PRINCIPLES OF SIGNAL DESIGN

WEBSTER’S METHOD
TRIAL CYCLE METHOD
 OVERVIEW
 Traffic signals are automatic traffic control devices which could alternatively direct the
traffic to stop and proceed at intersections using red and green traffic light signals as per
the predetermined time settings
 Traffic signals are one of the most effective and flexible active control of traffic and are
widely used in several cities worldwide
 The conflicts arising from movements of traffic in different directions is addressed by
time sharing principle
 Traffic signals are designed to ensure safe and orderly flow of traffic, protect
pedestrians and vehicles at busy intersections and reduce the seriousness and frequency
of accidents between vehicles entering intersections
REQUIREMENTS OF TRAFFIC SIGNALS
Draw attention of road users
Enable them to understand the meaning of the light signal
Provide sufficient time to respond
Ensure minimum waste of time
TRAFFIC SIGNAL
 ADVANTAGES OF TRAFFIC SIGNAL
Provide orderly movement of traffic at the intersections
The quality of traffic flow is improved by forming compact platoons of vehicles,
provided all the vehicles moves at approximately same speed.
Reduction in accidents due to crossing conflicts, notably right angle collisions
Traffic handling capacity is highest among the different type of intersections at grade
Provide a chance to the traffic of minor road to cross the continuous traffic flow of the
main road at reasonable interval of time
Pedestrians can cross the road safely at the signalized intersections
 DISADVANTAGES OF SIGNAL DESIGN
The rear end collision may increase
Improper design and location of signal may lead to violation of the control system
Failure of the signal due to electric power signal or any other defect may cause confusion to
the road users
The variation in vehicle arrivals on the approach roads may cause increase in waiting time
on one of the roads and unused green signal time on other road , when fixed time traffic
signals are used
Excessive delay of vehicle may be caused particularly during off peak hours
Drivers may be induced to use less adequate and less safe routes to avoid delays at signals
TERMINOLOGY
Cycle Length: Cycle length is the time taken to complete one full cycle of the signal at
an intersection. For instance, it is the time taken for a signal to go from red, yellow,
green, and then come back to the red signal
Green and Red Interval: The green and red interval is the amount of time for the green
and red signals respectively.
Change Interval: Change interval is the amount of time for the yellow signal. The
yellow time is also called the amber time.
Clearance Interval: Clearance interval is the amount of time for pedestrians to cross and extra time for vehicles to
clear the intersection.
Phase: Phase is the number of paths crossing at an intersection. For example, in a four-armed intersection, the
number of phases is also four. It is also given as the summation of the green interval, change, and clearance interval.

Lost Time : In a traffic signal, once the signal is green, the vehicle that is first in queue will take some
time to react to the signal and start moving. The second vehicle will take slightly lesser time than the first
vehicle and so on. This time will decrease and will eventually reach a constant time called the headway.

The extra time in excess of the headway taken by the vehicles upfront the queue is called lost time. Each
phase will have the lost time and needs to be factored in to calculate the optimum cycle length.
Saturation Flow (s): Saturation flow is the highest amount of vehicular flow that is possible. It is given
as the inverse of headway. If the headway is in seconds, then the saturation flow is given as,
Saturation flow = 3600/headway in vehicles per hour.

Observed Volume: Observed volume is the actual observed volume of traffic flow that is happening at
the intersection. It is also represented as vehicles per unit time.

Critical Flow Ratio : The critical flow ratio at a phase is the ratio between the observed volume of flow
to the saturation flow occurring at all the phases of an intersection. It is given as,

Critical flow ratio at ith phase = = at ith phase

PRINCIPLES OF SIGNAL DESIGN

Phase design
Determination of amber time and clearance time
Determination of cycle length
Apportioning of green time
Pedestrian crossing requirements
Performance evaluation of the design
 PHASE 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
TWO PHASE SYSTEM

• Two phase system is usually adopted if through traffic is significant compared to the
turning movements. For example in Figure 1, 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.
• 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
Figure 1: Movements in two phase signal system
 FOUR PHASE SYSTEM
• There are at least three possible phasing options. For example, figure 2 shows
the most simple and trivial phase plan. 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
Figure 2: Movements in four phase signal system: option 1
• Figure 3 shows a second possible phase plan option where opposing through
traffic are put into same phase. 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 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 3: Movements in four phase signal system: option 2

• Figure 4 shows yet another phase plan. However, this is rarely used in practice.

• 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.

Figure 5: Movements in four phase signal system: option 3

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 time()
minus the applicable lost times(). Thus effective green time can be written
as,
LANE CAPACITY

• 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,

where is the capacity of lane in vehicle per hour,

is the saturation flow rate in vehicle per hour per lane,
C is the cycle time in seconds.
TYPES OF SIGNALS

• Fixed-time Signals: Green Periods and Cycle lengths are pre-determined

with fixed duration.
• Vehicle actuated Signals: Green periods vary and are related to actual
demands made by traffic.
• Semi actuated Signals: Detectors are located only on the side roads
THE VARIOUS METHODS OF SIGNAL DESIGN ARE:

Various Methods
• Trial cycle method
• Approximate method
• Webster’s method
• IRC method
 WEBESTER’S METHOD:
• Webster’s method is a rational approach for signal design. The design is
simple and is totally based on formulae’s laid down by Webster . In this
method, optimum cycle time is calculated from least total delay at
signalized intersection.
• The optimum signal cycle is given by

• Where L = total lost time per cycle, seconds

• L = nt₁ + R
• n = number of phases, R = all red time.
• t₁ = Start-up loss time and loss time due to falling of discharge rate during amber
period.

• For the average signal cycle, the lost time (t₁) amounts to around 2 sec.
L = 2n + R

Y = y₁ + y₂ + ……….

y1 = q1/s1

y2= q2/s2 ……….. So on

• q₁ = Critical lane volume for phase one (maximum volume per lane)
• S₁ = Saturation flow for phase one
Then (-L)
and (-L)
EXAMPLE
SOLUTION:
In N-S direction: higher flow=1000, saturation flow=2500
Therefore,

In E-W direction: higher flow=900, saturation flow=3000

Therefore,

Y=

Lost time per cycle , L = 2n+R =12 s

Optimum cycle time=
=76.67 s
 Trial Cycle Method
Phase diagram
YES
15 min traffic
count : n1 & n2 NO Is C*=C?
Time Headway,Ht

Calculate Cycle
Assume Cycle Length,C*=G1+G2+A1+
Length,C
A2

G1 = Amber time or
No. of cycles in 15
Time Headway,Ht G2 = Change interval
mins, N=
=2-4s

Fig 1: Flowchart for Trial Cycle Method

Sample Problem:

The 15 minutes traffic counts on roads 1 and 2 during peak hour are observed as
178 and 142 vehicles per lane respectively approaching the intersection in the
direction of heavier traffic flow. If the amber times are 3 and 2 seconds respectively
for two roads based on approach speeds, design the signal timings by trial cycle
method. Assume the average time headway of 2.5 seconds during green phase.
 n1= 178
A1=3s
Road 1

Ht=2.5s

n2= 142 A2=2s

Road 2

Fig 2 :Pictorial Representation of Problem

Solution:
Assume C = 45s

No. of cycles in 15 min., N = = 20

C*= 22.25 ＋ 17.75 ＋ 3 ＋ 2 = 45s

Road 2
THANK YOU