Investigation of the Effect of Phase Plans on Network Performance Criteria in Transportation Networks Consisting of Coordinated Signalized Intersections

Ozan, Cenk; Başkan, Özgür · 2026 · Crossref

DOI: 10.29137/ijerad.1882185

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Summary

This study investigates the impact of signal phase plans and the number of phases on the performance of transportation networks consisting of coordinated signalized intersections. While signal timing optimization is well-established, the authors argue that phase plans are equally critical yet often overlooked, as improper design can reduce intersection capacity and increase vehicle delays. To address this, the researchers developed the DIFET model, which integrates the Differential Evolution (DE) heuristic optimization algorithm with the Transyt-7F traffic simulation software. The model aims to minimize the Disutility Index (DI), a performance metric combining vehicle delay, number of stops, and fuel consumption, thereby quantifying the aggregate adverse impacts of signal control strategies. The DIFET model was tested on a standard nine-intersection, 28-link transportation network with 96 origin–destination pairs. The experimental design involved establishing a baseline "current situation" where all intersections operated with two-phase plans, followed by three scenarios involving phase plan modifications at two specific intersections (J4 and J7) identified as having high traffic volumes. The DE algorithm optimized signal parameters—including common cycle time, offsets, and phase green times—subject to constraints such as minimum green times and intergreen periods. The optimization process utilized a population size of 100, a mutation factor of 0.8, and a crossover rate of 0.8, running for 100 generations to converge on optimal solutions. The results demonstrated that the DIFET model effectively improved network performance. In the baseline analysis, the objective function value decreased from approximately 502 to 397, representing a 21% improvement over existing conditions, with an optimal common cycle time of 93 seconds. When comparing the three modification scenarios against the existing conditions, the analysis yielded reductions in the objective function value of approximately 17%, 7%, and 22%, respectively. These findings confirm that altering phase plans and the number of phases significantly affects network performance. Specifically, the study highlights that left-turn ratios must be considered alongside approach traffic volumes when selecting phase plans, as high left-turn volumes can necessitate more complex phase configurations to maintain efficiency. The significance of this research lies in its validation of phase plan optimization as a critical component of coordinated signal control, beyond mere timing adjustments. By demonstrating substantial improvements in the Disutility Index through phase plan modifications, the study provides evidence that traffic engineers should integrate phase plan design into optimization routines. The proposed DIFET model offers a robust tool for evaluating these impacts, suggesting that heuristic optimization combined with simulation can effectively identify superior signal configurations. This contributes to the broader field of traffic engineering by emphasizing the need for holistic optimization approaches that account for both timing and phasing to reduce congestion, delays, and emissions in urban networks.

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• intersection design