DOCSLIB.ORG

Downloada Comparison of Three Delay Models

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Akcelik & Associates Pty Ltd PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA [email protected] ® Management Systems Registered to ISO 9001 ABN 79 088 889 687 REPRINT A comparison of three delay models for sign-controlled intersections R. AKÇELIK, B. CHRISTENSEN and E. CHUNG REFERENCE: AKÇELIK, R., CHRISTENSEN, B. and CHUNG, E. (1998). A comparison of three delay models for sign-controlled intersections. In: Third International Symposium on Highway Capacity, Copenhagen, Denmark, 22-27 June 1998, Volume 1 (Edited by R. Rysgaard). Road Directorate, Ministry of Transport, Denmark, pp 35-56. NOTE: This paper is related to the intersection analysis methodology used in the SIDRA INTERSECTION software. Since the publication of this paper, many related aspects of the traffic model have been further developed in later versions of SIDRA INTERSECTION. Though some aspects of this paper may be outdated, this reprint is provided as a record of important aspects of the SIDRA INTERSECTION software, and in order to promote software assessment and further research. © Akcelik and Associates Pty Ltd / www.sidrasolutions.com PO Box 1075G, Greythorn Victoria 3104, Australia Email: [email protected] Third International Symposium on Highway Capacity, Copenhagen,Denmark, 22-27 June L998 A comparisonof three delay modelsfor sign-controlledintersections Authors: Rahmi Akqelik Chief ResearchScientist, ARRB Transport ResearchLtd Bente Christensen Traffic EngineerrOslo Vei, Norway Bdward Chung SeniorResearch Scientist, ARRB TransportResearch Ltd Contact : Rahmi Akgelik, ARRB Transport ResearchLtd, 500Burwood Highway, Vermont SouthVIC 3133,Australia Ph: (613)98811567, Fx: (613)98878104, Email: [email protected] Abstract Resultsof an evaluationof three analyticaldelay models for unsignalisedintersections are presented.The delay modelsstudied are the Highway CapacityManual Chapter 10 (HCM 94) model, the Akgelik - Troutbeck model, and the SIDRA 5 model. These models are applicableto sign-controlledintersections and roundabouts.The evaluation work reportedin this paper is for sign-controlledintersections. Each delay model was used with its associatedcapacity model. The models were comparedby means of extensive tests using the microscopic simulation program ModelC for a basic gap- acceptancecase. Delays predicted by the current form of each model were first compared against simulated delays. Modified forms of the three models were then calibratedagainst the simulationdata. Generally,the modified models improved delay predictions to a small extent. Overall, the SIDRA and Akgelik-Troutbeck models indicatedsimilar levels of predictionability whereasthe HCM 94 model displayedpoor performance. Improved prediction of capacitiesappeared to give larger levels of improvementin delay prediction. The HCM 97 delayand capacitymodels gave similar results compared with the HCM 94 models. Similar model comparison work is recommended usins real-life data collected at sisn-controlled intersections and roundabouts. 1. INTRODUCTION This paperpresents the resultsof an evaluationof threeanalytical models for predicting delay at unsignalisedintersections. In increasinglevel of complexity,the delay models studiedare: o the Highway CapacityManual Chapter10 (HCM 94) delaymodel which is basedon a simple queuingtheory method(TRB 1994); r Akgelik - Troutbeckmodel (1991)based on a delaymodel originallyproposed by Troutbeck(1986, 1989)and is derivedby an extensionof the simplequeuing theory methodusing a minimum delayparameter based on gap-acceptancemodelling; and o the delay model used in the SIDRA 5 packagewhich is basedon gap-acceptance, queuing theory and overflow queue methods (Akgelik 1994; Akgelik and Besley 1998;Akgelik andChung 1994aAkgelik, Chung and Besley 1998). Thesemodels are applicable to sign-controlled(two-way stop or give-way)intersections and roundabouts. The evaluation work reported in this paper is for sign-controlled intersections. Each delay model was evaluatedas usedwith its associatedcapacity model. The three models were comparedby meansof extensivesimulation tests using the microscopic simulationprogram ModelC for a basicmajor-minor gap-acceptance case employing the M3A arrival headwaydistribution model (Akgelik and Chung 1994b). While all three models are time-dependent,the evaluationwas carried out using their steady-stateforms in order to be consistent with the simulation methodology. Accordingly, undersaturatedentry traffic conditions(degrees of saturationup to 90 per cent) were considered. Delay predictionsby publishedforms of the models were first compared against simulated delays. Modified forms of the three models were consideredand each model was then calibratedagainst the simulation data. Model calibrationswere performedusing the statisticalanalysis package SPSS and Microsoft Excel. The prediction abilities of the original and modified forms of the three models formed the basisof model evaluation(Christensen 1991). All threemodels have common elements based on queuingtheory. The simplequeuing theory (HCM 94) model is widely used in the literature for modelling delay at unsignalisedintersections (sign-controlled intersections and roundabouts). It is the basis of delay modelsused in softwarepackages such as ARCADY (Hollis, Semmensand Denniss 1980) and PICADY (Semmens 1980). The Akgelik-Troutbeckmodel incorporatesthe minimum delay parameterbased on gap-acceptancemodelling. It is used in the Australian roundabout guide for predicting delays at roundabouts (AUSTROADS 1993). The SIDRA model differs from the othertwo in the useof the overflowdelay conceptas a basis of model structure and a signal analogy method for deriving various gap- acceptancerelationships. The same model structureis also used for signalised intersectionsand roundabouts(Akgelik and Besley 1998;Akgelik and Chung 1994a, 1995;Akgelik, Chungand Besley 199Ja,b,1998).The signalanalogy concept converts block and unblock periodsin the gap acceptanceprocess into equivalentred and green time periods. Unblock periodsoccur when headwayin the major traffic streamis equal or greater than the critical gap while block periods are continuous intervals of no acceptablegaps (Akgellk 1994;Akgelik, Chung and Besley 1998). The modelsgiven in this paperassume zero initial queueddemand. The model structure for the more general case with non-zero initial queue given in Akgelik, Chung and Besley(1997a,1998) is applicableto all modelsconsidered here. The delay consideredin this paperis the stop-linedelay which includesstopped delay, queue move-up delay and the delay associatedwith deceleratingfrom the approach negotiation speed to zero speedand acceleratingback to the exit negotiation speed. It doesnot include the geometricdelay. Referto Akgelik, Chung and Besley (1998) for a detaileddiscussion of different delaydefinitions. 2. LIST OF SYMBOLS d = average stop-line delay per vehicle consideringall vehicles queued and unqueued(s) (not including the geometricdelay for the purposesof this paper) dr, dz = first (non-overflow)and second(overflow) termsof the delay formula (s) dz, = second-termdelay predicted by a steady-statemodel (s) d',-' = minimum delay (s) (the valueof d at x = 0) k6 = second-termdelay parameter | = lost time in the SIDRA capacityand delaymodels (s) Ilm = minimum number of minor stream vehicles that can depart under heavy major streamflow conditions(veh/min) ge = arrival flow of the entry (minor stream)lane (veh/h) gm = total arrival flow of the major stream(pcu/s) (sum of flow ratesin all lanes of all higher priority conflicting streamsadjusted allowing for any heavy vehicle effects) Q" = entry lane (minor stream)capacity (veh/h) Qe = basicgap-acceptance capacity (vehftr) Q'n = minimum capacity(vehft) s = saturationflow rate of the entry lane (veh/h)(s = 3600/B) s g = averagecapacity per cycle (per unblockperiod) (veh/cycle) T1 = durationof the demandflow (analysis)period (hours) x = degreeof saturationof the entry lane (demandflow rateI capacity= Q"/ Q.) xo = degreeof saturationbelow which the second-termdelay is zero (dz = 0) y = flow ratio of the entry lane (arrivalflow/saturation flow = q" /s) cr = critical gap (s) p follow-up (saturation)headway (s) )," a parameterin the exponentialarrival headwaydistribution model A minimum arrival (intra-bunch)headway in the major traffic stream(s); a,r, for the major streamand A" for the minor (entry)stream (p proportion of free (unbunched)vehicles in the major traffic stream;q,,, for the major streamand q. for the minor (entry)stream 3. CAPACITY MODELS The assessmentof the each delay model was performedusing the associatedcapacity model from the relevantpublication. The models are given below (seethe Notations sectionfor definitionsof parametersused in theseexpressions). The SIDRA (Akgelik 1994)capacity formula is expressedby: Q" = max (Qg, Q,") ( la) 3600<p. q. ,I Qe = I + B- lr.-l'ta-Am) (lb) )" Q,n = min (q", 60 n,,,) ( lc) n Q*Q. 0.98 l' = subiectto tt-A. (ld) (l - A,n qJ I = 0.5F ( le) The Akgelik - Troutbeck delay model is used with the following capacity formula describedby Troutbeck(1986, 1989): 36oog-q- e-r(o-^'") e" = for q^> 0 (2) 1- e-r0 = 3600/9 Jbrq*=g The HCM 94 capacity formula given in Chapter 10 of the US Highway Capacity Manual for two-way stop sign control (TRB 1994)is expressedby: 36:00 (a - o'5'"Y' e" = s-9me r"'\ B) (3) 0 The HCM 94 capacityformula assumesa simple negativeexponential distribution of arrival headways(AkEelik 1994). Proportion bunched in the major stream (9.) and minor (entry) stream (<p")are calculatedfrom:
Recommended publications
  • Downloaddevelopment of Network Signal Timing

    Downloaddevelopment of Network Signal Timing

    Development of Network Signal Timing Methodology in SIDRA INTERSECTION NZMUGS 2015 NZ Modelling User Group Conference Auckland, September 2015 Rahmi Akçelik sidrasolutions.com | youtube.com/sidrasolutions Development of Network Signal Timing Methodology in SIDRA INTERSECTION Direct Elements of Network Signal Timing Lane-based platoon model (using signal offsets) Network Cycle Time and Site Phase Time calculations Offset calculations (Route based) Common Control Groups 2 of 32 Development of Network Signal Timing Methodology in SIDRA INTERSECTION PLATOON MODEL • Lane-based model • Platoons by Movement Class (Special MCs for downstream turning movements) • Second-by-second arrival and departure patterns • Platoon dispersion • Output: Percent Arriving During Green, Platoon Ratio, Arrival Types 3 of 32 Development of Network Signal Timing Methodology in SIDRA INTERSECTION Indirect Aspects of the Network Model Lane Blockage (upstream saturation flow rates are reduced) Capacity Constraint (downstream arrival flow rates are reduced) Lane Movements at intersections Midblock lane changes 4 of 32 SIDRA INTERSECTION Background Version 6.0 released in April 2013 First released in 1984 and improved significantly after release. Biggest changes in the 30-year history of the software Continuous development in response to user feedback • Network Model • Movement Classes Version 6.1 released in Feb 2015 SIDRA INTERSECTION 6.0 | 6.1 | 7.0 Version 7.0 expected to be released (NETWORK Model) during late 2015 / early 2016 Over 7700 Licences (1836
  • Intersection Control Evaluation (ICE) and Queuing Analysis Along Diablo Road-Blackhawk Road

    Intersection Control Evaluation (ICE) and Queuing Analysis Along Diablo Road-Blackhawk Road

    Attachment A Mt. Diablo Boulevard & Blackhawk Road Intersection Control Evaluation (ICE) and Queuing Analysis along Diablo Road-Blackhawk Road Date: March 5, 2019 Attn: Steve Abbs Vice President, Land Acquisition & Development Davidon Homes 1600 S. Main Street, Ste 150 Walnut Creek, CA 94596 [email protected] Subject: Mt. Diablo Boulevard & Blackhawk Road Intersection Control Evaluation (ICE) and Queueing Analysis along Diablo Road-Blackhawk Road Introduction This brief technical memorandum summarizes the Intersection Control Evaluation (ICE), Arterial Level of Service (LOS), and Queueing Analysis conducted by Advanced Mobility Group (AMG) based on the comments received on the Revised Draft Environmental Impact Report (RDEIR) for the Davidon Homes Magee Ranch Project. The analysis conducted includes the following: 1. ICE Analysis for the intersection of Diablo Road-Blackhawk Road/Mt. Diablo Scenic Boulevard 2. Arterial LOS and Queueing Analysis for Diablo Road-Blackhawk Road between McCauley Road and Magee Ranch Road 1. Intersection Control Evaluation (ICE) Intersection Control Evaluation (ICE) is a data-driven, decision-making process and framework used to provide a balanced and holistic approach towards screening alternatives and selecting optimal geometric and traffic control solutions for an intersection. Some of the benefits of conducting an intersection control evaluation are: 1. Implementation of sustainable and cost-effective solutions 2. Promotion of innovative access strategies that are proven but under-utilized such as but not limited to diverging-diamond interchange, roundabout and pedestrian hybrid beacon 3. Transparency of transportation decisions 4. Use of objective performance metrics for consistent comparisons ICE is generally utilized when substantial changes to traffic control and geometry must be made, for example, for safety improvement, congestion mitigation, corridor improvement/widening, multimodal facility enhancement, change of access to a parcel of land or land development.
  • Evaluation and Analysis of Traffic Flow at Signalized Intersections in Nicosia Using of SIDRA 5 Software

    Evaluation and Analysis of Traffic Flow at Signalized Intersections in Nicosia Using of SIDRA 5 Software

    Jurnal Kejuruteraan 30(2) 2018: 171-178 http://dx.doi.org/10.17576/jkukm-2018-30(2) Evaluation and Analysis of Traffic Flow at Signalized Intersections in Nicosia Using of SIDRA 5 Software Shaban Ismael Albrka Ali*, Rifat Reşatoğlua & Hudaverdi Tozan Civil Engineering Department, Faculty of Civil and environmental Engineering, Near East University, North Cyprus, Turkey ABSTRACT Traffic congestion on road networks and signalized intersections have posed significant problems worldwide. One of the significant ways to reduce traffic congestion in cities is by improving the public transportation system. Therefore, it is essential to use advanced software tools to ensure that the current system can be controlled and evaluated. This study was aimed at assessing and analysing the performance of traffic flow at signalized intersections and roundabouts at peak hours in the city of Nicosia (northern part of the island) using the SIDRA INTERSECTION 5 software. It was also aimed at comparing the performance of traffic flow during the morning and evening peak hours at four intersections and two roundabouts. The parameters used to assess the performance of the traffic flow were the level of service, delays and delayed travel speed, performance index, operating cost, fuel consumption, and carbon dioxide emission. It was found that the SIDRA INTERSECTION software was able to give an estimate of the current situation of traffic flow in the city. The results showed that the level of service was low, resulting in low speeds and lots of delays during the evening and morning peak hours. The delay was up to 9318.9 seconds and the fuel consumption was nearly 1431.6 lit/h, while the CO2 emission was up to 3594.7 kg/h.
  • SIDRA INTERSECTION BEGINNER Workshop Contents

    SIDRA INTERSECTION BEGINNER Workshop Contents

    SIDRA SOLUTIONS PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA ABN 79 088 889 687 For all technical support, sales support and general enquiries: support.sidrasolutions.com SIDRA INTERMEDIATE Workshop Day 1 Contents Introduction to the Workshop SIDRA INTERSECTION Introduction Workshop objectives, software status, principles and philosophy. Example - Roundabout with Bus Slip/Bypass Lane Modified roundabout geometry and Volume data entry. "Include Slip/Bypass Lane in Entry Lane Count" parameter. Discussion Approach Distance. Lane Control and Lane Type. Roundabout geometry parameters. Strip Islands and Splitter Islands. Using SIDRA INTERSECTION: Signal Timing Analysis in SIDRA INTERSECTION EQUISAT (Fixed-Time / SCATS) and Actuated timing analysis, Signal Coordination, Common Control Group (CCG) timing analysis, Pedestrians, Variable Phasing, Phase Actuation, Undetected movements, Dummy movements. Using SIDRA INTERSECTION: Example - Signalised Intersection EQUISAT (Fixed-Time / SCATS) Timing Analysis One-way streets. Bus lane. Free Queue. User-specified Phase Times. Practical and Optimum Cycle Times. Variable Run. Using SIDRA INTERSECTION: Example - Stop-Sign Controlled Intersection Upstream Signal Effect (bunching model). Sensitivity to Driver Behaviour. Sign-controlled intersection capacity and performance. Using SIDRA INTERSECTION: Example - Variable Phase Sequence Analysis Pedestrian Walk Extension. Variable Signal Phasing table, Critical Movements display and Saturation Flows report. Input Comparison, Output Comparison. Discussion Short lane model. Using SIDRA INTERSECTION: Example - Six-Leg Roundabout One-way streets and turn bans. U turns. Specifying lane disciplines for multi-lane roundabouts with diagonal legs. Design Life Analysis. Page | 1 of 3 SIDRA INTERMEDIATE TWO-DAY WORKSHOP Using SIDRA INTERSECTION: Example - Signalised Intersection with Two-Segment BUS Lane Phase Transition. Undetected Movements. Critical Movement Diagram. Using SIDRA INTERSECTION: Example - Pedestrian-Only Phase at Signalised Intersections Diagonal Crossing Movement.
  • Lane-Based Network Model

    Lane-Based Network Model

    Recent Innovations and Applications in SIDRA INTERSECTION: Lane-Based Network Model Rahmi Akçelik AITPM 2016 National Conference Transport Modelling Workshop Sydney, July 2016 SIDRA INTERSECTION Network Model The SIDRA INTERSECTION network model is largely built on the sound foundation of the lane-based methodology used in the single intersection model proven via research and used in practice during the last three decades. The network model elements used beyond single intersection modelling are discussed in this presentation. See the documentation listed at the end of this presentation. These are downloadable from: sidrasolutions.com/Resources/Articles This is a modified version of the presentation given at the AITPM Transport Modelling Workshop held in Sydney on 29 July 2016. 2 of 35 CONTENTS of this presentation SIDRA INTERSECTION areas of application Network Model development for SIDRA INTERSECTION Lane-based network model Movement Classes Network examples Lane Blockage and Capacity constraint Importance of Back of Queue model Lane Movement Flow Proportions Short lane model for networks Common Control Group signal timing Network timing for signal coordination (cycle time, green splits, offsets) Signal platoon patterns (second-by-second and lane-by-lane) Midblock lane changes and unequal lane use at closely-spaced intersections Summary of the unique features of the lane-based network model CASE STUDIES 3 of 35 SIDRA INTERSECTION areas of application SINGLE INTERSECTIONS NETWORKS General networks and corridors (any mix
  • Calibration of Traffic Models in SIDRA Anna-Karin Ekman

    Calibration of Traffic Models in SIDRA Anna-Karin Ekman

    LIU-ITN-TEK-A-13/006-SE Calibration of traffic models in SIDRA Anna-Karin Ekman 2013-03-20 Department of Science and Technology Institutionen för teknik och naturvetenskap Linköping University Linköpings universitet nedewS ,gnipökrroN 47 106-ES 47 ,gnipökrroN nedewS 106 47 gnipökrroN LIU-ITN-TEK-A-13/006-SE Calibration of traffic models in SIDRA Examensarbete utfört i Transportsystem vid Tekniska högskolan vid Linköpings universitet Anna-Karin Ekman Handledare Andreas Tapani Examinator Jan Lundgren Norrköping 2013-03-20 Upphovsrätt Detta dokument hålls tillgängligt på Internet – eller dess framtida ersättare – under en längre tid från publiceringsdatum under förutsättning att inga extra- ordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för ickekommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns det lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan beskrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se förlagets hemsida http://www.ep.liu.se/ Copyright The publishers will keep this document online on the Internet - or its possible replacement - for a considerable time from the date of publication barring exceptional circumstances.

  • Download Publicationtraffic Performance Models for Unsignalised Intersections and Fixed-Time Signals

    Akcelik & Associates Pty Ltd PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA [email protected] ® Management Systems Registered to ISO 9001 ABN 79 088 889 687 REPRINT Traffic performance models for unsignalised intersections and fixed-time signals R. AKÇELIK and E. CHUNG REFERENCE: AKÇELIK, R. and CHUNG, E. (1994). Traffic performance models for unsignalised intersections and fixed-time signals. In: Proceedings of the Second International Symposium on Highway Capacity, Sydney, 1994 (Edited by R. Akçelik). Australian Road Research Board, Volume 1, pp 21-50. NOTE: This paper is related to the intersection analysis methodology used in the SIDRA INTERSECTION software. Since the publication of this paper, many related aspects of the traffic model have been further developed in later versions of SIDRA INTERSECTION. Though some aspects of this paper may be outdated, this reprint is provided as a record of important aspects of the SIDRA INTERSECTION software, and in order to promote software assessment and further research. © Akcelik and Associates Pty Ltd / www.sidrasolutions.com PO Box 1075G, Greythorn Victoria 3104, Australia Email: [email protected] PREPR INT Traffic performance models for unsignalised intersections and frxed-time signals by RAHMr AKqELTK Chief Research Scientist, Aushafian Road Research Board Ltd and EDTYARDCHUNG Research Assistant Australian Road Research Board Ltd Paper for 2nd International Symlrcsium on Highway Capacity, 9-13 August 1994, Sydney, Australia February 1994 Reaised; May 1994 Traffic performance models for unsignalised intersections and frxed-time signals Paper for 2nd International Symposium on Highway Capacity, 9-13 August 1994, Sydney, Australia RatrmiAkgelik, Chief Research Scientist. Australian Road ResearchBoard Ltd and Edward Chung ResearchAssistant.
  • Determining Louisiana's Roundabout Capacity

    Determining Louisiana's Roundabout Capacity

    Louisiana Transportation Research Center Final Report 640 Determining Louisiana’s Roundabout Capacity by Julius Codjoe, Ph.D., P.E. Raju Thapa, Ph.D. Sam-Mark Ansah Ayernor Matthew Loker LTRC 4101 Gourrier Avenue | Baton Rouge, Louisiana 70808 (225) 767-9131 | (225) 767-9108 fax | www.ltrc.lsu.edu TECHNICAL REPORT STANDARD PAGE 1. Title and Subtitle 5. Report No. Determining Louisiana’s Roundabout Capacity FHWA/LA.17/640 2. Author(s) 6. Report Date Julius Codjoe, Ph.D., P.E. January 2021 Raju Thapa, Ph.D. 7. Performing Organization Code Sam-Mark Ansah Ayernor LTRC Project Number: 19-2SS Matthew Loker SIO Number: DOTLT1000282 3. Performing Organization Name and Address 8. Type of Report and Period Covered Louisiana Transportation Research Center Final Report 4101 Gourrier Avenue 01/2019 – 09/2020 Baton Rouge, LA 70808 9. No. of Pages 4. Sponsoring Agency Name and Address Louisiana Department of Transportation and Development 95 P.O. Box 94245 Baton Rouge, LA 70804-9245 10. Supplementary Notes Conducted in Cooperation with the U.S. Department of Transportation, Federal Highway Administration 11. Distribution Statement Unrestricted. This document is available through the National Technical Information Service, Springfield, VA 21161. 12. Key Words Roundabout; capacity; follow-up time; delays; critical headway; LOS; calibration; SIDRA 13. Abstract This study calibrated the HCM roundabout capacity models to incorporate local Louisiana driver behavior at single-lane roundabouts, using gap acceptance parameters measured from field data at forty-one approaches from seventeen roundabouts throughout the state. The correlation between these gap acceptance parameters and certain geometric features were explored. Delays, queue lengths, and levels of service (LOS) were determined using appropriate equations from the HCM 6th Edition (HCM 6).
  • SIDRA INTERSECTION BEGINNER Workshop Contents

    SIDRA INTERSECTION BEGINNER Workshop Contents

    SIDRA SOLUTIONS PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA ABN 79 088 889 687 For all technical support, sales support and general enquiries: support.sidrasolutions.com SIDRA ADVANCED Workshop Day 1 Contents Introduction to the Workshop SIDRA INTERSECTION Introduction Workshop objectives, software status. Discussion User Interface - Various. Network Connections. Lane Movements. Network Configuration (Aligning Sites, Rotate Network). Discussion Network Model. Iterative Process. Network Analysis Settings. Paired (Compound) Intersections and Interchanges. Site and Network OD Movements. Special Movement Classes. Using SIDRA INTERSECTION: Example - Signalised Staggered T intersections Special Movement Class input using Network OD volumes. Lane Changes report. Network timing analysis. Signal Offset, Signal Coordination and Critical Movements reports and displays. Time-Distance displays. Timing analysis as a Common Control Group. Network Design Life. Discussion Midblock Lane Changes and Midblock Flows. Discussion Signal Coordination. Signal platoon model and platoon dispersion. Stopline travel time. Network Timing and Common Control Group (CCG) dialogs. Using SIDRA INTERSECTION: Example: Phase with No Green Time Dummy movement to allocate fixed phase time. Using SIDRA INTERSECTION: Example: Lane Use at small intersection with short lanes Lane use at a small signalised intersection with approach and exit short lanes and opposed turns in shared lanes. Using SIDRA INTERSECTION: Example - Staged Crossing at two-Way Sign Control Full Crossing and Staged Crossing with Storage in the Median Area. Staged Crossing with Acceleration and Merging. Using SIDRA INTERSECTION Tools Tab (Input and Output Comparison. Report Preparation. User Reports (Define User Report, Open User Report). Print All. Page | 1 of 3 SIDRA ADVANCED TWO-DAY WORKSHOP Using SIDRA INTERSECTION: Example - Annual Sums using Project Summary Using Site Category parameter for Annual Sums.
  • SIDRA INTERSECTION Two-Day Training Workshop Contents (USA)

    SIDRA INTERSECTION Two-Day Training Workshop Contents (USA)

    Akcelik & Associates Pty Ltd Trading As “SIDRA SOLUTIONS” PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA www.sidrasolutions.com SIDRA INTERSECTION Two-Day Training Workshop Contents (USA) Workshop Day 1 Introduction to the Workshop SIDRA INTERSECTION Introduction Workshop objectives, software status, principles and philosophy. SIDRA INTERSECTION User Interface Projects, Sites, Networks and Routes. Overview of User Interface and Site Input dialogs.. Movement Classes. Site Origin-Destination Movements. Approach and Exit lane numbers. Strip islands and roundabout splitter islands. Volume Data Settings. Using SIDRA INTERSECTION: Example - Roundabout with Bus Bypass Lane Design Life Analysis. Variable Run. HCM 6, HCM 2010 and SIDRA Standard roundabout capacity models. Input Parameters Approach Distance and Exit Distance. Grade data. Approach Short Lane Length. Approach short lane model. Exit Short Lane Length (approach lane underutilisation). Free Queue parameter. Roundabout geometry parameters. Using SIDRA INTERSECTION: Example - Signalized Intersection with Bus Lane Fixed-Time Analysis Method. Flow Scale Analysis. Lane Disciplines. Input Comparison and Output Comparison. Network Data Lane Blockage and Capacity Constraint. Paired Intersections. Network Connections. Network Movements. Extra Bunching. Using SIDRA INTERSECTION: Example - Two-Site Network (Signals and Roundabout) Configure Network. Process. Inspect Network Displays, Network Summary and Site Output for Network (lane blockage, capacity adjustment and capacity constraint effects). Inspect Network Flows (upstream and downstream flows, inflow / outflow). Define Eastbound and Westbound Routes. Inspect Route Displays and Route Summary. Roundabout Modeling Issues SIDRA Standard and HCM 6/ HCM 2010 capacity model options. Driver Behaviour Parameters in SIDRA Standard Roundabout Capacity Model. Effect of roundabout geometry and increased demand flow rates on capacity. Capacity constraint. Unbalanced flows.
  • Kaiser Permanente Medical Office Building

    Kaiser Permanente Medical Office Building

    TABLE OF CONTENTS Executive Summary .........................................................................................................................1 1.0 Introduction ................................................................................................................................4 1.1 Interchange Alternatives .......................................................................................................4 2.0 Intersection Analysis Methodology ...........................................................................................6 2.1 Level of Service Ratings .......................................................................................................6 2.2 Level of Service Threshold Criteria ......................................................................................9 2.3 Level of Service Analysis .....................................................................................................9 2.4 Signal Warrant Analysis .....................................................................................................10 2.5 Queuing Analysis ................................................................................................................10 2.6 Traffic Operation Inputs and Assumptions .........................................................................11 2.7 ILV Analysis .......................................................................................................................11 3.0 Existing Conditions ..................................................................................................................12
  • Sidra Glossary of Road Traffic Analysis Terms

    Sidra Glossary of Road Traffic Analysis Terms

    AKCELIK & ASSOCIATES PTY LTD SIDRA GLOSSARY OF ROAD TRAFFIC ANALYSIS TERMS SIDRA GLOSSARY of ROAD TRAFFIC ANALYSIS TERMS Prepared by Rahmi Akçelik Updated: March 2017 Akcelik and Associates Pty Ltd / www.sidrasolutions.com AKCELIK & ASSOCIATES PTY LTD SIDRA GLOSSARY OF ROAD TRAFFIC ANALYSIS TERMS Quality Management System Certificate # QEC27492 INNOVATION AWARD Akcelik and Associates Pty Ltd / www.sidrasolutions.com AKCELIK & ASSOCIATES PTY LTD SIDRA GLOSSARY OF ROAD TRAFFIC ANALYSIS TERMS © AKCELIK & ASSOCIATES PTY LTD 2000 - 2017 All Rights Reserved. No part of this document may be copied, reproduced, used to prepare derivative works by modifying, disassembling, decomposing, rearranging or any other means, stored in a retrieval system or transmitted in any form or by any means: electronic, electrostatic, magnetic tape, mechanical, photocopying, recording or otherwise, without the prior and written permission of Akcelik & Associates Pty Ltd. The information provided in this document must not be used for any commercial purposes or in any way that infringes on the intellectual property or other rights of Akcelik & Associates Pty Ltd. Readers should apply their own judgement and skills when using the information contained in this document. Although the information contained in this document is considered accurate, no warranties or guarantees thereto are given. Whilst the authors have made every effort to ensure that the information in this document is correct at the time of publication, Akcelik & Associates Pty Ltd, save for any statutory liability which cannot be excluded, excludes all liability for loss or damage (whether arising under contract, tort, statute or otherwise) suffered by any person relying upon the information contained in the document.