IJIRST International Journal for Innovative Research in Science & Technology| Volume 2 | Issue 05 | October 2015

ISSN (online): 2349-6010

Conversation of at Grade Signalized Intersection

in to Grade Separated Intersection
Hiren Patel
Assistant Professor
Department of Civil Engineering
SAL Institute of Technology and Engineering Research, Ahmedabad

Abstract
The urban traffic congestion has become a global phenomenon. Rapid urbanization and industrialization have caused an
unprecedented revolution in growth of vehicles all over the world. This study presents, grade separation (over bridge) is provide
in place of at grade signalized intersection. Ahmedabad city of Gujarat state is taken as study city. Shivaranjani signalized
intersection on 132 ft ring road in the city of Ahmedabad is selected as a case study intersection. Various types of data are
collected such as classified volume counts, signal cycle length, green time, phase plan etc. and number of lanes, lane width,
grade, lane groups etc as a part of geometric data. The flow rate, saturation flow rate and its adjustment factors, capacity, volume
to capacity ratio, critical lane group volume to capacity ratio, delay for lane groups, approaches and intersection as whole and
delay comparison with level of service are calculated. This study proves that shivaranjani intersection must be required to
convert in to grade separation.
Keywords: Capacities, Congestion, Delay, Flow, Intersection, Lanes, Signal
_______________________________________________________________________________________________________

I. INTRODUCTION URBANIZATION
In 1950, 30 % of world population lives in an urban area. In 2000, 47 % of world population lives in an urban area. These will
increase up to 60 % in year 2030. This figures show that people want to live in an urban area. In India 30% of the population
lives in urban area. In some progressive states like TamilNadu, it is 43.86%, second is Maharastra, it is more than 42%, and third
is Gujarat, it is more than 37%. This urbanization is happen due to rapid industry growth and hence population density increased
in cities.

II. PROBLEM STATEMENT

Rapid urbanization and industrialization have caused an unprecedented revolution in growth of vehicles all over the world. Due
to fast growing vehicular traffic, cities become congested and road links, intersections become saturated, busy and supply service
is above its capacity. This urban traffic congestion has become a global phenomenon. So, the problems at intersection are to
require effective mode of controls to regulate the traffic and maintain optimum delay for congestion of the traffic on the
intersection.

III. OBJECTIVE
Objective of this study is to please the conditions for conversation of at-grade signalized intersection in to grade separated
intersection.
A. Criteria for Provision of Grade Separated Intersection
1)
Certain at-grade intersections which have reached the maximum capacity and where it is not possible to improve the
capacity further by retaining the at-grade crossing.
2)
At certain locations which have a proven record of bad accident history when functioning as at grade junctions.
3)
At junctions where the traffic volume is heavy and the delays and loss caused justify
economically the gradeseparation is provided.
4)
Grade separation to be provided in urban street if the estimated traffic volumes within the next 5 years are in excess of the
capacity of at-grade intersection.
5)
Grade separation to be provided in urban street when traffic projections show that volumes within the next 20 years will
exceed the capacity of at-grade intersection.
6)
Volume to capacity ratio more than 1, grade separation should be provided.
7)
Delay for lane groups, approaches as well as intersection as whole is unaccepted, grade separation should be provided.
8)
LOS for lane groups, approaches and intersection as whole is unaccepted, grade separation should be provided.

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Conversation of at Grade Signalized Intersection in to Grade Separated Intersection

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IV. METHODOLOGY FOR ANALYZING SIGNALIZED INTERSECTION

A. Saturation Flow Rate
Saturation flow rate is a basic parameter used to derive capacity. Saturation flow rate is computed for each of the lane groups.
Saturation flow rate is calculated for prevailing conditions. A default value is selected for base saturation flow rate and it must be
adjusted for a variety of factors that reflect geometric, traffic, and environmental conditions specific to the site under study. The
saturation flow rate is the flow in vehicles per hour that can be accommodated by the lane group assuming that the green phase
were displayed 100 percent of the time (i.e. g/C = 1.0). Saturation flow rate (s) for lane group is estimated by following equation:
Saturation flow rate = (Base saturation flow rate) x (Numbers of lanes) x (Adjustment factors)
B. Capacity Analysis
The capacity of a given lane group may be stated as shown in equation:

ci s i

gi
C

Where
ci = capacity of lane group i (veh/h),
si = saturation flow rate for lane group i (veh/h),
gi/C = effective green ratio for lane group i.
C = cycle length (s).
C. Volume to Capacity Ratio Analysis
The ratio of flow rate to capacity (v/c), called the volume to capacity ratio. It is given the symbol X in intersection analysis. It is
typically referred to as degree of saturation for a given lane group i, X i,

v
Xi
c i
Where
Xi = (v/c)i = ratio for lane group i,
vi = actual or projected demand flow rate of lane group i (veh/h),
C = cycle length (s).
D. Critical Volume to Capacity Ratio
This is the v/c ratio for the intersection as a whole, considering only the lane groups that have the highest flow ratio (v/s) for a
given signal phase. Generally one of two lane groups will require more green time than the other (i.e, it will have a higher flow
ratio). This would be the critical lane group for that signal phase.
C

Ci C L

XC VS

Where
Xc = critical v/c ratio for intersection;
= summation of flow ratios for all critical lane groups i;
C = cycle length (s); and
L = total lost time per cycle, computed as lost time, t L, for critical path of movement (s).
E. Delay Analysis
The values derived from the delay calculations represent the average control delay. Control delay includes movements at slower
speeds and stops on intersection approaches, such condition occurs when vehicles move up in queue position or slow down
upstream of an intersection. Following equation used for control delay calculation.
d = d1 (PF) + d2 + d3
Where,
d = control delay per vehicle (s/veh),
d1 = uniform control delay (s/veh),
PF = progression adjustment factors,
d2 = incremental delay (s/veh),
d3 = initial queue delay, (s/veh).

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F. Aggregated Delay Estimates

The procedure for delay estimation is the control delay per vehicle for each lane group. It is often desirable to aggregate these values to provide
delay for an intersection approach and for the intersection as a whole. This aggregation is done by computing weighted averages, where the
lane group delays are weighted by the flows in the lane groups.

G. Approach Delay (dA)

dA =
Where
dA = delay for Approach A (s/veh),
di = delay for lane group i (on Approach A) (s/veh),
vi = flow for lane group i (veh/h)
Intersection Delay (dI)
dI =

d i vi
vi

dA vA
vA

Where
dI = delay per vehicle for intersection (s/veh)
dA = delay for Approach A (s/veh), and
vA = flow for Approach A (veh/h)
H. Level of Service (LOS)
Intersection LOS is directly related to the average control delay per vehicle. Once delays have been estimated for each lane group
and aggregated for each approach and the intersection as a whole, following table is consulted, and the appropriate LOS is
determined.
Table - 1
LOS Criteria for Signalized Intersections
LOS Control Delay per Vehicle (s/veh)
A
< 10
B
>10-20
C
>20-35
D
>35-55
E
>55-80
F
>80

V. CASE STUDY SHIVARANJANI OVER BRIDGE

Shivaranjani intersection peak hour volume is 13421 vehicles. Survey is carried out for 13 hours from morning 9:00 am up to
night 22:00 pm. Geometric detailed is carried out from site for given intersection. Following are the steps for analyzing
intersection for providing over bridge at Shivaranjani in table format.
Table - 2
Saturation Flow Rate
EAST APPROACH

WEST APPROACH

NORTH APPROACH

SOUTH APPROACH

Adjusted Factors

LT

TH

RT

LT

TH

RT

LT

TH

RT

LT

TH

RT

Base Saturation

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

Number of Lanes

Lane Width

0.933

0.889

1.122

0.933

0.889

0.922

0.933

0.933

1.044

0.933

0.933

1.044

Heavy Vehicle

0.982

0.982

0.982

0.979

0.979

0.979

0.991

0.991

0.991

0.989

0.989

0.989

Grade

Parking

0.82

0.82

0.82

0.82

Bus Blockage

Area Type

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Lane Utilization

Left Turn

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

Right Turn

0.85

0.85

0.85

0.85

0.85

0.85

0.85

0.85

0.85

0.85

0.85

0.85

Right Turn ped/bike

Left Turn ped/bike

Adjusted Saturation

1092

3807

1601

1089

3795

1312

1102

5378

1504

1100

5365

1501

Table - 3
Lane Group Capacity
EAST APPROACH

WEST APPROACH

NORTH APPROACH

SOUTH APPROACH

LT

TH

RT

LT

TH

RT

LT

TH

RT

LT

TH

RT

V (veh/h)

892

2148

488

1004

2168

416

632

2308

448

600

2336

464

S (veh/h)

1092

3807

1601

1089

3795

1312

1102

5378

1504

1100

5365

1501

tL (s)

g (s)

46

26

46

26

36

26

36

26

g/C

0.307

0.173

0.307

0.173

0.24

0.173

0.24

0.173

C (veh/h)

1092

1169

277

1089

1165

227

1102

1291

260

1100

1288

260

Table - 4
Lane Group Volume to Capacity Ratio
EAST APPROACH

WEST APPROACH

LT

TH

RT

LT

TH

RT

LT

TH

RT

LT

TH

RT

V (veh/h)

892

2148

488

1004

2168

416

632

2308

448

600

2336

464

C (veh/h)

1092

1169

277

1089

1165

227

1102

1291

260

1100

1288

260

V/C

0.817

1.838

1.762

0.922

1.861

1.833

0.574

1.788

1.723

0.545

1.814

1.785

V (veh/h)
s (veh/s)
v/s
Critical lane group/
Phase

NORTH APPROACH

SOUTH APPROACH

Table - 5
Critical Lane Group per Phase
PHASE 1
PHASE - 2
EAST
WEST
NORTH
SOUTH
TH
RT
TH
RT
TH
RT
TH
RT
2148
488
2168
416
2308
448
2336
464
3807 1601 3795 1312 5378 1504 5365 1501
0.564 0.305 0.571 0.317 0.429 0.298 0.435 0.309
(Y)

(Y)

(Y)

(Y)

Table - 6
Critical Flow Rate to Capacity Ratio, Xc,
WEST
SOUTH
TH RT TH RT
Critical lane group/Phase
(Y) (Y) (Y) (Y)
Sum of critical v/s
1.632
Total Lost Time
16
Critical Flow Rate/Capacity Ratio XC
1.827
Table - 7
Lane Group Delay & LOS Analysis
East Approach
West Approach
North Approach
LT
TH
RT
LT
TH
RT
LT
TH
RT

LT

d1 (s/veh)

75

75

75

75

57

62.03

57

62.03

0.50

0.50

0.50

0.50

0.50

0.50

0.50

0.50

0.50

0.50

0.50

0.50

South Approach
TH
RT

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d2 (s/veh)

6.75

380.42

357.37

14.4

390.72

372.64

2.25

357.72

341.13

2.03

369.39

368.34

d3 (s/veh)

PF

d (s/veh)

6.75

455.42

432.37

14.4

465.72

447.64

2.25

414.72

403.16

2.03

426.39

430.37

LOS

Table - 8
Approach Delay with LOS Analysis East and West Approach
EAST
WEST NORTH SOUTH
Approach Delay 338.79 337.34 340.37
352.69
Approach LOS
F
F
F
F
Table - 9
Intersection Delay with LOS Analysis
EAST WEST NORTH SOUTH
Intersection Delay
342.14
Intersection LOS
F

VI. RESULT ANALYSIS

Following tables show the results for analysis intersection to providing over bridge at Shivaranjani.

Approach

Table - 10
Capacity and Present Traffic Volume
Capacity (Veh/h) Present Traffic Volume (Veh/h)

North

2653

3230

South

2648

3292

East

2538

3432

West

2481

3467

Intersection Total

10320

13421

A. Comparison between Volume to Capacity Ratio and Flow Condition for Lane Groups
There are three different conditions for measuring flow condition.
These are:
1)
When v/c ratio less than one, flow condition is under saturated
2)
When v/c ratio equal to one, flow condition is saturated
3)
When v/c ratio more than one, flow condition is over saturated
Table - 11
v/c Ratio and Flow Condition for Lane Groups
Approach Lane Group v/c Ratio
Flow Condition
LT
0.574
Under Saturated Flow
North
TH
1.788
Over Saturated Flow
RT
1.723
Over Saturated Flow
LT
0.545
Under Saturated Flow
South
TH
1.814
Over Saturated Flow
RT
1.785
Over Saturated Flow
LT
0.817
Under Saturated Flow
East
TH
1.838
Over Saturated Flow
RT
1.762
Over Saturated Flow
LT
0.922
Under Saturated Flow
West
TH
1.861
Over Saturated Flow
RT
1.833
Over Saturated Flow

B. Comparison between Critical Volume to Capacity Ratio for Intersection and Flow Condition
There are three different conditions for measuring critical flow.
These are:
1) When critical v/c ratio for intersection less than one, flow condition is under saturated
2) When critical v/c ratio for intersection equal to one, flow condition is saturated
3) When critical v/c ratio for intersection more than one, flow condition is over saturated

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There are four lane groups which behave as a critical lane group at Shivaranjani Intersection.
They are:
South approach through lane group
South approach right turn lane group
West approach through lane group
West approach right turn lane group
Table - 12
Critical v/c Ratio for Intersection and Flow Condition
Approach

Lane Group
TH
RT
TH
RT

South
West

Critical v/c Ratio

Flow Condition

1.827

Over Saturated Flow

Table - 13
Delay and Level of Service for Lane Group
Approach
North

South

East

West

Lane Group

Lane Group Delay (s/veh)

Lane Group Level of Service

LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT

2.25
A
414.72
F
403.16
F
2.03
A
426.39
F
430.37
F
6.75
A
455.42
F
432.37
F
14.4
A
465.72
F
1.833
F
Table - 14
Delay and Level of Service for Approach and Intersection
Approach

Delay (sec)

Level of Service

North
South
East
West
Intersection

340.37
352.69
338.79
337.34
342.14

F
F
F
F
F

VII. CONCLUSION
A. Conclusion of Work
The present traffic volume of shivaranjani intersection is more than present capacity of intersection. So grade separation to
be provided.
The v/c ratios for lane groups are unacceptable and all turning movements are protective phasing. So geometric changes will
require.
The critical v/c ratio for intersection as whole is greater than one. So intersection geometry changes will require.
The delay for lane groups, approaches and intersection as whole are unacceptable and delay level of service is F.
Hence, to convert the shivaranjani at grade intersection in to grade separated intersection.

REFERENCES
[1]
[2]
[3]
[4]
[5]
[6]

Highway Capacity Manual, Transportation Research Board, National Research Council, Washington, D.C., 2000
Subhash C. Saxena, A Course in Traffic Planning and Design, Dhanpat Rai Publication, Second Edition
S.K. Khanna and C.E.G. Justo, Highway Engineering, New Chand and Bros, Eight Edition, 2001, Roorkee
C. Jotin Khisty, Transportation Engineering an Introduction, Prentice Hall Englewood Cliffs, 1990, New Jersey
L.R. Kadiyali, Traffic Engineering And Transport Planning, Khanna Publishers, Sixth Reprint, 2004
Chhanya Arun R, Adaptive Traffic Control Signal Design for an Isolated Intersection, 2004

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