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Dr. Ing.

Andrs Sotil Chvez


Class 04
CAPACITY ANALYSIS AND
PERFORMANCE
Capacity of an intersection:
Maximum number of vehicles that can be served by an
intersection in 1 hour

From this analysis, the term Degree of Saturation (X) is


defined as the ratio of the volume (demand) over the
capacity (supply) of the intersection

Prof. Andres Sotil


CAPACITY ANALYSIS AND
PERFORMANCE
The performance of an intersection is based on the
estimation of the vehicle average DELAY using the
intersection

Short delays is equal to good to excellent Level of Service


LOS while long delays lead to poor to very poor LOS

Aprox. 5 seconds per vehicle is equal to LOS A

Aprox. 30 seconds per vehicle is equal to LOS D

Prof. Andres Sotil


CAPACITY ANALYSIS AND
PERFORMANCE
If an intersection reaches LOS D, E y F, then these
intersections need to be improved.
Improvement types:
Improvement in the time distribution of the street light
Roadway widening
Rechanalization or reorientation of the road
The procedure is based on the HCM, which requires five
types of input:
1) Traffic characteristics (left, right, thru)
2) Traffic composition (how many trucks?)
3) Geometric characteristics (number of lanes, width, slope)
4) Traffic light time characteristics (green, cycle)
5) Other operations (buses, stop signs)
DEGREE OF SATURATION
DETERMINATION
The flow under saturated conditions are expressed in
vehicle per hour of green
FLOW UNDER SATURATION
FLOW

Last vehicle passing yellow


First vehicle passing the

Start of Yellow
Start of Green

End of Yellow
intersection

t0 t1 t2 t3 t4 TIME
Prof. Andres Sotil
DEGREE OF SATURATION
DETERMINATION
Per the previous graph, what determines the saturation
flow is the number of vehicles that passes the
intersection in the peak period this is determined by
the headway between vehicles

Thus, the saturation flow is defined as:


s = 3600 / h

s in some way describes the driver behavior, the


vehicle features (size, acceleration), traffic and weather
conditions, etc.
Prof. Andres Sotil
DEGREE OF SATURATION
DETERMINATION
Similar to freeway segments, well start with ideal saturation
conditions,
so = 1900 private cars per hour of green per lane (pcphgln)
DEGREE OF SATURATION
DETERMINATION
And then
TYPICAL VALUES
Through movements
1200 to 1900 veh/lane/hr
Right turns
1000 to 1800 veh/lane/hr
Varies if the lane is for exclusive movements or if it is
shared with through movements
Left turns
500 to 1500 veh/ln/hr
Low values when the turn is permitted and high values
when the turn is protected

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CAPACITY ANALYSIS
The capacity for each intersection approach (, N, S, E,
W or equivalent) can be estimated as follows:
ci = si gi / C equation 2
where:
ci = approach capacity i, veh/ln
si = prevailing saturation flow i
gi = green time for the group i
C = traffic light cycle length

Prof. Andres Sotil


CAPACITY ANALYSIS
The degree of saturation X for the approach i is:
Xi = vi / ci equation 3
where:
vi = volume in peak hour, field measured
ci = group i capacity

This is done for the four (or more) approaches of the


intersection, and they can either be ok, not ok, or
some ok and some not ok
The critical v/s is the highest v/s of all the values
influenced by on green light (regardless of direction)
Prof. Andres Sotil
CAPACITY ANALYSIS
If Xc > 1, for example 1.04, it means that the demand
will overcome the capacity by 4%

If Xc < 1, it means that the intersection is not been


used in its total capacity

Now, it can happen that one Xi is higher than 1, but


Xc < 1, then, some other values could be modified to
compensate that value higher than one and improve its
conditions
Prof. Andres Sotil
DEMORAS (HCM 2000)
Demora Control Promedio por vehiculo sigue la ecuacion
d = d1 (PF) + d2 + d3
Donde:
d = demora control por vehiculo (seg/veh)
d1 = demora control uniforme asumiendo llegadas
uniformes (seg/veh)
PF = factor de ajuste de progresion de demora uniforme,
que considera efectos de progresion de semaforos
d2 = demora incremental que considera llegadas aleatorias
y colas supersaturadas (seg/veh)
d3 = demora de cola inicial, que considera la demora de
todos los vehiculos debido a las colas iniciales (seg/veh)
FACTOR DE AJUSTE DE PROGRESION
(HCM 2000)
PF = (1 P) fPA
1 (g/C)
Donde:
PF = factor de progresion de ajuste
P = proporcion de vehiculos que llegan en verde (medido en campo o
estimado por tipo de llegada)
g/C = proporcion disponible de verde
fPA = factor suplementario de ajuste para llegada en pelotones

Valores tipicos en tablas de siguientes diapositivas


FACTOR DE AJUSTE DE PROGRESION
(HCM 2000)
FACTOR DE AJUSTE DE PROGRESION
(HCM 2000)
CALCULO DE DEMORAS
g
(HCM 2000)
2

1
d1 0.5C C
g
1 min( 1, X )
C
kI X
d 2 900 T ( X 1) X 1 8
2

cT
Donde:
T = duracion del periodo de analisis (hr)
k = factor de demora incremental que depende de las condiciones de control
l = factor de ajuste por filtracion de trafico en interseccion previa
c = capacidad del grupo carril (veh/hr)
X = grado de saturacion v/c

d3 = Demora inicial existente, medida en campo o con procedimiento HCM


CALCULO DE DEMORAS
Valores de k
(HCM 2000)

Unit extension = el minimo espacio, en segundos, entre vehiculos


sucesivos moviendose en un acercamiento inteligente que ocasiona que
el verde se termine (solo para semaforos inteligentes)
CALCULO DE DEMORAS
Valores de I
(HCM 2000)

Si la interseccion esta sola I = 1.0


Si la interseccion no esta sola y tiene intersecciones
senalizadas anteriores, entonces se usa los valores de I
segun la tabla de arriba basada en el grado de
saturacion respectivo
VARIABLES 2
g
1
(HCM 2000) d1 0.5C C
g
1 min( 1, X )
ci = si gi / C C
kI X
d 2 900 T ( X 1) X 1 8
2

Xi = vi / ci cT

De todos estos valores y parmetros, que es variable??


s = saturacin depende de la geometra y condiciones
existentes, as que modificar algo es difcil
g = tiempo de verde
C = ciclo del semforo
Estas variables son las mas fcil de cambiar
DELAY CALCULATION (HCM 1994)
2
g
1
d1 0.38C
C
g
1 X
C
X
d 2 173 X X 1
2
X 1 16
2

C
TDi PFi d1i d 2i
where:
TDi = total group i delay
PFi = Progression factor. Equal to one if the cars arrive at the
intersection and they can randomly get green or red. Less
than one if it is more common to get always green light,
and more than one if it is the other way around.
Prof. Andres Sotil
LEVELS OF SERVICE FOR SIGNALIZED
INTERSECTIONS PER HCM 2000
LEVEL OF SERVICE AVERAGE DELAY (s)
A < 10
B 10 20
C 20 35
D 35 55
E 55 80
F > 80.0
VARIABLES
1
g

2

d1 0.38C
C
(HCM 1994) g
1 X
C
ci = si gi / C X
d 2 173 X X 1
2
X 1 16
2

C
Xi = vi / ci TDi PFi d1i d 2i

From all the values and parameters above, which ones


are variable??
s = saturation depends on the geometry and existing
conditions, so it is hard to modify
g = green time
C = traffic light cycle
These variables are easier to change
TRAFFICWARE SYNCHRO

Prof. Andres Sotil


TRAFFICWARE SYNCHRO

Prof. Andres Sotil


TRAFFICWARE SYNCHRO

Prof. Andres Sotil


INTRODUCTION
The most common intersection in urban areas is the at-
grade intersection

Development of an intersection
First-come, first-served intersections



By-passed, interchanges, etc.

Prof. Andres Sotil


TRAFFIC LIGHTS
The typical traffic light has a sequence of green, yellow, and
red lights, plus some special indications like turning lights,
depending on the intersection geometry and needs.

A complete sequence is called the traffic light CYCLE, which


is the sum of all the durations

The traffic lights can be:


Pre-timed
Actuated (intelligent)
Semi-actuated
Coordinated
Centrally controlled
Prof. Andres Sotil
TRAFFIC LIGHT - PHASES
Phase: it consists of a green interval, a yellow interval, a
short all-red interval (where it applies)

The phase is ACTIVE when either of these three lights are


shown; if not, then the phase is called INACTIVE (long red
light)

Prof. Andres Sotil


PHASING
Three typical schemes
a)Two-phase operation
Appropriate for intersections with low volumes
The number of vehicles that turn is low to moderate
The vehicles arrive at the intersection with enough
space as to allow left turns without needing protecting
the turn

Prof. Andres Sotil


PHASING
a)
b) 3-Phase Operation
Appropriate when the two-phase operation is not
appropriate or some of these conditions arise:
1) High quantity of pedestrians
2) High volume of vehicles turning left in at least one
direction
a)
b)

c) 4-Phase Operation
If the volume that turn left is high, then four phases
might be needed
This type of operation is used to reduce accidents and
improve safety, but it will lead to longer delays.
Prof. Andres Sotil
PHASING
a)
b)

c) 4-Phase Operation
To use this operation, the following needs to be
defined:
Minimum green: required for pedestrians
Maximum green: designed in such a way that the other
phases that are in red do not accumulated more
vehicles that it can handle (queues)

Prof. Andres Sotil


TRAFFIC LIGHT PHASING
No computer technique or algorithm that leads an
optimum phasing sequence

This is done with common sense, experience and trial-


and-error efforts

In the end, the best sequence is the one that leads to


an optimum cycle that produces the least intersection
delays

Prof. Andres Sotil


CYCLE LENGTH
A cycle is the complete sequence of all the indicated
signs.

The cycle must not be assigned ARBITRARILY. These


may cause excessive delays that make queues longer, or
short periods that are dangerous to pedestrians and
cause more congestion

Prof. Andres Sotil


CYCLE LENGTH
Websters equation provide the optimum duration of a
cycle
1.5L 5
Co
1 Y
where:
Co = optimum cycle duration, seconds
L = total loss time during a cycle that consists in the
action-reaction time minus the driver used portion of
yellow light.
Y = sum of the critical movements flow ratios.
Prof. Andres Sotil
TRAFFIC LIGHT CYCLE

Design the traffic light cycle for the following configuration


Prof. Andres Sotil
TRAFFIC LIGHT CYCLE
1) Phase the traffic light
2) Determine the critical movements per phase:

The critical movement correspond to the line or


group of lines where the flow ratio (v/c) is higher

Prof. Andres Sotil


TRAFFIC LIGHT CYCLE

Thru & Right: 765/1700 = 0.45 Eastbound: 250/1700 = 0.15


Thru: (850+820)/(2*1800) = 0.46 Westbound: 335/1650 = 0.20
Thru & Left: 725/1650 = 0.44
Maximum: 0.46 Maximum: 0.20

Therefore, Y = 0.46 + 0.20 = 0.66


Assume L = 4 seconds per phase
Assume Yellow = 3 seconds Prof. Andres Sotil
CYCLE DURATION
Applying the equation
1.5L 5 1.5(2 * 4) 5
Co 50seg
1 Y 1 0.66
L = 2 x 4 because there are two phases, both with L = 4 sec
Empirical results have shown that optimal results are kept
within +/- 30% of the optimal cycle.
There is this problem, 35 < Co < 65
Cycles between 45 and 180 seconds are used, normally
finishing in 0/5. As such, a Co = 52 would be 50 or 55

Prof. Andres Sotil


GREEN LIGHT
Green light is assigned proportionally based on vehicle
volume, as shown below

Prof. Andres Sotil


PEDESTRIAN CROSSING CHECK
(HCM 1985)
In the previous table, phase A does not comply with the
minimum time for pedestrian crossing how do you get that
conclusion?
CP = 7 + W/4 Y
where:
CP = pedestrian crossing time
W = crossing width
Y = total time of change (yellow and all-red)

For this problem phase A, CPA= 16 sec. < 13 sec. and therefore it
does not comply and CPB = 10 < 31 sec.. it is OK

Prof. Andres Sotil


COMPROBACION CRUCE PEATONAL
(HCM 2000)
En la tabla previa, la fase A no cumple con el requisito de Tiempo
Mnimo de Cruce de Peatones Cmo se llega a este valor?
CP = 3.2 + L / Sp + (2.7 Nped / WE) para WE > 10
CP = 3.2 + L / Sp + (0.27 Nped) para WE < 10
donde:
CP = tiempo de cruce del peatn minimo (seg)
L = largo del crucero peatonal (ft)
Sp = velocidad promedio del peaton (ft/s) tipico usado 4 ft/s
WE = ancho efectivo del crucero peatonal (ft)
3.2 = tiempo de inicio del peaton (seg)
Nped = numero de peatones que cruzan durante el intervalo
GREEN LIGHT
Increasing Co = 55 sec..

(55-6) 14.9

(55-6)

Prof. Andres Sotil


GREEN LIGHT
Increasing Co = 60 sec., we would get

(60-6) 16 OK

Suma = 60 s

(60-6) 38

Prof. Andres Sotil


GREEN LIGHT

1. Note that the numbers in the figure do not match the previous slides (37 instead of
38 and 15 (56 41) rather than 16.
2. This is because one second of all red has been added, reducing the green light
3. If the intersection is alone or spaced with other ones by 800 to 1000 meters, the
intersection can be said does not belong to a network or system of traffic lights

Prof. Andres Sotil

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