improvement in traffic signal design

IMPROVEMENT IN TRAFFIC SIGNAL

DESIGN

By

KUKADIYA CHIRAG V. PATEL DHIRAJ N. PATEL KUNAL N. SHAH JAYMIN P.

100750106011 100750106026 110753106009 110753106014

Name of Supervisor

Prof. PRIYANK B SHAH

M.Tech (Transportation Engineering) Department Of

Civil Engineering, SVBIT, Gandhinagar.

A Report Submitted to Gujarat Technological University

In Partial Fulfillment of the Requirements for

The Degree of Bachelor of Engineering (8th

Semester)

in

Civil Engineering

29th

April, 2014

Bapu Gujarat Knowledge Village Shankersinh Vaghela Bapu Institute of Technology, Vasan,

Gandhinagar – 382650

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page I

CERTIFICATE

This is to certify that A Report Submitted as a Project –II for the thesis entitled

“IMPROVEMENT IN TRAFFIC SIGNAL DESIGN” was carried out by following students

at Shankersinh Vaghela Bapu Institute of Technology f o r partial fulfillment of B.E. degree to be

awarded by Gujarat Technological University. This research work has been carried out under

my supervision and is to my satisfaction.


100750106011

Date: 29th

April, 2014

100750106026 110753106009 110753106014

Place: Ahmedabad.

GUIDE BY

Prof. Priyank B Shah

(Assistant Professor) SVBIT,

Gandhinagar

Head of Civil Department

Prof. Abijitsinh Parmar

(Assistant Professor)

SVBIT,

Gandhinagar

Bapu Gujarat Knowledge Village Shankersinh Vaghela Bapu Institute of Technology Gandhinagar

– 382650

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page II

THESIS APPROVAL

This is to certify that research work embodied in this thesis entitled “IMPROVEMENT IN

TRAFFIC SIGNAL DESIGN” was carried out by following students at Shankersinh Vaghela

Bapu Institute of Technology (075) is approved for award of the degree of B.E. in Civil

Engineering by Gujarat Technological University.


100750106011 100750106026 110753106009 110753106014

Date: 29th

April, 2014

Place: Ahmadabad.

------------------------- ------------------------- ------------------------

( ) ( ) ( )

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page III

DECLARATION OF ORIGINALITY

I hereby certify that I am the sole author of this thesis and that neither any part of this thesis

nor the whole of the thesis has been submitted for a degree to any other University or

Institution. I certify that, to the best of my knowledge, my thesis does not infringe upon

anyone’s copyright nor violate any proprietary rights and that any ideas, techniques,

quotations, or any other material from the work of other people included in my thesis,

published or otherwise, are fully acknowledged in accordance with the standard referencing

practices. I declare that this is a true copy of my thesis, including any final revisions, as

approved by my thesis review committee.

Date: 29th

April, 2014

Place: Ahmadabad.


100750106011 100750106026 110753106009 110753106014

Verified By:

Prof. Priyank Shah

(Assistant Professor

at Department of

Civil Engineering

SVBIT)

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page IV

TABLE OF CONTENTS

CERTIFICATE I

THESIS APPROVAL II

DECLARATION OF ORIGINALITY III

TABLE OF CONTENTS IV

LIST OF FIGURE VI

LIST OF TABLE VI

ACKNOWLEDGEMENTS VII

ABSTRACT VIII

CHAPTER 1 INTRODUCTION 1 1.1. INTRODUCTION 2 1.2. TYPES OF TRAFFIC SIGNALS 3 1.3. FACTORS TO CONSIDER WHEN INSTALLING A SIGNAL 3

1.3.1 ADVANTAGES TRAFFIC SIGNALS 3 1.3.2 DISADVANTAGES TRAFFIC SIGNALS 4

1.4. TERMINOLOGY 4 1.5. OVERVIEW 4

1.5.1 DEFINITIONS AND NOTATIONS 5 1.5.2 PHASE DESIGN 6 1.5.3 TWO PHASE SIGNALS 7 1.5.4 FOUR PHASE SIGNALS 8 1.5.5 INTERVAL DESIGN 10 1.5.6 CYCLE TIME 11

1.6. EFFECTIVE GREEN TIME 13 1.7. LANE CAPACITY 14 1.8. CRITICAL LANE 14

CHAPTER 2 LITRATURE REVIEW 15 2.1RESEARCH PAPERS ON TRAFFIC SIGNAL DESIGN 16 2.1.1 ROAD SAFETY PERFORMANCE ASSOCIATED WITH

IMPROVED TRAFFIC SIGNAL DESIGN AND INCREASED

SIGNAL CONSPICUITY

17

2.1.2 PROBLEM AND POSSIBLE SOLUTION FOR BETTER

TRAFFIC MANAGEMENT: AHMEDABAD-VADODRA NH-8

18

2.1.3 IMPROVED TRAFFIC SIGNAL COORDINATION STRATEGIES FOR ACTUATED CONTROL

19

2.1.4 IMPROVING SAFETY IN TH E TRANSPORT INDUSTRY

THROUGH INCREASED VISIBILITY

20

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page V

2.1.5 IMPROVING TRAFFIC SYSTEMS STRATEGY AND OPERATIONS

USING A CAPABILITY MATURITY APPROACH

21

2.1.6 TRAFFIC SIGNAL SUPPORTING STRUCTURES AND METHODS 22

2.1.7 TRAFFIC SIGNAL CONTROL SYSTEM AND METHOD 22

2.1.8 TRAFFIC SIGNAL LIGHT DEVICE 24

2.1.9 TRAFFIC SIGNAL WITH INTEGRATED SENSORS 25

CHAPTER 3 METHEDOLOGY

26

CHAPTER 4 SURVEY METHODS

28

4.1 INTRODUCTION 29

4.2 USING COUNT PERIOD TO DETERMINE STUDY METHOD 29

4.3 TRAFFIC VOLUME COUNT FLOW CHART 30

4.4 MANUAL COUNT METHOD 31

4.4.1 MANUAL COUNT RECORDING METHOD

31

4.5 A TYPICAL SHEET FOR MANUAL VOLUME COUNT METHOD 32

4.5.1KEY STEP TO MANUAL COUNT STUDY 32

4.5.2 PEDESTRAIN COUNT 32

4.5.3 VEHICLES CLASSIFICATION COUNT 33

4.5.4 AVERAGE DAILY TRAFFIC AND ANNUAL AVERAGE DAILY TRAFFIC COUNTS:

33

CHAPTER 5 DESIGN PROCESS AND RESULT ANALYSIS

3.1INTODUCTION

3.2DESIGNS STEP

3.3 INITIAL SITE INSPECTION

3.4 SITE PLAN

3.4.1 KERB LINE

3.5 PRELIMINARY DESIGN

3.4 DESIGN/SITE INSPECTION

3.6.1 POWER SUPPLY

3.6.2 COMMUNICATION SYSTEM

3.6.3 PHOTOGRAPHS

3

. MODIFIED DESIGN/SITE PLAN

3.8 CONSULTATION

3.9 NON STANDARD DESIGN

3.10 FINAL SITE INSPECTION

35

5.1 INTODUCTION 36

5.2 DESIGNS STEP 37

5.3 INITIAL SITE INSPECTION 37

5.4 SITE PLAN 38

5.4.1 KERB LINE

39

5.5 PRELIMINARY DESIGN 40


41

5.6.2 COMMUNICATION SYSTEM 42

5.6.3 PHOTOGRAPHS

43

5.7 MODIFIED DESIGN/SITE PLAN 45

5.8 NON STANDARD DESIGN 45

5.9 FINAL SITE INSPECTION 45

5.10 DETAIL DESIGN 46

5.11 AS PER IRC: 106-1990 PCU FOR DIFFERENT VEHICLE 47

5.12 TRAFFIC VOLUME COLLECTION DATA SHE 48

5.13 HOURLY VARIATION OF TRAFFIC IN ALL DIRECTION: 49

5.14 HOURLY VARIATION CHART FOR ALL DIRECTION: 50

5.17 HOURELY TRAFFIC VOLUME AS PER DATA 51

5.18 TRAFFIC FLOW DISCRIPTION: 51

5.19 HOURELY TRAFFIC VOLUME CHART: 52

5.20 PEAK HOUR FLOW DIAGRAM 53

CHAPTER 7 DESIGN OF TRAFFIC TIME CYCLE 55

CHAPTER 8 RESULT AND CONCLUSION 65

REFERANCE 67

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page VI

LIST OF FIGURE

Figure Name Page no

Figure -1.1 SIGNAL TIMING AT TRAFFIC SIGNAL

SIGNAL TIMING AT TRAFFIC SIGNAL



4

Figure -1.2 FOUR LEGGED INTERSECTION

6

Figure -1.3 TWO PHASE SIGNAL

7

Figure -1.4 ONE WAY OF PROVIDING FOUR PHASE SIGNALS

8

Figure -1.5 SECOND POSSIBLE WAY OF PROVIDING A FOUR PHASE

SIGNAL

9

Figure -1.6 THIRD POSSIBLE WAY OF PROVIDING A FOUR-PHASE

SIGNAL

10

Figure -1.7 GROUP OF VEHICLES AT A SIGNALIZED INTERSECTION WAITING FOR GREEN SIGNAL

11

Figure -1.8 HEADWAY DEPARTING SIGNAL 12

Figure 5.1 STEPS IN DESIGN PROCESS 36

Figure 5.2 TOP VIEW OF INCOMTAX CIRCLE ROAD 39

Figure 5.3 HOURLY VARIATION 50

Figure 5.4 TRAFFIC COMPOSITION CHART 51

Figure 5.5 HORELY TRAFFIC FLOW CHART 52

Figure 5.6 TRAFFIC PEAK HOURE FLOW DIAGRAM 53

Figure 5.6 TRAFFIC FLOW DIAGRAM FOR INCOMTAX CIRCLE 56

Figure 5.7 PHASE TRAFFIC FLOW FOR INCOMTAX CIRCLE 57

Figure 5.8 PHASE ALLOCATION 59

Figure 5.9 EXISTING CYCLE 60

Figure 5.10 REVISED CYCLE 60

Figure 5.11 TRAFFIC FLOW DIAGRAM 61

Figure 5.12 PHASE WISE FLOW 61

Figure 5.13 EXISTING CYCLE TIME 64

Figure 5.14

REVISED CYCLE TIME 64

LIST OF TABLE

TABLE NO PAGE NO

TABLE NO-1 32

TABLE NO-2 47

TABLE NO-3 48

TABLE NO-4 49

TABLE NO-5 51

TABLE NO-6 52

TABLE NO-7 58

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page VII

ACKNOWLEDGEMENT

I would like to express my highest appreciation to my supervisor Prof. Priyank Shah,

Professor and, Faculty of Technology, SVBIT College, Unava. For his thoughtful guidance during the

course of this project. His wisdom, flexibility, and patience were essential to the success of this work

Major Project.

Also, I would like thank to my colleagues, your help are really appreciated and will be

remembered forever.

Finally, I would like to special thankful to my parents, brothers and friends for their persistent

support in my studying at SVBIT, Ahmedabad. Their love and understanding always helps.

Chirag Kukadiya(100750106011)

Dhiraj Patel(100750106026)

Kunal Patel(110753106009)

Jaymin Shah(110753106014)

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page VIII

ABSTRACT Road traffic congestion is a recurring problem worldwide. In India, a fast growing economy, the problem

is acutely felt in almost all major cities. This is primarily because infrastructure growth is slow compared

to growth in number of vehicles, due to space and cost constraints. Secondly, Indian traffic being non-lane

based and chaotic is largely different from the western traffic. The difference can be understood fully only

through experience. Traffic research has the goal to optimize traffic flow of people and goods As the

number of road users constantly increases, and resources provided by current infrastructures are limited,

Improvement In our Project we are trying to solve this traffic congestion At Incomtax Circle

(Ahmedabad). The income tax circle is main route which connect EAST and WEST side of the city.

Income tax circle have currently many issues with traffic jams and accidents due to improper design of

traffic signal. This project survey Conduct for understanding of required improvement parameters

in Recent Traffic Signal Design. Improvement in existing traffic time cycle to improve the traffic

flow

INTRODUCTION

IMPROVEMENT IN TRAFFIC SIGNAL DESIGN Page 1

CHAPTER 1

INTRODUCTION

INTRODUCTION


1.1 INTRODUCTION:

This Traffic Signal design course describes principals used in the design of traffic

signals. Included in this course is a discussion of support selection, signal head

placement, detection design, and the selection of signal control and timings.

After collecting the needed data and completing the necessary planning tasks, the

final design plans for the traffic signal installation are prepared. Prior to initiating the

design work, it is very important that the designer visit the site so that he or she can

have an accurate visual image of the design environment. More than one site visit will

typically be required to fully understand the traffic operations environment of the

intersection in question. At the very least, a visit should be made during both the

weekday AM peak hour and the weekday PM peak hour. If the intersection is in close

proximity to a special traffic generator, such as a school or factory, a site visit during

the entrance and exit times of the generator will also prove valuable. A night visit is

also a good idea

The type of intersection to be controlled has a pronounced effect on the design that is

developed. Although standard 4-leg intersections are the norm, there are many other

types of intersections that, in one respect or another, require special treatment

The conflicts arising from movements of traffic in different directions is solved by

time sharing of the principle. The advantages of traffic signal includes an orderly

movement of traffic, an increased capacity of the intersection and requires only

simple geometric design. However the disadvantages of the signalized intersection are

it affects larger stopped delays, and the design requires complex considerations.

Although the overall delay may be lesser than a rotary for a high volume, a user is

more concerned about the stopped delay.

1.1.1 WHY TRAFFIC SIGNALS REQUIRED :

Conflicting traffic movements, make roadway intersections unsafe for vehicles and

pedestrians Intersections are a major source of crashes and vehicle delay (as vehicles

yield to avoid conflicts with other vehicles). Most roadway intersections are not

signalized due to low traffic volumes and adequate sight distances. At some point,

INTRODUCTION


traffic volumes and crash frequency/severity (and other factors) reach a level that

warrant the installation of traffic signals.

1.2TYPES OF TRAFFIC SIGNALS:

5-leg Intersections

"T" Intersections

Skewed Intersections

Staggered Intersections

Freeway Ramps

Intersections with Frontage Roads

Single Point Urban Interchanges

1.3 FACTORS TO CONSIDER WHEN INSTALLING A

SIGNAL:

A number of factors should be considered when planning to signalize an intersection.

These factors include:The negative effects of traffic delay. Excessive delay results in

significant fuel waste, higher motorist costs and air pollution. Potential diversion of

arterial traffic into neighborhood streets. Red-light running violations and associated

crashes Cost.

1.3.1 ADVANTAGES TRAFFIC SIGNALS :

Ensures orderly movement of traffic in all directions

Provisions for the progressive flow of traffic in a signal-system corridor

Provisions for side-street vehicles to enter the traffic stream

Provisions for pedestrians to cross the street safely

Potential reduction of accidents, conflicts ensuring safety

Possible improvements in capacity, and

Possible reductions in delay

INTRODUCTION


1.3.2 DISADVANTAGES TRAFFIC SIGNALS:

Large stop time delay

Complex signal design problems

The possible effects of a poorly-timed traffic signal

Increase in vehicle delay,

Increase vehicle crashes (particularly rear-end crashes)

Disruption to traffic progression

SIGNAL TIMING AT A TRAFFIC SIGNAL:

Green time: The time period in which the traffic signal has the green indication

Red time: The time period in which the traffic signal has the red indication

Yellow time: The time period in which the traffic signal has the yellow indication

Cycle: One complete rotation or sequence of all signal indications

Cycle time (or cycle length): The total time for the signal to complete one sequence

of signal indication.

Fig-1.1 signal timing at a traffic signal

1.4 OVERVIEW

The conflicts arising from movements of traffic in different directions is solved by

time sharing of the principle. The advantages of traffic signal include an orderly

movement of traffic, an increased capacity of the intersection and require only simple

geometric design. However the disadvantages of the signalized intersection are it

INTRODUCTION


affects larger stopped delays, and the design requires complex considerations.

Although the overall delay may be lesser than a rotary for a high volume, a user is

more concerned about the stopped delay.

1.4.1 DEFINITIONS AND NOTATIONS

A number of definitions and notations need to be understood in signal design. They

are discussed below:

Cycle: A signal cycle is one complete rotation through all of the indications provided.

Cycle length: Cycle length is the time in seconds that it takes a signal to complete

one full cycle of indications. It indicates the time interval between the starting ofof

green for one approach till the next time the green starts. It is denoted by .

Interval: Thus it indicates the change from one stage to another. There are two types

of intervals - change interval and clearance interval. Change interval is also called the

yellow time indicates the interval between the green and red signal indications for an

approach. Clearance interval is also called all red is included after each yellow

interval indicating a period during which all signal faces show red and is used for

clearing off the vehicles in the intersection.

Green interval: It is the green indication for a particular movement or set of

movements and is denoted by . This is the actual duration the green light of a

traffic signal is turned on.

Red interval: It is the red indication for a particular movement or set of movements

and is denoted by . This is the actual duration the red light of a traffic signal is

turned on.

Phase: A phase is the green interval plus the change and clearance intervals that

follow it. Thus, during green interval, non conflicting movements are assigned into

INTRODUCTION


each phase. It allows a set of movements to flow and safely halt the flow before the

phase of another set of movements start.

Lost time: It indicates the time during which the intersection is not effectively utilized

for any movement. For example, when the signal for an approach turns from red to

green, the driver of the vehicle which is in the front of the queue, will take some time

to perceive the signal (usually called as reaction time) and some time will be lost here

before he moves.

1.4.2 PHASE DESIGN

The signal design procedure involves six major steps. They include the (1) phase

design, (2) determination of amber time and clearance time, (3) determination of cycle

length, (4)apportioning of green time, (5) pedestrian crossing requirements, and (6)

the performance evaluation of the above design. The objective of phase design is to

separate the conflicting movements in an intersection into various phases, so that

movements in a phase should have no conflicts. If all the movements are to be

separated with no conflicts, then a large number of phases are required. In such a

situation, the objective is to design phases with minimum conflicts or with less severe

conflicts.

There is no precise methodology for the design of phases. This is often guided by the

geometry of the intersection, flow pattern especially the turning movements, the

relative magnitudes of flow. Therefore, a trial and error procedure is often adopted.

However, phase design is very important because it affects the further design steps.

Further, it is easier to change the cycle time and green time when flow pattern

changes, where as a drastic change in the flow pattern may cause considerable

confusion to the drivers. To illustrate various phase plan options, consider a four

legged intersection with through traffic and right turns. Left turn is ignored. See

figure 1.

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qfsigdes

INTRODUCTION


Figure 1.2: Four legged intersection

The first issue is to decide how many phases are required. It is possible to have two,

three, four or even more number of phases.

1.4.3 TWO PHASE SIGNALS

Two phase system is usually adopted if through traffic is significant compared to the

turning movements. For example in figure 2, non-conflicting through traffic 3 and 4

are grouped in a single phase and non-conflicting through traffic 1 and 2 are grouped

in the second phase.

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qf2ph

INTRODUCTION


Figure 1.3 : Two phase signal

However, in the first phase flow 7 and 8 offer some conflicts and are called permitted

right turns. Needless to say that such phasing is possible only if the turning

movements are relatively low. On the other hand, if the turning movements are

significant ,then a four phase system is usually adopted.

1.4.4 FOUR PHASE SIGNALS

There are at least three possible phasing options. For example, figure 3 shows the

most simple and trivial phase plan.

Figure 1.4 : One way of providing four phase signals

where, flow from each approach is put into a single phase avoiding all conflicts. This

type of phase plan is ideally suited in urban areas where the turning movements are

comparable with through movements and when through traffic and turning traffic

need to share same lane. This phase plan could be very inefficient when turning

movements are relatively low.

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qf4ph1

INTRODUCTION


Figure 4 shows a second possible phase plan option where opposing through traffic

are put into same phase.

Figure 1.5 : Second possible way of providing a four phase

signal

The non-conflicting right turn flows 7 and 8 are grouped into a third phase. Similarly

flows 5 and 6 are grouped into fourth phase. This type of phasing is very efficient

when the intersection geometry permits to have at least one lane for each movement,

and the through traffic volume is significantly high. Figure 5 shows yet another phase

plan. However, this is rarely used in practice.



INTRODUCTION


Figure 1.6 : Third possible way of providing a four-phase signal

There are five phase signals, six phase signals etc. They are normally provided if the

intersection control is adaptive, that is, the signal phases and timing adapt to the real

time traffic conditions.

1.4.5 INTERVAL DESIGN

There are two intervals, namely the change interval and clearance interval, normally

provided in a traffic signal. The change interval or yellow time is provided after green

time for movement. The purpose is to warn a driver approaching the intersection

during the end of a green time about the coming of a red signal. They normally have a

value of 3 to 6 seconds.

The design consideration is that a driver approaching the intersection with design

speed should be able to stop at the stop line of the intersection before the start of red

time. Institute of transportation engineers (ITE) has recommended a methodology for

computing the appropriate length of change interval which is as follows:

INTRODUCTION


(1)

where is the length of yellow interval in seconds, is the reaction time of the

driver, is the 85 percentile speed of approaching vehicles in m/s, is the

deceleration rate of vehicles in , is the grade of approach expressed as a

decimal. Change interval can also be approximately computed as , where

SSD is the stopping sight distance and is the speed of the vehicle. The clearance

interval is provided after yellow interval and as mentioned earlier, it is used to clear

off the vehicles in the intersection. Clearance interval is optional in a signal design. It

depends on the geometry of the intersection. If the intersection is small, then there is

no need of clearance interval whereas for very large intersections, it may be provided.

1.4.6 CYCLE TIME

Cycle time is the time taken by a signal to complete one full cycle of iterations. i.e.

one complete rotation through all signal indications. It is denoted by . The way in

which the vehicles depart from an intersection when the green signal is initiated will

be discussed now. Figure 6 illustrates a group of N vehicles at a signalized

intersection, waiting for the green signal.

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qfsat

INTRODUCTION


Figure 1.7 : Group of vehicles at a signalized intersection waiting for

green signal

As the signal is initiated, the time interval between two vehicles, referred as headway,

crossing the curb line is noted. The first headway is the time interval between the

initiation of the green signal and the instant vehicle crossing the curb line. The second

headway is the time interval between the first and the second vehicle crossing the curb

line. Successive headways are then plotted as in figure 7.

Figure 1.8: Headways departing signal

The first headway will be relatively longer since it includes the reaction time of the

driver and the time necessary to accelerate. The second headway will be

comparatively lower because the second driver can overlap his/her reaction time with

that of the first driver's. After few vehicles, the headway will become constant. This

constant headway which characterizes all headways beginning with the fourth or fifth

vehicle, is defined as the saturation headway, and is denoted as . This is the

headway that can be achieved by a stable moving platoon of vehicles passing through

a green indication. If every vehicles require seconds of green time, and if the signal

were always green, then s vehicles/per hour would pass the intersection. Therefore,

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qfgraph

INTRODUCTION


(2)

where is the saturation flow rate in vehicles per hour of green time per lane, is the

saturation headway in seconds. vehicles per hour of green time per lane. As noted

earlier, the headway will be more than h particularly for the first few vehicles. The

difference between the actual headway and h for the vehicle and is denoted as

shown in figure 7. These differences for the first few vehicles can be added to get start

up lost time, which is given by,

(3)

The green time required to clear N vehicles can be found out as,

(4)

where is the time required to clear N vehicles through signal, is the start-up lost

time, and is the saturation headway in seconds.

1.5 EFFECTIVE GREEN TIME

Effective green time is the actual time available for the vehicles to cross the

intersection. It is the sum of actual green time ( ) plus the yellow minus the

applicable lost times. This lost time is the sum of start-up lost time ( ) and clearance

lost time ( ) denoted as . Thus effective green time can be written as,

(5)

http://www.civil.iitb.ac.in/~vmtom/1100_LnTse/127_lntse/plain/plain.html#qfgraph

INTRODUCTION


1.5 LANE CAPACITY

The ratio of effective green time to the cycle length ( ) is defined as green ratio. We

know that saturation flow rate is the number of vehicles that can be moved in one lane

in one hour assuming the signal to be green always. Then the capacity of a lane can be

computed as,

(6)

Where is the capacity of lane in vehicle per hour, is the saturation flow rate in

vehicle per hour per lane, is the cycle time in seconds.

1.7 CRITICAL LANE

During any green signal phase, several lanes on one or more approaches are permitted

to move. One of these will have the most intense traffic. Thus it requires more time

than any other lane moving at the same time. If sufficient time is allocated for this

lane, then all other lanes will also be well accommodated. There will be one and only

one critical lane in each signal phase. The volume of this critical lane is called critical

lane volume.

LITERATURE REVIEW


CHAPTER 2

LITERATURE REVIEW

LITERATURE REVIEW


2.1 RESEARCH PAPERS ON TRAFFIC SIGNAL DESIGN

2.1.1 ROAD SAFETY PERFORMANCE ASSOCIATED

WITH IMPROVED TRAFFIC SIGNAL DESIGN AND

INCREASED SIGNAL CONSPICUITY

Paul de Leur

Ph.D., P.Eng., Road Safety Engineer, Insurance Corporation of British

Columbia and the BC Ministry of Transportation, Vancouver B.C.

Abstract

The lack of traffic signal conspicuity is often cited as a contributing factor by

drivers who are involved in accidents at intersections. As such, increasing the

conspicuity of traffic signals should lead to improved safety performance. This paper

describes a project to determine the road safety effectiveness associated with

improved signal conspicuity. The project described in this paper was conducted in

two phases. Phase 1 investigated the impact of improved signal head design on road

safety performance. In Phase 2, the conspicuity of standard signal backboards was

increased by adding yellow diamond grade reflective tape along the outer edge. This

was done in an attempt to frame the signal heads and make them more visible to

motorists, with the intent of improving intersection safety.

Conclusion

Of the 25 sites that were and investigated in this study, a total of 19 sites have

shown a reduction in the number of claims after the implementation of the

improvements to the conspicuity of the signal head backboard. The magnitude of the

reduction in claim frequency ranged from a low of 2.8 percent to a high of 60.7

percent

LITERATURE REVIEW


2.1.2 PROBLEM AND POSSIBLE SOLUTION FOR

BETTER TRAFFIC MANAGEMENT: AHMEDABAD-

VADODRA NH-8

haribandu panda and R S Pundir

Institute Of Rural Management (Anand-India)

Abstract

The basic objective of the present study was to identify such management measures

that will lead to better traffic performance. We selected as a sample of study, the

Vadodara-Ahmedabad section of the National Highway Number 8. An attempt was

made to understand the problems, reasons and possible solutions for better traffic

management.

According to the study, accidents/breakdown of vehicles, RTO checking and

poor driving practices are the most important reasons of traffic jam on the Vadodara-

Ahmedabad section of NH-8. Drowsiness, wrong overtaking and use of alcohol are

the major reasons of accidents. Also, it was observed that health of driver, road and

vehicle conditions are important factors that added to occurrence of accidents. The

study revealed that the average cost of accidents per annum, on the said section of

NH-8, was as high as about Rs. 25 million (cost to the injured party, insurance

Company and party causing accidents), excluding damage to vehicles. As regards

high fuel consumption due to traffic jams, the annual loss varied from about Rs.1.2

million to Rs. 10.7 million.

Conclusion

Some of the major factors that contribute to the traffic problem in the

Ahmedabad-Vadodara section of NH-8 have been identified as: narrow bridge on the

Vatrak River, non-existence of road dividers and four-lanes throughout, encroachment

by garages, restaurants and hotels and unavailability of pucca parking places in front

of these establishments. To solve this problem a proper policy needs to be devised in

such a way that instead of wastage of fuel and manpower during traffic jams road

LITERATURE REVIEW


users could be provided trouble free highway and at the same time there may not be

additional financial burden on the Government

2.1.3 IMPROVED TRAFFIC SIGNAL COORDINATION

STRATEGIES FOR ACTUATED CONTROL.

Carroll J. Messer and Ramanan Nageswara

Southwest Region University Transportation Center, Center for

Transportation Research, University of Texas at Austin, 1996

Abstract

Traffic actuated signals have been efficiently used in controlling isolated

intersections because they respond to random traffic fluctuations using loop detectors

on all approaches. Application to coordinated arterial operations is a more

complex task and insights into the operational performance of various arterial

signal timing strategies is limited.

The purpose of this study was to develop a better understanding of the

performance of various traffic models providing arterial coordination using

actuated control and determine better ways to use the added flexibility of the actuated

control in a coordinated system, and recommend more efficient strategies for

coordination using actuated control. Representative traffic control problems were

modeled into a statistical test bed using TRAF-NETSIM. A series of scenarios

covering a range of arterial geometry, traffic volumes, and traffic actuated control

settings were tested. The results indicate that green splits have to be more

perfectly tuned in pre-timed operation for optimal performance at higher volume

levels. At low volumes, any reasonable signal timing strategy works well as long

as the detectors work and traffic signals are coordinated. NETSIM simulation

results for pre-timed control demonstrate that PASSER II-90's green splits are

optimal and any significant improvement to the arterial is only possible by

employing traffic actuated control.

LITERATURE REVIEW


Conclusion

This result is because any extra green time given to the minor street was

always coming back to the major street when there was not enough demand; whereas,

any extra time given to the major street was never going back to the minor street when

the minor street needed more green time, as the major approach was not actuated.

This finding suggests that a more optimal allocation of arterial green times is possible

2.1.4 IMPROVING SAFETY IN THE TRANSPORT

INDUSTRY THROUGH INCREASED VISIBILITY

Agota Berces

Technical, Regulatory and Business Development Manager

3M Traffic Safety Systems Division

Abstract

Road safety in the transport industry is gaining an ever increasing focus by the

Australian public and governments at all levels. This growing attention on road safety

over many years has seen a decrease in accident rates but s till more can be done to

incrementally improve these results. A lot of the initiatives are high cost and long

term and will take several years to implement, but many of the low cost, immediate

impact measures are often ignored. The paper focuses on freight transport and

warehouse safety and aims to demonstrate how innovative reflective technologies can

prevent heavy vehicle and warehouse operations crashes and fatalities by increasing

visibility. Over the last 10 years the road toll has shown a declining trend in all

vehicle categories, including heavy vehicles despite the facts that the number of

vehicles and the kilometres travelled on the roads have significantly increased. Many

countries have adopted mandatory markings on heavy vehicles while Australia is still

behind international best practices. It is important that the downward trend remains

and simple, low cost conspicuity measures support and accelerate the declining

tendency. Part one introduces the audience to the science of retro-reflection

LITERATURE REVIEW


explaining why we consider truck drivers having a disadvantaged position compared

to other car users. Trucks are considered highly visible due to their large size, but in

reality during night-time they blend into the dark background and become invisible.

It will also highlight the risks we might encounter in a warehouse environment.

Enhanced visibility of working personnel has always been a focus, yet the visibility of

objects, forklifts and other equipment which contributes to worker safety has often

been neglected.

Conclusion

Safe Work Australia statistics demonstrate that there is still a lot to do to

decrease work related fatalities and injuries. Machine operators and truck drivers are

listed among the most dangerous occupations and data collected from 2003 show that

60% of fatal workplace accidents involved a vehicle. Although the number of

research studies is limited, it is proven that improved safety practices can reverse any

negative trends in statistics and can help to prevent incidents. High visibility,

fluorescent orange or yellow-green safety clothing is now an entrenched part of the

safety culture, whereas the usage of fluorescent and retro reflective high-performance

materials is not so widespread yet on vehicles and warehouse machinery. The role and

the benefits of high visibility markings applied on heavy vehicles, forklifts and other

warehouse equipment are currently underestimated and are not recognised in national

or state level regulations. These readily available retro reflective vehicle and

equipment technologies should be leveraged to improve safety for workers and for all

Australian road users. The adoption of the high performance, UN ECE 104 certified

retro reflective tapes for usage in heavy vehicle visibility marking is another safety

improvement for both heavy vehicle drivers and other road users.

LITERATURE REVIEW


2.1.5 IMPROVING TRAFFIC SYSTEMS STRATEGY

AND OPERATIONS USING A CAPABILITY MATURITY

APPROACH

Phil Charles, Luis Ferreira, Ronald John Galiza

School of Civil Engineering, The University of Queensland Brisbane,

Queensland, Australia 4072

Abstract

A review of improvement frameworks identified the Capability Maturity

Model as a potentially useful approach to assess the current level of ‘capability ’of

traffic management systems and identify future trajectories in the short to medium

term. The paper outlines an application of the capability maturity process

developed for traffic systems management, with a focus on improving the

effectiveness of processes and institutional arrangements that lead to improved

performance outcomes. The paper also discusses how the approach was used to

provide tools to identify gaps in the performance of current practices, in relation to

exemplar counterpart jurisdictions. Australian and international case studies were

prepared to assess the concept framework and the findings are reported in this

paper. It was found that the capability maturity approach was very useful, being

readily understood by key stakeholders (both internal and external), and the tool

enables an unbiased assessment of the current context and identification of

priority actions for improvement.

Conclusion

Successful process improvements come from clearly defined incremental steps

– so provides a easy to understand logical framework for benchmarking and

identifying areas for improvement allows for cross-comparisons with other

jurisdictions to identify potential opportunities for improving current local practice.

More detailed discussion of how the capability level was determine

LITERATURE REVIEW


2.1.6 TRAFFIC SIGNAL SUPPORTING STRUCTURES

AND METHODS

Stefan Hurlebaus,

College Station, TX (Us);

Abstract

The embodiments presented herein include systems and methods for

mitigating fatigue and fracture in mast-and-arm supporting structures caused by Wind

and other excitation forces. In particular, the embodiments presented herein utilize

pre-stressed devices to reduce tensile stresses in arm-to mast connections and/or

mast-to-foundation connections of the traffic signal supporting structures. Present

embodiments may employ stressed cables, post-tensioned bars (e.g., DYWIDAG

bars), threaded roads, and so forth, to mitigate fatigue and fracture in the traffic

signal supporting structures.

Conclusion

Support structures including a mast and arm component, such as a typical

steel traffic signal supporting structure, are often subject to environmental forces

that result in structural degradation and failure. For example, under excitation from

Wind, as Well as traffic-induced drafting effects, traffic signal supporting structures

often exhibit large amplitude vibrations that can result in reduced fatigue life of the

arm-to-mast connections of these structures. The mechanism of the observed

vibrations has been attributed to across-Wind effects that lead to galloping of the

signal clusters. The corresponding chaotic motion of the structural components leads

to persistent stress and strain cycles that result in high cycle fatigue failure,

particularly at the arm-to-mast connection. Various types of mitigation devices

have been developed. Specifically, numerous devices have been directed to limiting

stress cycles by increasing damping. However, it is now recognized that the

effectiveness of these mitigation devices has been somewhat limited.

LITERATURE REVIEW


2.1.7 TRAFFIC SIGNAL CONTROL SYSTEM AND

METHOD

Martin Mantalvanos,

Dublin (IE)

Abstract

The invention relates to a traffic signal control system for controlling a

plurality of signal junctions comprising a signal group oriented multi-agent control

scheme, each agent operates independently and represents one or more traffic signals

at a signal junction; means for each agent for determining traffic conditions at its

signal junction and traffic conditions at neighboring agents; and means for applying

fuzzy logic in signal control operations, Wherein signal control operation is

based on traffic conditions at each agent and one or more neighboring agents, such

that the control operation is distributed to each agent to control each of said

plurality of signal junctions. An advantage of the system is that this approach in

combining the flexible signal group control With the artificial intelligence of fuzzy

logic dynamic control is achieved. The operation of the control system is based on

detector data input, that is refined to real time traffic situation model. Through the

traffic model, the decision part of the system (fuzzy logic) is observing the traffic

situation in the Whole intersection. The signal control operation is based on signal

group orientation, in Which the control operation is distributed to several signal

group agents.

Conclusion

l) Favoring particular routes or movements.

2) Delaying/preventing rat runs (short cuts through residential areas)

3) Managing gating traffic (management of the how of traffic from smaller

feed roads into

LITERATURE REVIEW


main arterial roads in certain areas of the city because of its Efficient Control

and modeling of current conditions.

4) Buses can be given extra priority without unacceptable disruption to other

traffic.

2.1.8 TRAFFIC SIGNAL LIGHT DEVICE

Chen-Ho WU,

Los Altos Hills, CA (US)

Chin-Wang TU,

Cupenino, CA (US)

Abstract

A traffic signal light device that includes a spread window, a Fresnel lens and

an LED module for emitting light. The light emitted by the LED module passes

through the Fresnel lens and to the spread window. The LED module is disposed at a

position that is offset from an axis of the spread window that passes through a center

of, and is perpendicular to, the spread window. The Fresnel lens can have a saw-

toothed pattern of teeth formed as concentric circles on one surface of the

Fresnel lens sharing a common center, Where the size or height of the teeth vary. The

spread window can have a plurality of protruding cells of varying size on a surface of

the spread window.

Conclusion

A traffic signal light device that includes a spread window, Fresnel lens and an

LED module for emitting light

LITERATURE REVIEW


2.1.9 TRAFFIC SIGNAL WITH INTEGRATED SENSORS

Michael Cole Hutchison,

Plano, TX (US)

Abstract

An apparatus for integrating sensors with a traffic signal. A camera is

operably disposed within a housing. The housing is attached to an object such that the

camera can observe traffic flowing past a traffic signal. A visor is attached to the

housing such that an optical aperture of the camera is covered by the visor, Wherein

the visor comprises a roof having an angle that slopes, relative to the housing,

towards the optical aperture, Wherein the visor further comprises a floor connected

to the roof, and Wherein the floor extends outwardly from the housing

Conclusion

Traffic camera is plagued with a variety of problems. One of the problems of

foremost concern is an issue of dirty lens covers. Even though traffic camera is

provided with visor, the lens or lens cap inside the visor often becomes covered with

dirt, Water condensation, or other debris. The only known method to clean the traffic

camera lens is to send a Work crew with a bucket truck to the intersection, cone off

the lane over which the traffic camera sits, and manually clean the lens

METHODOLOGY


CHAPTER 3

METHODOLOGY

METHODOLOGY


Defining Study Area

• To Redesign the Traffic Signal Design at Income tax Cross Road due to Increase in the Traffic volume and Traffic Intensity

Finalization Of Objective And Scope

Literature Survey

• Income Tax Cross road

Selection of Site

• Volume Study

Collection Of Data

• Phase Design

• Determination of amber time

• Determination of Cycle length

• Determination of Clearance Time

• Apportioning of green time

• Pedestrian Crossing requirements,

• Interval design

• Evaluation of the design

Traffic Signal Design

Identifing Problem

Traffic Signal Design And Solution

Conclusion

SURVEY METHOD


CHAPTER 4

SURVEY METHOD

SURVEY METHOD


4.1 INTRODUCTION

Traffic volume studies are conducted to determine the number, movements, and

classifications of roadway vehicles at a given location. These data can help identify

critical flow time periods, determine the influence of large vehicles or pedestrians on

vehicular traffic flow, or document traffic volume trends. The length of the sampling

period depends on the type of count being taken and the intended use of the data

recorded. For example, an intersection count may be conducted during the peak flow

period. If so, manual count with 15-minute intervals could be used to obtain the traffic

volume data.

4.2 USING COUNT PERIOD TO DETERMINE STUDY

METHOD

Two methods are available for conducting traffic volume counts: (1) manual and (2)

automatic. Manual counts are typically used to gather data for determination of

vehicle classification, turning movements, direction of travel, pedestrian movements,

or vehicle occupancy. Automatic counts are typically used to gather data for

determination of vehicle hourly patterns, daily or seasonal variations and growth

trends, or annual traffic estimates.

The selection of study method should be determined using the count period. The

count period should be representative of the time of day, day of month, and month of

year for the study area. For example, counts at a summer resort would not be taken in

January. The count period should avoid special event or compromising weather

conditions (Sharma 1994). Count periods may range from 5 minutes to 1 year.

Typical count periods are 15 minutes or 2 hours for peak periods, 4 hours for morning

and afternoon peaks, 6 hours for morning, midday, and afternoon peaks, and 12 hours

for daytime periods (Robertson 1994). For example, if you were conducting a 2-hour

peak period count, eight 15-minute counts would be required. The study methods for

short duration counts are described in this chapter in order from least expensive

(manual) to most expensive (automatic), assuming the user is starting with no

equipment.

SURVEY METHOD


4.3 TRAFFIC VOLUME COUNT FLOW CHART:

SURVEY METHOD


4.4 MANUAL COUNT METHOD

Most applications of manual counts require small samples of data at any given

location. Manual counts are sometimes used when the effort and expense of

automated equipment are not justified. Manual counts are necessary when automatic

equipment is not available. Manual counts are typically used for periods of less than a

day. Normal intervals for a manual count are 5, 10, or 15 minutes. Traffic counts

during a Monday morning rush hour and a Friday evening rush hour may show

exceptionally high volumes and are not normally used in analysis; therefore, counts

are usually conducted on a Tuesday, Wednesday, or Thursday.

There are three steps to a manual traffic volume count:

1. Prepare. Determine the type of equipment to use, the field procedures to

follow, and the number of observers required. Label and organize tally sheets.

Each sheet should include information about the location, time and date of

observation, and weather conditions.

2. Select observer location(s). Observers (data collectors) should be positioned

where they have a clear view of traffic and are safely away from the edge of

the roadway.

3. Record observations on site.

4.4.1 MANUAL COUNT RECORDING METHOD

Manual counts are recorded using one of three methods: tally sheets, mechanical

counting boards, or electronic counting boards.

SURVEY METHOD


4.5 A TYPICAL SHEET A TYPICAL SHEET FOR MANUAL

VOLUME COUNT METHOD T

ime

Ca

r/V

an

/Jee

p Buses

LC

V

Tru

ck

Mu

lti

Ax

el

Tractor

An

imal

Dra

wn

Oth

ers

Tw

o W

heel

ers

Auto Rickshaw

Cy

cle

TO

TA

L

Min

i. B

us

Oth

er B

us

With

Trail

or

W/o

Trail

or

Sm

all

Ch

ha

kd

a

Loa

din

g

Rik

sha

ws

AM

TS

ST

Table no-1

4.5.1 KEY STEPS TO MANUAL COUNT SYUDY

A manual count study includes three key steps:

1. Perform necessary office preparations.

2. Select proper observer location.

3. Label data sheets and record observations.

4.5.2 PEDESTRIAN COUNTS:

Pedestrian count data are used frequently in planning applications. Pedestrian counts are

used to evaluate sidewalk and crosswalk needs, to justify pedestrian signals, and to time

traffic signals. Pedestrian counts may be taken at intersection crosswalks, midblock

crossings, or along sidewalks.

When pedestrians are tallied, those 12 years or older are customarily classified as adults

(Robertson 1994). Persons of grade school age or younger are classified as children. The

observer records the direction of each pedestrian crossing the roadway.

SURVEY METHOD


4.5.3 VEHICLE CLASSIFICATION COUNTS:

Vehicle classification counts are used in establishing structural and geometric design

criteria, computing expected highway user revenue, and computing capacity. If a high

percentage of heavy trucks exists or if the vehicle mix at the crash site is suspected as

contributing to the crash problem, then classification

counts should be conducted.

Typically cars, station wagons, pickup and panel trucks, and motorcycles are

classified as passenger cars. Other trucks and buses are classified as trucks. School

buses and farm equipment may be recorded

separately. The observer records the classification of the vehicles and the vehicles’

direction of travel at

the intersection.

4.5.4 AVERAGE DAILY TRAFFIC AND ANNUAL

AVERAGE DAILY TRAFFIC COUNTS:

Average daily traffic (ADT) counts represent a 24-hour count at any specified location.

These counts are obtained by placing an automatic counter at the analysis location for a

24-hour period. Accuracy of the ADT data depends on the count being performed during

typical roadway, weather, and traffic demand conditions. Local levels of government will

typically conduct this type of count.

Annual average daily traffic (AADT) counts represent the average 24-hour traffic volume

at a given location averaged over a full 365-day year. AADT volume counts have the

following uses:

Measuring or evaluating the present demand for service by the roadway or

facility

Developing the major or arterial roadway system.

Locating areas where new facilities or improvements to existing facilities are needed

Programming capital improvements

ADT: Average daily traffic or ADT, and sometimes also mean daily traffic, is the

average number of vehicles two-way passing a specific point in a 24-hour period,

normally measured throughout a year. ADT is the standard measurement for vehicle

http://en.wikipedia.org/wiki/Automobile

SURVEY METHOD


traffic load on a section of road, and the basis for most decisions regarding transport

planning, or to the environmental hazards of pollution related to road transport. Road

authorities have norms based on ADT, with decisions to expand road capacity at

given thresholds.

AADT: Annual average daily traffic, abbreviated AADT, is a measure used primarily

in transportation planning and transportation engineering. It is the total volume of

vehicle traffic of a highway or road for a year divided by 365 days. AADT is a useful

and simple measurement of how busy the road is. It is also sometimes reported as

"average annual daily traffic".

http://en.wikipedia.org/wiki/Transport_planning

http://en.wikipedia.org/wiki/Transport_planning

http://en.wikipedia.org/wiki/Transportation_planning

http://en.wikipedia.org/wiki/Transport_engineering

http://en.wikipedia.org/wiki/Highway

http://en.wikipedia.org/wiki/Road

DESIGN PROCESS AND RESULT ANALYSIS


CHAPTER 5

DESIGN PROCESS AND RESULT

ANALYSIS



5.1 INTRODUCTION

Traffic signals should be designed to suit a coordinated operation, even if coordination is

not required in the first instance. Nevertheless, they should be designed to suit SCATS

operation (Sydney Coordinated Adaptive Traffic System). A systems approach should be

adopted for all traffic signal designs so that all the implications to a coordinated system

are fully taken into account. Consultation with the officers responsible for each activity

during the appropriate design stage is essential to ensure that all their requirements are

met.



5.2 DESINGS STEP

Figure 5.1 Steps in the design process

5.3 INITIAL SITE INSPECTION

At the beginning of the design process an initial site inspection should be carried out to

identify

existing conditions that need to be considered, and to become familiar with current traffic

patterns, land usage and the general local amenity. It is at this time that photographs are

usually taken as part of the data collection process and to allow review and discussion

during the preliminary design stage (see Section 3.6.3). Specific items that should be

noted and shown on the site plan are listed in



5.4 SITE PLAN

This plan shows site information, at a scale of 1:200, approximately 50-60 m in each

direction along a road from a site.

Site plan details can vary depending upon whether a site exists, or is a site to be

constructed or reconstructed (see Section 3.4.1).

A site plan shows the road layout and all the existing or proposed features likely to

affect the traffic signal design. These include:

kerb line, end of kerb, kerb ramps, and any other gutter

crossings

storm water grates and inlets

edges of medians and islands, including gaps in medians

edge of pavement and shoulders

driveways, laneways, other streets

property boundaries and fences

paved footpaths

all roadside furniture including signs, bus shelters, seats, telephone booths,

gardens, garbage bins, mail boxes, steps, retaining walls, guard fence, fencing and

hoardings

trees, including type, diameter of trunks, height and spread of foliage

public utilities such as power poles, light poles, pillars, service pits, manhole

covers

overhead clearances from the road to utilities, or structures

extent of awnings, height above kerb, distance back from the kerb face, position

of

any support posts, height variations, blinds and under-awning advertising signs and

other overhead restrictions

bridge decks, including abutments, expansion or contraction joints, and any

handrails and safety fences

type of building development on each corner of the intersection



Figure 5.2 Top view of Income tax cross road

5.4.1 Kerb lines

Where traffic signal installation is in conjunction with construction or reconstruction

road work plans, only the kerb line and channelisation for those road works are

shown on the site plan, i.e. any existing pavement limits, kerb line or channelisation

which is not part of the final intersection layout is not shown on the site plan.

Where existing kerb line or channelisation adjustments are shown on the design

layout planall existing details are shown on the site plan. Any superseded outline

of pavement, kerb line and/or channelisation is converted to broken line once the

geometric layout is finalised.



5.5 PRELIMINARY DESIGN

A preliminary traffic signal design is drawn upon the site plan. A preliminary design

is adopted from the preferred concept option prepared during the investigation

process. The concept option should be reviewed and refined at this stage and adopted

as the preliminary design if there is little or no change to the basic concept. If a review

results in major changes to geometry and phasing the revised concept should be

referred back to the investigation stage to ensure it remains the most suitable

treatment before adoption as the preliminary design.

Intersection geometry should be examined to ensure its compliance with design

guidelinesand its appropriateness as a solution to site problems. The design must be

checked against

concurrent road construction plans for the site (if applicable) to ensure it is compatible

and, if

necessary, any appropriate adjustments made. Control points are to be common to

both sets

of plans. The phasing requirements should be examined to ensure optimum

performance for site geometry. This can be done manually using the techniques

outlined in ARR123 Traffic Signals:

Capacity and Timing Analysis or using a computer program such as INTANAL,

SIDRA, or

SCATES. The design may need to be refined several times until optimum

performance is

achieved It is important that this step is done correctly, as the installation of

inadequate or inappropriate traffic signal control could cause increases in delay, fuel

usage, accidents and driver aggravation. A phasing arrangement that is more

sophisticated than necessary may result in greater delays, especially during off-peak

periods when traffic flows are low.

In addition to the site plan information the preliminary plan must show:

a) the proposed location of the:

• controller and possible source of supply (if overhead)

• detectors

• posts and signal faces

• stop lines and marked foot crossings lines.

b) phasing diagrams

c) dimensioning for the location of the controller, posts, pavement marking, and

anygeometric layout adjustments.

For manual designs the above information can be shown in pencil on a copy of the

site plan. For computer aided design (CAD), plan information will be stored in separate

layers and the required layers will need to be superimposed to form a complete

preliminary plan.




A hard copy of the preliminary design layout is taken on a design/site inspection to

determine

if the proposed traffic signal information shown on the plan is adequate or needs

adjustment.

Checks should be made to ensure that all existing information affecting traffic signal

installation

has been picked up by the original site survey. If necessary, additional existing

information

affecting signal installation should be picked up and recorded on the preliminary plan.

Unless

this information is for reference only, the site plan will need to be corrected accordingly.

Look for anything that will affect the:

• location of the controller and its footing

• height and location of posts and their footings

• location and size of detector

• visibility of signal faces, sight restriction due to horizontal and/or vertical

alignment of approaches, trees, awnings, signs, bus shelters, telephone booths

etc

• location of marked foot crossings and ramps, preferably downstream of

drainage inlets

• Dimensioning to accurately locate the controller, posts, pavement marking, and

geometric layout adjustments.

Other details to look for include:

• Possible source of power supply.

• Communication system required for coordination and monitoring purposes

• Pavement condition for suitability of detector installation (may require

reconstruction).

• Distance to adjacent traffic signal sites if less than 200 m.



• location of any nearby fire station, ambulance station, police station, public

buildings

or railway level crossing that may influence design.

• Bus stops and routes that may need to be catered for.

• Adequate sight distance (horizontal, vertical) for through and turning traffic.

• Adequate sight distance for pedestrians.

• Sufficient clearance between overhead wires and mast arms

• The need for 300 mm aspects, mast arms, closed visors and louvres.

• Extent of existing turn bays, and marked lanes on each approach.

• One way traffic movements.

• Regulatory signs such as turn bans, parking, give way, and stop.

• Any other features which may affect the design.

A hard copy of the preliminary design should be marked up with all additional details

discovered during the site inspection relevant to the installation of traffic signals and

kept as a record for future reference together with photographs of the site.

5.6.1 Communication system

A means of communication should always be provided and this may not necessarily

mean a

physical cable or data cable and it may not necessarily be provided only by Telstra.

Other

means of communication should be considered such as fixed copper line, optic fibre,

leased

line, PSTN dial-up, mobile GSM, mobile GPRS, ADSL, radio, TCP/IP network,

multiplexers,

multidrug etc.

Nevertheless, in most cases, the closest Telstra termination pit to the proposed controller

location will be the method used and where this is the case it must be confirmed in

conjunction with Telstra. Whatever the actual communication system chosen, it must be in



agreement with the Manager, Network Operations, Transport Management Centre, prior

to commencing the detail design.

5.6.2 Phtographs



5.7 MODIFY DESIGN/SITE PLAN

If there are no changes following the design/site inspection, the preliminary design can be

used for consultation purposes.

If changes are necessary, modify the design or site plan in accordance with details

picked up during the design/site inspection before using it for consultation purposes. .

5.8 NON-STANDARD DESIGNS

A non-standard design is a design which proposes to use any practice (including the

operation

of the signals) which is not currently documented within the Traffic Signal Design

guidelines. A

non-standard design would typically be new or unique practice not previously used, or

rarely

used, in the RTA. [eg. any proposal to use joint infrastructure at a combined traffic signal

level crossing site.]

When considering non-standard designs consultation should be undertaken with the

Manager Network Operations, Transport Management Centre and the Leader Traffic

Design Policy, Traffic Management from the concept development stage through to the

final design.

Given the fact that there are no RTA guidelines for non-standard designs, these

designs are to be prepared using RTA resources.

5.9 FINAL SITE INSPECTION

This inspection need only be done if there are any changes to the preliminary design

layout that the information gained from the design/site inspection would not cover.



5.10 DETAIL DESIGN

Once agreement has been reached between all officers involved with the preliminary

design, the detail design is prepared. Detail design procedures involve the preparation of

base plans, design layout plan, setting-out plan (if required), and electrical plans - the

latter being prepared by an officer of the electrical design section


5.11 AS PER IRC: 106-1990 PCU FOR DIFFERENT VEHICLE:

Table No-2


5.12 TRAFFIC VOLUME COLLECTION DATA SHE

Table No-3

DESIGN PROCESS AND RESULT ANALISIS


5.13 HOURLY VARIATION OF TRAFFIC IN ALL DIRECTION:

Table No-4



5.14 HOURLY VARIATION CHART FOR ALL DIRECTION:

Fig no-5.3 HOURLY VARIATION



5.15 TRAFFIC COMPOSITION OF ALL VEHICLES BY CHART:

Fig no-5.4 TRAFFIC COMPOSITION CHART

5.18 TRAFFIC FLOW DISCRIPTION:

Table No-5



5.17 HOURELY TRAFFIC VOLUME AS PER DATA

COLLECTED:

Table no-6

5.19 HOURELY TRAFFIC VOLUME CHART:

Fig no-5.5 HORELY TRAFFIC FLOW CHART



5.20 PEAK HOUR FLOW DIAGRAM:

Fig no-5.6 TRAFFIC PEAK HOURE FLOW DIAGRAM

DESIGN OF TRAFFIC TIME CYCLE


CHAPTER 6




Section -1

Fig -5.6 TRAFFIC FLOW DIAGRAM FOR INCOMTAX CIRCLE



Section-2

Fig-5.7 PHASE TRAFFIC FLOW FOR INCOMTAX CIRCLE

(Assume and Design as Two Way Phase )

Pedestrian Clearance time Major street-1 : 25 x 1.2= 30 sec

Pedestrian Green time for crossing major Street-1 = 30 + 7

Pedestrian reaction time = 37 sec

There for Minimum Green Time for Vehicle on Major Street-2 approach = 37

sec

pedestrian clearance for Major Street-2 = 22.3 x 1.2 = 26 sec

Pedestrian clearance time for crossing

Major Street-2= 26 + 7=33 sec

There for Minimum Green Time for Vehicle on Major Street-1 approach = 37

sec

Critical Lane Volume:

Critical Lane Volume on Major Street-1 = 1567/2 =784 vph/l

Critical Lane Volume on Major Street-2 = 2540/2 =1270 vph/l



Green Time for Major Stree-1 Approach=(2540/1270) x 37 =74 sec

Adding Initial Amber and Clearance Time of 2 sec each for Major stree-1 as well as

major Street-2 approaches the minimum cycle length is worked out to (3 + 37 + 3 ) +

(3 + 33 + 3 )=78 seconds immediate higher multiply of 5 = 91 sec for Major Street -1

additional 3 seconds may be apportioned as 3 seconds for major Street-1 Approach

and 2 sec For Major Street -2 Approach (Ratio of Volume of Major Street-1 to

Volume of Major Street-2)

Signal

Timing

Initial

Amber

Green Clearance

Amber

Red Cycle

Length

Major

Street-1

3 48 3 39 93 sec

Major

Street-2

3 55 3 32 93 sec

Table No-7



Fig-5.8 PHASE ALLOCATION

Phase-1 Pladi to Usmanpura

Phase-2 Rajiv Gandhi Under Pass To Gandhi Bridge(To C.G.

Road)

Phase-3 Usmanpura to Paldi

Phase-4 Gandhi Bridge to Rajiv Gandhi Under Pass( To C.G.

Road)



Existing Phase Design and Cycle Time:

FIG-5.9EXISTING CYCLE

Revised Phase Design and Cycle Time:

FIG-5.10 REVISED CYCLE



Design of Traffic Signal at Income-tax Circle:

The traffic flow for a four-legged intersection is as shown in figure -7.1

Given that the lost time per phase is 2.4 seconds, saturation headway is 2.2 seconds,

amber time is 3 seconds per phase, find the cycle length, green time and performance

measure(delay per cycle). Assume critical ratio as 0.9

FIG-5.11 TRAFFIC FLOW DIAGRAM

Solution

The phase plan is as shown in figure

FIG-5.12 PHASE WISE FLOW



Sum of critical lane volumes is the sum of maximum lane volumes in each

phase

= 588 + 1501 + 614 + 814 = 3517 vph.

Saturation flow rate, from equation

Si = 3600/h

(h =Saturation Headway)

Si = 3600/2.2= 1637 Vph

V s/S i = (588/1637) + (1501/1637) + (641/1637) + (814/1637) = 2.14

Peak Hour Factor:

(Peak 15 min

flow from peak hour)

PHF=0.92

Cycle length can be found out from the equation as

N = Number of phases in one cycle

tL = Total lost time per phase (sec)

Vc = Critical volume (vph)



PHF = Peak Hour Factor

v/c desired = Desired volume/capacity ratio

h = Saturation Headway (sec)

C = 131 seconds 131 seconds.

The effective green time can be found out as

Effective Green time = 131-(4x2.4) =121.4

Green splitting for the phase 1 can be found out as G1= 121.4(588/1667) = 42.82 sec

Green splitting for the phase 2 can be found out G2 = 121.4 (1501/1667) = 109.31 sec

Green splitting for the phase 3 can be found out G3 = 121.4 ( 641/1667) = 46.68 sec

Green splitting for the phase 4 can be found out G4 = 121.4 ( 814/1667) = 59.27 sec

The actual green time for phase 1 from equationG1 = 42.82 – 3 + 2.4 =42.22 ~ 43 sec

The actual green time for phase 2 from equationG2 =109.31 – 3 + 2.4 =108.7 ~109 sec

The actual green time for phase 3 from equationG3 = 46.68 – 3 + 2.4 =46.08 ~ 46 sec

The actual green time for phase 4 from equationG4 = 59.27 – 3 + 2.4 =58.67 ~59 sec

Pedestrian time can be found out from as Gp = 1.2 x 25 =30 sec

Pedestrian Clearance Time = 30 + 7 = 37 sec

Effective Pedestrian Clearance Time = 37 +3 = 40 sec

Actual Green Time = 43 + 3 + 174 = 22



Existing Phase Design and Cycle Time:

FIG -5.13 EXISTING CYCLE TIME

Revised Phase Design and Cycle Time:

FIG-5.14 REVISED CYCLE TIME

RESULT AND CONCLUSION


CHAPTER 7




In this section, we compare the results obtained it based traffic survey data. The cycle

length is minimized by 10 sec. calculation based on traffic saturation rate and delay at

each lane. This Design of Cycle Time works on traffic related problems such as traffic

jam; unreasonable latency can be solved but not for time of stoppage of vehicle,

emergency vehicles or forcibly passing, etc. cannot be solved.

In peak hour time Traffic Flow from “Rajiv Gandhi under Pass to Gandhi Bridge” and

“Gandhi Bridge to Rajiv Gandhi under Pass” is about 2400 to 2500 vph but the

Road Width is not sufficient to carry this kind of High Traffic Flow as per IRC and

that is too much high compared to the suggested traffic of IRC. The traffic signal is

not adequate as the traffic condition is oversaturated.

Future Scope:

In this case New Find Alternative Road to move this High Traffic Flow towards Paldi

and Towards Vadaj by Using Sabarmati River Front Road Which may be Good

Alternative in Recent Condition.

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