JSTSM Ltd
John Spence
 
 
John Spence - Mova specialist
 
Homepage
MOVA information
Services offered
Transport assessments
MOVA training courses
Contact John Spence
 

How does Mova work?

The following is a simplified description of how Mova works:

MOVA has a fixed minimum green stage time, normally of 7 seconds.
Thereafter, MOVA has a variable minimum green time, to ensure that vehicles waiting between the X loop and the stopline at the start of green can escape during the green.
After these minimum green periods, MOVA then looks for the end of ‘end of saturation flow’, or the ‘first decent gap’ at the end of the platoon, to clear the moving platoon across the stopline.
Mova then reviews other demands (such as for instance for pedestrian stages) and vehicular arrivals and delays on the other approaches, to optimise competing demands, to decide whether to continue or terminate the current green.
If one or more approach lanes are saturated (have not cleared in the last few cycles), decision making switches to the capacity maximizing algorithm, which is highly effective at resolving queuing where this occurs only on some lanes, and to best share out the available green time in these circumstances, according to user specified parameters.
Other parameters and facilities can be called upon to make best use of flared approaches, or to achieve bus priority, or to for instance prefer main road queues when junctions are overloaded.

Mova offers a high degree of control, and can with competent Validation be set up to achieve optimum junction performance, incorporating any ‘bias’ the traffic signal engineer may require.

Mova has become extremely popular with Highway Authorities and the Highways Agency for its effectiveness and ability to resolve queues and prevent complaints, because it offers an improvement in capacity to assist in overcoming the effect of additional development traffic without necessarily having to undertake physical improvement works which may require expensive construction works or land purchase. Mova is compulsory on trunk roads, unless the site is part of an existing UTC/Scoot network, and has become the standard operating system for non-Scoot junctions, in many Highway Authorities replacing VA as the default operating system.

Finally, how to predict in advance the extent of improvement which will be achieved is now feasible with either PCMova or for the more complex applications the emerging “Controller Functionality” software techniques to apply the Mova algorithm to micro-simulation junciton models, particularly useful for roundabout modeling and assessment.

 
© JSTSM Ltd