i&port process yo! &ay be shown one or &ore
infor&ation &essages or given options abo!t how to i&port certain ite&s.
=t is reco&&end that yo! chec% the Tas% List after i&porting; as there &ay be
warnings and errors that wo!ld not have shown !p in TRA"SBT:25. =n general;
TRA"SBT 1* chec%s for &ore and different proble&s than does TRA"SBT:25.
5!rther&ore; d!e to differences in the two prod!cts; TRA"SBT 1* Einterprets rather
than si&ply Ereads &any of the TRA"SBT:25 data ite&s. Therefore; a file that ran in
TRA"SBT:25 &ay show errors or warnings in TRA"SBT 1*.
A s!&&ary of; to what e6tent data is i&ported fro& each TRA"SBT:25 Record Type is
as follows-
=&portedS Record Type J Record Iescription
5!lly
2 J @pti&isation "ode List
2 J Shared Lanes
1> J Controller Ti&ing
14 J Controller Ti&ing
2B J <hasing Iata
N
2A J <hasing Iata Contin!ation
24 J Lin% Iata
*0 J <erfor&ance =nde6 /<=0 weighting
*) J G!e!eing Capacity #odifier
*3 J Cr!ise speed &!ltiplier
*7 J ?ol!&e #!ltiplier
*2 J Ielay $eight #!ltiplier
*4 J Stop $eight #!ltiplier
*9 J <latoon Iispersion 5actors
)0 J 5low <rofile Iiagra&s
)2 J Arterial Ro!tes
Ro!te Title Card
TRA"SBT 1* +ser (!ide /=ss!e 90
<age *24
71 J Ro!te Lin%
20 J "ode Coordinates
=ntersection "a&e Record
Lin% "a&e Record
N96cl!ding the Lact!ated phase flagM
<artially
1 J R!n Controls
10 J "etwor% <ara&eters
29 J Lin% Iata Contin!ation
291 J Lin% Iata 5!rther Contin!ation
9> J Ter&ination =nstr!ctions
"ot at all
* J #ove&ent "!&bering
) J ill:Cli&b @pti&isation Step SiKes
3 J Associated Lin%s
7 J ill:Cli&b Sensitivity <ara&eters
4 J #odel Coefficients
*1 J Lin%:to:Lin% 5low $eighting
*2 J G!e!eing Ratio $eighting
** J Thro!ghp!t $eighting
)1 J 'andwidth Constraints
)* J Arterial $eighting
3> J R!n =nstr!ctions
70 J Ro!te <ara&eters
21 J Lin% C!rvat!re
Anyone i&porting a TRA"SBT:25 file sho!ld be aware of the following-
TRA"SBT 1* will load in and position nodes and lin%s according to this file.
TRA"SBT 1* interprets both the TRA"SBT:25 LstandardM lin% n!&bering
sche&e and the L"9#AM sche&e in order to &ini&ise any differences
between the layo!ts. owever; it does not atte&pt to interpret c!sto&
n!&bering sche&es.
(iven the differences in the data ite&s and appearance between TRA"SBT:
25 and TRA"SBT 1*; the networ% &ay not appear e6actly as it did in
TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 I J =&porting fro& TRA"SBT:25 <age *29
TRA"SBT:25. owever; we believe !sers will benefit considerably fro& the
obvio!s vis!al s!periority of TRA"SBT 1*.
=&porting a file fro& TRA"SBT:25 will a!to&atically set the signals
representation &ode to T12#@I9. Bo! can of co!rse; convert to T1*#@I9
if reF!ired.
"etwor%:wide start:!p lost ti&e is ro!nded to the nearest second when
i&ported as the networ%:wide LStart Iisplace&entM. Si&ilarly; the defa!lt
e6tension of effective green is ro!nded when i&ported as the Lend
displace&entM
Snea%ers are converted into eF!ivalent lin% Lrelative end displace&entsM at
a rate of 2 seconds per snea%er. ".'. TRA"SBT 1* chec%s to see if a
benefit wo!ld res!lt fro& the specified snea%ers; based on the i&ported
staging arrange&ent; and if not the snea%ers are ignored.
There is no lane:to:lin% &apping in TRA"SBT 1* J however; where a lin%
represents &!ltiple lanes it is relatively easy to identify this sit!ation fro&
the lin%s high sat!ration flows.
Bo! &ay notice so&e vis!al disparities between the TRA"SBT:25 Lane
Config!ration screen and "etCon. This can be d!e to the following-
o "etCon displays traffic &ove&ents of each individ!al lin% /incl!ding
all shared lin%s0; rather than each lane. This &a%es it easier to see
how the networ% &odel has been defined. ".'. L+ser #ove&entsM
are p!rely vis!al J they do not affect res!lts.
o So&e &ove&ents Ldefined as LThr!M in TRA"SBT:25 which are
act!ally t!rning &ove&ents; as defined by LfeedersM and lin%
positions; will show correctly as t!rning &ove&ents in "etCon.
There are no LarterialsM in TRA"SBT 1* J both LarterialsM and Lro!tesM are
i&ported as TRA"SBT 1* Lro!tesM.
The direction of ro!tes /forwardCbac%0 is not specifically recorded in
TRA"SBT 1* J Therefore; the direction of i&ported LreverseM ro!tes are
retained by recording the direction in the TRA"SBT 1* Ro!te =I by
appending it with the letter LRM.
TRA"SBT:25 LG!e!ing Capacity #odifiersM are i&ported as &odified L#a6
G!e!e StorageM val!es.
5or per&itted &ove&ents; only the first two opposing lin%s /of a possible
three0 are i&ported.
TRA"SBT:25 LphasesM are interpreted as TRA"SBT LstagesM.
Bellow and Red intervals are converted into TRA"SBT Lstart lagsM on each
lin% J which is !sed in TRA"SBT 1* to represent interstages. Also note that
the Red and Bellow intervals associated with a partic!lar TRA"SBT:25
LphaseM is associated with the fo ll o w i n g TRA"SBT 1* LstageM d!e the
difference in how TRA"SBT:25 LphasesM and TRA"SBT 1* LstagesM are
defined : TRA"SBT stages incl!de the pr e c e d i n g interstage.
TRA"SBT 1* +ser (!ide /=ss!e 90
<age **0
'eca!se the opposed right:t!rn &odel in TRA"SBT 1* is different to that in
TRA"SBT:25; a caref!l e6a&ination of the giveway para&eters after
i&porting is reco&&ended; as well as reading the relevant sections of this
+ser (!ide on this partic!lar topic.
5inally; there are &any &odelling options that are in one prod!ct b!t not the
other; e.g. the Cell Trans&ission #odel in TRA"SBT 1* and the vario!s per&itted:
&ove&ent &odels in TRA"SBT:25. Therefore; consideration sho!ld be &ade of
the i&pact these differences will have when co&paring res!lts between the two
prod!cts. aving said that; there is considerable co&&onality in both the data
specified and the &odelling feat!res of these prod!cts; hence essentially they can
be !sed to Ldo the sa&e HobM.



TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 9 J +sing @SCAIB <R@ <age **1
,. A33e#di8 E F Usi#$ OSCADY PRO
@SCAIB <R@ is a software application that can opti&ise isolated signalised H!nctions
in a detailed &anner; and is capable of a!to&atically generating opti&al stages and
stage seF!ences; given an intergreen &atri6 and traffic flows. <lease see
www.t rl s o ft wa r e . c o .!% f or &ore details.
=t is possible to e6port a single TRA"SBT 1* node into a file that @SCAIB <R@ can
load and opti&ise. The opti&ised signal ti&ings prod!ced by @SCAIB <R@ can then
be c!t and paste bac% into TRA"SBT 1*. /@SCAIB <R@ also has an 96port to
TRA"SBT facility; altho!gh c!rrently this only wor%s with TRA"SBT 12; so yo! wo!ld
have to i&port it bac% into TRA"SBT 1*.0
I# t'is (!y y/u ;!# use OSCADY PRO t/ $e#e&!te !# i#iti!1 set /0 st!$es !#d
! st!$e seBue#;e% ;'//se t'e &e;/mme#ded seBue#;e 0&/m OSCADY PRO !#d
t'e# use t'ese !s t'e i#iti!1 st!$e timi#$s i# TRANSYT 13+ R!nning the f!ll
TRA"SBT 1* &odel will then opti&ise the ti&ings f!rther; ta%ing the entire networ%
co:ordination into acco!nt. Bo! can !se @SCAIB <R@ to generate stages witho!t
having to inp!t stages at all in TRA"SBT 1*; since when yo! paste the @SCAIB <R@
ti&ings into TRA"SBT 1*; stages will a!to&atically be prod!ced.
Alternatively; yo! can wor% with individ!al H!nction files in @SCAIB <R@ and then
si&ply paste the phase ti&ings in as lin% ti&ings in TRA"SBT 1* J i.e.; yo! dont need
to !se the e6port option each ti&e.
96porting to @SCAIB <R@ is only possible if yo! are wor%ing in T1*#@I9; since it
reF!ires an intergreen &atri6 and standard stage ti&ings as opposed to TRA"SBT
stage definitions.
Select :ileE?=portE#o O&C"3' .$O to show a screen where a few options can be set
!p to define the e6port-
TRA"SBT 1* +ser (!ide /=ss!e 90
<age **2
9nter the signalised node that yo! wish to e6portD this node will be !sed as the
@SCAIB <R@ signalised H!nction.
TRA"SBT 1* will e6port all lin%s controlled by this node as a separate traffic strea& in
@SCAIB <R@; with each shared &inor lin% appearing as a lane within that traffic
strea&. The act!al appearance in @SCAIB <R@ is !ni&portant !nless yo! plan to
develop the H!nction f!rther in @SCAIB <R@ J in that case; yo! can !se the tools in
@SCAIB <R@ to adH!st the layo!t.
TRA"SBT 1* will e6port the c!rrent stage seF!ence for the node as a stage seF!ence
in @SCAIB <R@. Tic% the :orce &tages bo6 if yo! need @SCAIB <R@ to r!n this
seF!ence e6actly as it appears /as opposed to adH!sting the stage seF!ence0.
Tic% Include ?valuation &e7uence if the c!rrent lin% ti&ings sho!ld be incl!ded as an
@SCAIB <R@ eval!ation seF!ence. =n this way yo! can !se @SCAIB <R@ to co&pare
the c!rrent lin% ti&ings to the opti&ised ti&ings /and opti&ised stage seF!ence and
possible new stages0 that @SCAIB <R@ generates.
Bo! can choose to !se the c!rrent networ% cycle ti&e either as the fi6ed cycle ti&e in
@SCAIB <R@ or as the &a6i&!& cycle ti&e in @SCAIB <R@.
5inally yo! can choose whether or not to incl!de pedestrian lin%s and whether basic
opposition stat!s sho!ld be e6ported.
<lease note that no atte&pt is &ade to e6port options in a detailed &anner and; for
e6a&ple; the opposition stat!s is li&ited to si&ply t!rning opposition onCoff for
individ!al lin%sD yo! sho!ld chec% the vario!s detailed para&eters available in
@SCAIB <R@; incl!ding t!rning &ove&ents.
The screenshot below shows a node fro& TRA"SBT 1* which was e6ported to @SCAIB
<R@ and then r!n !sing a new set of ti&ings generated by @SCAIB <R@. /=n this
e6a&ple there are no intergreens0.
TRA"SBT 1* +ser (!ide /=ss!e 90
Appendi6 9 J +sing @SCAIB <R@ <age ***
To !se ti&ings generated by @SCAIB <R@; follow these steps-
R!n the file in @SCAIB <R@ and select a sol!tion of interest
Iisplay the @SCAIB <R@ <hase Ti&ings screen
=n the <hase Ti&ings screen; clic% the &how .hase #imings ?ditor b!tton;
which will show a grid of the phase ti&ings
+se the &ain @SCAIB <R@ toolbar Copy b!tton to copy these ti&ings to the
clipboard
Ret!rn to TRA"SBT 1*; show the Lin% Ti&ings screen for the appropriate node;
and select ClipboardE.aste Link #imings :rom Clipboard @O&C"3' .$O
:ormatA. =f the ti&ings are co&patible; yo! sho!ld then see the lin% ti&ings
appear in TRA"SBT 1*; along with a new set of stages if necessary. /There is
no need to &an!ally add the stages.0
N/te this is based on the ass!&ption that the lin%s in TRA"SBT 1* are
eF!ivalent to the phases in @SCAIB <R@. This sho!ld always be tr!e if yo!
e6port fro& TRA"SBT 1* and then paste the ti&ings directly bac% to TRA"SBT
1*; b!t cannot be g!aranteed if yo! have !sed inter&ediate files.
TRA"SBT 1* +ser (!ide /=ss!e 90

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