Experiment No: 01

Experiment Name: Method for Measuring Saturation Flow at Traffic Signal.

Theory: The most common type or signal is traffic control signals� Traffic control signals
arc primarily used to control the movement of vehicle and pedestrian traffic at intersections.
Traffic signals arc operated by electro-mechanical or electronic controller that with the signal
indications and off in accordance with a plan selected by the traffic engineer. The saturation
flow rate for a long group that can pass though intersections are hour for continuous green
light under the preventing traffic and roadway condition.
Categories of Traffic:
Class -1: Passenger. including takes and utilities.
Class-2: Lorries with 2 axles and minibus.
Class-3: Trailers with more than 2 axles.
Class -4: Buses. Truck.
Class-5: Motorcycles.
Methodology:
1. Observed vehicle discharge pattern at a lane to obtain the number of vehicles discharge
from a quake in successive 6 sec. intervals though at the green period.
2. Flow for each saturated interval except the fast and last interval will be averaged.
𝑛
3. Initial lost time, 𝑡𝑖 = 𝑡 −
𝑠
𝑛′
Final lost time, 𝑡𝑓 = 𝑡 −
𝑠

Effective green time, g = G + A - (ti - tf)

Where, g = green period
A = amber period
n = number of vehicles

Data Collection:
Standard Time = 60 sec
@6 sec. interval; 10 nos. interval counting at Amborkhana point (Subidbazar-Amborkhana
Lane), Sylhet.
#0-6 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi 1 1*1 1
Lorry/Minibus - - -
Trailer - - - 0.80
Bus/Truck - - -
Auto Rickshaw/Motorcycle 4 4×0.75 3.0

#7-12 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi - - -
Lorry/Minibus - - -
Trailer - - - 0.3
Bus/Truck - - -
Auto Rickshaw/Motorcycle 2 2×0.75 1.5

#13-18 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi 1 1×1 1.0
Lorry/Minibus - - -
Trailer - - - 0.95
Bus/Truck - - -
Auto Rickshaw/Motorcycle 5 5×0.75 3.75

#19-24 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi - - -
Lorry/Minibus 2 2×2 4.0
Trailer - - - 1.25
Bus/Truck - - -
Auto Rickshaw/Motorcycle 3 3×0.75 2.25

#25-30 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi 2 2*1 2.0
Lorry/Minibus - - -
Trailer - - - 0.85
Bus/Truck - - -
Auto Rickshaw/Motorcycle 3 3×0.75 2.25
#31-36 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi 1 1×1 1.0
Lorry/Minibus 1 1*2 2.0
Trailer - - - 0.9
Bus/Truck - - -
Auto Rickshaw/Motorcycle 2 2×0.75 1.5

#37-42 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi - - -
Lorry/Minibus - - -
Trailer - - - 0.9
Bus/Truck - - -
Auto Rickshaw/Motorcycle 6 6×0.75 4.50

#43-48 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi - - -
Lorry/Minibus 2 2*2 4
Trailer - - - 1.40
Bus/Truck - - -
Auto Rickshaw/Motorcycle 4 4×0.75 3.0

#49-54 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi - - -
Lorry/Minibus - - -
Trailer - - - 0.75
Bus/Truck - - -
Auto Rickshaw/Motorcycle 5 5×0.75 3.75

#55-60 sec.
Types of Vehicles Total Sub Total PCU Total PCU Average
Car/Jeep/Taxi 2 2×1 2
Lorry/Minibus 1 1*2 2
Trailer - - - 1.25
Bus/Truck - - -
Auto Rickshaw/Motorcycle 3 3×0.75 2.25
Data Calculation:
0.3+0.95+1.25+0.85+0.9+0.9+1.4+0.75
𝑆= = 0.91 PCU/6 sec.
8
0.91×3600
= PCU/hr
6

= 546 PCU/hr.
𝑛 25
𝑡𝑖 = 𝑡 − = 6 − = 5.954 sec.
𝑠 546
𝑛′ 20
𝑡𝑓 = 𝑡 − = 6− = 5.963 sec.
𝑠 546

Initial Lost Time PCU vs. Time plot Final Lost Time
1.6

1.4

1.2

1
PCU

0.8

0.6

0.4

0.2

0
0-0.1 0.1-0.2 0.2-0.3 0.3-0.4 0.4-0.5 0.5-0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0
Time(min)

Effective green time, g = G + A - (ti – tf) = 60 + 2 - (5.954 + 5.963) = 50.083 sec.

Here, Total Cycle time, C = G +A+ Y +A+ R = 60 + 2 + 3 + 2 + 40 = 107.
𝑔 50.083
Maximum Capacity = ×𝑆 = × 546 = 255.56 PCU/hr = 256 PCU/hr.
𝐶 107
 Part - “B”
Theory: An intersection where there are a large number of crossings and right turn traffic;
there is a possibility of conflict. Traffic signals are control device which could alternatively
direct the traffic to stop and. proceed at intersection using red and green traffic light signal
automatically.
Total Cycle = GA+ AA+ RA = GA+ AA+ (Gs+ AB)
Where,
AA = yellow + number clearance
R = red (stop)
G = green (go)
Methods:
2.5×𝑛1 ×𝐶1 2.5×𝑛1 ×𝐶2
i. Trial Cycle Method; GA = , GB =
900 900

ii. Approximate Method

iii. Webster’s Method
where, n = number of traffic
c = cycle time
2.5 = average time of headway
900 = (15minx60) sec.
Problem: The 15 mins traffic counts on a Gross-I and Gross-2 during peak hour are observed
as 178 mph and 142 mph respectively, approaching the. intersection. If the amber times
(including yellow) required are 3 and 2 respectively. Design the signal system by trial and
error method.
Solution:
# Trial - 1: Let, C = 50 sec,
2.5×178×50
GA = = 24.72 sec.
900
2.5×142×50
GB = = 19.72 sec.
900

∴ Total Cycle Length = GA+ GB +AA+ AB

= 24.72 + 19.72 + 3 + 2
= 49.44 sec. < 50 sec.; (Not OK.)
# Trial - 2: Let, C = 40 sec,
2.5×178×40
GA = = 19.77 sec.
900
 2.5×142×40
GB = = 15.77 sec.
900

∴ Total Cycle Length = GA+ GB +AA+ AB

= 19.77 + 15.77+ 3 + 2
= 40.54sec. > 40 sec.; (Not OK.)
# Trial - 3: Let, C = 45 sec,
2.5×178×45
GA = = 22.25 sec.
900
2.5×142×45
GB = = 17.75 sec.
900

∴ Total Cycle Length = GA+ GB +AA+ AB

= 22.25 + 17.75+ 3 +2
= 45sec. > 45 sec.; (OK.)

Part - "C"
Example: An isolated signal with pedestrian indicator is to be installed on a right-angle
intersection with road ''A" 18m wide and road "B" 12m wide. The heavier volume per hour
for each lane of road "A'' and road "B" are 275 PCU/hr. and 225 PCU/hr. respectively. The
approach speeds are 55 kmph and 40 kmph for "A" and "B' respectively. Design the timing of
signal.
Solution:
Step- 1: Based on the approach speed,
Let, Amber period for road A = 4 sec. B = 3 sec.
Step-2: Based on pedestrian walking speed 1.2m/sec.
The pedestrian clearance time for
18
Road A = 1.2 = 15 sec.
12
Road B = = 10 sec.
1.2

Minimum Red time for Road A= 15 + 7 = 22 sec.

Road B = 10 + 7 = 17 sec.
Step-3: Minimum green times based on pedestrian Walking pattern,
For Road A, GA = 17- 4 = 13 sec. [Amber for A = 4 sec.]
For Road B, GB = 22- 3 = 19 sec. [Amber for B = 3 sec.]
Step-4: Given that, nA = 275 PCU/hr., nB = 225 PCU/hr.
We know that,
𝐺𝐴 𝑛𝐴
= ; where, nA & nB = volume of traffic and G ∞ n.
𝐺𝐵 𝑛𝐵
𝑛𝐴 ×𝐺𝐵 275×19
GA = = = 23.3 sec.
𝑛𝐵 225

∴ Total Cycle Time = GA+ AA+ (GB+ AB) = 23.2 + 4.0 + (19 + 3.0)
= 49.2 sec. ~ 50 sec.
275
∴ GA = 23.2 + × 0.8 = 24.17 sec.
225
275
∴ GB = 19.0 + x 0.8 = 19.97 sec.
225

∴ RA = GB+ AB = 19.97 + 3.0 = 22.97 sec.

∴ RB = GA+ GB = 24.17 + 4.0 = 28.17 sec.
∴ Total Cycle = RA+RB = 22.97 + 28.17 = 51.14 sec.

Conclusion:
Accurate saturation flow values are fundamental building block in the management of
efficient urban traffic signal control and intersection design. In this research, the author
suggests a synchronous regression method to determine PCU values for non-lane base traffic
condition. Initially a range of site specific, PCU values were obtained and it was observed
that PCU values for vehicle change significant from intersection to intersection. So, this study
strongly recommends that unified PCU concept not be used in non-lane based traffic
conditions. The saturation flow for each survey approach was calculated. Using the individual
PCU values and linear regression techniques were based on statically performance indicator
for the multivariate model was proposed as appropriate for estimating saturation flow for
non-lane-based traffic condition.