Traffic Signal Control Intersection

Intersections under traffic signal control operate on a basis that, separate time period are

assigned to conflicting traffic movements so that each can make safe and efficient use of the

carriageway. Traffic signals are installed only at At-grade intersections in built up areas. Some

basic features of traffic signals:

I. Traffic Signal- refers specifically to and optical device which is operated electronically

by a controller and displays a prescribed message which causes pedestrian and vehicle

traffic to be alternately directed to stop and go.

II. Signal head – a typical main signal head is composed of 3 lanterns arranged vertically

above each other with Red lens on top, Amber (middle), and Green lens at the bottom

The lenses are normally 2 or 3 mm in diameter and each is illuminated from behind by an

independent light source. The standardization of a lantern location is important because it

ensures that color blind drivers are always aware of which lights are showing at a given time.

The normal sequence is Red, Red-Amber shown together, Green and back to Amber (Fig

1.0). The Green-Amber period is standardized at 2 seconds and Amber at 3 seconds. The

function of the Red-Amber period is to indicate to stopped motorists and pedestrians to be ready

to enter the intersection as the lights are about to change to green.

Figure 1: Traffic sequence

 The Amber period similarly warns approaching vehicles of a coming change in signal

indication so as to slow down safely. It is also acts a \s a clearance interval for vehicles or

pedestrians within the junction and for those moving vehicles that are very close to the stop line

so that they do not stop suddenly which could be dangerous

Filter signals

Are normally mounted alongside main signal heads to permit the movement of vehicles

in the direction shown by the green arrow even though the main signal is showing red.

Figure 2: Showing main traffic signals and a filter signal.

These signals should be used cautiously because they can create problems for pedestrians

crossing the road from which the filtering vehicles emerge. Also, there is a risk of collision with

other vehicles..

Traffic Activated Signals

This is an automatic mechanism for controlling operation of traffic signals in accordance

with the varying demands of traffic. The controller receives data from detectors located on one or

more approaches to the junction. And on the basis of these data, it allocates green time by

predetermined methods.
 I. Traffic detector

Any device by which vehicles or pedestrians can inform a traffic activated controlled of

their presence.

II. Cycle Time

The period of time required for one complete sequence of signal phases. The cycle has a

variable and non-uniform length when operated by traffic activated controller.

But for a pre-timed controller, it has a uniform pre-determined length. Short cycle lengths are

generally preferred because they reduce traffic delay. Cycle lengths of more than 120 seconds

should rarely be allowed unless operated as a deliberate traffic restraint policy.

III. Traffic phase

It is the part of the time cycle allocated to any traffic movement or any combination of

traffic movement receiving the right of way. The simplest form of phasing is 2-phase

whereby; Phase A provides for one street while phase B provides for the other cross

street. For example, phase A, NS and phase B, EW (Fig. 3). Phases can be split they can

overlap or be timed concurrently. It is good practice to have as few phases as possible

because each phase reduces the amount of green time per hour that is available for other

phases. Traffic delays may also be increased by extra phases due to additional starting

delays and the need for extra amber period and longer cycles.
 N

W E

Figure 3: illustration of phase in an intersection.

IV. Intergreen period

The time between end of right of way for a phase and the start of the right of way for the

next phase. These comprise of the 3s leaving amber for the phase losing right of way and

the 2s starting red / amber for the phase gaining right of way. Depending on the geometry

of the junction there may also be a period of all red to allow all traffic to clear the

junction. If the intersection is very busy and it is decided to insert a seven second all red

period to allow safe pedestrian movement, the intergreen period will be 12 seconds.

Amber- 3 seconds

Red-amber- 2 seconds

All red-7 seconds

V. Lost time

Unfortunately, intersections are not constantly in use. There may always be cars waiting for the

light, but there are times when there is no one actually in the intersection. Lost time is a measure

of this no-use time, and it takes into account lost time at the beginning and ends of a phase

Requirements of traffic signals

Meaning must be clear and unlikely to be misunderstood

Attention – the signal must attract attention of users (back ground must be black and yellow) to

make it conspicuous.

Respect- signals must be respected by road users

Time- of response is provided by amber light, 2-3 seconds

Traffic Signal Setting

1. Determine the Saturation flow S (the max traffic flow that can pass through an interval

from an approach without hindrance by traffic signals). Saturation flow can be

determined by counting vehicles from 5 seconds after they have been allowed to

discharge from the stop line until traffic begins to tail-off. The initial 5 second time

eliminates time delay and saturation flow is measured in vehicle/hour of green time. The

saturation flows are also influenced by, Traffic composition, Traffic delays, intersection

gradients-uphill grades reduce saturation flow and vice versa for downhill grades.

2. Determine Actual flow. This is done by actual traffic survey for each arm of the

intersection. Traffic flow is determined on representative weekdays of the busiest month

and the peak flow q is obtained.

3. Find the ratio of actual flow to saturation flow.

= / (E.q 1)

Then consider the maximum value of y in each phase.

W E

= / , = / , = / , = /

= + (E.q. 2)

4. Determine the lost time;

= + (E.q 3)
Where
= no. of signal phases
=average lost time per phase due to starting delays
=time during each cycle when all signals display red including Amber+red
simultaneously.

5. Determine the optimum cycle time C0

C0; is the cycle time which causes overall least delay.
 .
= (E.q 4)
Where
L = lost time
Y= y max

6. Compute the signal timings

= ( − )

= ( − )
Where
g1= green time in phase 1
g2= green time in phase 2

7. Finally calculate the actual green time

Actual green time = effective green time +standard green time – Amber time (E.q 5)