Vehicle Actuated Signals

Lecture Notes in Transportation Systems

Engineering; Prof. Tom V. Mathew

Vehicle Actuated Signals.......................................................................................................1

Contents............................................................................................................................. 2
1 Introduction......................................................................................................................3
2 Vehicle-Actuated Signals.................................................................................................4
2.1 Basic Principles...................................................................................................... 4
2.2 Advantages of Actuated Signals............................................................................ 4
2.3 Disadvantages of Actuated Signals........................................................................5
2.4 Types of Actuated Control...................................................................................... 5
2.4.1 Semi-Actuated Control.................................................................................. 5
2.4.2 Full-Actuated Control.....................................................................................6
2.4.3 Volume-Density Control.................................................................................6
2.5 Detection for Actuated Signalization...................................................................... 6
2.6 Actuated Control Features..................................................................................... 7
2.6.1 Minimum Green Time.................................................................................... 7
2.6.2 Unit Extension............................................................................................... 8
2.6.3 Passage Time Interval................................................................................... 9
2.6.4 Maximum Green Time................................................................................... 9
2.6.5 Recall Switch............................................................................................... 13
2.6.6 Change and Clearance Intervals................................................................. 14
2.7 Operating Principle............................................................................................... 14
2.8 Concept of Semi-Actuated Controller...................................................................16
2.8.1 Principles..................................................................................................... 16
2.8.2 Advantages..................................................................................................17
2.8.3 Disadvantages.............................................................................................18
2.9 Concept of Full-Actuated Controller..................................................................... 18
2.9.1 Principles..................................................................................................... 18
2.9.2 Advantages..................................................................................................19
2.9.3 Disadvantages.............................................................................................19
2.10 Concept of Volume-Density Controller............................................................... 19
2.11 Numerical example............................................................................................. 20
2.12 Numerical example.............................................................................................24
3 Conclusion.....................................................................................................................27
Exercises.................................................................................................................... 27
References................................................................................................................. 27
Acknowledgments...................................................................................................... 28
 _____________________________________

1 Introduction
Now-a-days, controlling traffic congestion relies on having an
efficient and well-managed traffic signal control policy. Traffic
signals operate in either pre-timed or actuated mode or some
combination of the two. Pre-timed control consists of a series of
intervals that are fixed in duration. They repeat a preset
constant cycle. In contrast to pre-timed signals, actuated
signals have the capability to respond to the presence of
vehicles or pedestrians at the intersection. Actuated control
consists of intervals that are called and extended in response to
vehicle detectors. The controllers are capable of not only
varying the cycle length & green times in response to detector
actuation, but of altering the order and sequence of phases.
Adaptive or area traffic control systems (ATCS) belong to the
latest generation of signalised intersection control. ATCS
continuously detect vehicular traffic volume, compute optimal
signal timings based on this detected volume and
simultaneously implement them. Reacting to these volume
variations generally results in reduced delays, shorter queues
and decreased travel times. Coordinating traffic signals along a
single route so that vehicles get progressive green signals at
each junction is another important aspect of ATCS. In the
subsequent pages, the operating principles and features of
Vehicle-Actuated Signals & Area Traffic Control Systems will be
briefly discussed.

2 Vehicle-Actuated Signals
2.1 Basic Principles
As stated earlier, Vehicle-Actuated Signals require actuation by
a vehicle on one or more approaches in order for certain
phases or traffic movements to be serviced. They are equipped
with detectors and the necessary control logic to respond to the
demands placed on them. Vehicle-actuated control uses
information on current demands and operations, obtained from
detectors within the intersection, to alter one or more aspects of
the signal timing on a cycle-by-cycle basis. Timing of the
signals is controlled by traffic demand. Actuated controllers
may be programmed to accommodate:

● Variable phase sequences (e.g., optional protected LT

phases)
● Variable green times for each phase
● Variable cycle length, caused by variable green times

Such variability allows the signal to allocate green time based

on current demands and operations. A proper clearance
interval between the green & the red phases is also ensured.

2.2 Advantages of Actuated Signals

The various advantages of actuated signals are stated below:

● They can reduce delay (if properly timed).

● They are adaptable to short-term fluctuations in traffic flow.
● Usually increase capacity (by continually reapportioning
green time).
● Provide continuous operation under low volume
conditions.
● Especially effective at multiple phase intersections.

2.3 Disadvantages of Actuated Signals

The main disadvantages are as following :
 ● If traffic demand patterns are very regular, the extra
benefit of adding local actuation is minimal, perhaps
non-existent.
● Installation cost is two to three times the cost of a
pre-timed signal installation.
● Actuated controllers are much more complicated than
pre-timed controllers, increasing maintenance costs.
● They require careful inspection & maintenance to ensure
proper operation.

2.4 Types of Actuated Control

There are three basic types of actuated control, each using
signal controllers that are somewhat different in their design:

1. Semi-Actuated Control
2. Full-Actuated Control
3. Volume-Density Control
2.4.1 Semi-Actuated Control

This type of controller is used at intersections where a major

street having relatively uniform flow is crossed by a minor street
with low volumes. Detectors are placed only on the minor
street. The green is on the major street at all times unless a call
on the side street is noted. The number and duration of
side-street green is limited by the signal timing and can be
restricted to times that do not interfere with progressive
signal-timing patterns along the major street.
2.4.2 Full-Actuated Control

This type of controller is used at the intersections of streets or

roads with relatively equal volumes, but where the traffic
distribution is varying. In full actuated operation, all lanes of all
approaches are monitored by detectors. The phase sequence,
green allocations, and cycle length are all subjected to
variation. This form of control is effective for both two-phase
and multi-phase operations and can accommodate optional
phases.
2.4.3 Volume-Density Control

Volume-density control is basically the same as full actuated

control with additional demand-responsive features. It is
designed for intersections of major traffic flows having
considerable unpredictable fluctuations.

2.5 Detection for Actuated Signalization

The various types of detectors used for detection of vehicles
are as following:

● Inductive loop detectors

● Magnetometer detectors
● Magnetic detectors
● Pressure-sensitive detectors
● Radar detectors
● Sonic detectors
● Microloop detectors etc.

The vast majority of actuated signal installations use inductive

loops for detection purposes. Now, the type of detection is of
greater importance than the specific detection device(s) used.
There are two types of detection that influence the design and
timing of actuated controllers:

1. Passage or Point Detection:- In this type of detection,

only the fact that the detector has been disturbed is noted.
The detector is installed at a point even though the
detector unit itself may involve a short length. It is the most
common form of detection.
 2. Presence or Area Detection:- In this type of detection, a
significant length (or area) of an approach lane is included
in the detection zone. Entries and exits of vehicles into
and out of the detection zone are remembered. Thus, the
number of vehicles stored in the detection zone is known.
It is provided by using a long induction loop, or a series of
point detectors. These are generally used in conjunction
with volume-density controllers.

2.6 Actuated Control Features

Regardless of the controller type, virtually all actuated
controllers offer the same basic functions, although the
methodology for implementing them may vary by type and
manufacturer. For each actuated phase, the following basic
features must be set on the controller:
2.6.1 Minimum Green Time

Each actuated phase has a minimum green time, which serves

as the smallest amount of green time that may be allocated to a
phase when it is initiated. Minimum green times must be set for
each phase in an actuated signalization, including the
non-actuated phase of a semi-actuated controller. The
minimum green timing on an actuated phase is based on the
type and location of detectors.
● In case of Point Detectors,
(1
)

●
where, Gmin = minimum green time in second, tL =
assumed start-up lost time = 4 sec, h = assumed
saturation headway = 2 sec, d = distance between
 detector & stop line in m and x = assumed distance
between stored vehicles = 6 m.
● In case of Area Detectors,
(2
)

●
where, tL = start-up lost time (sec) and n = number of
vehicles stored in the detection area.
2.6.2 Unit Extension

This time actually serves three different purposes:

1. It represents the maximum gap between actuation at a

single detector required to retain the green.
2. It is the amount of time added to the green phase when an
additional actuation is received within the unit extension,
U.
3. It must be of sufficient length to allow a vehicle to travel
from the detector to the STOP line.

In terms of signal operation, it serves as both the minimum

allowable gap to retain a green signal and as the amount of
green time added when an additional actuation is detected
within the minimum allowable gap. The unit extension is
selected with two criteria in mind:

● The unit extension should be long enough such that a

subsequent vehicle operating in dense traffic at a safe
headway will be able to retain a green signal (assuming
the maximum green has not yet been reached).
● The unit extension should not be so long that straggling
vehicles may retain the green or that excessive time is
 added to the green (beyond what one vehicle reasonably
requires to cross the STOP line on green).

The Traffic Detector Handbook recommends that a unit

extension of 3.0 s be used where approach speeds are equal to
or less than 30 miles per hour, and that 3.5 s be used at higher
approach speeds. For all types of controllers, however, the unit
extension must be equal to or more than the passage time.
2.6.3 Passage Time Interval

It allows a vehicle to travel from the detector to the stop line. It

is analogous with ’Unit Extension’.
(3
)
where, P = passage time, sec, d = distance from detector to
stop line, metre and S = approach speed of vehicles, m/s.
2.6.4 Maximum Green Time

Each phase has a maximum green time that limits the length of
a green phase, even if there are continued actuations that
would normally retain the green. The maximum green time
begins when there is a call (or detector actuation) on a
competing phase. The estimation can be done by any of the
following methods:
● By trial signal timing as if the signals were pre-timed
(4
)

●
where, Ci = Initial cycle length, sec, L = Total lost time, sec and
V C = Sum of critical lane volumes, veh/hr. Knowing the initial
cycle length, green times are then determined as:
 (5
)

●
where gi = effective green time for Phase i, sec and V Ci =
critical lane volume for Phase i, veh/hr. The effective green
times thus obtained are then multiplied by 1.25 or 1.50 to
determine the maximum green time.
● By Green-Time Estimation (HCM) Model: Traffic-actuated
controllers do not recognize specified cycle lengths.
Instead they determine, by a mechanical analogy, the
required green time given the length of the previous red
period and the arrival rate. They accomplish this by
holding the right-of-way until the accumulated queue has
been served.

The basic principle underlying all signal timing analysis is the

queue accumulation polygon (QAP), which plots the number of
vehicles queued at the stop line over the duration of the cycle.
The QAP for a simple protected movement is illustrated in Fig.
1.

Figure 1: Queue accumulation polygon illustrating two

methods of green time computation
From Fig. 1, it’s clear that queue accumulation takes place on
the left side of the triangle (i.e., effective red) and the discharge
takes place on the right side of the triangle (i.e., effective
green).

There are two methods of determining the required green time

given the length of the previous red time. The first employs a
target v/c approach. Under this approach, the green-time
requirement is determined by the slope of the line representing
the target v/c of 0.9. If the phase ends when the queue has
dissipated under these conditions, the target v/c will be
achieved. The second method recognizes the way a
traffic-actuated controller really works. It does not deal explicitly
with v/c ratios; in fact, it has no way of determining the v/c ratio.
Instead it terminates each phase when a gap of a particular
length is encountered at the detector. Good practice dictates
that the gap threshold must be longer than the gap that would
be encountered when the queue is being served. Assuming
that gaps large enough to terminate the phase can only occur
after the queue service interval (based on v/c = 1.0), the
average green time may be estimated as the sum of the queue
service time and the phase extension time. Therefore, average
green time = Queue Service Time + Phase Extension Time.
Now,
(6
)
where, qr = red arrival rate (veh/s), qg = green arrival rate
(veh/s), r = effective red time (s), s = saturation flow rate (veh/s)
and fq = calibration factor = 1.08 - 0.1(actual green
time∕maximum green time)2
 (7
)
where, q = vehicle arrival rate throughout cycle (veh/s), u = unit
extension time setting (s), t = time during which detector is
occupied by a passing vehicle(s) = [3.6(Ld + Lv)]∕SA, Lv = Vehicle
length, assumed to be 5.5 m, Ld = Detector length (m), SA=
Vehicle approach speed (kmph), Δ = minimum arrival
(intra-bunch) headway (s), λ = a parameter (veh/s) = Φq∕(1 -
Δq), Φ = proportion of free (unbunched) vehicles in traffic
stream = exp(-bΔq) and b = bunching factor.

This green-time estimation model is not difficult to implement,

but it does not lead directly to the determination of an average
cycle length or green time because the green time required for
each phase is dependent on the green time required by the
other phases. Thus, a circular dependency is established that
requires an iterative process to solve. With each iteration, the
green time required by each phase, given the green times
required by the other phases, can be determined. The logical
starting point for the iterative process involves the minimum
times specified for each phase. If these times turn out to be
adequate for all phases, the cycle length will simply be the sum
of the minimum phase times for the critical phases. If a
particular phase demands more than its minimum time, more
time should be given to that phase. Thus, a longer red time
must be imposed on all of the other phases. This, in turn, will
increase the green time required for the subject phase.

Table 1: Recommended Parameter Values

 Case Δ( b
s)

Single 1. 0.
Lane 5 6

Multi-lan
e
2 lanes 0. 0.
5 5
3 lanes 0. 0.
5 8

2.6.5 Recall Switch

Each actuated phase has a recall switch. The recall switches

determine what happens to the signal when there is no
demand. Normally, one recall switch is placed in the on
position, while all others are turned off. In this case, when there
is no demand present, the green returns to the phase with its
recall switch on. If no recall switch is in the on position, the
green remains on the phase that had the last ”call.”demand
exists, one phase continues to move to the next at the
expiration of the minimum green.
2.6.6 Change and Clearance Intervals

Yellow and all-red intervals provide for safe transition from

green to red. They are fixed times and are not subject to
variation, even in an actuated controller. They are found in the
same manner as for pre-timed signals.
(8
)

(9
)
where, y = yellow time, sec, ar = all red interval, sec, S85 = 85th
percentile speed, m/s, S15 = 15th percentile speed, m/s, t =
reaction time of the driver = 1 sec (standard), a = deceleration
rate = 3 m/s2 (standard), g = grade of approach in decimal, w =
width of street being crossed, m and l = length of a vehicle, m.

2.7 Operating Principle

Figure 2: Operation of an Actuated Phase

The Fig. 2 illustrates the operation of an actuated phase based

on the three critical settings: minimum green, maximum green,
and unit or vehicle extension. When the green is initiated for a
phase, it will be at least as long as the minimum green period.
The controller divides the minimum green into an initial portion
and a portion equal to one unit extension. If an additional call is
received during the initial portion of the minimum green, no time
is added to the phase, as there is sufficient time within the
minimum green to cross the STOP line (yellow and all-red
intervals take care of clearing the intersection). If a call is
received during the last U seconds (Unit Extension) of the
minimum green, U seconds of green are added to the phase.
Thereafter, every time an additional call is received during a
unit extension of U seconds, an additional period of U seconds
is added to the green. Note that the additional periods of U
seconds are added from the time of the actuation or call. They
are not added to the end of the previous unit extension, as this
would accumulate unused green times within each unit
extension and include them in the total green period. The green
is terminated in one of two ways:

1. a unit extension of U seconds expires without an

additional actuation,
2. the maximum green is reached.

The maximum green begins timing out when a call on a

competing phase is noted. During the most congested periods
of flow, however, it may be assumed that demand exists more
or less continuously in all phases. The maximum green,
therefore, begins timing out at the beginning of the green period
in such a situation. Now-a-days, in India, detectors are placed
mostly at stop lines. In that case, the green times for phases
are primarily determined by arrival headway. The green time is
extended until the gap between two vehicles becomes equal to
or greater than the predetermined threshold value. Generally a
threshold of 4 seconds is considered.

Table 2: Recommended Detector Locations &

Timing Parameters
 Approa Detector Mimi-mu Passag
ch Set-Back m e
Speed (To front of loop) Green Time
(kmph) (m) (sec) (sec)

24 12 8.0 3.0
32 18 10.0 3.0
40 24 12.0 3.0
48 30 14.0 3.5
56 41 18.0 3.5
64 52 22.0 3.5

72+ Volume density or multiple detectors

recommended

2.8 Concept of Semi-Actuated Controller

2.8.1 Principles

● Detectors on minor approaches only.

● Major phase receives a minimum green interval.
● The green remains on the main street until a call for
service on the side street is registered.
● If the main street has had enough green, the side street is
given the green for just enough time to guarantee that its
vehicles are processed.
 ● Usually Point Detectors are used.
● Detectors can be placed at either stop line or upstream
location.
2.8.2 Advantages

● It can be used effectively in a coordinated signal system.

● Relative to pre-timed control, it reduces the delay incurred
by the major-road through movements during periods of
light traffic.
● It does not require detectors for the major-road through
movement phases and hence, its operation is not
compromised by the failure of these detectors.
● Generally the main street indeed has the green whenever
possible.

Figure 3: Semi-Actuated Control

2.8.3 Disadvantages

● Continuous demand on the phases associated with one or

more minor movements can cause excessive delay to the
major road through movements if the maximum green and
passage time parameters are not appropriately set.
 ● Detectors must be used on the minor approaches, thus
requiring installation and ongoing maintenance.
● It also requires more training than that needed for
pre-timed control.

2.9 Concept of Full-Actuated Controller

2.9.1 Principles

● Detectors on all approaches.

● Each phase has a preset initial interval.
● Phases are sequenced according to ”calls” for service on
all approaches.
● Green interval is extended by a preset unit extension for
each actuation after the initial interval provided a gap
greater than the unit extension does not occur.
● Green extension is limited by the preset maximum limit.
● Generally Point Detectors are used.
● Detectors can be placed at either stop line or upstream
location.

Figure 4: Full-Actuated Control

2.9.2 Advantages
 ● Reduces delay relative to pre-timed control by being highly
responsive to traffic demand and to changes in traffic
pattern.
● Detection information allows the cycle time to be efficiently
allocated on a cycle-by-cycle basis.
● Allows phases to be skipped if there is no call for service,
thereby allowing the controller to reallocate the unused
time to a subsequent phase.
2.9.3 Disadvantages

● Initial and maintenance cost is higher than that of other

control types due to the amount of detection required.
● It may also result in a higher percentage of vehicles
stopping because green time is not held for upstream
platoons.

2.10 Concept of Volume-Density Controller

Volume-Density Controllers are designed for intersections of
major traffic flows having considerable unpredictable
fluctuations. They are generally used at intersections with high
approach speeds (≥ 45 mi/hr). Here, detectors are placed on all
approaches. Generally this type of controller is used with Area
Detectors. To operate efficiently, this type of control needs to
receive traffic information early enough to react to existing
conditions. So, it is essential that detectors be placed far in
advance of the intersection.

2.11 Numerical example

An isolated suburban intersection of two major arterials is to be
signalised using a fully actuated controller. Area detection is to
be used, and there are no driveways or other potential entry
points for vehicles within 90 m of the STOP line on all
approaches. The intersection is shown in the figure and all
volumes have already been converted to tvus for convenience.
Left-turn slots of 75 m in length are provided for each approach.
The tvu conversions assume that a protected left-turn phase
will be provided for all approaches.

Figure 5: Intersection for the Example

Solution: Step 1: Phasing: The problem statement indicates

that protected left-turn phasing will be implemented on all
approaches. Note that Kennedy Avenue has double left-turn
lanes in each direction and that Monroe Street has a single
left-turn lane in each direction. At a heavily utilised intersection
such as this, quad-eight phasing would be desirable. Each
street would have an exclusive LT phase followed by a leading
green in the direction of heavier LT flow and a TH/RT phase.
Such phasing provides much flexibility in that LT phasing is
always optional and can be skipped in any cycle in which no LT
demand is noted. The resulting signalization has a maximum of
four phases in any given cycle and a minimum of two. It is
treated as a four-phase signal, as this option leads to the
maximum lost times. Quad-eight phasing involves overlaps that
would be taken into account if this were a pre-timed signal. As
an actuated signal, the worst-case cycle, however, would occur
when there are no overlap periods. This would occur when the
LT flow in opposing directions are equal. Thus, the signal timing
will be considered as if this were a simple four-phase operation
without overlaps. The controller, however, will allow one
protected LT to be terminated before the opposing protected LT,
creating a leading green phase. The four phases are:

● Phase I-Protected LT for Kennedy Avenue

● Phase 2-TH/RT for Kennedy Avenue
● Phase 3-Protected LT for Monroe Street
● Phase 4-TH/RT for Monroe Street

Step 2: Unit Extension: For approach speeds of 64 kmph, the

recommended unit extension (from Table) is 3.5 s.

Step 3: Minimum Green Times and Detector Placement: The

problem specifies that area detection shall be employed. For
area detection, the far end of the detection zone is placed such
that the passage time is equal to unit extension. Since all
approaches (including LT approaches) have a 64 kmph
approach speed, the far end of detectors should be located as
follows:

The near end of the detection zone would be placed within 0.3
m of the STOP line. The minimum green time for area detection
is variable, based on the number of vehicles sensed within the
detection area when the green is initiated. The value can vary
from the time needed to service one waiting vehicle to the time
needed to service Int(62/6) = 11 vehicles. The range of
minimum green times can be established for each approach. In
this case, all values will be equal, as the approach speeds are
the same for all approaches and the detector location is
common to every approach, including the LT lanes, all of which
are long enough to accommodate a 62 m setback.

Step 4: Critical-Lane Volumes: As the volumes given have

already been converted to tvus, critical-lane volumes for each
phase are easily identified:

● Phase 1 (Kennedy Ave, LT) - 400/2 = 200 tvu/h

● Phase 2 (Kennedy Ave, TH/RT) - 1,600/4 = 400 tvu/h
● Phase 3 (Monroe St, LT) - 110/1 = 110 tvu/h
● Phase 4 (Monroe St, TH/RT) - 700/2 = 350 tvu/h

Therefore, VC = (200+400+110+700) = 1,060 tvu/h.

Step 5: Yellow & All-Red times With a 64 kmph average

approach speed for all movements, the S85 may be estimated
as (64 + 8) = 72 kmph, and the S15 may be estimated as (64 -
8) = 56 kmph. Then:

There are four phases in the worst-case cycle. The total lost
time is equal to the sum of the yellow and all-red intervals in the
cycle: L = 2*5.8 + 2*7.0 = 25.6 sec.
Step 6: Maximum Green Times and the Critical Cycle: The
initial cycle length for determining maximum green time is: Ci =
25.6/[1-1060/(1615*0.96*0.98)] = 84.8 sec. Green times are
found as:

With area detection, the minimum green for all lane groups,
including LT lanes, can be as high as 24.0 s. This is
inconsistent with Gmax values for the LT Phases 1 and 3.
Increasing the maximum greens beyond the computed values,
however, will lead to an excessively long critical cycle length.
Thus, it is recommended that the LT lanes use point detectors,
placed so that the Gmin for Phases 1 and 3 is a constant 4.0 s.
The above Gmax results will work in this scenario. The Gmax
results for Phases 2 and 4 (through phases) are close to the
high value of Gmin for these phases, but would provide some
flexibility even in peak periods. It is, therefore, not
recommended that any of these times be arbitrarily increased.
The critical cycle length becomes: CC = 16.8 + 5.8 + 33.5 + 5.8
+ 9.2 + 7.0 + 29.3 + 7.0 = 114.4 sec

2.12 Numerical example

Consider an intersection of two streets with a single lane in
each direction. Each approach has identical characteristics and
carries 675 veh/h with no left or right turns. The average
headway is 2.0 s per vehicle and the lost time per phase is 3.0
s. Detectors are 9.1 m long with no setback from the stop line.
The actuated controller settings are as follows:

Setting Time
(s)

Initial interval 10
Unit 3
extension
Maximum 46
green
Intergreen 4

Determine the phase time for this intersection with an actuated

controller for approach speed 50 kmph.

Solution: The maximum phase time for each phase will be (46
+ 4) = 50 s. The minimum phase time will be 10 + 3 + 4 = 17 s.
The first iteration will be used with a 34-s cycle with 17 s of
green time on each approach. The effective green time will be
14 s, and the effective red time will be 20 s for each phase. For
purposes of traffic-actuated timing estimation It is
recommended (HCM 2000) that, for a specified lost time of n
seconds, 1 s be assigned to the end of the phase and (n - 1) s
be assigned to the beginning. Here, start-up lost time = 2.0
secs. The following are the steps to calculate the phase time
required:

Step 1. Compute the arrival rate throughout the cycle, q: q

= 675/3600 = 0.188 veh/s

Step 2. Compute the net departure rate (saturation flow

rate - arrival rate): (s - q) =1800/3600- 0.188 = 0.312 veh/s

Step [Link] the queue at the end of 20 s of effective

red time: qrr = 20 × (0.188) = 3.760veh

Step 4. Compute the queue calibration factor,fq: fq = 1.08 -

0.1(13∕46)2 = 1.072

Step 5. Compute the time required to serve the queue, gs:

gs = 1.072(3.760∕0.312) = 12.919s

Step 6. Determine λ: Δ = 1.5 and b = 0.6 (for single lane from

table in HCM)

Step 7. Determine the occupancy time of the detector: t0 =

3.6(9.1+ 5.5)/50, vehicle length=5.5m, detector = 1.051 s
length=9.1 m, approach speed=50 kmph

Step 8. The expected green extension time, ge:

Step 9. Compute the total phase time:

Step 10. Compute the phase time deficiency as the

difference between the trial phase time and the computed
phase time: or 25.469 - 17.0 = 8.469 s. For next iteration: Trial
green time = 25.469 s. Cycle length = 50.968 s. This process is
continued through successive iterations until the solutions
converge or the phase deficiency i.e. the error is negligible
practically. The following figure shows the results of successive
iterations for this problem and the final convergence.

Figure 6: Calculation of phase time through iterations

(HCM)

The final phase time is 37.710 s giving a cycle length of 75.420

s. The convergence was considered for a threshold of 0.1
difference in successive cycle times.

3 Conclusion
Modern actuated controllers give the traffic engineers a great
deal of flexibility in dealing with variations in demand. Area
traffic control systems along with Vehicle actuated signals can
reduce traffic delays substantially. These are highly complex
subjects. Timing of VA signals is almost as much an art as a
science, and more than one solution is possible. Regarding
ATC systems, SCOOT and SCAT are popular in advanced
countries but such systems cannot cope up with Indian
situations without adaptation to Indian traffic scenarios.
Presently, an advanced ATC system known as CoSiCoSt has
been developed considering the Indian Traffic scenario.

Exercises

1. Describe the working principle and various control

parameters of a vehicle actuated controller and its
limitations.

References

1. Highway Capacity Manual. Transportation Research

Board. National Research Council, Washington, D.C.,
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Acknowledgments
I wish to thank several of my students and staff of NPTEL for
their contribution in this lecture. I wish to thank especially my
student Mr. Kaniska Ghosh for his assistance in developing the
lecture note, and my staff Mr. Rayan in typesetting the
materials. I also appreciate your constructive feedback which
may be sent to tvm@[Link]

Prof. Tom V. Mathew

Department of Civil Engineering

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Thursday 28 September 2023 10:47:46 AM IST