Traffic Engineering College of Engineering Kufa University

Third Year Civil department

Mooring & evening study

Chapter Fourteen
Methods of Coordination

14-1 The Coordination of Traffic Signals

When several traffic signal-controlled intersections occur along a major
traffic route, some form of coordination is necessary to prevent, so far as is
possible, major road vehicles stopping at every intersection.
Several forms of linking between signals are possible, three of which are
the simultaneous system, the alternate system and the flexible progressive
system.
The coordination between intersections is usually achieved by means of a
master controller.

14-2 Flexible Progressive System

With this system the green periods at adjacent intersections are offset
relative to each other according to the desired speed on the highway.
Progression along the highway in both directions must be considered and
this usually results in a compromise between the flow in both directions and
also between major and minor road flows.

14-3 Time and Distance Diagrams for Linked Traffic Signals

When the flexible progressive system of coordinating traffic signals is
employed, then it is frequently desirable to construct a time and distance
diagram to estimate the best offset or difference in the start of the green
time, between adjacent signals.
Before the diagram can be prepared it is necessary to examine each of the
intersections which it is desired to coordinate and calculate the optimum
cycle times for the expected traffic flows using the relationship:
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 Traffic Engineering College of Engineering Kufa University
Third Year Civil department
Mooring & evening study
or

(14.1)

With the cycle time c1 for the system determined, it is possible to

calculate the effective green times for the differing phases at the key
intersection from the relationship:

Effective g1=(y1/Y) (c1-L) (14.2)

The actual green time may then be determined if the lost time within the
green period is known.
The actual green time at the key intersection gives the minimum actual
green time at the other intersections for the main route with progression.
To obtain the maximum green times for the intersections other than the
key intersection it is necessary to determine the shortest acceptable green
times for side road phases. The shortest acceptable effective green time for a
side road phase is obtained from:
(14.3)

And from a knowledge of the lost time in the green period the shortest
acceptable actual green time can once again be calculated.
The longest actual green for the route with progression is then the linked
cycle time c1 minus the shortest acceptable actual green minus the
intergreen periods. A typical time/distance diagram is shown in Figure
(14.1).

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 Traffic Engineering College of Engineering Kufa University
Third Year Civil department
Mooring & evening study

Figure (14.1): A time/distance diagram showing how a time offset is arranged

between intersections A and B to give progression through two signals

Example (15.1): Four two-phase traffic signal controlled intersections along a

major north/ south traffic route are spaced at distance of 0.50 km apart.
Details of the evening peak hour traffic flows at these intersections are
given in Table (14.1). Starting delays in all cases may be taken as 2 sec of
each green period.
Table (14.1): Traffic and saturation flows of intersection
Intersection Approach Flow Saturation flow Lost time per cycle
(sec.)
A North 1250 4015 6
South 1450 4015
East 1000 2250
West 800 1950
B North 1350 4015 8
South 1550 4015
East 1200 2700
West 650 2250
C North 1100 4015 8
South 1500 4015
East 900 2250
West 550 2250
D North 1300 4015 8
South 1400 4015
East 1000 2700
West 600 1950
Prepare a time and distance diagram showing how the offsets for these
signals may be arranged to produce progression for major road vehicles.

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 Traffic Engineering College of Engineering Kufa University
Third Year Civil department
Mooring & evening study
Solution

It is first necessary to calculate the optimum cycle time for each

intersection, so that the maximum value can be found and adopted for the
linked sytem (table 14.2).
Table (14.2): Optimum cycle times of intersections
Intersection Approach y value Co
(sec.)
A North 0.31
South 0.36 [1.5*6+5]/[1-(0.36+0.44)]= 70
East 0.44
West 0.41
B North 0.34
South 0.39 [1.5*8+5]/[1-(0.39+0.44)]=100
East 0.44
West 0.29
C North 0.27
South 0.37 [ 1.5*8+5]/[1-(0.37+0.40)]=74
East 0.40
West 0.25
D North 0.32
South 0.35 [ 1.5*8+5]/[1-(0.35+0.37)]=61
East 0.37
West 0.31
The longest optimum cycle time is required at the intersection B and this
is the key intersection. The cycle time for the linked system is therefore 100
sec. The effective green time for the north / south traffic stream at
intersection B is given by:

= (100-8) = 43.2 sec.

actual time=effective time+ lost time due starting delays amber period
G=effective time+ 23=42.2 sec
This is also the minimum actual green time for the north / south traffic
stream at the remaining intersections. The maximum actual green times at
the remaining intersections are then calculated from a consideration of the

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 Traffic Engineering College of Engineering Kufa University
Third Year Civil department
Mooring & evening study
minimum effective green time required for side road traffic using the
relationship:

With minimum and maximum actual green times determined it is

possible to plot a time and distance diagram by a trial and error process. As
the intersections are regularly spaced, it is not too difficult to arrange for
progression of the major road traffic streams in both directions. The diagram
allows for progression, so that vehicles travel between intersections in half a
cycle giving a speed of 36 km/h. The timing diagram for this very simple
situation is shown in Figure (14.2).

(1) (2) (3) (4) (5)

Green on minor route

green on minor route

green on major route

Minimum effective

c1 (4)- intergreen

Maximum actual
Minimum actual
(3)-1

y sidec 1
Intersection

0.9 time* (sec.)

yside max
(sec.)

(sec.)

A 0.44 48.9 47.9 44.1

C 0.40 44.4 43.4 46.6
D 0.37 41.1 40.1 49.9
* Intergreen time =[(lost time-starting delay 2)/2] +3 sec per phase

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Traffic Engineering College of Engineering Kufa University
Third Year Civil department
Mooring & evening study

Figure (14.2): The timing diagram