Progressive Signal Systems. Coordinated Systems Two or more intersections Signals have a fixed time relationship to one another Progression can be achieved.

Progressive Signal Systems

Coordinated Systems Two or more intersections Signals have a fixed time

relationship to one another Progression can be achieved if the

offsets between adjacent signals permit continuous operation of groups of vehicles at a planned rate of speed

Progression Speed = 36.9 mphBandwidth = 33 second


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1056’ 3696’ 1584’

Offset 0 10 0 107.1 102.8 Green 60.6,61.7 33 71,29 77.3 72.9 Red 49.4,48.3 77 39,81 32.7 37.1

Seventh Street Front Street West Lorain Fredrick StreetProposed driveway

528’

Time Space Diagram for Progression on Telegraph Road for the PM Peak Hour (Cycle Length = 110 Seconds)



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1056’ 3696’ 1584’

Offset 0 10 0 107.1 102.8 Green 60.6,61.7 33 71,29 77.3 72.9 Red 49.4,48.3 77 39,81 32.7 37.1


528’


Bandwidth

Distance

Tim

e

Offset = 10 sec

Offset = 107 sec

Offset = 107 sec

Red Time

Progression Speed

TIME SPACE DIAGRAM

Bandwidth = time in seconds elapsed between the passing of the first and the last vehicle

Progression speed= speed at which the platoon drives through a series of signals without stopping Slope of the band

Simultaneous System

Alternative System

V = D

1.47 C

Where: V = speed in mph D = signal spacing in feet

C = cycle length in seconds

V = D

0.735 C

Two Basic Types of Progressive System

TIM

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C)

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3000’ 3000’ 3000’ 3000’

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3000’ 3000’ 3000’ 3000’

48 mph

48 mph

V = D

1.47 C=

3000

1.47 *80= 25 mphV =

D

1.47 CV =

D

1.47 C=

3000

1.47 *80= 25 mphV =

D

1.47 C=

3000

1.47 *80= 25 mphV =

D

1.47 CV =

D

1.47 C=

3000

1.47 *80= 25 mph V =

D=

3000V =

DV =

D=

3000=

3000V =

D

0.735 CV =

D=

3000= 51 mph

0.735*80



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1056’ 3696’ 1584’

Offset 0 10 0 107.1 102.8 Green 60.6,61.7 33 71,29 77.3 72.9

Red 49.4,48.3 77 39,81 32.7 37.1


528’




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1056’ 3696’ 1584’

Offset 0 10 0 107.1 102.8 Green 60.6,61.7 33 71,29 77.3 72.9

Red 49.4,48.3 77 39,81 32.7 37.1


528’


Telegraph Road

Corridor, Monroe, MI

Cycle Lengths

All intersections in system are to have the same cycle length long enough to provide sufficient

capacity at the busiest intersection System cycle length is determined

through a series of steps determine the minimum (optimum)

cycle length at each intersection•as if they are isolated signals

Speed and signal spacing are entered into the equation and solved for cycle length if the spacings between signals are approximately equal.

Simultaneous System

Alternative System

C = D

1.47 V

where: V = speed in mph D = signal spacing in feet

C = cycle length in seconds

C = D

0.735 V

The pattern that has a cycle length closer to, but not less than the “maximum” cycle length is chosen

The cycle length may be selected from a range that has a lower limit calculated as 90% of the “maximum” cycle length

Offsets

Number of seconds or percent of cycle length from the reference base of a time-space diagram to the first green indication

Shown in time-space diagrams The beginning of the first green from

the reference base

Speed of Traffic versus Speed of Progression

Speed of progression often selected to be the free-flow speed of traffic

•Some engineers use it as speed limit. speed that might be observed when volumes are

light and the signals are continuously green on that route

As traffic becomes heavy (peak periods) traffic speeds tend to drop because of congestion traffic starting up on a green signal may be

stopped by a queue not yet into motion at the next signal downstream

Definitions of Flow, Density & Speed

Flow is defined as the number of vehicles traversing a point of roadway per unit time. Unit: vehicles per hour.

Density is the number of vehicles occupying a given length of lane or roadway averaged over time. Unit: vehicles per mile.

Speed is defined as the distance traversed by a vehicle per unit time. Unit: miles per hour.

q-K-V Relationship

Flow (veh/hr) = Density (veh/mile) x Speed (miles/hr)

Therefore, q = K x V

q-K-V CurvesFlo

w (

veh

/hr)

Density (veh/mile)

Sp

eed

(m

iles/h

r)

Flow (veh/hr)Critical Density

Jam Density

Critical Speed

Harsens Island Ferry Drive

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3027’ 2063’

Proposed Driveway State Street

Eastbound ProgressionProgression Speed = 45 mphBandwidth = 46 seconds

N

EW

S

Westbound ProgressionProgression Speed = 45 mphBandwidth = 55 seconds

Time Space Diagram for Progression on M-29 80-Second Cycle Length and 45 mph

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NBTA 12 Mile SBTASBTA NBTA 14 Mile NBTA 15 mile SBTA

Bandwidth = 44 secProgression Speed = 48 mph

Bandwidth as a percentof minimum Green = 65%

Bandwidth = 17 secProgression speed = 48 mph

Bandwidth as a percentof minimum green = 25%

NBTA 13 Mile SBTA NBTA

Southbound Telegraph Road

Northbound Telegraph Road

*Please note that the effective green time includes green and amber times for northbound and southbound through movements

2929

6969

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7171

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2228 24 2828

113113

675’ 650’ 2000’ 675’ 625’ 4665’ 4625’1140’ 800’ 675’ 50’675’ 650’ 2000’ 675’ 625’ 4665’ 4625’1140’ 800’ 675’ 50’400’

Existing Time Space Diagram for Progression on Telegraph RoadPM PEAK (120 sec Cycle length)

Telegraph Road

Corridor from 12

Mile Road to Maple

Road

Existing PM Peak

Hour

Offset 113 7 119 29 69 64 71 64 22 93 82 76 118 secondsGreen* 77 76.5 77 84 96 88.6 88 88.6 87.9 68 67.5 68 81 secondsRed 43 43.5 43 36 24 31.4 32 31.4 32.1 52 52.5 52 39 seconds

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NBTA 12 Mile SBTA SBTA NBTA 14 Mile NBTA 15 mile SBTA




Bandwidth as a percentof minimum green = 59 %

NBTA 13 Mile SBTA

400’

NBTA




Proposed Time Space Diagram for Progression on Telegraph RoadPM PEAK (120 sec Cycle length)

675’ 650’ 2000’ 800’ 675’ 4665’ 4625’1140’ 625’ 675’ 50’675’ 650’ 2000’ 800’ 675’ 4665’ 4625’1140’ 625’ 675’ 50’

Proposed Progression on Telegraph Road

PM PEAK

120 sec Cycle lengthFor 45 mph

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NBTA

528 528’ 2112’ 528’528’ 4752’ 4252’

12 MileSBTA

SBTA NBTA 14 MileNBTA 15 mile SBTA





NBTA

1056’ 528’

13 Mile SBTA

628’ 370’

NBTA





Offset 113 11 113 51 42 79 10 118 70 74 88 92 58 secondsGreen* 80 76.5 77 84 96 88.6 88 88.6 87.9 68 67.8 68 81 secondsRed 40 43.5 43 36 24 31.4 32 31.4 32.1 52 52.2 52 39 seconds

Proposed Progression on

Telegraph RoadPM PEAK

120 sec Cycle lengthFor 35 mph

Offset 80 87 90 90 71 110 47 98 43 92 100 106 90 secondsGreen* 60 57 58 63 72 66 66 66 66 51 51 51 61 secondsRed 30 33 32 27 18 24 24 24 24 39 39 39 29 seconds

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NBTA

528 528’ 2112’ 528’528’ 4752’ 4252’

12 MileSBTA

SBTA NBTA 14 MileNBTA 15 mile SBTA



Bandwidth = 22 secProgression speed = 45mph


NBTA

1056’ 528’

13 Mile SBTA

628’ 370’

NBTA





Proposed Progression on Telegraph Road

PM PEAK 90 sec Cycle length

For 45 mph

Other Considerations Traffic Turning into System Adjustments at End Intersections Adjustments for Left-Turn Phases Offsets for Maximum Bandwidths Offsets for Minimum Stops and

Delay

Software Programs PASSER II- Optimize bandwidths TRANSYT 7F- Minimizes disutility function NETSIM- Optimizes synchronization Synchro- models and optimizes traffic

signals Optimizes to reduce delay

SimTraffic- to check and fine tune signal operations

Synchro Software Program

Telegraph Road Corridor

14 Mile Road to Maple Road

SimTraffic Software Program

M-29 Intersection in Algonac, MI

Progressive Signal Systems. Coordinated Systems Two or more intersections Signals have a fixed time relationship to one another Progression can be achieved.

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