PTV Vistro 4 Manual

PTV VISTRO
USER MANUAL
Structure
PTV VISTRO
USER MANUAL
 PTV AG 10/15 Page 3/211

COPYRIGHT
© 2016 PTV AG, Karlsruhe
All brand or product names in this documentation are trademarks or registered trademarks of
the corresponding companies or organizations. All rights reserved.
DISCLAIMER
The information contained in this document is subject to change without notice and should
not be construed as a commitment on the part of the vendor.
This document may not be used for any other purpose than the personal use of the
purchaser.
No part of this handbook may be reproduced, stored in a retrieval system, or transmitted, in
any form, or by any means, electronic, mechanical, photocopying, recording, or otherwise,
edited or translated, except as permitted under the terms of the copyright, without the prior
written permission of PTV AG.
© February 2016, PTV AG
COPY AND USE

Although you are encouraged to make a backup copy of PTV Vistro for your own use, you
are not allowed to make more than one copy. The Software may be used only on a single
computer owned, leased or controlled by you at any one time. The Software is protected by
the copyright laws that pertain to computer Software. It is illegal to submit copies to another
person, or to duplicate the Software by any other means including electronic transmission.
The Software contains trade secrets, and in order to protect them you may not decompile,
reverse engineer, disassemble, or otherwise reduce the Software to human-perceivable
form. You may not modify, adapt, translate, rent, lease, or create derivative work based upon
the Software or any part thereof.
DISK WARRANTY
PTV Group (respectively the agent distributing Vistro) warrants that the original disks are free
from defects in material and workmanship, assuming normal use, for a period of ninety (90)
days from date of purchase. If a defect occurs during this period, you may return your faulty
disk to your local distributor, along with a dated proof of purchase; you will receive a
replacement free of charge.
EXCEPT FOR THE EXPRESS WARRANTY OF THE ORIGINAL DISKS SET FORTH
ABOVE, NEITHER PTV GROUP NOR ANY OF THEIR DISTRIBUTORS GRANTS ANY
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LIABILITY OF PTV GROUP UNDER THE WARRANTY SET FORTH ABOVE SHALL BE
LIMITED TO THE AMOUNT PAID BY THE CUSTOMER FOR THE PRODUCT. IN NO
EVENT SHALL PTV BE LIABLE FOR ANY SPECIAL, CONSEQUENTIAL, OR OTHER
DAMAGES FOR BREACH OF WARRANTY.
 PTV AG Feb-16 Page 5/211

IMPRINT
PTV AG
Traffic Software
Haid-und-Neu-Straße 15
D - 76131 Karlsruhe
Germany
Phone +49 721 9651-300
Fax +49 721 9651-562
E-Mail: info@vision.ptvgroup.com
www.ptvgroup.com
vision-traffic.ptvgroup.com
In association with
PTV America, Inc.
9755 SW Barnes Road, Suite 550
Portland, Oregon 97225
(503) 297-2556
Page 6/211  PTV AG Feb-16

Structure
1 Quick Start Checklist ................................................................................................ 11
2 Introduction ............................................................................................................... 14
3 Installation ................................................................................................................. 17
4 Getting Started .......................................................................................................... 23
5 Moving Around Inside Vistro .................................................................................... 26
6 Global Settings .......................................................................................................... 34
7 Network Building ....................................................................................................... 36
8 Base Model Development ......................................................................................... 49
9 Traffic Impact Analysis (TIA) .................................................................................... 94
10 Signal Optimization ................................................................................................. 101
11 Mitigation ................................................................................................................. 126
12 Reporting ................................................................................................................. 128
13 Scenario Management ............................................................................................ 146
14 Import/Export ........................................................................................................... 150
15 Analysis Methods .................................................................................................... 154
16 Vistro Shortcuts ...................................................................................................... 207
17 Service & Support ................................................................................................... 209
18 Index......................................................................................................................... 210

Contents
1 Quick Start Checklist ................................................................................................ 11
1.1 Analyzing the Base Conditions ...................................................................... 11
1.2 Analyzing Additional Base Conditions or Future Conditions .......................... 11
1.3 Mitigate Future Conditions ............................................................................ 12
1.4 Optional: Optimize Traffic Signal Timing........................................................ 12
1.5 Optional: Conduct a Traffic Impact Analysis .................................................. 12
1.6 Optional: View Animation with Quick-Vissim Tool.......................................... 13
1.7 Optional: Export to Vissim Microsimulation .................................................... 13
2 Introduction ............................................................................................................... 14
2.1 Software Overview ........................................................................................ 14
2.2 Program Documentation ............................................................................... 15
2.3 Network and Other Limits .............................................................................. 15
3 Installation ................................................................................................................. 17
3.1 How to install ................................................................................................. 17
3.2 System Requirements ................................................................................... 21
4 Getting Started .......................................................................................................... 23

4.1 Starting Vistro ............................................................................................... 23
4.2 File Structure ................................................................................................. 23
4.3 Types of Analyses ......................................................................................... 24
5 Moving Around Inside Vistro ................................................................................... 26

5.1 Window Interface Descriptions ...................................................................... 26
6 Global Settings ......................................................................................................... 34
7 Network Building ...................................................................................................... 36

7.1 Select your Network Background .................................................................. 36
7.2 Add your Intersections................................................................................... 41
7.3 Complete your Street Network ...................................................................... 44
7.4 Add Zones to Represent your Development Sites ......................................... 46
7.5 Add Gates for Routing of Development Traffic .............................................. 47

7.6 Define Paths for Assigning Development Traffic to your Street Network ........ 47
7.7 Translating Networks ..................................................................................... 48
8 Base Model Development ......................................................................................... 49

8.1 Intersection Setup (Geometry) ....................................................................... 49
8.2 Volumes ........................................................................................................ 61
8.3 Traffic Control ................................................................................................ 64
9 Traffic Impact Analysis (TIA) .................................................................................... 94

9.1 Trip Generation.............................................................................................. 94
9.2 Trip Distribution ............................................................................................. 95
9.3 Trip Assignment ............................................................................................. 98
10 Signal Optimization ................................................................................................. 101

10.1 Local Optimization ....................................................................................... 101
10.2 Network Optimization................................................................................... 108
11 Mitigation ................................................................................................................. 126
12 Reporting ................................................................................................................. 128

12.1 Report Layout .............................................................................................. 128
12.2 Vistro Report Contents ................................................................................ 131
12.3 Analysis Results .......................................................................................... 131
12.4 Graphical Reports ........................................................................................ 140
12.5 Vissim Previewer ......................................................................................... 145
13 Scenario Management ............................................................................................ 146

13.1 Base Scenario ............................................................................................. 146
13.2 Creating Additional Scenarios ...................................................................... 147
13.3 Selecting the Active Scenario ...................................................................... 147
13.4 Reporting by Scenario ................................................................................. 148
13.5 Mitigation by Scenario ................................................................................. 148
13.6 File Structure for Scenarios ......................................................................... 148
14 Import/Export ........................................................................................................... 150

14.1 Vision Traffic Suite ....................................................................................... 150
14.2 External Interfaces ....................................................................................... 151

15 Analysis Methods ................................................................................................... 154
15.1 Signalized Intersection Analysis Methods.................................................... 154
15.2 Roundabout Intersection Analysis ............................................................... 179
15.3 Two-Way Stop Control (TWSC) Intersection Analysis ................................. 189
15.4 All-Way Stop Control (AWSC) Intersection Analysis .................................... 198
16 Vistro Shortcuts ...................................................................................................... 207

16.1 Network Window Shortcuts ......................................................................... 207
17 Service & Support ................................................................................................... 209

17.1 Online Help ................................................................................................. 209
17.2 About PTV Vistro......................................................................................... 209
18 Index ........................................................................................................................ 210

Quick Start Checklist
1 Quick Start Checklist

This quick start checklist will help you build your network and proceeding through your typical
project in the most efficient order.
1.1 Analyzing the Base Conditions

1. Open Vistro and save a new file (File > Save).
2. Zoom and Pan to view study area in Network window:
3. Define your Global Settings (Edit > Global Settings…)

4. Add intersections to your network
A. Select the Intersection tool from the Toolbox .

B. Place Intersection in the Network window.
C. Repeat for all study intersections (tip: holding CTRL key while placing intersections
allows for multiple placements without having to select the intersection tool each time).
5. Connect intersections by clicking and dragging intersection legs to overlap
6. Define the intersection geometry by using the Intersection Setup workflow table .
7. Enter traffic volume data and adjustments using the Volumes workflow table .
8. Input traffic control parameters in the Traffic Control workflow table .

9. Generate your Base Conditions Analysis Report (File > Print Report)
1.2 Analyzing Additional Base Conditions or Future

Conditions
1. Add a Scenario using the Scenario drop-down and

selecting the Add Scenario button . Rename the new scenario name (right-click,
rename) to describe this scenario (e.g., “AM Peak”).
2. Code any geometry, volume, or traffic control changes for this condition using the
workflow tables.

1.3 Mitigate Future Conditions

1. Select the intersection to mitigate.
2. Create and evaluate mitigation options using the Mitigation workflow table .
3. Report mitigation options using the Print Report buttons in the Mitigation table.
1.4 Optional: Optimize Traffic Signal Timing

1. Create or select the scenario you want to optimize.
2. Define Optimization Routes using the Routes tool from the Toolbox .
3. Define parameters in the Network Optimization workflow table .

4. Select optimization parameters and run optimization by selecting the Network
Optimization button in the Network Optimization workflow table (or from
Signal Control > Network Optimization).
5. Generate your Scenario Analysis Report (File > Print Report).
1.5 Optional: Conduct a Traffic Impact Analysis

1. Create or select the scenario for your Traffic Impact Analysis (TIA).
2. Code any network or other parameter updates for the Future Development conditions.
3. Create the Zone and Gate structure using Zone and Gate tools from the Toolbox.
4. Enter trip generation data in the Trip Generation workflow table.
5. Enter trip distribution data in the Trip Distribution workflow table.
6. Define Paths between Zone and Gate pairs using Path tool from the Toolbox (tip:
shortest path between each zone and gate can be automatically created by clicking the
Add Missing Paths button in the Trip Assignment workflow table).
7. Enter trip assignment volume share percentages for each Zone – Gate pair in the Trip
Assignment workflow table (tip: clicking on a row in this workflow table will display
the path graphically in the network window).
8. Repeat this for additional Future Development scenario analysis.
9. Mitigate future development conditions, as required.
10. Generate your Future Development Conditions Report (File > Print Report).

1.6 Optional: View Animation with Quick-Vissim Tool

 Select Quick-Vissim tool from the Simulation > Preview in Vissim to view animation.
1.7 Optional: Export to Vissim Microsimulation

 Export Vistro model to Vissim microsimulation software for detailed queuing and
operations analysis (File > Export > Vissim (ANM)).

Introduction
2 Introduction
2.1 Software Overview

PTV Vistro is a complete traffic analysis solution giving you all the tools necessary to
complete traffic engineering and transportation planning studies and evaluations.
With PTV Vistro, you can evaluate development impacts, optimize and re-time traffic signals,
evaluate intersection levels of service, and generate report-ready tables and figures. This
makes it a useful tool for many different types of traffic and transportation studies, saving you
time through its all-encompassing functionality.
Specific tasks that you can complete using Vistro include:
 Calculate Intersection Level of Service for signals, two-way stops, all-way stops, and
roundabouts using industry standard methodologies, including HCM 2010, HCM 2000,
CIrcular 212, Intersection Capacity Utilization (ICU), and Kimber methods.
 Optimize Signal Timing for individual intersections, routes, and networks using robust
optimization techniques within user-defined timing parameters
 Evaluate the impacts of New Developments using the integrated Trip Generation,
Trip Distribution, and Trip Assignment functionality to efficiently track trips through your
network and analyze the impacts of the additional traffic
 Test Mitigation Options for failing intersections and compare the various options to
each other and the base network
 Manage Multiple Scenarios in One Location to maximize the efficiency of completing
multiple time periods, horizon years, and alternatives
 Visualize Results on your network or as graphical output for various volume levels,
volume balancing results, LOS, and optimization
 Obtain Standardized Report-Ready Tables and Figures in one easy step to insert
directly into any report to meet agency requirements
 Analyze Queues and Spillbacks via quick export to Vissim for microsimulation
 Evaluate Need for a New Traffic Signal through the built-in MUTCD Signal Warrants
Analysis

Introduction
2.2 Program Documentation

This Vistro User Manual describes the full feature set and functionality of Vistro. A brief
outline of chapter topics is provided below.
Chapters 1-4: Software introduction, capabilities, installation procedures, and getting started
Chapter 5: User interface details
Chapters 6-8: Description of steps necessary to begin building a Vistro network, including
global parameters, creating network elements, and entering and editing network data
Chapters 9: Traffic Impact Analysis (TIA)
Chapter 10: Signal Optimization
Chapter 11: Mitigation features
Chapter 12: Reporting, including tables and figures
Chapter 13: Scenario Management
Chapter 14: Import and export options
Chapter 15: Analysis methods
Chapter 16: Tips and shortcuts
Chapter 17: Service & Support
The User Manual is provided in PDF format (UserManual_Vistro40.pdf) in the Doc folder of
your Vistro installation directory (e.g. C:\Program Files\PTV Vision\PTV Vistro4\Doc). Hard
copies can be purchased from PTV America by contacting sales.us@ptvgroup.com.
The Online Help consists of the Vistro User Manual. To access the Online Help during your
program session, select Help > Help, or use hotkey F1.
A complete list of all changes and new functionality in Vistro compared to previous versions
is contained in the file ReleaseNotes_Vistro_ENG.pdf in the \Doc directory of your Vistro
install.
2.3 Network and Other Limits

Vistro has the following limits:
Network size:
 400 zones (zones and gates)
 2,500 nodes
 6,000 links
Intersection approaches:
 up to 8 legs

Introduction
Signals:
 up to 4 rings and 8 barriers
Mitigations:
 up to 99 options per intersection
Scenarios:
 unlimited

Installation
3 Installation
3.1 How to install

Before you start:
1. You must have administrator privileges when installing Vistro. If you are unsure of your
user level, check the User Accounts under Control Panel or contact your administrator.
2. It is highly recommended that you close all other applications before beginning the
installation.
3. Attach your hardware key to your computer. Make sure it is securely connected. For
further information regarding hardware key installation, please refer to the document
OVERVIEW_CODEMETER.PDF in the DOC folder of your Vistro installation and on the
installation DVD.
Installation:
1. Insert the Vistro Installation DVD or select the SETUP*.exe downloaded from the
customer download site.
If the DVD does not start automatically, use Windows Explorer to open the DVD
directory. Click on the SETUP*.EXE program to begin the installation. Depending on your
license, use the SETUP with either WIN32 or X64 in the file name.
If prompted, select Run or Yes.

Installation
2. Select English and click the OK button when prompted.
3. Press Next > in the subsequent dialog.
4. Accept the general license conditions.
5. Select a folder where Vistro will be installed.
Note: the default directory is recommended.

Installation
6. You can choose between Standard installation, Full installation and Compact
installation.
Note: the Standard installation is recommended.
7. Additionally, you can select which components to include in the installation.
Note: the available components depend on your license.
 Additional Data: includes symbols free for use with your Vistro projects (e.g. US state
symbols).
 Examples: installs various sample Vistro networks and examples.
 Documentation: contains all the software documentation, including the user manual
and release notes.
8. Select the Start Menu Folder for the program shortcuts.

Installation
9. Specify if you want to add shortcuts to Vistro to the Windows Start menu, to the quick
launch bar and/or to the desktop.
PTV Vistro is now ready to install.

10. Click on Install to continue.

Installation
11. You should see the following dialog at the completion of the installation.
12. It is recommended to restart your computer after the installation.
3.2 System Requirements

System Requirements
 Vistro 4 is supported on Microsoft Windows Vista, Windows 7, Windows 8, and
Windows 10.
The 32 bit edition of Vistro runs on both 32 bit and 64 bit Windows.
The 64 bit edition of Vistro runs only on 64 bit Windows.

Installation
 You must have administrator privileges when installing Vistro. If you are unsure of your
user level, check the User Accounts under Control Panel or contact your
administrator.
 The minimum screen resolution to run Vistro is 1280 x 800, the recommended screen
resolution is 1600 x 1200 or 1920 x 1080.
Hardware Requirements
 Processor: min. Pentium IV; recommended: Core I or better
 Speed: min. 2 GHz
 Memory (RAM): min. 2 GB (4 GB for the 64-bit edition); recommended: 4-8 GB
 Hard disk space: depending on the installation settings up to 1.5 GB
 Hardware lock (dongle) protection: one fully functional USB port
 Screen resolution: min. 1280x800 or 1366x768 Pixel; recommended: Full HD

(1920x1080 Pixel)
 DirectX11 enabled graphics card

Getting Started
4 Getting Started
4.1 Starting Vistro
 Open Vistro by double-clicking the Vistro icon on your desktop.

Alternatively you may open Vistro by going to Start > All Programs > PTV Vision 2015
>PTV Vistro 4.
Once Vistro has been started, the start screen appears providing the program version while
the program is loading.
The graphical user interface of the program will then appear after loading.
Details about working with the Vistro interface are described in Chapter 5 Moving
Around Inside Vistro on page 26.
4.2 File Structure

All data for Vistro analysis is contained within the following file types:
File Type Extension Description
Network *.vistro Single Vistro network file with no scenarios
Project *.vistro Vistro project file that contains multiple scenarios
Vistro 1 and *.vistropdb In Vistro 1 and Vistro 2: Vistro project file that contains multiple
Vistro 2 scenarios
Project
When new networks are created, Vistro saves a Network file with the .vistro extension. This
file contains all the data necessary to perform an analysis is contained within this model file
including the network, geometry, volume, intersection control, signal timing, trip
generation/distribution, paths, and mitigation alternatives.

Getting Started
When scenarios are created and managed, Vistro creates a Project file. When it is saved, it
is zipped to one file with the extension *.vistro (note: in Vistro 1 and Vistro 2 projects were
saved with the .vistropdb extension). When a Vistro file is opened, this file containing the
scenario project directory structure is unzipped in a temporary local directory and the project
is opened there. User-defined scenarios are described in Chapter 13 Scenario Management
on page 146.
There are several files external to the .vistro file that may be used when working with Vistro.
These include background images and any associated image scaling files. Background
images may also be loaded via an online connection to Bing™ Maps. Further details
regarding background images can be found in Chapter Background Images on page 38.
Reports generated from Vistro analysis are output to pdf, html and csv format. Further details
regarding Vistro reports can be found in Chapter 12 Report on page 128.
Vistro also interfaces with other file formats to import and export data, including PTV
software and 3rd party software.
PTV software file formats include:
 Visum (*.ver)
 Abstract Network model (*.anm)
 Vissim (via *.anm format)
3rd Party file formats include:

 Synchro® (*.sy7, *.sy8)
 OTISS (via *.xml)
Further details on importing and exporting data can be found in Chapter 14 Import/Export on
page 150.
4.3 Types of Analyses

As a comprehensive traffic engineering and transportation planning analysis tool, you can
use Vistro to perform the following tasks:
 Intersection Capacity and LOS Calculation:
 HCM 2010/2000
 ICU
 Circular 212
 Kimber
 Traffic Impact Analysis:
 Trip Generation

Getting Started
 Trip Distribution
 Trip Assignment
 Development Trip Tracking
 Signal Timing Optimization:
 Intersection, Routes, Network
 Cycles, Splits, Offsets, Lead / Lag
 Signal Warrants Analysis
 MUTCD 2009

Moving Around Inside Vistro
5 Moving Around Inside Vistro
5.1 Window Interface Descriptions

The Vistro software User Interface contains the following (see Figure 1: Vistro Interface):
Figure 1: Vistro Interface
(1) HEADER Shows the Program Title, Version, Service Pack number, and Network Filename; for
demo versions, “Demo” is added to the version number.
(2) MENU BAR Contains drop-down menus, undo/redo shortcuts, scenario selector, intersection selector
and the Vissim previewer.
(3) STATUS BAR

Displays the Scale Ratio (current scale ratio display of the Network Area)
and the Coordinates (x-y coordinates of the mouse
location in the Network Area).
(4) NETWORK Displays the currently opened network, including the background map / image and
W INDOW representation of the roadway geometry. In this window, you can build and edit the
network structure graphically, using the items from the Toolbar, as described in Chapter
7 Network on page 36. You can also move and adjust the display using the zoom and
windowing tools.
(5) DATA W INDOW In this window, data is shown for the relevant task button selected. This will reflect
associated data tables and functions specific to each task. Selection of a workflow Task
Button results in the display of the related workflow table in the Data Window.
(6) TOOLBAR Contains the tools for adding network objects.

(7) W ORKFLOW Contains the tabs for data entry and analysis for various stages of the project workflow.
PANEL
(8) GRAPHICS Contains various graphical displays for the network window.
SELECTOR
5.1.1 Menu Bar

The Menu Bar includes File, Edit, View, Optimization and Help.
The table below provides a summary of each action available in the Menu Bar:
File General file management and printing commands
New Initialize system (close network file without saving data, create new Vistro network).
Open Open Vistro files (.vistro).

Or, toggle to open Old PTV Vistro Scenario Project Files (*.vistropdb) from Vistro 1 or
Vistro 2.
Save Save network to current *.Vistro file.
Save As Save network to selected path & file name. If a different path is chosen, the referenced
files required by the network need to be copied manually to the new folder.
Print Report Opens print report dialogue window (see Chapter 12 Report on page 128 for details).
Import Read Synchro® data from file, load Abstract Network Model data from Vissim, or load
Visum *.VER file (see Chapter 14 Import/Export on page 150 for details).
Export Export data to Visum or to ANM (see Chapter 14 Import/Export on page 150 for details).
Exit Terminate session, close Vistro.
Edit Network editing commands
Undo Undo functionality for construction element Editing: Undoes the previous action.
Redo functionality for construction element editing: Redoes the previously undone
Redo
action.
Set global parameters for various inputs. Values entered here will be applied to all new
Global Settings
intersections created. (see Chapter 6 Global Settings on page 34 for details).
View Workspace Viewing Options
Provides overview about the number of network elements (intersections, links, zones,
Network Statistics
gates, paths and routes) and network size.
Switch Table
Re-positions workflow task table horizontally or vertically, depending on current view.
Position
Message File Displays current Vistro instance message file.
Log File Displays current Vistro log file.
Signal Control Signalization and Optimization Options and Parameters
Creates default traffic signal phasing for signalized intersections, with options for
Default Signalization
leading or lagging left turns.
Opens Network Optimization window. Allows for selection of Genetic or Hill Climbing
Network Optimization
algorithms, and various parameters specific to each.

Opens Local Optimization window. Allows for parameter entries related to local
Local Optimization
optimization.
Coordination Groups Opens Coordination Groups window to manage coordination groups.
Simulation Simulation Integration Options
Preview in Vissim Opens the network in a Vissim Previewer, starts visualization automatically.
Export to Vissim Export Network and Signal Control data to an ANM file that can be imported into Vissim
(ANM) for full simulation analysis.
Help Commands and options for display on screen
PTV Vistro Help Opens HTML interactive help file.
PTV Vistro Manual Opens this PDF file.
Service Pack
Opens webpage for Vistro service pack downloads.
Download
Technical Support Opens webpage to submit a Vistro technical support ticket.
Examples Opens the folder containing Vistro example files.
Shows license information. The Manage Licenses button opens a dialog with detailed
License
information about the available dongles.
About PTV Vistro Shows details of the current software version and license expiration.
Additional Menu Bar items include:
Function Description
Undo and Redo Provides quick access to undo or redo previous actions.
Allows you to add and manage scenarios and then toggle between the various
Scenario Selector
scenarios within the file.
Displays the number and name of the currently selected intersection from the network
window. Here, you can select any intersection within the network to make it the
Intersection Selector currently selected intersection for editing either by accessing the drop-down list of
intersections using the arrow on the right side of the dialogue or typing in the number
or name of the intersection to pull up a condensed list that matches the search.

5.1.2 Network Window

Icon Keyboard Function Description
Select which layers to view:

Network, Bing Maps, Open Street
n/a Map Layers
Maps, Other Background Images;
add Background Images.
Zoom to window by clicking and

Shift+Left Mouse Zoom Window dragging to create a rectangular
zoom area
n/a Zoom Network Zoom out to view entire network
PgUp / PgDn; Zoom to specific scale using a slider

Zoom Scale
Center mouse scroll bar
Arrow Keys;
Pan around the network in any
Center mouse button; Pan
direction
CTRL+Left Mouse
5.1.3 Toolbar
The Toolbar contains the objects to build your network:
Icon Name Description
Insert an Intersection into the network. Selecting the most recently used Intersection
Intersection type (default is Signal) or by click the arrow below in order to view and select the
various intersection types, as described below.
Signal Insert a signalized intersection into the network.
Insert a two-way stop controlled intersection into the network. Stop-controlled

Two-way
approaches are defined during the network setup, as described in Chapter 7 Network
Stop
on page 36.
Insert an all-way stop controlled intersection in the network.

All-way Stop
Insert a roundabout intersection into the network.

Roundabout
Insert intersections into the network that do not require analysis. These are sometimes
Unknown referred to as “dummy” nodes.
Insert a Zone into the network to represent a development location that generates trips
Zones on the network. Zones are not required when conducting analyses that do not include
generated trips.

Insert a Gate into the network at all end-points of the study network. Gates act as a
Gates terminus for the outbound trips from a Zone and a starting point for the inbound trips to
a Zone. Gates are not required when conducting analyses that do not include Zones.
Insert a Path on the network. Paths are user-defined connections linking Zones and
Paths Gates in the Network and are used to assign new trips to the network in conjunction
with other program features (trip generation, trip distribution and trip assignment).
Routes are user-defined connections linking intersections that are used to define
Routes optimization routes. These are used in conjunction with Network Optimization (see
Chapter 10 Signal Optimization on page 101).
5.1.4 Workflow Panel

The Workflow Panel has Basic Network, TIA, and Additional tabs:
Base Network Workflow Tabs
Intersection Setup Input data for the intersection number, name, control type, analysis method,
base turning movement volumes, and all geometric and physical data.
Specific details are described in Section 8.1 Intersection Setup (Geometry) on
page 49.
Volumes Input expanded data for turning movement volumes, including adjustment
factors, growth rates, and traffic impact analysis (TIA) demand components.
Details are described in Section 8.2 Volumes on page 61.
Traffic Control Input traffic control information for specific traffic control type and
methodology and view the capacity analysis and results. Details are
described in Section 8.3 Traffic Control on page 56.
TIA Workflow Tabs
Trip Generation Input trip generation characteristics for each Zone including land use and
quantity, trip generation rates, percentage splits ins and outs, and
calculated trips. Details are described in Chapter 9.1 Trip Generation on
page 94.
Trip Distribution Input the trip distribution to and from Zones and Gates. Details are
described in Chapter 9.2 Trip Distribution page 95.
Trip Assignment Allocate path shares for each path created between each Zone and Gate.
Details are described in Chapter 9.3 Trip Assignment page 98.

Additional Workflow Tabs
Network Optimization Define optimization routes, view time-space diagrams, and run network
optimization
Mitigation Evaluate potential mitigation measures and interactively view the resulting
changes to the intersection calculations such as delays, LOS, and
queuing. Details are described in Chapter 11 Mitigation on page 126.
5.1.5 Graphics Selector

The graphics selector buttons allow you to toggle various parameters on in the network view,
as described below:
Show Turning Intersection turning movement volumes are displayed. Clicking the arrow
Movements below this button allows the selection of various values for the display, as
described below.
Show Final Base When Show Turning Movements is toggled on and this is selected, the
Volume value “Final Base Volume” will be displayed.
Show In Process When Show Turning Movements is toggled on and this is selected, the
Volumes value “In-Process” will be displayed.
Show Net New When Show Turning Movements is toggled on and this is selected, the
Site Trips value “Net New Site Trips” will be displayed.
Show Other When Show Turning Movements is toggled on and this is selected, the
Volume value “Other Volume” will be displayed.
Show Future Total When Show Turning Movements is toggled on and this is selected, the
Volume value “Future Total Volume” will be displayed.
Show Signal The signal group numbers by movement are displayed.

Groups
Show Turn Traffic Traffic conditions by turning movement are displayed. Clicking the arrow
Conditions below this button allows the selection of various traffic condition values, as
described below.
Show Movement When Show Turn Traffic Conditions is toggled on and this is selected, the
LOS value “Movement LOS” will be displayed.
Delay value “Movement Delay” will be displayed.

v/c value “Movement v/c” will be displayed.
Show Intersection Intersection information is displayed. Clicking the arrow below this button
Info allows the selection of various intersection information, as described below.
Show Intersection When Show Intersection Info is toggled on and this is selected, the value
Number “Intersection Number” is displayed.
Show Intersection When Show Intersection Info is toggled on and this is selected, the value
LOS “Intersection LOS” is displayed. Level of service A, B, C, D, E or F and an
associated color are based on the LOS calculation results.
Show Intersection When Show Intersection Info is toggled on and this is selected, the
Control Type “Intersection Control Type” is displayed by an icon representing signalized,
two-way stop, all-way stop, roundabout, or unknown control.
Show Controller When Show Intersection Info is toggled on and this is selected, the
Number “Controller Number” is displayed.
Show Intersection When Show Intersection Info is toggled on and this is selected, the
Coordination “Intersection Coordination Group” used for signal timing optimization is
Group Number displayed.
Show ICA Check When Show Intersection Info is toggled on and this is selected, either a
green circle with a white check mark will appear to signify that the intersection
coding is sufficient to perform intersection capacity analysis, or a red circle
with a white “x” will appear to signify that the intersection is not coded
sufficiently to perform intersection capacity analysis. A yellow warning symbol
will appear, if the intersection capacity analysis is possible, but some settings
seem to be questionable.
Show Traffic The intersection LOS, average delay and V/C are displayed.
Conditions
Show Unbalanced The comparison of link volumes from the entry of the link to the exit of the link
Flows (determined from the Final Base Volumes for the intersection turning
movements) by direction is displayed.
Show Queue The calculated 95th-Percentile Queue Length is displayed for each approach.
Length
Show Street Name The street name for any approach that has information entered and the
Show Name option checked in the data tables is displayed.
Show Approach The LOS, delay and v/c is shown for each approach.
Traffic Conditions

5.1.6 Functionality
Additional interface functions are shown in the table below:
Select Workflow Tab Display the related workflow in the Data Window
Open Open the current table in a new window for flexible viewing and editing
Expand / Collapse subtables in the Workflow Tab
Filter Filter data in the table using this to access drop-down filter criteria
In the Data Window, cells can be selected for editing by mouse-clicking, and editing
Select Cell using either the keyboard or mouse, depending on the type of entry (numeric,
checkbox, etc.).
Within each workflow Task table, the Tab key can be used to quickly position the cursor
Tab
to the next cell in the table for editing.
Copy/paste functionality is available within each cell of the workflow Task table by using
Copy / Paste keystrokes of CTRL+C for copy and CTRL+V for paste, or by right-clicking the cell and
selecting these options.
Many workflow Task tables have cells that can be edited in “Multi Edit” mode by
Multi Edit highlighting cells across a row (partial or full row selection) by clicking and dragging the
mouse and entering a value in the Multi Edit cell that appears.
Right-click on a network object for context menu selections such as Insert, Add,
Context Menu
Delete.

Global Settings
6 Global Settings
You can set certain parameters shown below as the default for new intersections added to
the network. This is done through Edit > Global Settings.
Table 1. Global Settings Parameter Set

Global Parameter Default Setting Optional Settings
Language English Deutsch, Chinese, Index
Direction of Traffic Right-hand traffic Left-hand traffic
Unit Imperial Metric
Analysis Method for Signalized HCM2000, ICU1, ICU2, Circular 212

HCM2010
Intersections Planning
Analysis Method for Un-Signalized HCM2000

HCM2010
Intersections
Analysis Method for Roundabouts HCM2010 Kimber
Default Lane Width 12ft Any number
Speed 30mph 1.00 – 255 mph
Pedestrian Crosswalk Width 8ft Any number
Right Turn on Red? Yes No
Splitter island Length 10ft Any number
Splitter island Width 20ft Any number
Heavy Vehicle Percentage 2% 0 – 100%
Growth Rate 1.00 >= 1.00
Default Ideal Saturation Flow rate, HCM 1900 Positive integer
Default Ideal Saturation Flow rate, ICU 1 1600 Positive integer
Default Ideal Saturation Flow rate, ICU 2 1600 Positive integer
Default PHF 1 0-1.00
Analysis Period 15min 1hr
(Located in ) CBD? Yes No
Major Flow Direction North-South East-West
Northbound Signal Group 2 4, 6, 8
Northwestbound Signal Group 2 4, 6, 8
Lead/Lag Setting Lead Lag
Cycle Length 90s 0-255

Global Settings
Time of Day Time of Day Pattern Isolated, Free

Coordination Type Pattern
Coordinated
Actuation Type Fixed Time Fully Actuated, Semi-Actuated
Lag FO, Lag End, Coord End, Lag Coord

Offset Reference LeadGreen
Green
Permissive Mode Single Band Multi-Band
Intersection Lost Time 0s 0-(cycle length-0.1)s
Minimum Green 5s 0-255s
Amber 3s 0-255s
Allred 1s 0-255s
Vehicle Extension 3s 0-25.5s
Walk 5s 0-255s
Pedestrian Clearance 10s 0-255s
Street Name Font Size 8.0 pt
These parameters are described in detail in the relevant sections of the User Manual. Once
these parameters are defined, they will be used as the default value for any new network
object you create. These values can be changed at the local level at any time.
When edits are made to the global settings while in the Base Scenario, the edited values are
applied for all new network objects, whether in the Base Scenario or any other scenario.
When edits are made to the global settings while in a different scenario, the edited values are
applied for all new network objects in that specific scenario until the active scenario is
changed to a different scenario. In any case, edits made in the global settings only apply to
newly created network objects and are not applied retroactively to current objects already
placed in the network at the time of the edit.

Network Building
7 Network Building
Drawing networks in Vistro is a simple point and click operation like most modern windows
based programs. This section provides a step by step guide to drawing networks in Vistro.
Building your network can be completed in three basic steps:
1. Select your network background
2. Add your intersections
3. Complete your street network
In addition, if you are conducting a TIA, you will also need to complete the following:
4. Add Zones to represent your development sites
5. Add Gates for routing of your development traffic
6. Define Paths for assigning the development traffic to your street network
For signal optimization, you will also add the following:
7. Define Routes for signal timing optimization
7.1 Select your Network Background

The network background provides the visual foundation for drawing your street network,
including intersection placement, definition of geometry, identification of development sites.
With Vistro, you have three (3) options for your network background:
 Bing™ Maps
 Open Street Map
 Background Images
To select the type of background or to add your own background, select the dropdown menu
for Map Layers in the upper right corner of the Network Window:

Network Building
Here you can check the option to show the Network, select the Internet Map type, and insert
Background Images.
7.1.1 Bing™ Maps and Satellite Imagery

Vistro includes a fully licensed internet feed from Bing™ that includes satellite aerial images
and map labels. You can toggle these on and off using the My Network, Labels and Aerial
Images selector (see Chapter 5.1.2 Network Window on page 29). These maps assist with
orientation, network drawing and display.
Upon opening (with a live internet connection), Vistro will display the Bing™ maps live feed.
With the Bing™ maps, there are display options:
 Aerials and Road Map
 Only Aerials
 Only Road Map
To select the display options, go to the Map Layers dialogue, hover over the Internet Map
option, and select the Map Type from the drop-down menu.

Network Building
In addition, the opacity of the map layer can be adjusted by dragging the opacity slider to the
left (-) or right (+).
Select the display option and then zoom to the study area location in the Network window
with the Bing™ maps background to begin building your network, using the zoom and pan
functions.
7.1.2 Open Street Map

Vistro includes the ability to use Open Street Map as a background in place of Bing™ Maps.
To access Open Street Map, go to the Map Layers dialogue, hover over the Internet Map
option, and select Open Street Map from the Map Type drop-down menu.
7.1.3 Background Images

You can use background images either in conjunction with or instead of the Bing™ Maps
option. To insert a background image, complete the following steps:
1. Go to the Map Layers selection box.

Network Building
2. Click on Insert Background Image.

3. Select your image file from the supported formats.
The image now appears in your network view with a dashed blue line highlighting the outline
of your image.
To move and adjust your image manually:

Network Building
1. Left-click and drag to position the image.

2. Left-click on the outline to re-size the image.
3. Repeat these steps for multiple images, if required.
To scale your image:
4. Right-click and select Scale Background Image.
The cursor will turn to a ruler with a “+” sign. The “+” sign is the reference point.
5. Left-click, hold, and drag the cursor the length of the scaled feature on the background
image. This can be either a normal map scale or between any two points where the
distance is known.
6. Release the mouse and enter the selected distance in the Scale Background Image
dialogue:
7. Select whether or not to apply the distance to other background images.

8. Click on OK.
The image(s) can also be layered with and without the Bing™ Maps or Satellite Imagery in
the Map Layers dialog:

Network Building
Here, you can change the layer order by using the up / down arrows. You can also toggle the
layers on and off or remove your background image from your network using the Trash Can
icon.
In this window, you can also adjust the opacity of each image and the Bing™ Maps imagery
by sliding the Opacity bar to the left (-) and right (+).
7.2 Add your Intersections

Once you have the appropriate background image, your next step is to add the intersections
to include in your network in the appropriate location.
You can insert intersections using the toolbar or the context menu, as described below.
7.2.1 Inserting Intersections Using the Toolbar

1. Select the Intersection icon from the Toolbar.

Network Building
2. Activate the desired intersection type if the current symbol is not the desired type.
Intersection types are changed by clicking on the below the current intersection
type icon and clicking on the desired intersection type from the list.
3. Left-click in the network window to place the intersection in the correct location.
4. To insert multiple intersections, hold down the CTRL key as you click in your network.
This keeps the insert intersection active. When you are finished, deactivate the insert
intersection using the ESC key on your keyboard or toggling the Insert Intersection button
off on the toolbar.
7.2.2 Inserting Intersections Using the Context Menu

1. Right-click in the network window to open a context menu:
2. Select the required intersection by left-clicking the list of available types.

3. Repeat for each intersection.
Once your intersections have been added, you can edit their location and configuration, as
described in the following sub-sections.
7.2.3 Moving and Deleting Intersections with Node Handles

Each intersection in your network has a “Node Handle”.
If you hover over the intersection, this Node Handle is shown as a dark blue circle at the
center of the intersection.
Left-clicking on this Node Handle selects the intersection for editing.

Network Building
To move an intersection, simply left-click and drag the Node Handle to the new desired
position in your network.
To delete an intersection, select the intersection by clicking on the Node Handle. You can
then use the Delete key or right-click and select Delete Intersection from the context menu.
7.2.4 Copying Intersections

Vistro allows you to copy complete intersections, providing a quick way to build a network
with many similar intersections. When copied, all data (intersection setup, volumes, and
traffic control) will be copied.
To copy an intersection:
1. Select the intersection in the network window to copy by clicking on the Node Handle.
2. Copy the intersection by either right-clicking and selecting Copy Intersection from the
context menu or by using CTRL+C.
3. Click in the network window at the desired location for the copied intersection.
4. Paste the intersection by either right-clicking and selecting Paste Intersection” from the
context menu or by using CTRL+V.
7.2.5 Removing, Adding, and Moving Intersection Legs

Once intersections are added to your network, you can remove, add, and move the legs to
reflect the true intersection geometry. Vistro is able to accommodate intersections with up to
8 legs.
7.2.5.1 Removing Intersection Legs

In addition to the “Node Handle”, each existing leg of your intersection has a “Leg Handle”.
These Leg Handles are placed at the end of each leg. Hovering over the intersection will
highlight all available Leg Handles in gray. As you hover over a specific Leg Handle, it will
become active and shown in blue. These Leg Handles are similar but smaller than the Node
Handle.

Network Building
To remove a leg using the Leg Handle, follow these steps:

1. Select the leg by left-clicking to select the Leg Handle.
2. Delete the leg by using the Delete key on your keyboard or right-clicking to activate the
context menu and select Delete Link and Legs.
7.2.5.2 Adding and Moving Intersection Legs

To add intersection legs, follow these steps:
1. Select the Node Handle for the intersection.
2. Right-click and select Add Leg.
3. Once the leg is in place, left-click and drag the Leg Handle to the appropriate position.
7.3 Complete your Street Network

You can now create a complete street network by connecting your intersections and
adjusting the roadway to match the actual geometry. This is done in two steps:
1. Connect intersections
2. Add Poly Points
Connect your intersections as follows:
1. Left-click over the unconnected intersection Leg Handle to select (highlighted blue).
2. While holding the left mouse button, drag and drop the Leg Handle over another the Leg
Handle to connect the two and create a link between them.
If you drag and drop the Leg Handle over a Node Handle, a new leg will be created for
the Node Handle with a link between the Leg Handle and new Leg Handle.

Network Building
You can adjust your roadway geometry by adding and editing Poly Points on the link
between two connected intersections and on the leg to an isolated / disconnected
intersection. Poly Points are shown as blue squares and you can add or delete as many as
needed.
To add Poly Points automatically:

1. Left-click and drag any point on the link to create a Poly Point.
2. Continue to do this to achieve the desired roadway geometry.
To add Poly Points using the context menu:
1. Left-click to highlight the leg or link (it will highlight in blue).
2. Right-click and select Insert Poly Point.
To edit Poly Points:
1. Drag and reposition the shape points to add curvature to the link.
To delete Poly Points, you can do this several ways:
1. Left-click to highlight a Poly Point and use the Delete key on your keyboard.
2. Right-click on a Poly Point and select either
 Delete Poly Point or
 Delete All Poly Points on Link (this will reset the geometry to a straight link between
the two connected intersections)

To disconnect intersections, hover over the Link to delete, right-click and choose one of the
following options:

Network Building
 Delete Link: this will delete the connection between the two intersections while
retaining the legs independently, including all defined Poly Points.
Hint: You can also delete the Link by using the Delete key on your keyboard.
 Delete Link and Legs: this will delete the connection between the two intersections
and the Legs that were connected, removing these as approach legs from each of the
intersections.
7.4 Add Zones to Represent your Development Sites

Vistro Zones are objects used to represent development sites. These must be added to your
network to provide the basis for Trip Generation, Distribution, and Assignment.
Similar to intersections, you can add zones to your network using the Toolbar or the Context
Menu, as described below.
Using the Toolbar
1. Select the icon from the toolbar.

2. Left-click over the network window to place the zone in the correct location.
Using Context Menu

1. Right-click in the network window (this will open a context menu).
2. Select Insert Zone by left-clicking the list option.

3. Reposition the Zone(s) as needed by left-clicking and dragging to the proper location
You can delete a Zone as follows:
1. Left-click or hover over the zone/gate to select it (highlighted blue).
2. Right-click and select Delete Zone/ Delete Gate from the context menu; or press Delete
on the keyboard.

Network Building
7.5 Add Gates for Routing of Development Traffic

In Vistro, traffic for development Zones is routed to and from traffic “Gates”. These objects
can be placed anywhere in your network and represent the areas where traffic flows to and
from the development Zones.
Using the Toolbar
1. Select the icon from the toolbar.

2. Left-click over the network window to place the Gate in the correct location.
Using Context Menu

1. Right-click in the network window.
This will open a context menu:
2. Select Insert Gate by left-clicking the list option.

3. Reposition the Gate(s) as needed by left-clicking and dragging to the proper location.
You can delete a Gate as follows:
1. Left-click or hover over the zone/gate to select it (highlighted blue).
2. Right-click and select Delete Gate from the context menu; or press Delete on the
keyboard.
7.6 Define Paths for Assigning Development Traffic to your

Street Network
Zones and Gates are not physically connected to the network by links.
Paths are drawn to connect Zones and Gates throughout the network, which allows for the
assignments of new trips between Zones and Gates and along the network.
Paths from a Zone to a Gate (outbound paths) are drawn by selecting the Path tool and then
clicking on a Zone and all intermediate intersections and finally clicking the destination Gate.
Similarly, paths from a Gate to a Zone (inbound trips) are drawn by clicking on the Gate first,
then all intermediate intersections and finally clicking the destination Zone. Once defined,

Network Building
paths can be selected in the Trip Assignment workflow table and the selected path is
displayed graphically in the network window.
To add a path, do the following:
1. Select the Path icon from the Toolbar.

2. In the network window, click on the Zone or Gate to start the Path.
3. Click at the end of the link where the path will enter the street network.
4. Click on the next intersection in sequence to include in the Path.
5. Continue clicking on each intersection to include in the Path.
6. Click at the end of the link where the Path will enter the street network.
7. Click on the Zone or Gate to end the Path.
Once a Path is created, select the path in the table and right-click for the following options:
 Delete Path – completely delete the path from the network
 Create Reverse Path – create the path using the same nodes and links but in the opposite
travel direction from the selected Path
7.7 Translating Networks

Networks can be moved in their entirety to other positions on the background map by
performing three steps:
1. Right-click on one of the intersections in the network to open the context menu.
2. Select Map this Point to Background Position from the context menu.
3. Left-click on the position in the background map where you want that intersection to
move to.
The network is then moved to the new position, correctly maintaining the relative distances in
the network.

Base Model Development
8 Base Model Development

Now that the network structure is complete, you can enter the necessary data to complete
your model and analyze the operations. In Vistro, this process is organized into three easy
Base Workflow data entry steps:
1. Intersection Setup: contains all physical information for each intersection
2. Volumes: Input Base volumes, volume adjustments, growth rates, and development-
related volumes
3. Traffic Control: enter all traffic control data based on the control type and methodology
After completing these three steps, your network is complete and ready for reporting.
The data tables can be accessed by toggling the appropriate Workflow step in the Workflow
Panel.
8.1 Intersection Setup (Geometry)

The first step in the Workflow is to define the geometric and physical parameters of each
intersection in the Intersection Setup. The table parameters automatically change based on
the defined intersection control type and methodology so you enter only the required data.
Some of the parameters are dependent on a parent parameter or are calculated based on
other entries. These dependent parameters are greyed out until the parent parameter is
defined.
8.1.1 Common Parameters and Unknown Control Type

Every intersection setup table includes common parameters, including the intersection
number, name, control type, approach name, approach direction, turning movement, base
volume input, and the total analysis volume (Figure 2: Intersection Setup: Unknown Control
Type Common Parameters Table). Once the control type and methodology are defined, the
parameters relevant to that combination are displayed. The common parameters displayed
below are also the default attributes for the Unknown control type definition (Table 2:
Intersection Setup: Common ).

Figure 2: Intersection Setup: Unknown Control Type Common Parameters Table
Table 2: Intersection Setup: Common Intersection Setup Parameters

Parameter Description Units
Number Unique number of the intersection. Intersections are numbered consecutively, n/a
however the preset number may be overwritten by another number that does
not already exist in the network.
Intersection Name of Intersection n/a
Control Type Intersection control type [Options: Unknown, Signalized, Roundabout, All-way n/a
Stop, Two-way Stop]
Name Name of Approach n/a
Show Name If checked, the text entered in the Name field will be shown in the network n/a
window when the Show Street Names graphics selector is active.
Approach Direction of Approach. Eight approaches possible [NB, SB, EB, WB, NW, NE, n/a
SW, SE]
Lane Configuration Graphical selector and representation of the lane configuration for each n/a
approach described below
Turning Movement Direction of turning movement. When there are more than 4 legs it is possible n/a
to have more than one left or right turn for a particular movement. In this case
the adjacent turn movement will be appended with the number 2. For
example, an approach to 5 other legs may show Left2, Left, Thru, Right,
Right2.
Base Volume Input Base traffic volume input by user. Base volume may be entered in either the Veh/h
intersection setup table or the volume table.
Total Analysis Volume Calculated total analysis volume. The total analysis volume includes all Veh/h
volume adjustments defined and site development trips if present (see
Section 8.2 Volumes on page 61 for a detailed description of volume
parameters).
Crosswalk Crosswalk selection for approach n/a

8.1.1.1 Lane Configuration

Vistro offers a graphical lane configuration window with pre-defined templates and full
flexibility to define your specific lane configuration.
To define your Lane Configuration for an approach:
1. In any table in the Basic Network Workflow Tabs, double-click on the Lane Configuration
to bring up the dialog for that specific approach.
2. Click on the lane(s) to define the Lane Configuration.
3. Click outside of the Lane Configuration dialogue to exit and save.
4. To cancel, click the “x”.
The Lane Configuration dialog is shown below.
Figure 3. Lane Configuration Dialog
Here, you will find pre-defined templates and all movement arrows for the approach based
on the total number of approaches at the selected intersection. You can define the lane
configuration in two ways:
Select an approach template

Simply click on any of the templates in the window to highlight it in green.
Select by Individual Movement and Arrow

To see all movement arrow possibilities for the approach, click on the “+” sign in the dialog:

Here, you can add or subtract specific movement arrows by hovering over the arrow and
clicking on the green “+” or red “-“buttons. As you change this, you will see the number of
lanes associated with that movement arrow currently defined for the approach.
As you select the desired movement arrows, other movement arrows will become
unavailable if they conflict with the current selection.
8.1.2 Signalized Intersection Setup

The Intersection Setup table for signalized intersections is shown in Figure 4: Intersection
Setup: Signalized Intersection Table.

Figure 4: Intersection Setup: Signalized Intersection Table
The intersection setup table for the signalized control type includes all of the common
parameters (Table 2: Intersection Setup: Common ) listed for the unknown control type, plus
the parameters listed in Table 3: Intersection Setup: Signalized Intersection Setup
Parameters. Table 3 also lists for each parameter if applicable, units, default values, value
ranges, relevant signalized methodology (HCM 2010, HCM 2000, ICU, Circular 212), and
ANM indicator if the parameter is used when exporting to Vissim.
Table 3: Intersection Setup: Signalized Intersection Setup Parameters

ANM
2000
2010
ICU
212
Analysis Intersection capacity analysis methodology for selected

Method intersection based on control type.
Signalized options: HCM 2010, ICU 1, ICU 2, Circular 212
Planning, Circular 212 Operations, HCM 2000
Lane Width Width of the travel lane ft or m x x x x x

Default = 12 ft (3.7 m), Range = any number

No. of Lanes Defines how many lanes of the approach geometry are pocket x x x x x
in Pocket lanes. A pocket lane is a lane added on the approach of an
intersection. Pocket lanes are most commonly used for turning
movements, but may be used for through movements as well.
The pocket lanes are always defined to either the left or right of
the through movement. For the example case of a two-lane road
with the approach lane geometry of a 1-Left, 2-Thru, 1-Right,
there would be 1 pocket lane defined each for the left and right
lanes. In a more complex example, a two-lane road with the
approach lane geometry of 1-Left, 3-Thru, 1-Right, there would
be 1 pocket lane for the left and 2 pocket lanes to the right.
Default = 0; Range = 0 – [# turn+through lanes – 1]
Pocket Length of the respective pocket lane(s) ft or m x x x

Length Default = 0; Range = 0 – approach link length
Median A checked box defines a center median for the approach. A x

median is a dividing separation between opposing directions on
an approach.
Median Length of the median for the selected approach measured ft or m x

Length upstream from the stop bar location.
Default = 0; Range = 0 – approach link length
Median width Width of median for selected approach ft or m x

Default = 0; Range = 0 – any real number
Speed Speed of selected approach mph or x x x

Default = 30 mph (48.3 km/h); Range = 1 - 255 km/h
Grade Grade (slope) of the selected approach % x x x

Default = 0; Range = 0.00 – 100.00
Crosswalk A checked box defines a crosswalk on the selected approach x x x
Crosswalk Width of the crosswalk. This parameter is used if exporting to ft or m x

Width Vissim. In Vissim the crosswalks are modeled using two
opposing links, so each link has half the width of the full
crosswalk width. A crosswalk with of 5 ft will generate a 10 ft
crosswalk after exporting to Vissim.
Default = 6 ft (1.8 m) Range = 0 – any real number
Channelized A checked box defines a channelized right turn lane (left turn for x
left-hand model) for the approach.
Channelized For a channelized turn lane, defines the control for entering the x
Control mainline traffic.
Options: SC (Signal Control), Stop, Yield, Target Lane (free)
Channelized Radius of the channelized turn that tangentially approximates to ft or m x

Radius the outer boundary of the two approaches of the turn movement.
Default = 20 ft. Range = 0 – approach link length
Right Turn on A checked box turns on right turn on red (RTOR) for right turn x
Red movement (left turn for left-hand model).

8.1.3 Roundabout Intersection Setup

The Intersection Setup table for roundabout intersections is shown in Figure 5: Intersection
Setup: Roundabout Intersection Setup Table.
Figure 5: Intersection Setup: Roundabout Intersection Setup Table
The intersection setup table for the roundabout control type includes all of the common
parameters listed for the unknown control type, plus the parameters listed in Table 4:
Intersection Setup: Roundabout Intersection Setup Parameters.
Table 4: Intersection Setup: Roundabout Intersection Setup Parameters also lists for each
parameter if applicable, units, default values, value ranges, relevant roundabout
methodology (HCM 2010 or Kimber), and ANM if the parameter is used when exporting to
Vissim. Some of the geometry parameters for the Kimber methodology have a letter
reference (i.e. (D)) at the beginning of their description referring to parameter reference in
Figure 6: Description of the Node Geometry for the Kimber model.

Table 4: Intersection Setup: Roundabout Intersection Setup Parameters

KIMBER
ANM
2010
Analysis Intersection capacity analysis methodology for selected
Method intersection and control type. If a global analysis methodology is
defined under the global parameters dialog, then the analysis
method in the intersection setup table does not apply.
[Roundabout options: HCM 2010, Kimber]
Lane Width Width of the travel lane ft or m x x x

Default = 12 ft (3.7 m), Range = any real number
No. of Lanes Defines how many lanes of the approach geometry are pocket x x x
in Pocket lanes. A pocket lane is a lane added on the approach of an
intersection. Pocket lanes are most commonly used for turning
movements, but may be used for through movements as well. The
pocket lanes are always defined to either the left or right of the
through movement. For the example case of a two-lane road with
the approach lane geometry of a 1-Left, 2-Thru, 1-Right, there
would be 1 pocket lane defined each for the left and right lanes. In
a more complex example, a two-lane road with the approach lane
geometry of 1-Left, 3-Thru, 1-Right, there would be 1 pocket lane
for the left and 2 pocket lanes to the right.
Pocket Length of the respective pocket lane(s) ft or m x

Length Default = 0; Range = 0 – approach link length
Speed Speed of selected approach mph or x x x

Default = 30 mph (48.3 km/h); Range = 1 - 255 km/h

Default = 0; Range = 0.00 – 100.00
Crosswalk A checked box defines a crosswalk on the selected approach x
Crosswalk Width of the crosswalk. This parameter is used if exporting to ft or m x

Width Vissim. In Vissim the crosswalks are modeled using two opposing
links, so each link has half the width of the full crosswalk width. A
crosswalk with of 5 ft will generate a 10 ft crosswalk after exporting
to Vissim.
Crosswalk Distance of the crosswalk setback from the line of sight on the ft or m
Setback approach.
Default = 0; Range = 0 – 300 ft (91.4m)
Bypass Lane A checked box defines a channelized right turn lane (left turn for x
left-hand model) for the approach.
Bypass For a channelized turn lane, defines the control for entering the x
Control mainline
Default = Yield; Options: Without, Stop, Yield, Target Lane (free)

Bypass Radius of the bypass turn lane that tangentially approximates to ft or m

Radius the outer boundary of the two approaches of the turn movement.
Default = 20 ft; Range = 0 – approach link length
Entry Lane (E) Width of the approach directly at entry across all lanes. ft or m x x
Width Default = sum of the approach lane widths.
Entry Radius (R) Radius of the entry on the specified approach. More ft or m x x
specifically the radius which tangentially approximates to the outer
circle of the roundabout and the outer boundary of the approach.
Default = 50 ft (15.2 m); Range = 0 - 500 ft (152.4 m)
Entry Angle (Φ) See Figure 6: Description of the Node Geometry for the degrees x x
Kimber model
Default = 45 degrees; Range = 0 – 180 degrees
Approach (V) Road width of the approach without any turn pockets. ft or m x x
Half Width Default = 10 ft (3.1 m); Range = 5 - 50 ft (1.5 - 15.2 m)
Flare Length (L‘) Half of the Length of the approach segment between the ft or m x x
points where Entry Lane Width and Approach Half Width are
measured.
Default = 60 ft (18.3 m); Range = 3 – 60 ft (0.9 – 18.3 m)
Grade (SEP) Distance between approach and exit of the same node leg. ft or m x x
Separation For regular roundabouts specify 0 ft. With values > 0 you describe
the approaches at expanded roundabouts where the approach is
far away from the exit of the same leg.
Default = 0; Range = 0 - 300 ft (91.4 m)
No. of Number of lanes in the circle that conflict with the entry. x x
Circulating
Lanes
No. of Exit Number of exit lanes on the specified approach. x

Lanes
Exit Lane Width of the exit lane on the specified approach. If there is more ft or m x
Width than one exit lane, then each lane will use this value.
Default = 12.0 ft (3.66 m); Range = 8 – 60 ft (2.4 – 18.3 m)
Exit Radius Radius of the exit on the specified approach. ft or m x x

Inscribed (D) External diameter of the roundabout. For asymmetric ft or m

Circle roundabouts specify the radius related to the environment of the
Diameter specified approach.
Default = 75ft; Range = 32.8 – 656.2 ft (10 – 200 m)
Circulatory Width of the circulatory roadway. ft or m x

Roadway Default = sum of lane width for the approach; Range = 3 – 500 ft
Width (0.9 – 152.4 m)
Splitter Island A checked box defined presence of a splitter island for the x
selected approach.

Splitter Island Length of the Splitter Island measured from the outside boundary ft or m x x
Length of the circle.
Splitter Island Width of splitter island at the outside boundary of the circle. ft or m x
Width Default = 0; Range = any real number
Figure 6: Description of the Node Geometry for the Kimber model
8.1.4 Two-way Stop and All-way Stop Intersection Setup

The Intersection Setup table for signalized intersections is shown in Figure 7: Intersection
Setup: Two-way & All-way Stop Intersection Setup Tables.

Figure 7: Intersection Setup: Two-way & All-way Stop Intersection Setup Tables
The intersection setup tables for the all-way and two-way stop control types include all of the
common parameters listed for the unknown control type, plus the parameters listed in Table
5: Intersection Setup: Two-way & All-way Stop Intersection Setup Parameters. Table 5:
Intersection Setup: Two-way & All-way Stop Intersection Setup Parameters also lists for each
parameter if applicable, units, default values, value ranges, relevant unsignalized
methodology (HCM 2010 or HCM 2000), and ANM if the parameter is used when exporting
to Vissim.
Table 5: Intersection Setup: Two-way & All-way Stop Intersection Setup Parameters
ANM
2000
2010
Analysis Intersection capacity analysis methodology for selected intersection
Method based on control type. If a global analysis methodology is defined
under the global parameters dialog, then the analysis method in the
intersection setup table does not apply. [All-way & Two-way Stop
options: HCM 2010, HCM 2000]
Lane Width Width of the travel lane ft or m x x x

Default = 12 ft (3.7 m), Range = any number

No. of Lanes Defines how many lanes of the approach geometry are pocket lanes. x x x
in Pocket A pocket lane is a lane added on the approach of an intersection.
Pocket lanes are most commonly used for turning movements, but
may be used for through movements as well. The pocket lanes are
always defined to either the left or right of the through movement.
For the example case of a two-lane road with the approach lane
geometry of a 1-Left, 2-Thru, 1-Right, there would be 1 pocket lane
defined each for the left and right lanes. In a more complex example,
a two-lane road with the approach lane geometry of 1-Left, 3-Thru,
1-Right, there would be 1 pocket lane for the left and 2 pocket lanes
to the right.
Pocket Length Length of the respective pocket lane(s) ft or m x x x

Median A checked box defines a center median for the approach. A median x
is a dividing separation between opposing directions on an
approach.
Median Length of the median for the selected approach measured upstream ft or m x
Length from the stop bar location.
Median width Width of median for selected approach ft or m x

Default = 0; Range = 0 – any real number
Speed Speed of selected approach mph or km/h x

Default = 30 mph (48.3 km/h); Range = 1 - 255

Default = 0; Range = 0.00 – 100.00
Crosswalk A checked box defines a crosswalk on the selected approach x
Crosswalk Width of the crosswalk. This parameter is used if exporting to Vissim. ft or m x

Width In Vissim the crosswalks are modeled using two opposing links, so
each link has half the width of the full crosswalk width. A crosswalk
with of 5 ft will generate a 10 ft crosswalk after exporting to Vissim.
Channelized A checked box defines a channelized right turn lane (left turn for left- x
hand model) for the approach.
Channelized For a channelized turn lane, defines the control for entering the x
Control mainline traffic.
Options: SC (Signal Control), Stop, Yield, Target Lane (free)
Channelized Radius of the channelized turn that tangentially approximates to the ft or m x

Radius outer boundary of the two approaches of the turn movement.
Default = 20ft; Range = 0 – approach link length

8.2 Volumes
One of Vistro’s most powerful features is its trip accounting capability. With Vistro there are
multiple layers of volumes and adjustments that can be entered to result in the desired
analysis volume. When performing a traffic impact analysis (TIA) in Vistro, trips associated
with a development are automatically calculated for each turn movement in the network once
the trip generation, distribution, and assignment have been performed. Additionally, Vistro
provides place holders to make volume adjustments, such as in-process trips from an
already approved, but not yet built development that needs to be included in the analysis.
In the case of a non-TIA project, all of the TIA-related parameters are grouped together and
can be collapsed in the volume setup table by using the arrow button to the left of the TIA
Demand header. Parameters that appear italicized in the volume setup table are calculated
values. The Volumes workflow task table is shown in Figure 8: Volumes Table. All
parameters in the volume setup table are described below in Table 6: Volumes Parameters.
Figure 8: Volumes Table

Table 6: Volumes Parameters

Basic Volume Inputs
Number Unique number of the intersection. Intersections are numbered

consecutively, however the preset number may be overwritten by another
number that does not already exist in the network.
Intersection Name of Intersection
Approach Direction of approach as defined under the intersection setup table.
Lane Configuration Shows lane configuration as defined in intersection setup table.
Turning Movement Identifies the movement (Left, Thru, Right, U-Turn)
Base Volume Input Summary of Base Volume Input, description below. veh/h
Total Analysis Summary of Total Analysis Volume, description below veh/h

Volume
Base Volume Input Base traffic volume input by user. veh/h
Base Volume User definable adjustment factor to apply if desired to base volume input.
Adjustment factor An example application would be a seasonal adjustment factor.
Default = 1.0000; Range = 0 - 99.9000
Final Base Volume Base volume representing the base condition. veh/h
= Base Volume Input * Base Volume Adjustment Factor
Heavy Vehicles Percent of heavy vehicles for each turn movement.

Percentage Default = 2; Range = 0 – 100
Growth Rate Growth rate to be applied as multiplicative factor to adjust volume to future
year analysis.
Default = 1.000;
TIA Demand
In-Process Volume User definable volume input typically used to account for trips already veh/h
approved by a nearby development that is not yet in place.
Future Background Future volumes before any trips are added for the new development. veh/h
Volume = Final Base Volume * Growth Rate + In-Process Volume
Site-Generated Trips Trips calculated from the new development(s) based on the trip generation, veh/h
distribution, and assignment paths. Making changes to any component of
the trip generation process will result in a change to this value.
Diverted Trips Trips attracted from the traffic on roadways within the vicinity of the veh/h
development site but require a diversion from that roadway to another
roadway to gain access to the site. Diverted trips add traffic to the roadways
adjacent to a site. Value may be negative or positive.
Pass-by Trips Trips made as intermediate stops to the development on the way from an veh/h
origin to a primary trip destination. This field is used in tandem with the Trip
Generation for a zone. Primary trips (non-passby) can be generated and
assigned to the study network, while pass-by adjustments at project
driveways can be entered in these fields. Value may be negative or positive.

Existing Site User defined volume adjustment to account for trips either added or veh/h
Adjustment Volume removed due to changes in the land use to accommodate the new
development. For example, an existing apartment complex is removed to
allow construction of a new retail shop. In this case, trips from the apartment
complex have been accounted for in the base volume and now need to be
removed. This parameter may be positive or negative.
Net New Trips Total new trips added to the system after accounting for all adjustments. veh/h
= Site Generated + Diverted + Pass-by + Existing Site Adjustment Volume
Additional Volume Adjustments and Calculations
Other Volume User definable volume not accounted for by other volume parameters veh/h
Future Total Volume Total future volume after all site generated trips and volume adjustments veh/h
have been made.
= Future Background Volume + Net New Trips + other volume
Right-Turn on Red Volume adjustment to account for vehicles per hour that turn right on a red veh/h
Volume signal. Value is positive.
Total Hourly Volume Total hourly future volume after accounting for right-turn on red veh/h
Peak Hour Factor PHF based on the Highway Capacity Manual used to adjust the hourly
volume to reflect the 15-minute peak flow rate.
Default = 1.0000; Range = 1 – 1.0000
Other Adjustment User defined adjustment factor to account for factors not accounted for by
Factor any other parameter.
Default = 1.0000; Range = 1 – 99.9000
Total 15-Minute Estimated total vehicles during the highest 15-minute period of the peak vehicles
Volume hour.
= (Total Hourly Volume * 0.25 / PHF) * Other Adjustment Factor
Total Analysis Calculated total analysis volume, including all volume adjustments and veh/h
Volume factors defined.
= Total 15-Minute Volume * 4
Presence of On- Checkbox to indicate on-street parking is present and a factor in the
Street Parking analysis
On-Street Parking Number of on-street parking maneuvers per hour that occur on the #/h
Maneuver Rate approach adjacent to the movement indicated
Local Bus Stopping Number of bus stop maneuvers per hour that occur on the approach #/h
Rate
Pedestrian Volume Pedestrian volume on crosswalk of selected approach. This volume is Peds/h
utilized in the HCM calculation and to generate pedestrian input for
crosswalks when exporting to Vissim
Bicycle Volume Bicycle volume crossing selected approach as similar to the pedestrian Bicycles/h
crossing(signalized intersections only).

8.3 Traffic Control

This section of the manual provides a listing of all of the traffic control parameters and their
definitions. The traffic control input tables are unique to each control type and the specified
methodology. Some parameters are inputs, whereas others are calculated values.
Calculated values in italics are not editable. Some calculated parameters may be overridden
by the user. A full description of the methodologies can be found in Analysis Methods on
page 154.
8.3.1 Signalized Traffic Control

The traffic control workflow tables are presented for each of the signalized intersection
analysis methods, including HCM 2010, HCM 2000, Circular 212 and ICU.
8.3.1.1 HCM 2010 and HCM 2000 for Signalized Intersections

The Traffic Control table for the HCM 2010 and HCM 2000 methods for signals is shown in
Figure 9: Traffic Control Table: HCM 2010 and HCM 2000 for Signalized Intersections .
Table definitions are presented in Table 7: Traffic Control Parameters: HCM 2010 and HCM
2000 for Signalized Intersections.
Figure 9: Traffic Control Table: HCM 2010 and HCM 2000 for Signalized Intersections



Table 7: Traffic Control Parameters: HCM 2010 and HCM 2000 for Signalized Intersections
Intersection Settings
Analyze A check box indicates this intersection will be included in the analysis and reports.
Intersection?
Analysis Period Time period for the analysis, either 15 min or 1 hr
A check box indicates the intersection is in a central business district. When active
Located in CBD sets the area type (saturation flow) adjustment factor to 0.90. See HCM for
description of CBD area.
Each signal controller has a unique ID number. This value defaults to the
Controller ID intersection number, but can be changed for intersections that are controlled by a
controller common to another intersection.
Signal Coordination Signalized intersections of the same sub group are coordinated collectively.
Group Multiple sub groups (coordinated routes) are permitted.
Controller cycle length. This is the maximum time it will take for each signal group
Cycle Length S
to cycle once. The cycle length is only used for coordination.
Defines coordination as Free, Time of Day Pattern Coordinated, or Time of Day

Coordination Type
Pattern Isolated.
Defines whether the controller operates as fixed time, fully actuated or semi-
Actuation Type
actuated.
When coordinated, the local cycle timer will be offset from the master cycle timer
Offset S
by the defined offset time relative to the reference point.

This is the point in the cycle where the master cycle timer will be equal to the
defined Offset time when the controller is coordinated and not in transition
(offset seeking). The selections are:
 LagFO (Lagging Force-Off) – The reference point will be at the force-off

point for the lagging coordinated signal group.
 LeadGreen (Leading Start of Green) – The reference point will be at the

start of the leading coordinated signal group green (the computed start of
green, note that the signal group may actually return to green early if there
is lack of demand on opposing movements).
 LagEnd (End of Lagging Red) – The reference point will be at the end of
Red Clear for the lagging coordinated signal group.
 CoordEnd (End of Coordinated Group Red) – The reference point will be

Offset Reference at the end of red for the last signal group in the concurrent barrier group
with the coordinated signal groups.
Figure 10: Coordination Offset Reference Modes

This setting defines the permissive mode for the coordination pattern.
The permissive mode controls the method in which permissive periods are
opened and closed for all non-coordinated signal groups. The controller will only
yield to signal groups that are permissive following the end of green on each
coordinated signal group. The permissive modes are as follows:
 SingleBand – The permissive period for non-coordinated signal groups will

open:
At the beginning of the coordinated signal group green for signal groups in
the same ring and concurrent barrier group as the coordinated signal
group, or
At the beginning of the lagging coordinated signal group green for signal
groups outside of the same concurrent barrier group as the coordinated
signal groups.
The permissive period for non-coordinated signal groups will close:
When there is no longer enough time to clear all timing signal groups and
serve the longer of the Minimum Green or Permissive Green on the signal
group, or
When the signal group is in a different concurrent barrier group then the
Permissive Mode coordinated signal groups and any coordinated signal group has yielded
to a signal group that is sequentially before the coordinated signal group,
in the same ring and concurrent barrier group (i.e. a lagging coordinated
signal group yielding to its opposing left turn will close all cross street
permissive periods for the remainder of the cycle).
 MultiBand – The permissive period for non-coordinated signal groups will

open:
The same as Single Band Permissive operation above, but only for the
first signal group in each ring that sequentially follows the coordinated
signal group.
For each subsequent signal group, the permissive period will open once
the previous signal group’s permissive period closes (Only one signal
group per ring can be permissive at any given time).
The permissive period for non-coordinated signal groups will close the
same as they do for Single Band Permissive operation above.
 Reservice – The permissive mode will operate the same as Single Band
Permissives until the coordinated signal groups yield to a non-coordinated
movement. ALL signal groups will be allowed to reserve. After the
coordinated signal groups yield once:

 Signal Groups in the non-coordinated barrier group will be allowed to

reserve if there is enough time to serve the minimum green time (or
minimum permissive green time if greater than minimum green time)
and still be able to have the leading coordinated signal group green by
the start of its split:
 Signal Groups in the coordinated barrier group will be allowed to reserve

if there is enough time to serve the minimum green time (or minimum
permissive green time if greater than minimum green time) and still be
able to have the coordinated signal group in the same ring green by the
start of its split.
Figure 11. Permissive Modes Coordination
Permissive Mode
(continued)
Total time per cycle not effectively being used due to driver reaction time,
Lost Time acceleration, and deceleration at the start and end of active signal groups. This is S
typically three to four seconds per signal group, times the number of signal groups.
Phasing and Timing
Defines control of movements as: permissive; protected; protected / permissive;

Control Type
split; overlap.
Allow Lead/Lag Checkbox to allow for lead/lag optimization.

Optimization
Signal Group The signal group is the signal phase number.

All signal groups serving the movement. When the Control Type is “Overlap” and
Auxiliary Signal
the Signal Group for the Overlap phase is entered, the Auxiliary Signal Groups cell
Groups
is active and allows selections of any phases with which this movement overlaps.
Lead/Lag Selection for Lead or Lag left turn for protected phasing.
Minimum Green Minimum green time that the signal group will serve before changing to yellow. S
Maximum time that the signal group will be allowed to extend before it will max-out.
Maximum Green A max-out will make a signal group eligible to terminate, even though it may not S
have gapped-out. This parameter when exported to RBC is reflected as Max1.
Amber Time a signal group will time an amber interval before advancing to red. S
Time a signal group will time red before a conflicting signal group will be allowed to
All red S
begin timing.
Amount of time allocated in the cycle for each signal group to time. The split
includes the time it will take the green, yellow, and red intervals to time for each
signal group. The split should at least accommodate the signal group Min Green
Split plus Yellow Clearance plus Red Clearance time, but it does not necessarily need S
to accommodate the full pedestrian service time for an actuated pedestrian signal
group. The sum of the splits of all signal groups in each ring should add up to the
Cycle Length.
Allowed time between successful vehicle extensions before a signal group will gap
Vehicle Extension out. This parameter may be referred to as passage in some controllers and does S
not affect the capacity calculation.
Minimum time a signal group will display a walk indication before advancing to the
Walk pedestrian clearance interval (flashing don’t walk). A signal group may not advance S
to yellow while the pedestrian movement is in the walk interval.
Time a signal group will display a flashing don’t walk indication before advancing to
Pedestrian
solid don’t walk. A signal group may not advance to Yellow while the pedestrian S
Clearance
movement is in the pedestrian clearance interval.
l1, Start-Up Lost Additional time needed to react to the initiation of the green signal and then
S
Time accelerate.
l2, Clearance Lost Time between signal indication changes during which the intersection is not used
S
Time by vehicles.
Coordinated Identifies the coordinate signal groups for the signal controller.
Signal groups flagged for this option will receive an automatic vehicle call
Minimum Recall regardless of actuation and time for at least its minimum green time. The green
time may extend beyond the minimum if demand is present.
Signal groups flagged for this option will receive an automatic vehicle call and
extension. The maximum green timer will unconditionally begin timing at the
Maximum Recall
beginning of green. Normally, the maximum green timer will only time if there are
opposing calls to the signal group.
Signal groups flagged for this option will receive an automatic pedestrian call and
Pedestrian Recall
time for the full walk plus pedestrian clearance time.

When a signal group has a call in the next barrier group, concurrent phases in that
barrier group may not have a call. In such case both the signal group with the call
and the signal group with no call will begin timing when the barrier is crossed if
Dual Entry both signal groups are flagged with Dual Entry. This feature is often used for S
through movement signal groups such that if one signal group is called, the signal
group in the opposite direction will automatically serve, even if it does not have a
call.
Detector Checkbox to choose detector.
Detector Location Distance upstream of stop bar of leading edge of detector. ft / m
Detector Length Length of detector. ft / m
I, Upstream Adjustment factor to account for the effect of an upstream signal on vehicle arrivals
Filtering Factor to the subject movement group. This is currently user-defined.
Exclusive Pedestrian Phase
Pedestrian Signal The signal phase number for the exclusive pedestrian phase.
Group
Minimum time the exclusive pedestrian signal group will display a walk indication
before advancing to the pedestrian clearance interval (flashing don’t walk). A signal
Pedestrian Walk S
group may not advance to yellow while the pedestrian movement is in the walk
interval.
Time the exclusive pedestrian signal group will display a flashing don’t walk
Pedestrian
indication before advancing to solid don’t walk. A signal group may not advance to S
Clearance
Yellow while the pedestrian movement is in the pedestrian clearance interval.
Lane Group Calculations
Lane Group Lane or group of lanes designated for analysis

Control Type
split; overlap.
Controller cycle length. This is the maximum time it will take for each signal group
C, Cycle Length s
to cycle once. The cycle length is only used for coordination.
L, Total Loss Time Total lost time per cycle for specified lane group.
s
per Cycle
l1, Start Up Loss Time consumed to react and begin acceleration after signal group initiates green.
s
Time Default = 2.0s
Time consumed at the end of a signal group not serving traffic due to drivers
l2, Clearance Loss decelerating and stopping in reaction to an amber indication. s
Time
Default = 3.0s
Green Time Start Start of the signal group green time in the local cycle. s
Green Time End End of the signal group green time in the local cycle. s
G, Actual Green Displayed green time per cycle.

s
Time
g_i, Effective Green Amount of green time where vehicles proceed at the saturation flow rate.
s
Time
g/C, Green / Cycle The ratio of the effective green time of a signal group to the cycle length. s

(v/s)_i, Volume / The ratio of the volume to the saturation flow rate for the specified lane group.
Saturation Flow veh/h
Rate
Critical Lane Group Lane groups with the highest flow rate are indicated as critical.
Saturation Flow Calculations

Control Type
split; overlap.
so, Base Saturation Saturation flow rate for base (ideal) conditions
veh/h/ln
Flow Rate Default = 1900 veh/h/ln
N, Number of Number of lanes in the lane group

Lanes
f_w, Lane Width Factor for lane width adjustment

Adjustment
f_HV, HGV Adjustment factor for heavy vehicles

Adjustment
f_g , Grade Adjustment factor for the approach grade

Adjustment
f_p, Parking Adjustment factor for parking operations adjacent to travel lane
Adjustment
f_bb, Bus Blocking Adjustment factor for bus periodically blocking travel lane at transit stop
Adjustment
f_a, Area Type Adjustment factor for CBD designation

Adjustment
f_LU, Lane Adjustment factor for non-balanced lane utilization

Utilization
Adjustment
Override Calculated Checkbox to activate user input for Lane Utilization Adjustment Factor
Lane Utilization Adj
f_LU,u, User- User-defined Lane Utilization Adjustment Factor. When this is defined, this value
defined Lane will be used in place of the calculated f_LU.
Utilization
Adjustment
p_LT, Proportion Proportion of left-turning vehicles in the lane

%
Left Turns
p_RT, Proportion Proportion of right-turning vehicles in the lane

%
Right Turns
f_LT, Left Turn Adjustment factor to reflect left-turn geometry

Adjustment
f_RT, Right Turn Adjustment factor to reflect right-turn geometry

Adjustment

f_Lpb, Left Turn Pedestrian adjustment factor for left-turn groups

Pedestrian
Adjustment
f_Rpb, Right Turn Pedestrian adjustment factor for right-turn groups

Pedestrian
Adjustment
Total Saturation Aggregated adjustment factor; the product of the various saturation flow
Flow Adjustment adjustments.
s , Calculated Final Calculated final saturation flow rate after all adjustments have been taken into
Saturation Flow account. veh/h/ln
Rate
Override Calculated Checkbox to activate user input for Saturation Flow Rate
Saturation Flow
Rate
User-Defined User-defined Saturation Flow Rate. When this is defined, this value will be used in
Saturation Flow place of the Calculated Final Saturation Flow Rate veh/h/ln
Rate
Level of platooning in traffic arriving at the selected approach.

Arrival Type
Default = 3; Range = 1 – 6 (very poor – exceptional coordination)
Capacity Analysis

Control Type
split; overlap.
V, Volume Lane group volume (total analysis volume) veh/h
s, Saturation Flow Final saturated flow rate (calculated or user-defined)

veh/h
Rate
c, Capacity Effective capacity, taking into account all opposing flows etc. veh/h
g/C, Green / Cycle The ratio of the effective green time of a signal group to the cycle length
X, Volume / The ratio of the total analysis volume (flow rate) to the capacity
Capacity
The first term of the equation for lane group control delay, assuming constant
d1, Uniform Delay s
arrival and departure rates during a given time period. (1)
k, incremental delay Incremental delay factor used to account for the effect of controller type on delay.
calibration factor Default = 0.50
The second term of lane group control delay, accounting for delay due to the effect
d2, Incremental of random, cycle-by-cycle fluctuations in demand that occasionally exceed capacity
s
Delay, (i.e., cycle failure) and delay due to sustained oversaturation during the
analysis period. (1)
The third term of lane group control delay, accounting for delay due to a residual
d3, Initial Queue queue identified in a previous analysis period and persisting at the start of the
s
Delay current analysis period. This delay results from the additional time required to clear
the initial queue. (1)

Describes the quality of signal progression for the corresponding movement group.
Rp, Platoon Ratio
Values based on HCM look-up table for arrival type.
P, Proportion Proportion of vehicles arriving during the green indication

%
Arriving on Green
PF, Progression Delay adjustment factor based on the progression quality

Factor
Lane Group Results
X, Volume/Capacity The ratio of the total analysis volume (flow rate) to the capacity
for Lane Group
d, Delay for Lane Control delay for lane group

s/veh
Group
Lane Group LOS Level-of-service for lane group
Critical Lane Group Lane groups with the highest flow rate are indicated as critical.
50th-Percentile 50th percentile queue length measured in number of vehicles

veh
Queue Length
50th-Percentile 50th percentile queue length measured in feet

ft
Queue Length

veh
Queue Length

ft
Queue Length
Movement, Approach, & Intersection Results
d_M, Delay for Control delay per movement

s/veh
Movement
Movement LOS Level-of-service for movement
Critical Movement
d_A, Approach Average control delay by approach

s/veh
Delay
Approach LOS Level-of-service for approach
d_I, Intersection Average control delay for intersection

s/veh
Delay
Intersection LOS Level-of-service for intersection
Intersection V/C Volume-to-capacity ratio for the intersection
Sequence Editor
Ring 1 User defines the Signal Groups that occur on Ring 1
Ring 2 User defines the Signal Groups that occur on Ring 2, if applicable

8.3.1.2 Sequence Editor and Timing Diagram

In addition to the tabular data required for analysis, the HCM 2010 and HCM 2000 methods
also take into account specific signal timing setups. This is done through the data inputs for
Phasing & Timing along with the definition of the Signal Group / phase sequence.
Upon defining the signal groups in the Phasing & Timing subtable, the user can define the
sequence using one of the following methods.
For simple intersection setups with standard phasing using only two rings and two barriers
(standard 2-, 4-, 6-, or 8-phase intersections), define the lane configuration, priority scheme
(major, minor), and control type for the intersection. Then, simply click on the Create Default
Signalization icon . This will set the signal group numbers and create the sequence
automatically. This sequence can be updated or changed manually. Clicking on the
Signalization icon again will reset the signal group numbers and sequence to the default
signalization.
To define the sequence manually and for more complex intersection setups, the Sequence
Editor allows sequence definitions across up to 4 rings and up to 8 barriers:
To define phase sequence, go to the desired cell and use the drop-down menu to select from
the available signal groups.
To insert a barrier, click anywhere on the divider between the two columns where the barrier
should be inserted. To remove a barrier, click on the barrier again to toggle it off.
Once the sequence is defined, the timing diagram will appear directly below showing the
signal group numbers and associated splits for all vehicular and pedestrian signal groups
defined in the Sequence Editor.

8.3.1.3 Circular 212 for Signalized Intersections

The Traffic Control table for the Circular 212 methods for signals is shown in Figure 12:
Traffic Control: Circular 212 for Signalized Intersections Table. Table definitions are
presented Table 8: Traffic Control Parameters: Circular 212 for Signalized Intersections.
Figure 12: Traffic Control: Circular 212 for Signalized Intersections Table

Table 8: Traffic Control Parameters: Circular 212 for Signalized Intersections
Analyze A check box indicates this intersection will be included in the analysis and
Intersection? reports.
Phasing & Timing

Control Type
split; overlap.

Optimization
All signal groups serving the movement. When the Control Type is “Overlap”
Auxiliary Signal and the Signal Group for the Overlap phase is entered, the Auxiliary Signal
Groups Groups cell is active and allows selections of all phases this movement
overlaps with.
Saturation Flow
so, Base Base saturation flow rate

Saturation Flow Veh/h/ln
per Lane

Lanes
Critical Critical Movements for the intersection

Movement
Intersection LOS Level-of-service for the intersection
Sequence Editor
Ring 1 User defines the Signal Groups that occur on Ring 1

8.3.1.4 ICU for Signalized Intersections

The Traffic Control table for the Circular 212 methods for signals is shown in Figure 12:
Traffic Control: Circular 212 for Signalized Intersections Table. Table definitions are
presented Table 8: Traffic Control Parameters: Circular 212 for Signalized Intersections.
Figure 13: Traffic Control: ICU for Signalized Intersections Table

Table 9: Traffic Control Parameters: ICU for Signalized Intersections
Controller cycle length. This is the maximum time it will take for each signal
Cycle Length s
group to cycle once. The cycle length is only used for coordination.
Total time per cycle not effectively being used due to driver reaction time,
acceleration, and deceleration at the start and end of active signal groups.
Loss Time s
This is typically three to four seconds per signal group, times the number of
signal groups.
Phasing & Timing
Defines control of movements as: permissive; protected; protected /

Control Type
permissive; split; overlap.

Optimization
All signal groups serving the movement. When the Control Type is “Overlap”
Auxiliary Signal and the Signal Group for the Overlap phase is entered, the Auxiliary Signal
Groups Groups cell is active and allows selections of all phases this movement
overlaps with.
Saturation Flow
so, Base Base saturation flow rate

Saturation Flow Veh/h/ln
per Lane

Lanes
Critical Critical movements for the intersection

Movement
Intersection LOS Level-of-service for the intersection

8.3.2 Roundabouts
The traffic control workflow tables are presented for each of the roundabout intersection
analysis methods, including HCM 2010 and Kimber.
8.3.2.1 HCM 2010 for Roundabout Intersections

The Traffic Control table for the HCM 2010 method for roundabouts is shown in Figure 14:
HCM 2010 Traffic Control Table: HCM 2010 for Roundabout Intersections Table definitions
are presented in Table 10: Traffic Control Parameters: Roundabouts - HCM 2010 for
Roundabout Intersections.
Figure 14: HCM 2010 Traffic Control Table: HCM 2010 for Roundabout Intersections

Table 10: Traffic Control Parameters: Roundabouts - HCM 2010 for Roundabout
Intersections
A check box indicates this intersection will be included in the analysis and
Analyze Intersection?
reports.
Analysis Period Time period for the analysis, either 15 min or 1 hr.
Number of Conflicting Number of lanes directly in conflict with the approach entry lanes.
Circulating Lanes
Number of vehicles circulating in the roundabout and passing in front of

Circulating Flow Rate
the entry approach, conflicting with the entry flow. veh/h
Exiting Flow Rate Number of vehicles exiting on the specific approach. veh/h
Demand Flow Rate Volumes represented as an hourly flow rate veh/h
Adjusted Demand Flow Demand Flow Rate adjusted for heavy vehicles
Rate veh/h
Lanes
Overwrite Calculated Checkbox to allow for overwriting of calculated critical headway value.
Critical Headway?
User-Defined Critical Value of critical headway, if defined by user

Headway s
Overwrite Calculated Checkbox to allow for overwriting of calculated critical follow-up time
Critical Follow-Up Time? value.
User-Defined Critical Value of critical follow-up time, if defined by user

Follow-Up Time s
A (intercept) Capacity model intercept based on follow-up headway used for calibration
Capacity model coefficient based on critical and follow-up headway used

B (coefficient)
for calibration
Adjustment factor for heavy vehicles, based on heavy vehicle percentage

HV Adjustment Factor veh/h
input in volumes table.
Entry flow rate Approach entry flow rate by lane veh/h
Capacity of Entry and Total capacity of entry and bypass lanes by approach
veh/h
Bypass Lanes
Capacity reduction factor to account for impedance of conflicting

Pedestrian impedance
pedestrians
Capacity per Entry Lane Entry capacity converted to vehicles per hour veh/h
X, volume / capacity Volume to capacity ratio per lane of entry
Average Lane Delay Average control delay per lane of entry s/veh
Lane LOS Level-of-s2ervice per lane of entry

95th-Percentile Queue 95th percentile queue length measured in number of vehicles

veh
Length
95th-Percentile Queue 95th percentile queue length measured in feet

ft
Length
Approach Delay Average control delay for the selected approach s/veh
Approach LOS Level-of-service for the selected approach
Intersection Delay Intersection average control delay s/veh
Intersection LOS Intersection Level-of-service
8.3.2.2 Kimber for Roundabout Intersections

The Traffic Control table for the Kimber method for roundabouts is shown in Figure 15:
Kimber Traffic Control Table: Kimber for Roundabout Intersections. Table definitions are
presented in Table 11: Traffic Control Parameters: Roundabouts - Kimber for Roundabout
Intersections.
Figure 15: Kimber Traffic Control Table: Kimber for Roundabout Intersections

Table 11: Traffic Control Parameters: Roundabouts - Kimber for Roundabout

Intersections
Capacity Analysis
In the queue length formula by Kimber-Hollis, the c-factor describes

Kimber Hollis c-Factor
the variability of the inflow.
Approach Entering Volume Entering volume on approach determined from volume inputs. veh/h
Approach Conflicting Volume Circulating volume conflicting to specified approach. veh/h
Approach Capacity Approach capacity in passenger car units per hour veh/h
Approach Queue Length Expected queue length at the end of the observation period veh
Approach Delay Mean permitted delay in the observation period s/veh
Approach LOS Entry level-of-service based on Kimber mean delay and HCM 2010
unsignalized LOS table.
Intersection Delay Intersection average delay s/veh

8.3.3 Two-way Stop Controlled Intersections

The traffic control workflow tables are presented for each of the two-way stop controlled
intersection analysis methods, including HCM 2010 and HCM 2000.
8.3.3.1 HCM 2010 for TWSC Intersections

The Traffic Control table for the HCM 2010 method for two-way stops is shown in Figure 16:
Traffic Control Table. Table definitions are presented in Table 12: Traffic Control Parameters:
HCM 2010.
Figure 16: Traffic Control Table: HCM 2010 and HCM 2000 for TWSC Intersections


Table 12: Traffic Control Parameters: HCM 2010 and HCM 2000 for TWSC Intersections
Priority Scheme Defined approach as either free or stop controlled
Flared Lane A check box to indicate a flared lane on the stop-controlled approach
Storage Area Number of vehicles that can be stored in the flared section veh
Two-Stage Gap A check box to indicate two-stage gap acceptance is applicable

Acceptance
Number of Number of vehicles that can be stored in the median

Storage Spaces veh
in Median
Population < Flag to indicate intersection is in an area with a population of less than 10,000
10000 (Signal people; used for signal warrant analysis
Warrants)
Capacity Analysis
Calculated Rank Movement ranking in the priority hierarchy
v_c, Conflicting Total conflicting volume (flow rate) for selected turning movement
veh/h
Flow Rate
Total conflicting volume (flow rate) for selected turning movement for stage 1
v_c, Stage 1 veh/h
of 2 during two-stage gap acceptance
Total conflicting volume (flow rate) for selected turning movement for stage 2
v_c, Stage 2 veh/h
of 2 during two-stage gap acceptance
Base critical headway based on geometry and movement. Critical headway is

t_c,Base, Base
the minimum headway in a traffic stream for one vehicle to enter from a minor s
Critical Headway
approach.
t_c,Base, Base, Base critical headway based on geometry and movement for stage 1 of 2
s
Stage 1 during two-stage gap acceptance.
t_c,Base, Base, Base critical headway based on geometry and movement for stage 2 of 2
s
Stage 2 during two-stage gap acceptance.
t_c,HV, Base critical headway adjustment factor for heavy vehicles. (1.0 for major
Adjustment streets with one lane in each direction; 2.0 for major streets with two or three s
Factor for HV lanes in each direction)
P_HV, Proportion Proportion of heavy vehicles by movement

%
of HV
t_c, G, Adjustment Base critical headway adjustment factor for grade

s
Factor for Grade
G, Percent Percent grade of approach

%
Grade

ppb,x, Pedestrian Pedestrian blockage factor or proportion of time that one lane on an
Impedance approach is blocked during 1 h. (1)
Factor
t_3,LT, Geometry Adjustment factor for intersection geometry (0.7 for minor-street left turn
s
Adjustment movement at three-leg intersections; 0.0 otherwise)
t_c,x, Calculated Calculated critical headway for selected movement after adjustments have
s
Critical Headway been made.
Calculated critical headway for selected movement for stage 1 of 2 during two-
t_c,x, Stage 1 s
stage gap acceptance after adjustments have been made.
Calculated critical headway for selected movement for stage 2 of 2 during two-
t_c,x, Stage 2 s
stage gap acceptance after adjustments have been made.
Overwrite A checkbox overrides the calculated critical headway with the user-defined
Calculated headway
Critical
Headway?
t_c,x,u, User- User-defined critical headway

Defined Critical s
Headway
User-defined critical headway for stage 1 of 2 during two-stage gap

t_c,x,u, Stage 1 s
acceptance.
User-defined critical headway for stage 1 of 2 during two-stage gap

t_c,x,u, Stage 2 s
acceptance.
Base follow-up headway. Follow-up headway is the time between the

t_f,Base, Base departure of one vehicle from the minor street and the departure of the next
s
Follow-Up Time vehicle using the same major-street headway, under a condition of continuous
queuing on the minor street. (1)
Base follow-up headway adjustment factor for heavy vehicles. (0.9 for major
t_f,HV, Adjustment streets with one lane in each direction, 1.0 for major streets with two or three
lanes in s
Factor for HV
each direction)
t_f,x, Calculated Calculated follow-up headway for selected movement after adjustments have
s
Follow-Up Time been made.
Overwrite A checkbox overrides the calculated follow-up headway with the user-defined
Calculated headway
Follow-Up Time?
t_f,x, User- User-defined follow-up headway

Defined Follow- s
Up Time
c_p,x, Potential Potential capacity of the selected movement

veh/h
Capacity
Potential capacity of the selected movement for stage 1 of 2 during two-stage

c_p,x, Stage 1 veh/h
gap acceptance
Potential capacity of the selected movement for stage 2 of 2 during two-stage

c_p,x, Stage 2 veh/h
gap acceptance

p_0,j, Prob. Of Q- Probability of a queue free state for the conflicting movement
free State
f_j,U, Rank 2 Maj. Capacity adjustment factor for presence of U-turns

U-Turn Capacity
Adjustment
Factor
f_k, Rank 3 Capacity adjustment factor that accounts for the impeding effects of
Capacity Higher-ranked movements.
Adjustment
Factor
p', Adjustment to Adjustment to the major-street left, minor-street through impedance

Impedance Factor
Factor
f_p,l, Rank 4 Capacity adjustment factor that accounts for the impeding effects of higher-
Capacity ranked movements.
Adjustment
Factor
c_m,x, Movement Total capacity of selected movement

veh/h
Capacity
Total capacity of selected movement for stage 1 of 2 during two-stage gap

c_m,x, Stage 1 veh/h
acceptance
Total capacity of selected movement for stage 2 of 2 during two-stage gap

c_m,x, Stage 2 veh/h
acceptance
c_T, Total Total capacity of exclusive lane movement

veh/h
Capacity
c_SH, Capacity Total capacity of shared lane movement

of Shared Lane veh/h
Capacity
c_R, Capacity of Total capacity of flared lane movement

veh/h
Flared Lane
V/C, Movement Volume-to-capacity ratio for the selected movement

V/C Ratio
d_M, Delay for Control delay for the selected movement

s/veh
Movement
d_Rank1, Delay to Control delay to the rank 1 vehicle

s/veh
Rank 1 Vehicle
Movement LOS Level-of-service for the selected movement
Critical Movement with the highest control delay

Movement

veh
Queue Length

ft
Queue Length

d_A, Approach Control delay for the selected approach

s/veh
Control Delay
Approach LOS Level-of-service for the selected approach
V/C_I, Worst Volume-to-capacity ratio for the movement with the worst (highest) delay value
Movement V/C
Ratio
d_I, Worst Delay value of the movement with the worst (highest) delay
Movement s/veh
Control Delay
d_I, Intersection Average delay for the intersection

s/veh
Delay
Intersection LOS LOS for the intersection (based on Worst Movement Control Delay)

8.3.4 All-way Stop Controlled Intersections

The traffic control workflow tables are presented for each of the all-way stop controlled
intersection analysis methods, including HCM 2010 and HCM 2000.
8.3.4.1 HCM 2010 and HCM 2000 for AWSC Intersections

The Traffic Control table for the HCM 2010 and HCM 2000 methods for all-way stops is
shown in Figure 17: Traffic Control Table. Table definitions are presented in Table 13: Traffic
Control Parameters: HCM 2010 & 2000.
Figure 17: Traffic Control Table: HCM 2010 and HCM 2000 for AWSC Intersections

Table 13: Traffic Control Parameters: HCM 2010 & 2000 for AWSC Intersections
Analyze A check box indicated this intersection will be included in the analysis and
Population < Flag to indicate intersection is in an area with a population of less than 10,000
10000 (Signal people; used for signal warrant analysis
Warrants)
Lanes
Flow Rate Flow rate for movement veh/h
Capacity per Capacity

veh/h
Entry Lane
Geometry Group Geometry group number based on intersection geometry

Proportion of LT Proportion of left-turning vehicles in the lane
%
Vehicles, PLT
Proportion of RT Proportion of right-turning vehicles in the lane
%
Vehicles, PRT
Headway Adjustment factor to reflect left-turn geometry
Adjustment
s
Factor for LT,
hLT-adj
Headway Adjustment factor to reflect right-turn geometry

Adjustment
s
Factor for RT,
hRT-adj
Headway Aggregated adjustment factor

s
Adjustment, hadj
Average time between departures of successive vehicles on selected

Initial Departure
approach. s
Headway
Default = 3.2s for 1st iteration
Degree of Degree of utilization based on initial departure headway and lane flow rates
Utilization, x
Departure Average time between departures of successive vehicles on selected

s
Headway, hd approach
Average time for vehicle to move up to stop bar after preceding vehicle
Move-up time, m s
departs.
Service Time, ts Average time spent by a vehicle in first position waiting to depart s
Average Lane Control delay for the selected movement

s/veh
Delay


veh
Queue Length

ft
Queue Length
Approach Delay Control delay for the selected approach s/veh
Approach LOS Level-of-service for the approach
Intersection Intersection Control delay

s/veh
Delay

Traffic Impact Analysis (TIA)
9 Traffic Impact Analysis (TIA)

Vistro provides all the functionality to complete a traffic impact analysis. The Workflow Panel
provides the steps required to complete your TIA analysis:
1. Trip Generation: Input all the trip generation data for each zone
2. Trip Distribution: Use the tables to distribute trips between Zones and Gates
3. Trip Assignment: Assign development trips to the network along the previously built
Paths
Completing these steps allows you to track your development trips through the network and
account for them at each intersection. To complete each of these steps, activate the
appropriate data table in the Workflow Panel.
9.1 Trip Generation

In this Workflow step, you will enter the Trip Generation data for each development Zone in
the network in a tabular setup. The data entry is all user-defined with calculations completed
based on your entries. Data entry is similar to other data tables in the Workflow Panel, using
text and numerical entries, drop-down lists, and checkboxes, as shown in Figure 18: Trip
Generation Table. Each of the trip generation entries are described in Table 14: Trip
Generation Parameters.
Figure 18: Trip Generation Table
Table 14: Trip Generation Parameters

Parameter Description Details
No Zone number
Name Zone name Project name
Land Use Description of land use type Examples include single family residential, office,
retail, etc.
Land Use Code Code number for referencing land Example would be use of ITE land use code from
use type Trip Generation Manual
Data Entry Rate or Trips Users can enter either a trip generation rate or
directly enter the number of trips
Independent Variable Variable that is the basis of the trip Examples include dwelling units, thousand
generation rate square-feet of leasable area, occupied hotel
rooms, students, etc.

Trip Generation Rate Trip generation rate per

independent variable, for the time
period of analysis
Quantity Quantity of the Independent

Variable
% In Percentage of trips that are

inbound to the Zone
% Out Percentage of trips that are

outbound from the Zone
Trips Generated Number of trips generated Product of Independent Variable x Trip

Generation Rate x Quantity
Trips In Number of trips generated inbound Product of Trips Generated x % In if Data Entry =
to the Zone Rate, or user entered value if Data Entry = Trips
Trips Out Number of trips generated Product of Trips Generated x % Out if Data Entry
outbound from the Zone = Rate, or user entered value if Data Entry =
Trips
Trip Type Trip added to or removed from the Added should be selected for all new trips to the
network network (i.e., from new development projects);
Removed should be selected for trips to be
removed from the network (i.e., to represent
existing trips from a land use that will be
removed).
Analyze Checkbox to select if Zone should When checked, trips from the Zone will be
be analyzed or not in current generated for the current scenario.
scenario
Comment Comment field for user text entry
The trip generation data are applied, along with the trip distribution data entered in the Trip
Distribution Workflow Task Table (Chapter 9.2 Trip Distribution on page 95) and the Path
percentages entered in Trip Assignment Workflow Task Table (Chapter 9.3 Trip Assignment
on page 98), to determine the traffic assignments on the network.
9.2 Trip Distribution

Trip distribution inputs are entered in the Trip Distribution Workflow Task Table. The
percentages of trips from each Gate and/or Zone in the network to the Zone of interest are
entered to reflect the trip distribution of inbound trips (Figure 19: Trip Distribution Table).
Similarly, the percentages of trips from the Zone of interest to each Gate and/or Zone in the
network are entered to reflect the trip distribution of outbound trips.

Figure 19: Trip Distribution Table
The table for each zone can be collapsed or expanded, to allow for ease of viewing, by
clicking the triangle shape on the left-side of the table header bar for each zone.
The search entry box can be utilized to search for a specific zone in the network.
The trip distribution percentages are utilized, along with the trip generation data entered in
the Trip Generation Workflow Task Table (see Chapter 9.1 Trip Generation on page 94) and
the Path percentages entered in Trip Assignment Workflow Task Table (Chapter 9.3 Trip
Assignment on page 98), to determine the traffic assignments on the network.
Trip Distribution parameters are described in the table below.

Table 15: Trip Distribution Parameters

Parameter Description
Zone #: Name Reference Zone # and Name for subtable
To Zone Name Trips entering the Zone from other Zones and Gates
From Zone or Gate trips come from (to enter subject Zone)
From Share, % Percent Share of trips for subject Zone that are distributed to each Zone or Gate
From Trips Total number of trips for the subject Zone that are distributed to each Zone or
Gate, based on the From Share %
From Zone Name Trips exiting the Zone to go to other Zones and Gates
To Zone or Gate trips travel to
To Share, % Percent Share of trips from each Zone and Gate distributed to the subject Zone
To Trips Total number of trips for each Zone and Gate distributed to the subject Zone,
based on the From Share %
It should be noted that, due to data consistency, changing a share % for one Zone may
change the share % for another Zone as the number of trips from one zone to another zone
may not be represented as the same Share % for each of those zones.
Vistro also provides additional functions to assist with data entry. These are described below:
Table 16: Trip Distribution Functions

Zone and Gate Name Enter a Zone / Gate name in the table. The Zone number and name will be shown.
Search Zone Window with drop-down list of all Zones in the network. Selecting a Zone in this
search window will collapse all other tables in view.
To search, select the down arrow to see the entire list. You can also type in the
Zone number or name directly. Note that this search is case sensitive.
Mirror Distribution If you have the same distribution for trips entering the Zone as leaving the Zone,
you can input the share % for either the To or From and mirror that distribution for
the other direction by using the left and right arrows in the header of each
subtable.
Column Filter Use the filter for the Share % or Trips to view only specific values (e.g., only show
values greater than 0%).

9.3 Trip Assignment

After the Trip Generation and Trip Distribution have been defined, you can assign your
development trips to the network in the Trip Assignment step. Here, you define the allocation
of the shares of trips to take specific paths between each zone and gate / zone and zone
pair. Figure 20: Trip Assignment Table shows the interface.
Figure 20: Trip Assignment Table
The table above will show any Paths already created in your network, including those
created using the Path tool, as described above (see Chapter 9.1 Trip Generation on page
94).
You will complete the Trip Assignment in two steps:
1. Add all Paths for your Trip Assignment
2. Define the Volume Share for each Path
Add Paths for your Trip Assignment

You can add Paths as described above, using the Path tool. In addition, in the Trip
Assignment step, you can also use the Add Missing Paths function, which will look for any
Zone-Zone and Zone-Gate pair that does not currently have at least one Path defined and
generate the shortest distance path for that pair.

This is useful if you want to generate an initial set of Paths without using the Path tool. It is
also useful if you add Zones and/or Gates and need to provide at least one Path between the
new Zones & Gates.
When a row is selected in the Trip Assignment Workflow Table, the corresponding path is
displayed visually in the network window (Figure 21: Path Graphical Representation of Trip
Assignment Row Selected).
Figure 21: Path Graphical Representation of Trip Assignment Row Selected
The volume share (path percentages) entered here are applied, along with the trip
generation data entered in the Trip Generation Workflow Task Table (Chapter 9.1 Trip
Generation on page 94) and the trip distribution data entered in the Trip Distribution
Workflow Task Table (Chapter 9.2 Trip Distribution on page 95), to determine the traffic
assignments on the network.
The Trip Assignment Parameters are described in the table below.

Table 17: Trip Assignment Parameters

Name Path Name – enter it directly in the cell. For those paths that are generated through the
Add Missing Paths function, the default name is “Automatically generated” but this can
be edited.
Origin Start of the Trip Assignment Path Zone / Gate Number
Origin Name Start of the Trip Assignment Path Zone / Gate Name
Destination End of the Trip Assignment Path Zone / Gate Number
Destination Name End of the Trip Assignment Path Zone / Gate Name
Volume Share, % Percent of volume for that Zone-Zone or Zone-Gate pair assigned to the specific Path
Volume Volume for that Zone-Zone or Zone-Gate pair assigned to the specific Path
Length, ft or m Length of the Path measured from the network entry point to the network exit point (it does
not include the distance from the network end points to the Zone / Gate)

Signal Optimization
10 Signal Optimization
Vistro provides you two levels of optimization:
 Local Optimization
 Network Optimization
Local and Network Optimization can be applied to any signalized intersection in your network
that is designated as Coordination Type = Coordinated. The optimization can then be applied
to any Actuation Type (Fixed, Semi-Actuated, Fully Actuated).
The following sections describe the steps and methodologies for each level of optimization.
10.1 Local Optimization

Intersections can be optimized at the local level, meaning that no coordination is taken into
account. At the local level, you can optimize for the following:
1. Splits or
2. Splits and Cycle Time
To utilize the local optimization, intersections to be optimized must have the following:
 Signal timing data inputs, including signal group designations and sequence)
 "Coordination Type = Coordinated"
Then, you can optimize each intersection individually or all intersections in your network at
one time (with no interaction between intersections). The steps for local optimization are
below with a description of the methodology following. Note that when a single signal
controller is assigned to multiple intersections, the local optimization will be based on the
data inputs for all intersections of that controller. All intersections of the signal controller will
be optimized and adjusted simultaneously.
10.1.1 Local Optimization for a Single Intersection

To optimize for Splits only:
1. While in the Traffic Control table, Click on the button to access the Local
Optimization Splits dialog:

Signal Optimization
2. Select the desired Objective Function.

3. Click OK.
To optimize for Splits and Cycle Time:
1. Click on the button to access the Local Optimization Splits and Cycle Time dialog:

3. Set the boundaries for the Cycle Time optimization.
4. Click OK.
10.1.2 Local Optimization for All Intersections

To optimize all intersections in the network using the Local Optimization:
1. Go to the Signal Control > Local Optimization in the Menu Bar to access the Local
Optimization Splits dialog for all intersections:

3. Define the Cycle Optimization Settings.
4. Click Save Settings to save the settings without optimizing or Optimize All
Intersections to complete the local optimization for all intersections.
You can then view the results in the time-space diagram under the Optimization Workflow.

Signal Optimization
10.1.3 Local Optimization Methodology

The two Local Optimization options are described here.
10.1.3.1 Local Split Optimization Basics

Splits are optimized locally through one of two methods:
1. V / C Balancing
2. Minimize Critical Movement Delay
The Local Split Optimization is done by applying a revised simplex algorithm.
The following steps are necessary for calculating the green time split:
1. Calculate adjusted volume and saturation flow rate for each lane group (already
calculated for capacity analysis).
2. For each SG in the signal timing plan, determine the critical lane group.
3. Allocate splits based on critical lane group V/C ratios.
4. If Minimizing Critical Movement Delay: Shift green time from non-critical to critical
movement until no movement mc can be improved without making another
movement mn worse than mc.
5. Check that the allocated green times meet all the constraints (user defined
Minimum Green, Amber and Red Times, as well as Pedestrian Walk and Clearance
Times).
10.1.4 Split and Cycle Time Optimization Basics

With this option, the splits are optimized locally as described in 10.1.5 Local Split
Optimization Objective Functions while the Cycle Time is optimized with respect to overall
intersection delay.
The following steps are necessary for calculating the optimum cycle time:
1. Determine the set T of permitted cycle times at the Signal Controller is defined by
the user in the Local Optimization Dialog.
2. To each permissible cycle time t from T the following applies:
a. Specify optimal splits s*(t) for predefined cycle time t.
b. Use ICA to calculate the total delay at the node for s*(t).
3. As an optimal cycle time t* select the t with minimum total delay. In addition, set the
optimal split s*(t*).
The ICA calculation of the total intersection delay at the intersection only provides valid

Signal Optimization
values, if the sum of critical V/C ratios is smaller than or equal to 1. To greater sums
always t* = max(T) applies.
10.1.5 Local Split Optimization Objective Functions

As stated above, there are two options for the Objective Function for Local Split Optimization:
 V / C Balancing
 Minimize Critical Movement Delay
The process can be described graphically as well as in Figure 22. Local Split Optimization.
Figure 22. Local Split Optimization
10.1.5.1 V / C Balancing for Local Split Optimization

V / C Balancing is a common optimization objective that aims to minimize overall intersection
delay by equalizing the volume-to-capacity ratio for the critical signal groups at the
intersection. The result can be inspected by analyzing attribute X in the Lane Group Results
sub table in the Traffic Control tab. In the example shown in Figure 23. V / C Balancing
Example, the first ring in the first barrier (SG 1 and 2) and the second ring in the second
barrier (SG 8) are critical, because they are the highest in their respective barriers. After split
optimization, V/C for SG 1, 2 and 8 are equal, while V/C for SG 6 and 4 are lower (not
critical).

Signal Optimization
Figure 23. V / C Balancing Example
10.1.5.2 Minimize Critical Movement Delay for Local Split Optimization

With the Minimize Critical Movement Delay option, the objective is to minimize the delay for
the critical movements at the intersection. The result can be seen by analyzing the attribute
d_M in the Movement, Approach & Intersection sub table of the Traffic Control tab.
The result is a more equal average movement delay. In comparison to the V/C balancing
method, the critical movement delay is lower (Figure 24. Example Results Using “Minimize

Signal Optimization
Critical Movement Delay”) but the overall intersection delay is higher than using the V/C
Balancing method (Figure 25. Example Results Using “V/C Balancing”).
Both objectives are valid and it is a decision by the modeler which one to use.
Figure 24. Example Results Using “Minimize Critical Movement Delay”
Figure 25. Example Results Using “V/C Balancing”

Signal Optimization
10.1.6 Cycle Optimization Settings

Cycle time optimization is always based on overall intersection delay.
To define the allowed cycle times, the user has two options:
 Between Boundaries
 Try Set
These options are selected as described above with the parameters defined below.
10.1.6.1 Cycle Time Optimization Between Boundaries
Figure 26. Cycle Optimization Settings Between Boundaries
With this option chosen, as shown in Figure 26. Cycle Optimization Settings Between
Boundaries, you can define a lower and upper bound for the Cycle Times to be evaluated
during the optimization. You also set the Step Size that is applied when searching for the
optimum Cycle Time.
Example:
Lower Bound = 60
Upper Bound = 120
Step Size = 10
In this example, the optimizer checks cycle times 60s, 70s, 80s, 90s, 100s, 110s, and 120s
and selects the one that gives the lowest intersection delay.

Signal Optimization
10.1.6.2 Cycle Time Optimization Try Set
Figure 27. Cycle Optimization Settings Try Set
With this option, you define a specific set of Cycle Times that will be tested for optimality. The
Cycle Time from this set that gives the lowest overall intersection delay will be selected.
10.2 Network Optimization

Vistro also provides robust Network Optimization. In contrast to the local optimization
(although it can also be carried out for all intersections), Network Optimization considers the
interaction between signalized intersections. These interactions cannot be analyzed with
HCM methods, but are modeled by the means of a platoon dispersion model that models
platoons travelling through the network (see 10.2.3.3 Platoon Dispersion Model on page 117
for a more detailed description). The platoon dispersion model provides vehicle delay and
number of stops, considering the signal plans at included intersections as well as their
relative position in time and space (distances between intersections and signal offsets).
The objective of the optimization is to adapt the signal timing in such a way that vehicles can
pass several consecutive signal controls on green.
In Vistro, Network Optimization will optimize all signals that belong to one Signal
Coordination Group, regardless of whether they are aligned linearly or in a network context.
Good coordination requires the Signal Controllers to either have the same cycle times or that
the cycle times are in a ratio 2:1. If this is not true for all Signal Controllers in one Signal
Coordination Group, Network Optimization will only be carried out for this Signal
Coordination Group, if cycle time optimization is activated. In this case, you will receive
detailed information in the "error.txt" file that can be opened from the Progress Monitor (see
section 10.2.5 Network Optimization Progress Monitor on page 121).
Furthermore, coordination is most effective when the signals are located close to each other.
As the distance between signals increases, the platoon dissipates. If the signals are spaced
too far from each other, the platoon will dissolve entirely from one signal to another. This
results in arrivals that are virtually uniformly distributed and thus, the wait time cannot be
influenced through the choice of the offset and other timing parameters. Therefore,
optimizing all signal controllers in the network at one time may not be effective. Instead, it

Signal Optimization
may be more beneficial to use the distant intersections as “natural” boundaries for the Signal
Coordination Group definitions, which allow those intersections to be optimized together.
10.2.1 Network Optimization Setup

To utilize the Network Optimization, intersections to be optimized must have the following:
 Signal timing data inputs, including signal group designations and sequence)
 "Coordination Type = Coordinated"
In addition, you must also:

 Define Coordination Groups; and
 Define Routes and assign Weights to them.
These are described in the subsection below. Once this is set up, you can then set up and
run the Network Optimization by following these steps:
1. Go to the Signal Control > Network Optimization in the Menu Bar to access the
Network Optimization Dialog:
2. Select Parameters to be optimized.

3. Select Coordination Sub Groups to be optimized.

Signal Optimization
4. Select and parameterize Optimization Method.

5. Click on Run Optimization.
You can then view the results in the time-space diagram under the Optimization Workflow.
10.2.1.1 Network Optimization Signal Coordination Groups

Signal Coordination Groups define groups of Signal Controllers to be optimized collectively.
Signal Controllers (in most cases there is a 1:1 relation between Signal Controller and
intersection) that belong to the same Signal Coordination Group are coordinated. That
means that in the traffic model that is used for the calculation of the objective function (delay
and number of stops), platoons are considered that travel between any two intersections that
belong to the same Signal Coordination Group.
Signal Coordination Groups are optimized one by one, i.e. signalized intersections that
belong to other or no Signal Coordination Group are not optimized in that run. Therefore it is
in most cases important that neighboring signalized intersections belong to the same Signal
Coordination Group.
To define Signal Coordination Groups, do the following:
1. Go to Menu Signal Control > Coordination Groups to bring up the Coordination
Groups dialog:
2. Click on the button to add a new Coordination Group.

3. Click in the Name cell to enter or edit a Coordination Group Name.
4. To delete a Coordination Group, highlight the Number and click on the .

5. Click on OK to exit.
6. In the Traffic Control Workflow tab, define the Signal Coordination Group for each
intersection by selecting the desired Coordination Group from the drop-down menu
By default, Signal Controllers are not assigned to any signal coordination group and are not
optimized in the context of network optimization.

Signal Optimization
10.2.1.2 Network Optimization Routes

Vistro provides the ability to define Optimization Routes. These Routes allow you to:
 View time-space diagrams to see optimization results;
 “Weight” Routes in relation to each other to prioritize specific Routes when optimizing the
network.
They can be defined in the network editor.
1) Select the Route button from the Toolbar.

2) Left-click on the first intersection to start the Route.
3) Continue clicking on adjacent intersections to define the Route. As you create the
route, you will see the route highlighted in green on the network with arrows pointing
in the direction of the Route travel, as shown in Figure 28. Optimization Route
Definition in the Network.
4) To delete the last selected intersection, use the Backspace key on your keyboard.
5) Double click to complete the Route.
6) In the Network Optimization Workflow Tab, define a Name and Weight for the Route.
Once a route is defined, select the Route in the table and right-click for the following options:
 Delete Route – completely delete the path from the network
 Create Reverse Route – create the route using the same nodes and links but in the
opposite travel direction from the selected Route

Signal Optimization
Figure 28. Optimization Route Definition in the Network

Signal Optimization
10.2.2 Network Optimization Process

The Network Optimization process in Vistro is shown in Figure 29. Network Optimization
Process Overview below.
Figure 29. Network Optimization Process Overview
Network Optimization
Method
HC Parameter:
Number of Starting Solutions
Hill Climb
Genetic Algorithm
Spatial Extent GA Parameters:

1. Objective Function
Weighting factors
Set of coordination groups a. For Delay
b. For Number of
Stops
Cycle Time Optimization 2. Max. Number of
(y/n) Iterations
3. Population Size
Upper bound 4. No. of Iterations w/o
Lower bound Improvements
Step Size 5. Minimum
Improvement
Allow half cycles (y/n)
Offset Optimization
Precision (1s, 0.5s, 0.2s or

0.1s)
Lead/Lag Optimization (y/n)
Split Optimization (y/n) Method

HC Parameter:
The various stages of the process are described in the following subsections.

Signal Optimization
10.2.3 Network Optimization Methods

Vistro provides two Network Optimization algorithm options:
 Genetic
 Hill Climbing
In addition, a platoon dispersion model is used, as indicated previously. These two

algorithms are very different and will produce varying results. The Objective Function and
Settings for each are described below followed by the details of the platoon dispersion
model.
10.2.3.1 Genetic Algorithm Network Optimization

Genetic Algorithm is the default optimization method for network optimization in Vistro.
Genetic Algorithms (GA) are widely used in several areas where automatic optimization is
needed. There exists a huge number of books describing GA in detail, such as Holland
19751 and Goldberg 19892. GA are inspired by the process of evolution, the principle
workflow is shown in Figure 30. Genetic Algorithm Fundamental Workflow.
1 Holland, John H (1975), Adaptation in Natural and Artificial Systems, University of Michigan Press,
Ann Arbor
2 Goldberg, David E (1989), Genetic Algorithms in Search, Optimization and Machine Learning,
Kluwer Academic Publishers, Boston, MA.

Signal Optimization
Figure 30. Genetic Algorithm Fundamental Workflow
Generate initial Population
Evaluate Population
Stopping Get solution

Criterion? yes
no
Selection (incl. Elitism)
Crossover
Mutation
New Population
There is a population of individuals (here: signal plans) and each of the individuals has a
certain fitness (here: objective function, weighted sum of delay and number of stops, to be
minimized). Every individual has a probability to be selected for reproduction for the next
generation, where the probability is higher with a higher fitness (analogy to the evolution).
Several so called genetic operations can be performed in the reproduction process.
 Crossover
 Mutation
To never get worse with the next iteration, the best individual of every generation is taken
over directly to the next generation.
As shown in below, the Genetic algorithm allows you to adjust the Objective Function factors
and define the optimization settings, providing you control over the level of robustness and
speed of the optimization of your network.

Signal Optimization
Figure 31. Genetic Network Optimization Settings
Objective Function
The optimization algorithm aims to minimize the objective function. The objective function is
the weighted sum of (a) total vehicle delay (hours) and (b) the number intersections where a
vehicle has to stop over all vehicles. The user can define the weights for the two factors.
Maximum Number of Iterations

Maximum Number of Iterations specifies how many iterations (or: generations) there can be
if no other termination criterion is met. In general, the higher Maximum Number of Iterations
is, the longer the optimization may take. However, this value should not be too low, as
Maximum Number of Iterations should not be the termination criterion (because there is still
improvement, otherwise the termination criterion Number of Generations without
Improvement would be met. In other words: There is still potential for improvement).
Population Size
Population Size specifies the number of individuals (network wide signal plans) there is per
generation. Generally, the higher this number is, the better the chances to find the optimum.
The computation time can be up to proportional to the population size (if Maximum Number
of Iterations is the relevant termination criterion).
Number of Generations without Improvement

Number of Generations without Improvement specifies after how many generations with no
improvement (or: less than Minimum Improvement, see next section) the optimization
terminates.
Minimum Improvement
Minimum Improvement specifies how much better the solution has to be to be considered
better. Example: if this is 1%, then an improvement of 0.5% will not be considered as an
improvement.

Signal Optimization
10.2.3.2 Hill Climbing Method Network Optimization

The Hill Climbing Method is another option available in Vistro. The Hill Climb method uses
the same Objective Function as the Genetic Algorithm. Due to its different approach, you
only need to define the Number of Starting Solutions, as shown in Figure 32. Hill Climbing
Network Optimization Settings.
Figure 32. Hill Climbing Network Optimization Settings
Number of Starting Solutions

The user can define how many starting solutions are used. The starting solutions are
generated randomly. The current solution is always included in the set of starting solutions.
The final solution is the best of all optimized solutions.
10.2.3.3 Platoon Dispersion Model

Important for coordination is the behavior of the vehicle platoon during the journey from one
Intersection to another (or: one Signal Group to another). Vistro determines platoons by
analyzing the movement based total analysis volumes. It is calculated how many vehicles on
their way first pass their Signal Group at the first Signal Controller and then their Signal
Group at the second Signal Controller. We call such a combination of two consecutive Signal
Groups with one volume a "coordination path leg".
Optimization treats the traffic flows on all path legs interdependently. In each case it is
assumed that within a cycle all vehicles start as a platoon at the beginning of the green time.
This means, that beginning with the green time start, outgoing vehicles flow off with the
saturation flow rate, until the volume per cycle has been exhausted.
The platoon resolution or dispersion, solely caused by different vehicle speeds, describes the
platoon development formula according to Robertson 19693. This model discretely divides
the time in increments of 1 second and displays the number at time t‘, at which a vehicle
arrives at the end of a coordination path leg as a function of the number at time t < t‘, at the
beginning of the coordination path leg departing vehicle. Figure 33. A simple case of Platoon
3Robertson, D.I. TRANSYT - A Traffic Network Study Tool. RRL Report LR 253, Road Research
Laboratory, U.K., 1969.

Signal Optimization
Dispersion (Source: Figure 3-19 from Traffic Control Systems Handbook, Chapter 3 [FHWA])
shows a simple case of platoon dispersion between two intersections.
Figure 33. A simple case of Platoon Dispersion (Source: Figure 3-19 from Traffic
Control Systems Handbook, Chapter 3 [FHWA])
Number of vehicles arriving at the end of the coordination path leg is calculated as follows:
𝑞′𝑡+𝛽𝑇 = 𝐹 ∙ 𝑞𝑡 + (1 − 𝐹) ∙ 𝑞′𝑡+𝛽𝑇−1
𝑞 ′ 𝑡 : Number of vehicles arriving at the end of the coordination path leg in time step t
𝑞𝑡 : Number of vehicles departing at the beginning of the coordination path leg in time step t
𝐹: 𝐹 = 1⁄(1 + 𝛼𝛽𝑇),  = 0.35,  = 0.8
𝑇: Travel Time on the coordination path leg (based on user defined approach speed and
distance)
For calculating queue lengths it is presumed that separate lanes of sufficient length exist for
separate Signal Groups at an approach. Vistro generally assumes "vertical" queues and
does therefore not consider spillback upstream over several links or have an effect on the
capacity of the turns of other Signal Groups.
10.2.4 Network Optimization Settings

After selecting the desired method for optimization, you can then set various parameters to
define the Network Optimization. These options are shown in Figure 34. Network
Optimization Settings.

Signal Optimization
Figure 34. Network Optimization Settings
Coordination Groups
Here the user can select from a drop down list which coordination groups he wants to be
optimized. The drop down list contains all coordination groups that exist (per definition at the
SC in the traffic control tab).
Selection of multiple coordination groups is possible, the selected groups show up as a
comma separated list in the closed drop down menu if this is easy to implement. If it is hard
to implement, the selection can just be a persistent selection/marking of the selected groups
that is visible if the user opens the drop down list.
Optimization is carried out for each coordination group separately, i.e. cycle times can be
different for different coordination groups.

Signal Optimization
Split optimization
The user can select optimization of only Splits (no Cycle Time Optimization). The user can
then define the percent of reduction from the optimum split that would be allowed during the
optimization process. No further parameters defined here. The constraints (minGreen etc.)
are taken as defined in the Traffic Control tab.
Cycle time optimization
If the user selects Split and Cycle Time Optimization, then they define a range of cycle times
that are optimized.
The user inputs the following:
 Lower boundary cycle time
 Upper boundary cycle time
 Step size (any integer)
The lower boundary is tested, every increment using the step size, and finally the upper
boundary (even if the given step size would not find this upper boundary).
Half cycles are always allowed. Vistro retains the relation of the cycle times in a coordination
group throughout the cycle time optimization. If a controller has a half cycle before the
optimization, it will have a half cycle after the optimization. The Lower Bound and the Upper
Bound parameters refer to full cycles. If, for example, Lower Bound and Upper Bound are set
to 60s and 240s, respectively, half cycles between 30s and 120s will be used.
Offset optimization
The user can specify the precision to be applied when searching for the optimum offsets. The
user can choose between 1s, 05s, 02s and 0.1s. Generally, lower values are more precise
but will make the optimization more complex and hence more time intensive.
Allow Lead/Lag Optimization

Signal Optimization
If Lead/Lag optimization is allowed, then for every signal group combination that allows (as
defined in the Traffic Control tab) for Lead/Lag optimization, Leading and Lagging green
phases are tested.
10.2.5 Network Optimization Progress Monitor

When running the Network Optimization, Vistro provides a Progress Monitor dialog, as
shown in Figure 35. Network Optimization Progress Monitor.
Figure 35. Network Optimization Progress Monitor
The progress monitor appears once the network optimization is initiated. It shows the
progress of the optimization and allows you to manually interrupt the optimization (before one
of the user-defined termination criteria makes the optimization process stop automatically).
The progress is shown as a graph: The horizontal axis shows the number of iterations (time),
the vertical axis shows the value of the objective function (currently best solution). The
objective function value is monotonically decreasing. You may end the optimization e.g.
because the current solution is acceptable or because it seems that the performance solution
is not improving.
In this dialog, there is also access to an "error.txt" and a “messages.txt” file. The “error.txt”
provides you information when the optimization could not been carried to help you identify
problems that caused the optimization to not run properly. The “messages.txt” file provides
detailed information about the optimization itself, including the parameters tested and the
resulting Performance Index (PI) for each iteration of testing.

Signal Optimization
10.2.6 Network Optimization Tab

Vistro provides access to Network Optimization results graphically in the Network
Optimization Tab. The Network Optimization tab is shown below.
Figure 36. Network Optimization Tab

5 6
7
8
1 2 3
4
9
(1) Path Display

The path is schematically displayed. In the default view the icons have the following
meanings:
 Filled circle: Signalized node which is traversed by both paths
 Empty circle: Node without signal control which is traversed by both paths
 Filled triangle: Signalized node which is traversed by just one path (initial or reverse
direction)
 Filled triangle: Node without signal control which is traversed by just one path (initial or
reverse direction)

Signal Optimization
You can change the colors of the margins and the fillings of the icons and you can change
the link display.
(2) Intersection Labels

 Upper Part Number: Intersection ID
 Upper Part Number: SC ID
(3) Cycle Time and Offset

Cycle times and offsets of the respective Signal Controllers are displayed.
(4) Time Space Diagram

With the Time Space Diagram you can display the signal times of signal controls along a
route. The green bands start at the green times of the upstream (initial direction) signal
group. In accordance with the defined speed and distance, they extend in driving direction to
the next signal group. The diagram indicates whether a green band encounters a green
phase at the next signal control.
For the Time Space Diagram you need at least one user-defined route. The route must
traverse at least two signalized intersections.
Additionally, the cycle times of the signal controls must meet the following requirement: The
longest cycle time must be smaller or equal the greatest common divisor of all cycle times
multiplied by eight.
(5) Route List

The route list shows all existing routes. Here, the user definable route attributes (Name and
Weight) can be edited. Routes can be deleted by selecting a route in the list and hitting the
delete key or using the context menu.
No.
Incremental value.
Name
User defined attribute to specify the route.
Length
Calculated length of the route (based on actual shape).
Weights
User defined attribute to specify relative weighting of each optimization route during the
optimization process.

Signal Optimization
(6) Signal Time-Space Diagram Mode
Flowing Off
On the basis of green times of the displayed turn on a signal control, the Flowing Off option
visualizes the possible range in which vehicles can drive with the predefined speed to the
next signal control.
Arterial Bands
The arterial band visualizes only the range in which a vehicle which drives at the predefined
speed reaches all signal controls on the path at green. Therefore it is a subset of the green
bands visualized with the Flowing Off option.
Show Reverse Direction

If a route is defined in both directions (two separate route definitions, see Section 10.2.1.2
Network Optimization Routes for details on how to define this), then the time space diagram
can show either a single direction or both directions by checking this option. If no route in the
opposite direction exists, this option will not be available.

Signal Optimization
(7) Max. Signal Time

Here, the period of time to display on the time axis of the Time Space Diagram is defined.
(8) Network Optimization Dialog

Here, you can access the network optimization dialog (like from the Optimization menu).
(9) Offset Adjustment

The user can graphically drag the green splits left and right to manually adjust the offsets.
10.2.7 Unsignalized intersections

Unsignalized intersections affect network optimization through the disruption of platoons.
Vehicles break up platoons when they have to yield or stop to give right of way at
roundabouts, all-way stop intersections, and on the stop-controlled movements of two-way
stop control intersections. This causes the departure pattern at the intersection to be
significantly different from the arrival pattern and, therefore, platoons cannot be assumed
through these intersections making coordination between upstream and downstream
intersections not possible. During the optimization of the network, downstream of these
movements a random vehicle arrival is assumed (no platooning).

Mitigation
11 Mitigation
Vistro provides a Mitigation process, which allows you to evaluate potential mitigation
measures for intersections that may not meet operational standards. Upon editing the inputs
while testing mitigations, the calculations change “on the fly” to provide the user with an
interactive mitigation testing environment.
The Mitigation Table is shown below.
Figure 37. Mitigation Tables
In the Mitigation table, the Unmitigated condition is always present. Here, you can see the
basic Intersection Setup and Traffic Control parameters associated with the overall
operations at the intersection. Any changes made in the Unmitigated condition will be applied
to the network.

Mitigation
For each Mitigation Option, the Unmitigated Summary is shown at the top of the table for
easy comparison. In this Mitigation Option table, you can change the Control Type, Analysis
Method, and the associated geometry and traffic control parameters.
Not all parameters are available for editing in the Mitigation Option as the intent is to provide
a reasonable analysis with minimal data entry to evaluate the feasibility of various Mitigation
measures.
Additional functions and features enable easier Mitigation testing as well as comparison of
results across the Options, as summarized below.
Table 18: Mitigation Functions and Features

Add Mitigation Option Click to add a new Mitigation Option. Vistro allows up to 99
individual options per intersection
Delete Mitigation Options Click to remove this Mitigation Option from the Mitigation Table.
Rename Mitigation Option Double click on the Tab name to edit the name.
Duplicate Generates a duplicate Mitigation Option
Print Prints summary of current Mitigation Option
Print All Prints summary of all Mitigation Options
Optimize Splits and Cycle Optimizes local splits and cycle time for current Mitigation
Time Option
Optimize Splits Optimizes local splits only (maintains cycle time) for current
Mitigation Option

Reporting
12 Reporting
Vistro provides a complete set of report-ready tables and figures, formatted for efficiency,
easy-reading, and jurisdictional review. The following sections detail how to create your
report and a description of the reports generated.
12.1 Report Layout

Report production can be initiated in the Reporting dialog window available from File > Print
Report… (Figure 38: Reporting Dialog Window).
Figure 38: Reporting Dialog Window

Reporting
There are 5 tabs:

 Page Layout: Define the page layout and prepare for printing
 Select Reports: Select which tabular and graphical reports to include in the report
 Report Nodes: Select which nodes to include in the report and define hourly volume
factors for signal warrant analysis at all unsignalized intersections
 Report Zones: Select which Zones to include in the report
 Report Routes: Select which optimization Routes to include in the report
The reports in Vistro can be configured in a variety of ways in the Page Layout tab, as
described in the table below.
Table 19: Report Layout Options

Save File as Select path and filename to store the report
File Format Choose the format for the report. Options are:
 CSV (tabular reports only)
 HTML
 PDF (pdf)
Page Layout Choose the page layout (A4 or Letter)
Background Choose the background for the figures. Options are:

 Network Model (without street names)
 Network Model (with street names)
 Map (without street names)
 Map (with street names)
 Map (without street names) & Network Model (without street names)
 Map (with street names) & Network Model (without street names)
 Map (without street names) & Network Model (with street names)
Allow Map / Network Select to rotate the map and/or network.
Rotation
Rotate IDs like Map Select to rotate intersection IDs.
Show Intersection Names Print Intersection Names above the bubbles in the figures generated in the report.
Show Numbers of Report Print numbers on the figures generated in the report.
Figures
First Figure Number Set the number for the first figure in the report.
Open Report After Print Select to open the report in the chosen format after printing is complete.
Print Print / create the report.
Cancel Cancel out of the dialog and return to the network.

Reporting
In addition, you can add headers and footers by dragging and dropping the elements to the
placeholders on the Report page, as shown in the figure below.
Figure 39: Reporting Page Layout
Header and Footer data options are summarized in the table below.
Table 20: Report Headers and Footers

Header / Footer Description
Page Number Pages are sequentially numbered for each page of the report.
Starting Page: Indicate the number for the first page of the report.
Date Current date
Company Name Fill in your Company Name

Reporting
Company Logo Select an image file containing your company logo. Supported formats include
ICO, BMP, JPG, JPEG, PNG.
Investigator Fill in Investigator / Analyst name
Notes Add any additional Notes about your project
Project Title Fill in the Project Title. Note, this will also be shown in the Summary Table of the
report.
Scenario Name of current Scenario
Report File File name of the report being generated
Vistro File File name of the Vistro network
In addition and by default, the report contains the text “Generated with PTV Vistro” and the
Vistro version number in the header.
Report settings are saved in the network (*.Vistro) file.
Note that the Mitigation reports are accessible from the Mitigation Workflow Task
Table (see Chapter 9.1 Trip Generation on page 9410).
12.2 Vistro Report Contents

The Vistro Report contains several tables and figures that can be broken down into the
following:
 Analysis Results (tabular)
 Analysis Figures (graphical)
 Signal Warrants (tabular)
 TIA Reports (tabular)
 Signal Timing Output (graphical)
 Fair Share Report (tabular)
 Fair Share Report (graphical)
12.3 Analysis Results

The analysis results are summarized and provided in a series of tabular outputs. Tables are
generated for each intersection control type and analysis method in Vistro. The various
tabular outputs from Vistro are presented below.
12.3.1 Intersection Analysis Summary Report

The Intersection Analysis Summary report (Figure 40: Intersection Analysis Summary
Report) consists of a summary table that presents the following items:

Reporting
 Intersection ID
 Intersection Name
 Control Type
 Analysis Method
 Identification of Worst Movement
 Intersection V/C
 Intersection Delay
 Intersection LOS
Figure 40: Intersection Analysis Summary Report
12.3.2 Intersection Level of Service Report

The Intersection Level of Service report presents the details of the level of service (LOS)
calculations for each analysis intersection. These reports include several sub-sections,
including:
 Summary information
 Intersection Setup
 Volumes
 Intersection Settings
 Phasing & Timing
 Movement, Approach & Intersection Results
This is a complete report of input and output.

Reporting
12.3.2.1 Summary Information

The first section of the Intersection LOS report presents summary level information about the
intersection characteristics, parameters and analysis results (Figure 41: Summary
Information).
Figure 41: Summary Information
12.3.2.2 Intersection Setup

The next section reports the intersection setup information (Figure 42: Intersection Setup).
Figure 42: Intersection Setup
12.3.2.3 Volumes
Following, the volumes are reported (Figure 43: Volumes).
Figure 43: Volumes

Reporting
12.3.2.4 Intersection Settings

The next section documents the intersection settings (Figure 44: Intersection Settings).
Figure 44: Intersection Settings
12.3.2.5 Phasing & Timing

The following section documents the phasing and timing (Figure 45: Phasing & Timing).
Figure 45: Phasing & Timing

Reporting
12.3.2.6 Movement, Approach & Intersection Results

The last section reports the movement, approach and intersection level results (Figure 46:).
Figure 46: Movement, Approach & Intersection Results
12.3.3 Signal Warrants Report

The Signal Warrants report presents the details of the determination of whether unsignalized
intersections would meet the warrants for a traffic signal. The following volume-based
warrants from the 2009 Manual for Uniform Traffic Control Devices (MUTCD 2009) are
evaluated and reported based on the hourly volume factors defined in the “Report Nodes” tab
for each unsignalized intersection:
 Warrant #1: Eight Hour Vehicular Volume
 Warrant #2: Four Hour Vehicular Volume
 Warrant #3: Peak Hour Vehicular Volume
The Signal Warrants report opens with a Warrants Summary.
Figure 47: Movement, Approach & Intersection Results

Reporting

Reporting
12.3.4 Trip Generation Summary Report

The Trip Generation Summary provides a list of each Zone defined in the network and
selected scenario and the associated data. The summary shows the total Added Trips and
the total Removed Trips used in the analysis.
12.3.5 Trip Distribution Summary Report

The Trip Distribution Summary provides a tabular summary of the % Share and number of
trips distributed to and from each Zone between other Zones and Gates.

Reporting
12.3.6 Volume Summary Report

The Volume Summary reports show the Total Analysis Volumes for the network and selected
scenario at each intersection location.
12.3.7 Volume Details Report

The Volume Details Report expands the volume summary to show the individual volume
types used in the analysis, including:
 Final Base Volume  Net New Trips
 Growth rate  Other
 In Process  Future
The volumes are shown by movement as well as total volumes for each intersection.
12.3.8 Fair Share Report

The Fair Share Report provides a summary of each Zone’s impact on each individual
intersection, by turning movement. Three reports are included:

Reporting
 Fair Share Volumes
 Fair Share % of Net New Site
 Fair Share % of Total Analysis
12.3.8.1 Fair Share Volumes

The Fair Share Volumes report provides a summary at each intersection of the volume
associated with each Zone analyzed in the network.
12.3.8.2 Fair Share % of Net New Site

This report shows the % of the Net New Site Trips associated with each Zone analyzed.
12.3.8.3 Fair Share % of Total Analysis

This report shows the % of the Total Analysis volumes associated with each Zone analyzed.

Reporting
12.4 Graphical Reports

The following graphical reports can be selected from the Reporting Dialog:
1. Study Intersections
2. Lane Configurations and Traffic Control Devices
3. Traffic Volume
4. Traffic Conditions
5. Time Space Diagram
12.4.1 Study Intersections

The study intersections figure shows the geographic location of the analysis intersections
(i.e. intersection attribute “Analyze Intersection” has been “checked”). The intersections are
referenced by their ID number (Figure 48: Study Intersections).
Figure 48: Study Intersections

Reporting
12.4.2 Lane Configuration and Traffic Control

This figure presents the lane configurations and intersection control device icons (Figure 49:
Lane Configuration and Traffic Control).
Figure 49: Lane Configuration and Traffic Control

Reporting
12.4.3 Traffic Volumes

These figures display traffic volumes by type (Figure 50: Traffic Volumes). There is one
figure per traffic volume type, including:
 Base
 In-Process
 Net New Site
 Other
 Total
The report will generate a figure for every volume type that exists in at least one turning
movement.
Figure 50: Traffic Volumes

Reporting
12.4.4 Traffic Conditions

The Traffic Conditions figure (Figure 51: Traffic Conditions) displays the following intersection
results:
 Level Of Service (LOS)
 Delay
 Volume / capacity (v/c)
Figure 51: Traffic Conditions

Reporting
12.4.5 Time Space Diagram

Time space diagrams figures are also reported (Figure 52: Time Space Diagram). The route
is displayed visually in the top half of the figure, and the time space diagram is depicted in
the bottom half of the figure, either as “flowing off” or “arterial bands.”
Figure 52: Time Space Diagram

Reporting
12.4.6 Fair Share

The Fair Share Volumes, % Net New, and % Total Analysis are included with one figure per
Zone showing the impacts at each intersection location.
12.5 Vissim Previewer

Vistro includes a quick simulation preview through the Vissim Previewer.
To start the previewer, go to Simulation > Preview in Vissim.
A separate Vissim Preview window will open and start a simulation of the traffic conditions for
the current network and selected scenario. The user can control the simulation speed and
the view but cannot make any changes to the simulation or generate any simulation output.
To perform a full simulation analysis, refer to the description in Section 14.1.2 PTV Vissim.

Scenario Management
13 Scenario Management
With Vistro, you can manage several scenarios in a single project file using the Scenario
Manager. Vistro will maintain your Base Scenario and track the variations for additional
scenarios that you define.
After developing your Base network, add scenarios to represent various traffic conditions
such as:
 Peak Hours;
 Future Analysis Years;
 Future Build Conditions;
 And many others.
The Scenario Manager is conveniently located in the Menu Bar, as shown in Figure 53:
Scenario Editor. Here, you can add and delete scenarios. The Scenario chosen in this
window is the currently selected scenario for editing.
Figure 53: Scenario Editor
13.1 Base Scenario

When starting a new Vistro project, the network you build will be your Base Scenario. Once
you have a Base Scenario, you can define additional scenarios such as Weekday AM Peak
and Weekday PM Peak.
The Base Scenario is the foundation for all other Scenarios; therefore, any changes made to
the Base Scenario are perpetuated through all other Scenarios. This allows you to go back
and make network, volume, or traffic control changes and apply them to all scenarios
created.

Scenario Management
13.2 Creating Additional Scenarios

You can create additional scenarios for your project by doing the following:
1. Click the down arrow in the Scenario selector box

2. This will expand the Scenarios dialog, as shown in Figure 54:
Figure 54: Scenarios Dialog
3. Click on the button in the Scenario Editor

4. Click the down arrow in the Scenario selector box to open the Scenarios dialog again and
right-click and edit to rename the Scenario
5. To duplicate a Scenario, right-click on the Scenario and select Duplicate or click on the
button
6. To delete a Scenario, right-click on the Scenario and select Duplicate or click on the
button
13.3 Selecting the Active Scenario

When multiple scenarios exist in the Vistro file, a scenario can be selected to be active by
simply clicking the scenario name in the Scenario Editor:

Scenario Management
The active scenario is then displayed in the Scenario Selector:
13.4 Reporting by Scenario

You can create a Vistro Report for each Scenario by simply selecting the Scenario for
reporting and creating the report as described in Chapter 12 Report on page 128.
13.5 Mitigation by Scenario

Likewise, you can evaluate mitigation options for intersections by Scenario. Again, select the
Scenario and use the Mitigation Workflow as described earlier (see Chapter 11 Mitigation on
page 126).
13.6 File Structure for Scenarios

Beginning with Vistro 3, all Vistro files are project files. When a Vistro network is created by
starting Vistro, or using File/New, a project called “base” is created in a unique temporary
directory. Adding new scenarios then adds new modifications to the current project in this
temporary directory. When a project is saved, it is zipped to one file with a *.vistro file
extension. When a Vistro file is opened, this file containing the scenario project directory
structure is unzipped in a temporary local directory and the project is opened there.
In Vistro 1 and Vistro 2, when Scenarios were created, Vistro created a subfolder in the
directory where your Vistro (*.vistro) file is saved. In this folder, a Vistro project file (extension
*.vistropdb) was created.

Scenario Management
In addition, this folder contained additional subfolders with internal files used to track the
changes made in each Scenario, as shown in Figure 55. Vistro Scenarios File Structure.
Figure 55. Vistro Scenarios File Structure (Vistro 1 and Vistro 2 only)
These files do not need to be accessed directly. You only need to open the Vistro project file
when opening the project in Vistro.
To convert older Vistro files to the new file structure:
1. Select File > Open...
2. In the dialogue, select file type Old PTV Vistro Scenario Project Files (*.vistropdb).
This will open the project in Vistro.
3. Select Save As…
4. Provide a new file name.
The project is now stored as a Vistro 4 file (*.vistro).

Import/Export
14 Import/Export
Vistro allows you to exchange data between Vistro and a variety of other software, including
PTV Visum and Vissim. File formats currently supported for Import / Export are listed below.
Table 21: Supported Import and Export File Formats

File Format Import Export
Vision Traffic Suite
PTV Visum X X
PTV Vissim X
External Formats
PTV Abstract Network X X

Model (ANM)
Trafficware Synchro® X X
Transoft OTISS X X
SVG X
Volumes X X
The following sections contain information about each of these file formats.
14.1 Vision Traffic Suite

PTV Vistro is part of the PTV Vision Traffic Suite, which incorporates strategic planning,
traffic operations, and traffic simulation into one integrated suite through three software
platforms.
By being part of the integrated suite, Vistro allows you to address and move between various
levels of analysis. The integration with the specific software tools is described below.
14.1.1 PTV Visum

Vistro supports import from and export to Visum. Vistro and Visum share a common data
model, making the transfer of data between them seamless.
14.1.1.1 Import from Visum

1. Select menu File > Import > Visum.
2. Select a Visum version (*.ver) or network (*.net) file and click Open.

Import/Export
14.1.1.2 Import in Visum

1. In Visum select menu File > Import > Vistro.
2. Select the Vistro file.
14.1.2 PTV Vissim

Vistro supports export to Vissim, using the abstract network model (ANM).
From a Vistro network, an abstract network model (ANM) file can be created which can then
be imported into and edited in Vissim.
1. Select File > Export > ANM.
2. Define a file name and select Save.
This will create an ANM (*.anm) file that can subsequently be imported into Vissim.
3. Import the file in Vissim.
Modifications of the Vistro network can also be added later to a network previously exported
and edited in Vissim. Only the parts affected by the Vistro modifications will be adjusted in
the Vissim network using the Adaptive Import functionality in Vissim.
14.2 External Interfaces

In addition to being part of the integrated Vision Traffic Suite, Vistro also has the ability to
interface with external software platforms, as described below.
14.2.1 Abstract Network Model (ANM)

The PTV Abstract Network Model (ANM) is an XML file format that allows access to both
Visum and Vissim through a common data interchange format. This format allows other
traffic planning and engineering software to interface with the Vision Traffic Suite, including
Vistro.
Vistro also supports export to the ANM format for expanded interchange capabilities with
external software products.
These models also serve as an intermediate network format for Visum and Vistro export to
Vissim, as discussed in section 14.1.2 PTV Vissim on page 151.
14.2.2 Trafficware Synchro®

Vistro also supports import from and export to Synchro®, via the Synchro® Universal Traffic
Data Format (UTDF) CSV (*.csv) file format for Synchro® Versions 7 and 8.

Import/Export
14.2.2.1 Import from Synchro®

1. Select menu File > Import > Synchro®…
2. In the resulting dialog, select a Synchro® combined data (*.csv) file and select Open.
Vistro will import all elements from the Synchro® UTDF CSV file, including network geometry,
volumes, turning movements, vehicle compositions, intersection control, and signal timing.
NOTE: This feature does not support the import of data generated with Synchro®
version 6 or below.
14.2.2.2 Export to Synchro®

1. Select menu File > Export > Synchro®…
2. In the resulting dialog, provide a filename Synchro® combined data (*.csv) file and select
Save.
3. Open the combined data (*.csv) file in Synchro®.
Vistro will import all elements from the Synchro® UTDF CSV file, including network geometry,
volumes, turning movements, vehicle compositions, intersection control, and signal timing.
14.2.3 Transoft OTISS

Vistro provides import and export functionality for the Transoft Online Traffic Impact Study
Software (OTISS). This allows you to utilize the full power of OTISS to produce your trip
generation for all of your zones and use the OTISS results to populate the Trip Generation
table in Vistro.
The OTISS import / export is accessible from the File > Import or File > Export menu items
as well as from the icons in the upper right hand corner of the Trip Generation workflow
panel table.
1. To use OTISS, first add the desired Zones to your Vistro Network and provide the Zone
Name to help identify the Zone.
2. Once this is set up, export the Vistro file to OTISS. Then use your OTISS online
subscription to import the Vistro file. In OTISS, you will see your Vistro project file and
your Zones will be listed there.
3. Complete your trip generation calculations in OTISS. When this is complete, export the
file OTISS file to Vistro.
4. Back in Vistro, import the OTISS file. The data from OTISS now populates your Trip
Generation table.

Import/Export
14.2.4 SVG File

Vistro can export a screenshot of the network as an SVG file for viewing in a browser.
1. Select File > Export > SVG.
2. Define a file name and select Save.
This will create an SVG (*.svg) file that can be opened in a browser.
14.2.5 Volumes
Vistro can import and export turning movement volumes using a CSV (*.csv) file. In a typical
workflow, a user would first define the intersection lane configurations for all intersections in
the network and then use File > Export > Volumes… to export out the formatted CSV file.
Then, using a spreadsheet tool such as Excel®, the user can populate the appropriate
turning movement cells with the corresponding volumes. Afterwards, the user can import the
CSV file containing the volumes using File > Import > Volumes…
Vistro can import and export the following turn volume attributes:
 Base Volume Input
 In-Process Volume
 Diverted Trips
 Pass-by Trips
 Existing Site Adjustment Volume
 Other Volume
 Right-Turn on Red Volume

Analysis Methods
15 Analysis Methods
As described previously, Vistro provides intersection analysis for the following intersection
types:
 Signalized;
 Roundabouts
 Two-way Stop Control; and
 All-way Stop Control.
15.1 Signalized Intersection Analysis Methods

The following intersection analysis methods are available in Vistro:
 Highway Capacity Manual 2010 (HCM 2010) for Signalized Intersections
 Highway Capacity Manual 2000 (HCM 2000) for Signalized Intersections
 Circular 212 Planning and Operations
 Intersection Capacity Utilization Methods 1 and 2 (ICU1 and ICU2)
15.1.1 HCM 2010 for Signalized Intersections

The signalized intersection methods from the Highway Capacity Manual (HCM) 2010 are
implemented in Vistro. The signalized intersection methodology is documented in Chapters
18 and 31 of the HCM 2010. The methodology is described in brief summary here.
The basic flow chart for performing capacity analyses for signalized intersections is displayed
in Figure 56: HCM 2010 Signalized Intersections Methodology. Key inputs include the
intersection geometry, volumes (counts or adjusted demand model volumes), and signal
timing.
The intersection geometry is deconstructed into lane groups, which are the basic unit of
analysis in the HCM method. A lane group is a lane or set of lanes designated for separate
analysis. Each intersection approach may have one or more lane groups.
The volumes are then adjusted by peak hour factors or other volume adjustment factors. The
saturation flow rates are then determined based on the ideal saturation flow rate and various
adjustment factors. The capacity is then determined for each lane group by multiplying the
saturation flow rate by the number of lanes and the green/Cycle ratio.
After calculating the volumes and capacities for each lane group, various performance
measures are calculated. These include average control delay per vehicle, the v/c ratios, the
level of service and queues.

Analysis Methods
The flow chart for conducting HCM 2010 signalized intersection analysis is shown in Figure
56: HCM 2010 Signalized Intersections Methodology:
Figure 56: HCM 2010 Signalized Intersections Methodology

(Taken from the Highway Capacity Manual 2010, Exhibit 18-11.)
Pretimed Actuated
Step 1. Determine Movement Groups and Lane Groups
Step 2. Determine Movement Group Flow Rate
Step 3. Determine Lane Group Flow Rate
Step 4. Determine Adjusted Saturation Flow Rate
Step 5. Determine Proportion Arriving During Green
Step 6. Determine Signal Phase Duration
Converge?
Step 7. Determine Capacity and Volume-to-Capacity Ratio
Step 8. Determine Delay
Step 9. Determine LOS
Step 10. Determine Queuing
Step 1: Determine Movement Groups and Lane Groups

Movement groups and lane groups are similar in meaning. There are differences between
them when a shared lane is present on an approach with two or more lanes. The movement

Analysis Methods
group designation is useful for specifying input data. The lane group designation is useful for
describing the calculations associated with the methodology.
Movement groups are determined based on the following rules:
 Exclusive turning lane(s) serve as a movement group
 Remaining lanes combine to serve as another movement group
A lane group is a lane or set of lanes designated for separate analysis. Each intersection
approach may have one or more lane groups. The following are designations of lane groups:
 Exclusive left turn-lane(s)
 Exclusive right turn-lane(s)
 Exclusive through lane(s)
 Shared left-through lane
 Shared through-right lane
 Shared left-right lane
 Shared left-through-right lane
Step 2: Determine Movement Group Flow Rate

This step determines the flow rate for each movement group. A movement’s flow rate is
assigned to a movement group if a turn movement is served by one or more exclusive lanes
and no shared lanes. Any remaining approach flow is assigned to one movement group.
The RTOR flow rate is subtracted from the right-turn flow rate, regardless of whether the right
turn occurs from a shared or an exclusive lane.
Step 3: Determine Lane Group Flow Rate

This step determines the lane group flow rate. The lane group flow rate equals the movement
group flow rate if there are no shared lanes on the intersection approach or the approach has
only one lane.
The lane group flow rate is computed by the procedure described in HCM 2010 Chapter 31 if
there are one or more shared lanes on the approach and two or more lanes. This procedure
is based on an assumed desire by drivers to choose the lane that minimizes their service
time at the intersection, where the lane volume-to-saturation flow ratio is used to estimate
relative differences in this time among lanes.
Step 4: Determine Adjusted Saturation Flow Rate

This step determines the adjusted saturation flow rate for each lane of each lane group. The
base saturation flow rate input is used as a starting point, and is then multiplied by various
factors that adjust the base saturation flow rate to reflect the specific conditions present on
the approach.

Analysis Methods
This procedure applies to lane groups that consist of an exclusive lane(s) operating in a pre-
timed protected mode, without pedestrian or bicycle interaction. The supplemental
procedures described in HCM 2010 Chapter 31 are combined with those in this step to
compute the adjusted saturation flow rate when other conditions are present.
The adjusted saturation flow rate per lane for the subject lane group is calculated as:
s = so fw fHV fg fp fbb fa fLU fLT fRT fLpb fRpb
where:
s = adjusted saturation flow rate (veh/h/ln),
so = base saturation flow rate (pc/h/ln),
fw = adjustment factor for lane width,
fHV = adjustment factor for heavy vehicles in traffic stream,
fg = adjustment factor for approach grade,
fp = adjustment factor for existence of a parking lane and parking activity adjacent to lane
group,
fbb = adjustment factor for blocking effect of local buses that stop within intersection area,
fa = adjustment factor for area type,
fLU = adjustment factor for lane utilization,
fLT = adjustment factor for left-turn vehicle presence in a lane group,
fRT = adjustment factor for right-turn vehicle presence in a lane group,
fLpb = pedestrian adjustment factor for left-turn groups, and
fRpb = pedestrian–bicycle adjustment factor for right-turn groups.
The details of the calculations of the saturation flow adjustment factors are described in detail
in HCM 2010 Chapters 18 and 31.
Step 5: Determine Proportion Arriving on Green

The proportion of vehicles that arrive during the green and red signal indications affects the
control delay and queues. Delay and queue size are smaller when a larger proportion of
vehicles arrive during the green indication. The proportion of vehicles arriving on green for
each lane group is calculated by:
P = Rp (g /C)
where:
P = proportion of vehicles arriving on green,
Rp = platoon ratio,
g = effective green time,
C = cycle length.
The effective green time g and cycle length C are known for pre-timed operation. If the
intersection is not pre-timed, then the average phase time and cycle length must be
calculated by the procedures described in the next step.

Analysis Methods
Step 6: Determine Signal Phase Duration

The duration of a signal phase depends on the type of control used at the subject
intersection. If the intersection has pre-timed control, then the phase duration is an input and
this step is skipped. If the phase duration is unknown, then the pre-timed phase duration
procedure in Section 2 of HCM 2010 Chapter 31 can be used to estimate the pre-timed
phase duration. If the intersection has actuated control, then the actuated phase duration
procedure in Section 2 of HCM 2010 Chapter 31 is used in this step to estimate the average
duration of an actuated phase. It distinguishes between actuated, non-coordinated, and
coordinated phase types.
Step 7: Determine Capacity and Volume-to-Capacity Ratio

The lane group volume-to-capacity ratio and the critical intersection Volume-to-Capacity ratio
are calculated in this step.
Lane Group Volume-to-Capacity Ratio:
The capacity of a given lane group serving one traffic movement, and for which there are no
permitted left-turn movements, is defined by:
c = N s g/C
where
c = capacity (veh/hr)
N = number of lanes in the lane group
s = saturation flow rate (veh/hr/ln)
g = effective green time (s)
C = cycle length (s)
HCM 2010 Chapter 31 provides a procedure for estimating the capacity for shared-lane lane
groups or permitted left-turn operations, accounting for other factors that affect their capacity.
The volume-to-capacity ratio for a lane group is defined as the ratio of the lane group volume
and its capacity:
X=v/c
Where:
X = volume-to-capacity ratio,
v = demand flow rate (veh/hr), and
c = capacity (veh/hr)
Critical Intersection Volume-to-Capacity Ratio:
The critical volume-to-capacity ratio, Xc, is another measure used for evaluating signalized
intersections, and is computed by:
𝑣 𝐶
𝑋𝑐 = ∑ (𝑁∗𝑠) ( )
𝑖 𝑐𝑖 𝐶 − 𝐿

Analysis Methods
Where:
Xc = critical intersection volume-to-capacity ratio,
C = cycle length (s),
v/(N*s)I = critical flow ratio for phase I,
ci = set of critical phases on the critical path, and
L = cycle lost time (s).
Step 8: Determining Delay

The delay calculated in this step represents the average control delay experienced by all
vehicles that arrive during the analysis period. It includes any delay incurred by these
vehicles that are still in queue after the analysis period ends. The control delay for a given
lane group is computed by:
d = d1 + d2 + d3
where
d = control delay (s/veh),
d1 = uniform delay (s/veh),
d2 = incremental delay (s/veh), and
d3 = initial queue delay (s/veh).
Calculating Uniform Delay, d1:
The uniform delay is the delay expected given a uniform distribution for arrivals and no
saturation. It also assumes one effective green period during the cycle and one saturation
flow rate during this period. It is calculated as follows:
𝑔 2
0.5 𝐶 (1 − )
𝑑1 = 𝐶
1 − [𝑚𝑖𝑛(1, 𝑋)𝑔/𝐶]
where
C = cycle length (s),
g = effective green time (s), and
X = volume-to-capacity ratio
Alternatively, the HCM 2010 presents the “incremental queue accumulation” procedure for
cases beyond the assumptions mentioned above, to allow more accurate uniform delay
estimates for progressed traffic movements, movements with multiple green periods, and
movements with multiple saturation flow rates (e.g., protected-permitted turn movements).
The incremental queue accumulation procedure models arrivals and departures as they
occur during the average cycle. Specifically, it considers arrival rates and departure rates as
they may occur during one or more effective green periods. The rates and resulting queue
size can be shown in a queue accumulation polygon. Refer to HCM 2010 Chapters 18 and
31 for details.

Analysis Methods
Calculating Incremental Delay, d2:

The incremental delay term accounts for delay due to random variation in the number of
arrivals on a cycle-by-cycle basis. It also accounts for delay caused by demand exceeding
capacity during the analysis period. It is calculated as follows:
8 𝑘 𝐼 𝑋𝐴
𝑑2 = 900 𝑇 [(𝑋𝐴 − 1) + √(𝑋𝐴 − 1)2 + ]
𝐶𝐴 𝑇
With
𝑋𝐴 = 𝑣⁄𝑐𝐴
where
T = analysis period duration (h),
XA = average volume-to-capacity ratio,
cA = average capacity (veh/h),
k = incremental delay factor, and
I = upstream filtering adjustment factor.
Calculating Initial Queue Delay, d3:
The initial queue delay is the result of unmet demand at the start of the analysis period. If no
lane group has initial queue, then the initial queue delay, d3, is 0.0 seconds/vehicle. This
value is set to 0 in the current implementation. If initial queue is present at the start of the
analysis period, the equations in HCM 2010 Chapter 18 can be used to estimate the initial
queue delay for the lane group.
Calculate Delay for the Approach, dA:
The average control delay for each approach to the intersection is a weighted average delay,
where each lane group delay for the approach is weighted by the lane group demand flow
rate. It is calculated by:
∑ 𝑑𝑖 𝑣𝑖
𝑑𝐴 =
∑ 𝑣𝑖
Calculate Delay for the Intersection, dI:

The average control delay for the intersection is also a weighted average delay, where each
lane group delay for the intersection is weighted by the lane group demand flow rate. It is
calculated by:
∑ 𝑑𝑖 𝑣𝑖
𝑑𝐼 =
∑ 𝑣𝑖

Analysis Methods
Step 9: Determine LOS

The LOS is determined for each lane group, approach and the intersection as a whole,
based on the thresholds presented in Table 22: Intersection Level of Service (LOS) for HCM
2010 Signalized Method.
Table 22: Intersection Level of Service (LOS) for HCM 2010 Signalized Method
Level of Service (LOS) Control Delay (s/veh)
LOS A ≤ 10
LOS B > 10 − 20
LOS C > 20 − 35
LOS D > 35 − 55
LOS E > 55 − 80
LOS F > 80
Step 10: Determine Queuing

The HCM 2010 Chapter 31 describes a procedure for estimating the back-of-queue size and
the queue storage ratio.
The position of the vehicle stopped farthest from the stop bar during a cycle is the back of
queue. The arrival pattern of vehicles and the number of vehicles that do not clear the
intersection during the previous cycle affect the back-of-queue size.
The proportion of the available queue storage distance that is occupied at the point in the
cycle when the back-of-queue position is reached is defined as the queue storage ratio. The
storage space overflows when this ratio exceeds 1.0, and vehicles may be blocked from
moving forward by the queued vehicles.
The back of queue size for a lane group is calculated by:
Q = Q1 + Q2 + Q3
where
Q = back-of-queue size (veh/ln),
Q1 = first-term back-of-queue size (veh/ln),
Q2 = second-term back-of-queue size (veh/ln), and
Q3 = third-term back-of-queue size (veh/ln).
15.1.2 HCM 2000 for Signalized Intersections

The signalized intersection methodology is documented in Chapter 16 of the HCM 2000.
The basic flow chart for performing capacity analyses for signalized intersections is displayed
in Figure 57: Signalized intersection capacity analysis flowchart. You input the intersection
geometry, volumes (counts or adjusted demand model volumes), and signal timing. The

Analysis Methods
intersection geometry is deconstructed into lane (or signal) groups, which are the basic unit
of analysis in the HCM method.
A lane (or signal) group is a group of one or more lanes on an intersection approach having
the same green stage. For example, if an approach has just one pocketed exclusive left turn
and one shared through and right turn, then there are usually two lane groups – the left and
the shared through/right.
Figure 57: Signalized intersection capacity analysis flowchart
The volumes are then adjusted via peak hour factors, etc. For each lane group, the
saturation flow rate (SFR), or capacity, is calculated based on the number of lanes and
various adjustment factors such as lane widths, signal timing, and pedestrian volumes.
Having calculated the demand and the capacity for each lane group, various performance
measures can be calculated. These include, for example, the v/c ratio, the average amount
of control delay by vehicle, the Level of Service, and the queues.
Step 1: Lane volume calculation from the movement volumes

This step distributes the movement volumes to lanes according to the user-defined
geometry.
The basic distribution rule is to distribute the volumes uniformly to the lanes while taking the
input movement volumes into account. You can overwrite a lane's utilization share within its
lane group, if applicable.
Step 2: Volume adjustments by means of peak hour factors

The input lane volumes are adjusted to represent the peak hour volumes through the peak
hour factor (PHF). The PHF is defined as:

Analysis Methods
𝑣ℎ
𝑃𝐻𝐹 =
4𝑣15
Where
vh = hourly volume (veh)
v15 = peak 15-minute volume (veh)
Then,
vi = vg / PHF
where
vi = adjusted volume for lane group i
vg = unadjusted (input) volume for lane group g
PHF = peak hour factor (0 to 1.0)
Step 3: Calculation of de facto lane groups left/though/right

De facto lane groups are shared lanes with 100% of their volume making one movement. For
example, if a lane group is a shared left and through lane, and 100% of the lane volume is
making a left movement, then the lane group is converted to a de facto exclusive left lane
group.
Step 4: Calculation of the types of left turns

The type of left turn needs to be determined in order to calculate the left turn adjustment
factor.
The left turn type is set as follows:
1. Fully controlled if all turns of an approach are conflict free during their green times.
2. Fully secured if the left turns are conflict free during green time.
3. Fully secured + permitted if during green time left turns are first fully secured and then
permitted.
4. Permitted + fully secured if during green time left turns are first permitted and then fully
secured.
5. Without left turn stage, all other cases.
Step 5: Proportions of left turning and right turning vehicles by lane group
The proportion of right and left turn volume by lane group needs to be calculated.
PLT = vLT / vi
PRT = vRT / vi
where
PLT = proportion left turn volume by lane group
PRT = proportion right turn volume by lane group
vi = adjusted volume by lane group

Analysis Methods
vLT = volume of left turning vehicles by lane group

vRT = volume of right turning vehicles by lane group
Step 6: Saturation flow rate calculation by lane group

The saturation flow rate is the amount of traffic that can make the movement under the
prevailing geometric and signal timing conditions. The saturation flow rate starts with an
ideal capacity, which usually is 1,900 vehicles per hour per lane (vphpl) for HCM 2000.
This number decreases due to various factors. The saturation flow rate is defined as:
si = (so)(N) • (fw)(fHV)(fg)(fp)(fa)(fbb)(fLu)(fRT)(fLT)(fLpb)(fRpb)
where
si = saturation flow rate of lane group i
so = ideal saturation flow rate per lane (usually 1,900 vphpl)
N = number of lanes in lane group
fw = factor for lane width adjustment
fHV = Heavy vehicle adjustment factor
fg = adjustment factor for approach grade
fp = adjustment factor for parking
fa = adjustment factor for the position of the link to city center (CBD true/false)
fbb = adjustment factor for bus stop blocking
fLu = adjustment factor for lane usage
fRT = adjustment factor for right turns
fLT = adjustment factor for left turns
fLpb = adjustment factor for pedestrians and bicyclists on left turns
fRpb = adjustment factor for pedestrians and bicyclists on right turns
First the description of the main calculation is described and then the various adjustment
factors are calculated.
Step 7: Calculation of actual green times

The effective green time (or actual green time for a lane group) needs to be calculated next.
The effective green time results as follows:
gi = Gi + li
gi = effective green time per lane group
Gi = green time per lane group
li = loss time adjustment per signal group
Step 8: Capacity calculation per lane group

Related to the saturation flow rate is the capacity. The saturation flow rate is the capacity if
the movement has 100% of the green time (this means, the signal is always green for the

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movement). The capacity, however, accounts for the fact that the movement must share the
signal with the other movements at the intersection, and therefore scales the SFR by the
percent of green time in the cycle. The capacity of a lane group is then defined as follows:
ci = si • (gi / C)
where
ci capacity i
si saturation flow rate i
C cycle time
gi / C green ratio i
Step 9: Calculation of the critical vol/cap ratio for the entire intersection
The critical v/c ratio of intersections is defined below. The HCM method is concerned with the
critical lane group for each signal stage. The critical lane group is the lane group with the
largest volume/capacity ratio unless there are overlapping stages. If there are overlapping
stages, then the maximum of the different combinations of the stages is taken as the max.
For the description of this method, please refer to HCM 2000, page 16-14, or HCM 2010,
page 18-41.
𝑣 𝐶
𝑋𝑐 = ∑ (𝑠 ) ( )
𝑖 𝑐𝑖 𝐶 − 𝐿
where
Xc = critical saturation (v/c ratio) per intersection
= volume/capacity ratios for all critical lane groups
C = cycle time
L = loss time total of the signal groups of all critical lane groups
Step 10: Mean total delay per lane group

In addition to calculating the critical v/c per intersection, the mean delay per vehicle is
calculated by the HCM method. The mean total delay is defined below.
di = dUiPF + dIi + dRi
where
di mean delay per vehicle for lane group
dUi uniform delay
dIi incremental delay (stochastic)
dRi delay residual demand
PF permanent adjustment factor for coordination quality (see HCM 2000 "Signal coordination
(Signal offset optimization)" on page 274)

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where
dUi uniform delay for lane group i
gi effective (actual) green time
Xi = v/c volume/capacity ratio
Step 10b: Calculation of the incremental delay for each lane group
The incremental delay is the random delay that occurs since arrivals are not uniform and
some cycles will overflow. It is calculated as follows:
Where
dIi incremental (random) delay for lane group i
ci capacity for lane group i
Xi = v/c volume/capacity ratio
T duration of analysis period (hr) (default 0.25 for 15 min)
ki lookup value (HCM attachment 16 – 13) based on the controller type
Ii upstream filtering / metering adjustment factor (set to 1 for isolated intersection)
Step 10c: Delay calculation for the residual demand per lane group
The residual demand delay is the result of unmet demand at the start of the analysis period.
It is only calculated if an initial unmet demand at the start of the analysis period is input (Q). It
is set to 0 in the current implementation. It is calculated as follows:
where
dRi residual demand delay for lane group i
Qbi initial unmet demand at the start of period T in vehicles for lane group (default 0)
ci capacity
T duration of analysis period (hr) (default 0.25 for 15 min)
ui delay parameter for lane group (default 0)

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ti duration of unmet demand in T for lane group (default 0)
Step 11: Delay calculation for the approach

The total delay per vehicle for each lane group can be aggregated to the approach and to the
entire intersection with the following equations. The approach delay is calculated as the
weighted delay for each lane group.
Where
dA mean delay per vehicle for approach A
di delay for lane group i
vi volume for lane group i
Step 12: Delay calculation for the intersection

The intersection delay is calculated as the weighted delay for each approach.
where
dI mean delay per vehicle for intersection I
dA delay for approach
VA volume for approach
Step 13: Level of Service calculation

The level of service is defined as a value which is based on the mean delay of the
intersection (Table 23: Intersection Level of Service (LOS) for HCM 2000 Signalized
Method).

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Table 23: Intersection Level of Service (LOS) for HCM 2000 Signalized Method
Level of Service (LOS) Control Delay (s/veh)
LOS A ≤ 10
LOS B > 10 − 20
LOS C > 20 − 35
LOS D > 35 − 55
LOS E > 55 − 80
LOS F > 80
Step 14: Mean queue length calculation per lane group

Queue lengths are also calculated by the HCM 2000 method. The equation for the
calculation of the mean queue length is as follows:
Q = Q 1 + Q2
Where
Q = mean queue length – the maximum distance (measured in vehicles) that the queue
extends on the average signal cycle
Q1 = mean queue length for uniform arrival with progression adjustment
Q2 = incremental term associated with random arrival and overflow to next cycle
Step 14a: Calculation of the number of residual vehicles after cycle 1

Q1 represents the number of vehicles that arrive during the red stages and during the green
stages until the queue has dissipated.
where
PF2 = progression factor 2
vi = volume of lane group i per lane
C = cycle time
gi = effective green time of lane group i
Xi = volume/capacity ratio of lane group i

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where
PF2 = progression factor 2
vi = volume per lane of lane group i
C = cycle time
gi = effective green time lane group i
si = saturation flow rate for lane group i
RP = platoon ratio – based on lookup table for arrival type
Step 14b: Calculate second-term of queued vehicles, estimate for mean overflow
queue
T = analysis period (usually 0.25 for 15 minutes)

k = adjustment factor for early arrival
Qb = initial queue at start of period (default 0)
ci = capacity for lane group i
k = 0.12 I • (sigi / 3600)0.7 for fixed time signal
k = 0.10 I • (sigi / 3600)0.6 for demand-actuated signal
I upstream filtering factor (set to 1 for isolated intersection)
Step 15: Calculation of the queue length percentile

After calculating the mean back of queue, the percentile of the back of queue is calculated as
follows:
Where
Q average queue length

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Saturation flow rate adjustment factors

We now return to the calculation of the saturation flow rate which involves several adjustment
factors.
Step 6a: Calculate lane width adjustment factor
where
fw = lane width adjustment factor
W = mean lane width (≥8) (ft)
Step 6b: Calculate heavy goods vehicle factor
where
fHV = adjustment factor for heavy goods vehicles
%HV = percentage of heavy vehicles per lane group
EP = passenger car equivalent factor (2.0 / HV)
Step 6c: Calculate approach grade adjustment factor
where
fg = adjustment factor for approach grade
%G = approach grade as percentage (-6 % to +10 %)
Step 6d: Calculate parking adjustment factor

fP is calculated as follows:
where
fp = parking adjustment factor (1.0 if no parking, else ≥ 0.050)
N = number of lanes in lane group

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Nm = number of parking maneuvers per hour (only for right turn lane groups) (0 to 180)
Step 6e: Calculate adjustment factor for position to city center

fa = 0.9 if link is in the city center (CBD), otherwise 1.0
where
fa = adjustment factor for position
CBD indicates a central business district
Step 6f: Calculate bus stop blocking factor
where
fbb bus stop blocking adjustment factor (≥0.05)
N number of lanes in lane group
NB number of bus stop events per hour (does not apply to left turn lane groups) (0 to 250)
Step 6g: Calculate lane utilization adjustment factor
where
fLu = adjustment factor lane utilization
vg = unadjusted (input) volume for lane group g
vgl = unadjusted (input) volume for lane with highest volume in lane group (veh per hour)
For this adjustment factor, an HCM lookup-table is regarded (HCM 2000: table 10-23 on
page 10-26.
Step 6h: Calculate right turn adjustment factor
where
fRT right turn adjustment factor (≥0.05)

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PRT proportion of right turn volume for lane group
Step 6i: Calculate left turn adjustment factor

The left turn adjustment factor is the most complex of the factors. The calculation is simple
for protected left turns. However, if there is permitted phasing, then the equation is quite
complex. It is as follows:
where
fLT = adjustment factor for left turns
PLT = proportion of left turn volume for lane group
For permitted staging, there are five cases. When there is protected-plus-permitted staging
or permitted-plus-protected staging, the analysis is split into the protected portion and the
permitted portion. The two are analyzed separately and then combined. Essentially this
means treating them like separate lane groups. Refer to the HCM for how to split the
effective green times among the protected and permitted portions.
1. Exclusive lane with permitted phasing – use the general equation below
2. Exclusive lane with protected-plus-permitted phasing – use 0.95 for the protected portion
and the general equation below.
3. Shared lane with permitted phasing – use the general equation below
4. Shared lane with protected-plus-permitted phasing – use the equation above for protected
phasing portion and the general equation below for the permitted portion
5. Single lane approach with permitted left turns – use the general equation below
The general equation for calculating fLT for permitted left turns is below. Note that this is not
the exact HCM 2000 equation since there are a few different versions depending on the
situation – shared/exclusive lane, multilane/single lane approach, etc. But the equation is
similar regardless of the situation. This general equation is the equation for an exclusive left
turn lane with permitted phasing on a multilane approach opposed by a multilane approach.
The equation is basically the percentage of the time when lefts can make the turn times an
adjustment factor. The adjustment factor is based on the portion of lefts in the lane group and
an equivalent factor for gap acceptance time that is based on the opposing volume. The
calculation of the percentage of the time when lefts can make the turn is a function of the
opposing volume and their green time. The equation is as follows:

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where
fLT = Global adjustment factor for left-turns
fLTmin = Minimum value for adjustment factor
g = Effective non-protected green time for left-turn lane group
gu = Effective non-protected green time for left-turns crossing a conflicting flow
PL = Share of left-turns using lane L
EL1 =Through equivalent for non-protected left-turns (veh/hr/lane) (look-up value depends on
conflict flow volume)
gq = Effective non-protected green time , while left-turns are blocked completely and the spill-
back of the conflict flow is reduced
go = Effective green time for conflict flow
N = Number of lanes in lane group
Volc = Corrected conflict flow per lane per cycle =

No = Number of lanes in the lane group of the conflict flow
vo = Corrected conflict flow
fLUo = Lane utilization factor for conflict flow
qro = Opposing queue ratio = max[1 - Rpo • (go / C), 0] (Rpo = look-up value depends on
ArrivalType)
tl = Loss time for left-turn lane group
The opposing volume is calculated from the signal groups that show green while the subject
lane group has green. To calculate the opposing volume for a subject lane group, the entire
opposing volume is used even if there is an overlap.
The permitted left movement calculation does not need to be generalized to 4+ legs since
only one opposing approach is allowed.
Step 6j: Calculate pedestrian adjustment factors for left and right turns
The computation of the factors for left-turning and right-turning pedestrians and bicyclists is a
considerably complex operation. It is performed in four steps. For the computation, the

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bicycle volumes of the legs are regarded and the pedestrian volumes of the crosswalks. A
traffic flow has potential conflicts with two crosswalks on the outbound leg. These two
crosswalks head for the opposite directions.
NOTE: At a leg which is a channelized turn no conflicts occur between right turn
movements and pedestrians.
Step 1: Determination of the pedestrian occupancy rate OCCpedg.

The pedestrian occupancy rate OCCpedg is derived from the volume. The following applies.
Here, vpedg is the pedestrian flow rate, v1pedg and v2pedg are the pedestrian volumes of the
crosswalks, C is the cycle time of the signal control and g1p and g2p indicate the duration of
the green for the pedestrians.
NOTE: In the HCM 2000 it is implicitly assumed, that the green for the left turn
movements and the green for the pedestrians start at the same time. In Vistro, this is
not the case, however. Thus, the following distinction of cases applies in Visum: If the
pedestrian green time overlaps (or touches) the green or amber stage for vehicles, an
existing conflict is assumed. In this case, the duration of the green of the pedestrian
signal group is fully charged. Otherwise it is assumed, that there is no conflict. In this
case, gp = 0 is assumed.
Step 2: Determination of the relevant occupancy rate of the conflict area OCCr
Here, three cases are distinguished:
 Case 1: Right turn movements without bicycle conflicts or left turn movements from one-
way roads
In this case, the following applies:
OCCr = OCCpedg
Decisive for left turns from one-way roads is, that there is no opposite vehicle flow.
 Case 2: Right turn movements with bicycle conflicts
Here, straight turns of bicyclists are assumed.
OCCbicg = 0.02 + vbicg / 2700

OCCr = OCCpedg + OCCbicg - (OCCpedg)•(OCCbicg)

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Here, vbicg is the bicycle flow rate, vbic is the bicycle volume, C is the cycle time of the
signal control, g is the effective green time of the lane group, and OCCbicg is the conflict
area's occupancy rate caused by bicyclists.
 Case 3: Other left turn movements
These are left turn movements which do not originate from a one-way road. Here, a
distinction of cases is made for the values gq and gp. gq is the clearing time of the vehicle
flow on the opposite leg, and gp is the green time for the conflicting pedestrians. The
following applies
gp = max(g1p, g2p)
 Case 3a: gq ≥ gp
In this case, the calculation is shortened and the following applies
fLpb = 1.0
Pedestrians and bicyclists are irrelevant here, since the left turn movements have to
wait until the vehicle flow on the opposite leg is cleared.
 Case 3b: gq < gp
The following applies
Here, OCCpedu is the occupancy rate of pedestrians after the clearance of the vehicle
flow on the opposite leg, and OCCpedg is the pedestrians occupancy rate.
Step 3: Determination of the adjustment factors for pedestrians and bicyclists on permitted
turns ApbT
Here, two cases are distinguished with regard to the values Nturn – which is the number of
lanes per turn – and Nrec, which is the number of lanes per destination leg.
 Case 1: Nrec = Nturn
Here applies ApbT = 1 - OCCr
 Case 2: Nrec > Nturn
Here, vehicles have the chance to give way to pedestrians and bicyclists. The following
applies
ApbT = 1 - 0.6 • OCCr
Step 4: Determination of the adjustment factors for the saturation flow rates for pedestrians
and bicyclists fLpb und fRpb.
fLpb is the adjustment factor for left turns, and fRpb is the adjustment factor for right turns. The
following applies:
fRpb = 1 - PRT • (1 - ApbT) • (1 - PRTA)
fLpb = 1 - PLT • (1 - ApbT) • (1 - PLTA)

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PRT and PLT represent the proportions of right turn and left turn movements in the lane group,
and PRTA and PLTA code the permitted shares in the right and left turn movements (each
referring to the total number of right turn and left turn movements of the lane group).
15.1.3 Circular 212 (Planning and Operations)

The Circular 212 Planning Method and Operations Method are documented in the Interim
Materials on Highway Capacity, Transportation Research Circular 212, January 1980
(Transportation Research Board).
These methods consist of a critical movement analysis approach to capacity analysis.
15.1.3.1 Passenger Car Equivalents for Circular 212

The Circular 212 methods employ a passenger car equivalent (PCE) factor to factor up left
turning volumes to account for the impact of opposing through traffic for approaches with
permitted left turn phasing from a shared left-thru lane (Table 24: PCE for Circular 212
Methods).
Table 24: PCE for Circular 212 Methods

PCE Value Opposing Volume
1.0 Up to 300
2.0 301 – 600
4.0 601 – 1000
6.0 1000+
15.1.3.2 Saturation Flow Rates

The default saturation flow rates for the Circular 212 methods are shown in Table 25:
Saturation Flow Rates for Circular 212 Methods.
Table 25: Saturation Flow Rates for Circular 212 Methods

Method 2 phase 3 phase 4+ phase
Circular 212 Planning 1500 veh/hr/lane 1425 veh/hr/lane 1375 veh/hr/lane
Circular 212 Operations 1800 veh/hr/lane 1720 veh/hr/lane 1650 veh/hr/lane
These saturation flow rates can be over-ridden by the user based on local values, if
applicable.
15.1.3.3 Identification of critical movements

The pair of critical movements for each street (consisting of opposite approaches) is
determined based upon the volume/saturation ratio (V/S) for each movement as follows:

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For Split Phase Approaches (sometimes called Approach Phasing)

The critical movement pair is the two opposite-approach movements with the highest
volume/saturation ratio on each opposite approach.
For Protected Phase Approaches

The critical movement pair is the combination of left plus opposing through (or opposing
right, if it is greater than the opposing through) that sums to the highest V/S ratio.
For Permitted Left Phase Approaches

The selection of critical movements varies by method:
For the Operations Methods of Circular 212: The single most critical movement is selected
for the street (looking at both street approaches). The maximum V/S (left, through or right) of
both street approaches is selected.
For Circular 212 Planning: The sum of the volume/saturation ratios for opposing through (or
opposing right, if it is greater than the opposing through) and left movements are compared
and the maximum is selected.
15.1.3.4 Intersection Volume-to-Capacity (V/C) Ratio and Level of

Service (LOS)
The intersection Volume-to-Capacity ratio, V/C, is calculated as the sum of the critical
movements for each approach.
The intersection LOS is determined from the V/C ranges shown in Table 26:Intersection
Level of Service (LOS) for Circular 212 Methods.
Table 26:Intersection Level of Service (LOS) for Circular 212 Methods

Level of Service (LOS) V/C
LOS A 0.000 – 0.6000
LOS B 0.601 – 0.700
LOS C 0.701 – 0.800
LOS D 0.801 – 0.900
LOS E 0.901 – 1.000
LOS F > 1.000
15.1.4 ICU1 and ICU2

The Intersection Capacity Utilization (ICU) Method is similar to the Circular 212 Planning
method (See Section 15.1.3 Circular 212 (Planning and Operations) on page 176) with the
exception that the ICU method includes signal loss time in the calculation of the overall

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intersection volume/capacity ratio (see J. Gould, “Comparing the 1985 HCM and the ICU
Methodologies”, ITE Journal, August 1990), and no PCE factors are applied.
Jurisdictions using this method may use different assumed saturation flows per lane. The
default saturation flows per lane for the ICU method have been set in Vistro to 1600
veh/hr/lane; however, this value can be over-ridden by users.
Two ICU methods are included in Vistro. One method adds the percentage loss time per
cycle to the V/S ratio. The other multiplies the V/S ratio by the percentage loss time.
ICU1 is commonly used. The lost time for this method is expressed as a percentage of cycle
length. The overall intersection V/C for this method is calculated as follows:
V Loss
ICU 1 = +
S Cycle
where:
ICU1 = ICU Method No. 1.
V/S = sum of critical movement volume /saturation ratios.
Cycle = cycle length in seconds.
Loss = total intersection loss time in seconds.
The ICU2 is based on material contained in an ITE Journal article in August 1990 by J.
Gould. The equation is as follows:
where:
ICU2 = ICU Method No. 2.
V/S = sum of critical movement volume /saturation ratios.
Cycle = cycle length in seconds.
Loss = total intersection loss time in seconds.
The results of the two methods are similar, and the choice will depend upon which method
has been accepted by local jurisdictions.
The intersection LOS is determined from the V/C ranges shown in Table 27: Intersection
Level of Service (LOS) for ICU Methods.

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Table 27: Intersection Level of Service (LOS) for ICU Methods

Level of Service (LOS) V/C
LOS A 0.000 – 0.6000
LOS B 0.601 – 0.700
LOS C 0.701 – 0.800
LOS D 0.801 – 0.900
LOS E 0.901 – 1.000
LOS F > 1.000
15.2 Roundabout Intersection Analysis

Vistro provides two options for roundabout intersection analysis:
 HCM 2010 for Roundabouts
 Transport Research Laboratory (TRL) Kimber Method for Roundabouts
15.2.1 HCM 2010 for Roundabouts

The roundabout methodology from the HCM 2010 is implemented in Vistro. This
methodology is documented in Chapters 21 and 33 of the HCM 2010. According to the HCM
2010, this methodology is similar to the methodology for two-way stop control intersections
with a few key points of difference:
 Determining the conflict flows follows the geometry of the roundabout.
 The standard values for gaps differ due to changed visibility conditions. Also this
calculation is performed on the basis of lanes, not on the basis of turns.
 With this method it is assumed that only one-leg and two-leg approaches exist.
Furthermore it is also assumed that the circulating roadway does not have more than two
lanes.
The calculation process is illustrated by Figure 58: HCM 2010 Roundabout Methodology:

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Figure 58: HCM 2010 Roundabout Methodology
The calculation method according to HCM 2010 consists of twelve consecutive steps. Here,
the description is reduced to the most critical steps.
Step 1: Calculate flow rates (volumes) for each turn

The turn volumes are converted by multiplying them with the peak hour factor for the 15
minute peak.
Step 2: Calculating traffic flows for each lane and conflicting volumes for each
approach
All calculations are based on the traffic flows and conflicting volumes at each approach.
These flows are derived from the turn volumes (in Figure 59: Approach flows at a four-leg
roundabout) for a roundabout with four approaches designated with v1 to v12):

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Figure 59: Approach flows at a four-leg roundabout
For the distribution of the volumes to the lanes please refer to HCM 2010, pages 21-14 and
21-15.
Example
The flow from the south is the sum of turn volumes v7 + v8 + v9. The conflicting flow which
applies to this flow is however the sum v1 + v2 + v10. This approach can be applied to
roundabouts with a countless number of approaches. U-turns can also be considered in the
same way, if you want to integrate them in the capacity calculation.
If an approach has more than one lane, the total inflow is distributed on lanes.
1. If only one lane is permitted for left turns, its volume is the sum of all volumes of left
turns.
2. If only one lane is permitted for right turns, its volume is the sum of all volumes of right
turns.
3. The remaining volume is distributed to all lanes in such way, that they all have the same
volume if possible.
Step 3: Capacity
The capacity of an approach depends on various factors: the number of lanes per approach,
the number of lanes in the roundabout, and whether a lane is a bypass lane. For each of the
cases, predefined formulas can be used (HCM 2010, equations 21-1 to 21-7). This is the
basic formula:
c = 1130 * e-Bv

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Here, B equals 0.001 for one-lane and two-lane entry roads to single-lane roundabouts, and
for single-lane approaches to two-lane roundabouts the value is 0.0007. Two-lane
approaches to two-lane roundabouts use the following values for B: 0.00075 for the inner-
most (left) lane, and 0.0007 for the outer (right) lane. For bypass lanes with only one
conflicting exit lane the value 0.001 is used, whereas 0.0007 is used if there are two
conflicting exit lanes.
Users with detailed knowledge of critical gaps and follow-up times can replace these
formulas. For the control type ‚roundabout‘, critical gap and follow-up time are set by lane.
Turn-related values of this attribute are not regarded. For the extended computation, the
capacity is derived from the following data (HCM 2010, page 33-3):
c = Ae-Bv
where
C= capacity in PCU/h
V= conflicting flow in PCU/h
gapc = critical gap in s
gapf = follow-up time in s
Vistro uses the following standard values: 4 s for the critical gap and 3 s for the follow-up
time. You can optionally overwrite both values by lane.
Pedestrians have an impact on capacity. For a detailed description, please refer to HCM
2010, pages 21-16 and 21-17.
To the turns, the approach capacity is distributed in proportion to the volume.
Step 4: Wait times

The mean wait time on a lane of an approach arises from the following values:
d= mean delay in s/PCU
c= lane capacity in PCU/h
v= lane volume in PCU/h

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T= observation period in h
The mean delay of a turn is the volume-weighted mean of the mean delay of lanes used.
Step 5: Queue lengths

The mean queue length on a lane of an approach arises from the following values:
where
Q95 = 95% percentile of queue length in PCU
c= lane capacity in PCU/h
v= lane volume in PCU/h
T= observation period in h
Step 6: Level of Service (LOS)

LOS per lane of an approach is defined as a classification of the mean delay.
Table 28: LOS per lane based on the mean delay

LOS Mean Delay (s / PCU)
A 0 – 10
B > 10 – 15
C > 15 – 25
D > 25 – 35
E > 35 – 50
F > 50
The HCM does not determine the calculation of the LOS per approach, turn or intersection.
In these cases Vistro calculates the LOS on the basis of the volume-weighted mean delay. If
the volume exceeds the capacity, the LOS is automatically set to F.
15.2.2 TRL Kimber Method for Roundabouts

The Kimber roundabout methodology was developed by R.M. Kimber, (Kimber 1980),
(Kimber, Hollis 1979), (Kimber, Daly 1986), which is also described in the British guideline
TD 16/93 "The Geometric Design of Roundabouts". The method is based on the empirical

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study of numerous roundabouts and the statistical adjustment of a model which estimates
capacities in dependency of the geometry. On the basis of numerous observations, this
function was calibrated to British roundabouts, however the method is applied by some to
applications in North America and other regions.
Process shows the calculation process for roundabouts according to the TRL/Kimber
method:
Figure 60: TRL Kimber Roundabout Analysis Calculation Process
In Vistro, the geometry input parameters used with the TRL/Kimber method are described
through in the intersection setup table after selecting roundabout as the control type. In order
for the Kimber method to be active for analysis, the analysis method in the roundabout
intersection setup table must be set to Kimber. This section describes the relevant Vistro
geometry parameters to the Kimber method. The definitions of these parameters are
illustrated in Figure 61: Description of the Node Geometry for the TRL/Kimber model, which
has been taken from the DMRB guideline TD 16/93. For a better comparison with this
guideline, the common English original attributes and abbreviations are specified in Table 29:
Geometric input attributes according to Kimber method.

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Table 29: Geometric input attributes according to Kimber method

Vistro Description Units
Parameter
Lane Width Not explicitly used in the Kimber calculation, but used to calculate entry width ft or m
(see below).
Width of the travel lane. Default = 12 ft (3.7 m), Range = any real number
No. of Not explicitly used in the Kimber calculation, but used to calculate entry width
Lanes in (see below).
Pocket See Section 8.1 Intersection Setup (Geometry) on page 49 for full definition.
Entry Lane Width of the approach directly at entry across all lanes. ft or m
Width Default = sum of the approach lane widths.
Entry (R) Radius of the entry on the specified approach. More specifically the radius ft or m
Radius which tangentially approximates to the outer circle of the roundabout and the
outer boundary of the approach.
Default = 50 ft (15.2 m); Range = 0 - 500 ft (152.4 m)
Entry Angle (Φ) Acute angle measured between the projected tangential path of an entering degrees
vehicle and the path of a circulating vehicle.
Default = 45 degrees; Range = 0 – 180 degrees
Approach (V) Road width of the approach without any turn pockets. ft or m
Half Width Default = 10 ft (3.1 m); Range = 5 - 50 ft (1.5 - 15.2 m)
Flare (L‘) Half of the Length of the approach segment between the points where Entry ft or m
Length Lane Width and Approach Half Width are measured.
Grade (SEP) Distance between approach and exit of the same node leg. For regular ft or m
Separation roundabouts specify 0 ft. With values > 0 you describe the approaches at
expanded roundabouts where the approach is far away from the exit of the same
leg.
Default = 0; Range = 0 - 300 ft (91.4 m)
Inscribed (D) External diameter of the roundabout. For asymmetric roundabouts specify ft or m
Circle the radius related to the environment of the specified approach.
Diameter Default = 75 ft; Range = 32.8 – 656.2 ft (10 – 200 m)

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Figure 61: Description of the Node Geometry for the TRL/Kimber model
An additional required input for the Kimber method is the KimberHollis c-factor
(KVKimberHollisC). This factor is used to calibrate the temporal variability of the inflow. This
parameter is input in the Roundabout/Kimber control table under the parameter “KimberHollis
c-factor”.
Once the above parameters have been defined, the Kimber method is calculated per the
following steps.
Step 1: Traffic flows and conflicting volumes for each approach

All calculations are based on the traffic flows and conflicting volumes at each approach.
These traffic flows are derived from the volume turning movement inputs. All volumes are
expressed in passenger car units (PCU).
Step 2: Approach capacities

For roundabouts with RDistanceExit = 0, the following applies:

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where
Cap = approach capacity in PCU/h
qc = conflicting flow in PCU/h
k = 1 - 0,00347 • (Φ - 30 ) - 0,978 • [(1/r) - 0.05]
F = 303 x
f = 0.21 t (1 + 0.2 x)
t = 1 + .5 / (1 + M)
M = e(D - 60)/10
x = v + (e - v) / (1 + 2 S)
S = 1.6 (e - v) / L‘
The remaining variable descriptions refer to the attributes of the geometry description found
in Table 29: Geometric input attributes according to Kimber method.
For the case of roundabouts with RDistanceExit > 0, the following capacity calculation
applies:
Cap =1.004F - 0.036SEP - 0.232 qc + 14.35 - f qc(2.14 - 0.023 qc)
where all sizes as above, however Cap and qc in PCU/min.
The resultant approach capacity is written to the capacity parameter in PCU/h found in the
control table.
Step 3: Queue lengths

The queue length of an approach results from the Kimber and Hollis formula (Kimber, Hollis
1979), (Kimber, Daly 1986).
where
L = expected queue length at the end of the observation period in PC units
µ = approach capacity in PCU/h

Analysis Methods
T = length of the observation period in h

L0 = initial queue length(in Vistro always 0)
C = Variation factor KVKimberHollisC
v = approach volume in PCU/h
ρ = v / µ = Saturation
Vistro uses the formula modified in (Kimber, Hollis 79) for increased accuracy. The mean
queue length an approach is saved in the parameter Queue Length.
Step 4: Delays
The mean control-based wait time per approach results from the Kimber and Hollis formula
(Kimber, Hollis 1979), (Kimber, Daly 1986).
where
d = mean permitted delay in the observation period in s/PCU
µ = Approach capacity in PCU/h
T = length of the observation period in h
L0 = initial queue length (in Vistro always 0)
C = Variation factor KVKimberHollisC
v = approach volume in PCU/h
ρ = v / µ = Saturation
The mean permitted delay an approach and is saved in the parameter Delay. Vistro
evaluates, like in Step 3, the increased accuracy modified formula by Kimber and Hollis.
Step 5: Level-of-Service (LOS)

The concept of LOS is not mentioned in the Kimber model. For consistency, Vistro defines a
LOS per approach using the HCM 2010 unsignalized LOS delay thresholds classified with
the Kimber mean permitted delay results (Table 35:Level-of-Service (LOS) Criteria for the
AWSC Intersection Analysis). Vistro calculates the LOS of the entire intersection accordingly,
on the basis of the volume weighted mean delay of all approaches.

Analysis Methods
Table 30: LOS Based on the Kimber Mean Delay and HCM Unsignalized Thresholds
LOS Mean Delay (s/PCU)
A 0 - 10
B >10 - 15
C >15 - 25
D >25 - 35
E >35 - 50
sF >50
15.3 Two-Way Stop Control (TWSC) Intersection Analysis

Two-way Stop Control (TWSC) intersection analysis is done using either the HCM 2010 or
HCM 2000 methodologies for TWSC. The methodology is generally the same, as described
below, with the key elements of HCM 2010 highlighted.
The methodologies are documented in the HCM 2010 (Chapter 19) and HCM 2000 (Chapter
17).
15.3.1 HCM 2010 and HCM 2000

The operation of the Two-way Stop-controlled (TWSC) intersections is explained as an
interaction between vehicles on major and minor movements. In HCM capacity analysis, the
gap acceptance model and empirical models have been developed to describe this
interaction. As shown in Table 31: Level-of-Service (LOS) Criteria for the TWSC Intersection
Analysis., level of service (LOS) for TWSC intersection is determined by the computed
control delay for the minor movement because major-street through vehicles (vehicles on
priority movement) are assumed to experience zero-delay.
Table 31: Level-of-Service (LOS) Criteria for the TWSC Intersection Analysis
Control Delay LOS by Volume-to-Capacity Ratio
(s / vehicle) v/c ≤ 1.0 v/c > 1.0
0 – 10 A F
> 10 – 15 B F
> 15 – 25 C F
> 25 – 35 D F
> 35 – 50 E F
> 50 F F

Analysis Methods
This part of the manual describes the details on the TWSC intersection capacity analysis;
however, for further details on each computation step, it is recommended to refer to HCM
2010 Chapter 19. Most of the TWSC intersection can be analyzed correctly with the
exception of accounting for upstream traffic signals, which will be incorporated in Vistro in the
future.
The TWSC intersection capacity analysis consists of five (5) steps as illustrated in Figure 62:
HCM TWSC Analysis Methodology.
Figure 62: HCM TWSC Analysis Methodology
The following subsections provide the details on each computation step for the TWSC
intersection capacity analysis with HCM 2010.
Step 1: Movement priorities set up (HCM 2010)

The priority for each movement at the intersection needs to be identified to designate the
appropriate rank of each movement for next step. The priority (rank) of each movement for
both four-leg intersection and T-intersection illustrated in Figure 63: Priority Ranks.

Analysis Methods
Figure 63: Priority Ranks
4-leg intersection:
3-leg intersection:
Step 2: Demand Flow Rate Calculation and Conflicting Flow Rate Determination
For analysis of existing traffic conditions, peak 15-minute flow rate is converted to peak 15-
minute demand flow rate by:#
𝑉𝑖
𝑣𝑖 =
𝑃𝐻𝐹
Where
vi = demand flow rate for movement i (veh/h)

Analysis Methods
Vi = demand volume for movement i (veh/h)

PHF = peak hour factor
In addition to the demand flow rates, conflicting flow rates are calculated because conflicting
flow rate is directly related to the availability of acceptable gaps which need to be guaranteed
before vehicles on minor movements can enter the intersection.
Figure 64: Conflicting Flow Rate Computation (2-lanes / 4-lanes / 6-lanes) illustrates the
movements which are in conflict with selected minor movement and factors that need to be
applied to calculate conflicting flow rate for each movement. To obtain conflict flow rate, flow
rate of each conflict movement needs to be multiplied by the factors shown in parentheses,
then can be added up. Note that three numbers in parentheses are the factors for two-, four-
and six-lanes on major-street.
Figure 64: Conflicting Flow Rate Computation (2-lanes / 4-lanes / 6-lanes)

(a) Left-turn from Major (b) Right-turn from Minor
(c) U-turn from Major (d) Right-turn from Minor
(e) Left-turn from Minor

Analysis Methods
NOTE: In HCM 2000, U-turns were not taken into consideration. If HCM 2000 needs to
be used for the TWSC analysis, disregard U-turns.
Step 3: Critical Headways and Follow-up Headways Determination

The critical headway is defined as the minimum acceptable headway that needs to be
allowed for one vehicle on minor-street to enter the intersection without any safety issues.
The time between the departure of the first vehicle and the extra time which needs to be
allowed for second vehicle on minor-street to enter the intersection safely is defined as
follow-up headway.
Both critical headway and follow-up headway can be computed from base critical and follow-
up headways shown in Table 32: Base Critical Headways for TWSC Intersections and Table
33: Base Follow-Up Headways for TWSC Intersections.
Table 32: Base Critical Headways for TWSC Intersections
Base Critical Headway, tc,base (s)

Vehicle Movement
Two Lanes Four Lanes Six Lanes
Left-turn on Major Street 4.1 4.1 5.3
U-turn on Major Street N/A 6.4 5.6
Right-turn on Major Street 6.2 6.9 7.1
Through traffic on Minor Street 6.5 6.5 6.5
Left-turn from Minor Street 7.1 7.5 6.4

Analysis Methods
Table 33: Base Follow-Up Headways for TWSC Intersections
Base Follow-Up Headway, tf,base (s)

Vehicle Movement
Two Lanes Four Lanes Six Lanes
Left-turn on Major Street 2.2 2.2 3.1
U-turn on Major Street N/A 2.5 2.3
Right-turn on Major Street 3.3 3.3 3.9
Through traffic on Minor Street 4.0 4.0 4.0
Left-turn from Minor Street 3.5 3.5 3.8
Starting from base critical and follow-up headways, different adjustments which are specific
to each movement are made:
𝑡𝑐,𝑥 = 𝑡𝑐,𝑏𝑎𝑠𝑒 + 𝑡𝑐,𝐻𝑉 𝑃𝐻𝑉 + 𝑡𝑐,𝐺 𝐺 − 𝑡3,𝐿𝑇
𝑡𝑓,𝑥 = 𝑡𝑓,𝑏𝑎𝑠𝑒 + 𝑡𝑓,𝐻𝑉 𝑃𝐻𝑉
Where
tc,x = critical headway for movement x (s);
tf,x = follow-up headway for movement x (s)
tc,base = base critical headway (s);
tf,base = base follow-up headway (s);
tc,HV = adjustment factor for heavy vehicles (1.0 for major street with one lane in each
direction; 2.0 for major streets with two or three lanes in each direction) (s);
tf,HV = adjustment factor for heavy vehicles (0.9 for major streets with one lane in each
direction, 1.0 for major streets with two or three lanes in each direction);
PHV = proportion of heavy vehicles for movement (expressed as a decimal);
tc,G = adjustment factor for grade (0.1 for right-turn movement from minor-street; 0.2 for left-
turn and thru movement from minor-street)
G = percent grade (%); and
t3,LT = adjustment factor for intersection geometry (0.7 for minor-street left-turn movement at
T-intersections; 0.0 otherwise) (s).
NOTE: In HCM 2000, Critical gap and Follow-up time are used instead of Critical
headway and Follow-up headway.

Analysis Methods
Step 4: Capacity Computation

The capacity of a movement is computed in following three steps: 1) calculate potential
capacity, 2) compute capacity adjustment factors for minor-street movements, and 3) apply
capacity adjustment factors and compute movement capacities.
The potential capacity of each movement is computed based on the gap acceptance model
which requires the critical headway and the follow-up headway as input data:
𝑒 −𝑣𝑐,𝑥 𝑡𝑐,𝑥 /3600

𝑐𝑝,𝑥 = 𝑣𝑐,𝑥
1 − 𝑒 −𝑣𝑐,𝑥 𝑡𝑓,𝑥 /3600
Where
cp,x = potential capacity of movement x (veh/h)
vc,x = conflicting flow rate for movement x (veh/h)
tc,x = critical headway for minor movement x (s)
tf,x = follow-up headway for minor movement x (s)
Rank 1 major-street movements are assumed to be unimpeded by any other movements
with lower rank and also are not required to compute potential capacity. However, the
potential capacity for the movements which are categorized as Rank 2, 3, and 4 needs to be
computed and adjusted with factors which incorporates following aspects:
 Probability of queue free state for selected movement
 Pedestrian impedance
Table 34:Capacity Adjustment Factors shows the list of equations which can be used to
compute the capacity adjustment factor for each movement except for Rank 1 movements.
Note that the Rank1 movements are assumed to be experiencing zero-delay; therefore,
Vistro will not provide a capacity data for Rank 1 movements. In addition to capacity
adjustment factor for each movement, the adjustment factors for the pedestrian impedance
are computed as necessary.
Table 34:Capacity Adjustment Factors
Movement Rank Capacity Adjustment Factor
Left-turn from Major

2 N/A
Right-turn from Minor
2 N/A
𝑣𝑗
U-turn from Major 𝑓𝑈 = 𝑝0𝑗, = 1 −
2 𝑐𝑚,𝑗
𝑣𝑗
Thru on Minor 𝑓𝑘 = ∏ 𝑝0,𝑗 = ∏ (1 − )
3 𝑐𝑚,𝑗
𝑗 𝑗

Analysis Methods
𝑝′′ 𝑣𝑗
Left-turn from Minor
4 𝑓𝑙 = (𝑝′ )(𝑝0,𝑗 ) = (0.65𝑝′′ − ′′
+ 0.6√𝑝′′) (1 − )
𝑝 +3 𝑐𝑚,𝑗
𝑤
(𝑣𝑥 ) (
Pedestrian Impedance
N/A 𝑆𝑝 )
𝑓𝑝𝑏 =
3,600
where,
f = capacity adjustment factor j = rank 2 movement
k = rank 3 movement l = rank 4 movement
vj = flow rate of movement (veh/hr) Cm,j = movement capacity of movement j
P0,j = Probability of queue-free state for conflicting movement
p’ = Adjustment to the major-street left, minor-street through impedance factor
p’’ = (p0,j)(po,k)
fpb = pedestrian blockage factor vx = number of pedestrians

w = width of the lane the minor Sp = pedestrian walking speed (3.5 ft/s)
movement is negotiating into (ft)
The potential capacity for the subject movement is adjusted by the factors (probability of
queue-free state for conflict movement and pedestrian impedance) computed by equations
above. If there are more than one conflict movement and/or conflicting pedestrian crossing,
all applicable factors need to be multiplied to the potential capacity to take combined impact
into consideration.
𝑐𝑚,𝑥 = (𝑐𝑝,𝑥 )(𝑓)
Where
cm,x = capacity of the shared lane (veh/h)
cp,x = flow rate of the y movement in the subject shared lane (veh/h)
cm,y = movement capacity of the y movement in the subject shared lane (veh/h)
The capacity calculation so far assumes that each movement operates on exclusive lanes.
When more than one movement shares the same lane (shared lane), the combined capacity
of the shared lane is calculated:
∑𝑦 𝑣𝑦
𝑐𝑆𝐻 = 𝑣
∑𝑦 ( 𝑦 )
𝑐𝑚,𝑦
Where
CSH = capacity of the shared lane (veh/h)
vy = flow rate of the y movement in the subject shared lane (veh/h)

Analysis Methods
cm,y = movement capacity of the y movement in the subject shared lane (veh/h)
Step 5: Delay and 95th Percentile Queue Length Computation

Average control delay for the subject minor movement is a reflection of the degree of
saturation. The delay of each movement is estimated by:
3600 𝑣
3600 𝑣𝑥 𝑣
2 (𝑐 ) (𝑐 𝑥 )
− 1 + √(
𝑥 𝑚,𝑥 𝑚,𝑥
𝑑= + 900𝑇 − 1) + +5
𝑐𝑚,𝑥 𝑐𝑚,𝑥 𝑐𝑚,𝑥 450𝑇
[ ]
Where
d = control delay (s/veh) vx = flow rate for movement x (veh/h)
cm,x = capacity of movement x (veh/h), T = analysis time period (h)
Once the delay for each movement is estimated, the delay data for the approach and the
intersection can be computed as the weighted average of the control delay for each
movement.
As stated earlier, Rank 1 movements are assumed to experience zero-delay. However, there
are cases when left-turn vehicles on major-street are blocking through and right-turn
movement on major-street (Rank 1 movements). Therefore, it is necessary to have additional
equation to capture the delay of the Rank 1 vehicles which are blocked by lower rank
vehicles. The average delay to Rank 1 is computed:
∗ 𝑣𝑖,1
(1 − 𝑝0,𝑗 )𝑑𝑀,𝐿𝑇 ( 𝑁 )
𝑑𝑅𝑎𝑛𝑘1 ={ 𝑁>1
𝑣𝑖,1 + 𝑣𝑖,2
∗
(1 − 𝑝0,𝑗 )𝑑𝑀,𝐿𝑇 𝑁=1
Where
dRank1 = delay to Rank 1 vehicles (s/veh)
N = number of through lanes per direction on major street
p*0,j = proportion of Rank 1 vehicles nor blocked
dM,LT = delay to major left-turning vehicles
vi,1 = major-street through vehicles in shared lane (veh/h)
vi,2 = major-street turning vehicles in shared lane (veh/h)
Queue length is one of the important measures of effectiveness for unsignalized
intersections.
The 95th percentile queue length for the minor movement at TWSC intersection during the
15-minute peak period is estimated:#

Analysis Methods
3600 𝑣
𝑣𝑐 𝑣
2 (𝑐 ) (𝑐 𝑥 ) 𝑐
− 1 + √(
𝑥 𝑚,𝑥 𝑚,𝑥 𝑚,𝑥
𝑄95 ≈ 900𝑇 − 1) + ( )
𝑐𝑚,𝑥 𝑐𝑚,𝑥 150𝑇 3600
[ ]
Q95 = 95th percentile queue (veh) vx = flow rate for movement x (veh/h)
cm,x = capacity of movement x (veh/h), T = analysis time period (h)
15.4 All-Way Stop Control (AWSC) Intersection Analysis

All-way Stop Control (AWSC) intersection analysis is done using either the HCM 2010 or
HCM 2000 methodologies for AWSC. The methodology is generally the same, as described
below, with the key elements of HCM 2010 highlighted.
The methodologies are documented in the HCM 2010 (Chapter 20) and HCM 2000 (Chapter
17).
15.4.1 HCM 2010 and HCM 2000

The All-way Stop-controlled (AWSC) intersection analysis in HCM 2000 and 2010 is an
iterative process until the solution converges. The analysis model is checking for all possible
combinations vehicle’s existence at each approach and estimate the probability of each
combination occurring at the intersection. As shown in Table 35:Level-of-Service (LOS)
Criteria for the AWSC Intersection Analysis, level of service (LOS) for AWSC intersection is
determined by the computed control delay for the intersection.
Table 35:Level-of-Service (LOS) Criteria for the AWSC Intersection Analysis

Control Delay LOS by Volume-to-Capacity Ratio
(s / vehicle) v/c ≤ 1.0 v/c > 1.0
0 – 10 A F
> 10 – 15 B F
> 15 – 25 C F
> 25 – 35 D F
> 35 – 50 E F
> 50 F F
This part of the manual describes the details on the AWSC intersection capacity analysis;
however, for further details on each computation step, it is recommended to refer to HCM
2010 Chapter 20. The AWSC intersection capacity analysis is consist of five (5) steps as
illustrated in Table 36: AWSC Analysis Methodology.

Analysis Methods
Table 36: AWSC Analysis Methodology
The following subsections provide the details on each computation step for the AWSC
intersection capacity analysis with HCM 2010.
Step 1: Lane flow rate computation (HCM 2010)

For analysis of existing traffic conditions, peak 15-minute flow rate is converted to peak 15-
minute demand flow rate:
𝑉𝑖
𝑣𝑖 =
𝑃𝐻𝐹
Where
vi = demand flow rate for movement i (veh/h)
Vi = demand volume for movement i (veh/h)
PHF = peak hour factor
Unlike the other control types, the AWSC intersection analysis requires lane-by-lane data for
further analysis. Therefore, for multilane approaches, the flow rate for each lane needs to be
determined. Typically an equal distribution of volume among lanes can be assumed unless
there are lane utilization data available.
Step 2: Geometry group determination for each approach (HCM 2010)

As shown in Table 37:Geometry Groups shows the details on each geometry group which is
necessary for further departure headway computation step.

Analysis Methods
Table 37:Geometry Groups

Number of Lanes
Intersection
Conflicting Geometry Group
Configuration Subject Approach Opposing Approach
Approaches
Four leg or T 1 0 or 1 1 1
Four leg or T 1 0 or 1 2 2
Four leg or T 1 2 1 3a / 4a
T 1 2 2 3b
Four leg 1 2 2 4b
1 0 or 1 3
1 3 1
2 0, 1, or 2 1 or 2
Four leg or T 5
3 0 or 1 1
3 0 or 1 2 or 3
3 2 or 3 1
1 3 2
1 2 3
1 3 3
Four leg or T 6
2 3 1, 2, or 3
2 0, 1, 2, or 3 3
3 2 or 3 2 or 3
Step 3: Departure headway computation (HCM 2010)

In order to compute departure headway, following parameters need to be obtained:
 Headway adjustment factor
 Degree of utilization
 Probability state of each combination
 Probability adjustment factor
 Saturation headway
 Departure headway and convergence check
Headway adjustment factor

The headway adjustment factor for each approach is computed:
ℎ𝑎𝑑𝑗 = ℎ𝐿𝑇,𝑎𝑑𝑗 𝑃𝐿𝑇 + ℎ𝑅𝑇,𝑎𝑑𝑗 𝑃𝑅𝑇 + ℎ𝐻𝑉,𝑎𝑑𝑗 𝑃𝐻𝑉
where
hadj = headway adjustment factor (s) PLT = proportion of left-turning
vehicles
hLT,adj = headway adjustment for left-turns (s) PRT = proportion of right-turning
vehicles
hRT,adj = headway adjustment for right-turns (s) PHV = proportion of heavy vehicles

Analysis Methods
hHV,adj = headway adjustment for heavy vehicles (s)
Saturation headway adjustments for left-turns, right-turns, and heavy vehicles are shown in
Table 38: Saturation Headway Adjustments by Geometry Group.
Table 38: Saturation Headway Adjustments by Geometry Group

Saturation Headway Adjustment (s)
Factor
Group 1 Group 2 Group 3a Group 3b Group 4a Group 4b Group 5 Group 6
LT 0.2 0.2 0.2 0.2 0.2 0.2 0.5 0.5
RT -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.7 -0.7
HV 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7
Degree of utilization
With the lane flow rate from previous step and the assumed or calculated departure
headway, the degree of utilization is computed:
𝑣ℎ𝑑
𝑥=
3,600
where
x = degree of utilization v = demand flow rate for each lane (veh/h)
hd = departure headway (s, initial departure headway is 3.2 s)
Probability state of each combination

The probability state of each combination can be computed:
𝑃(𝑖) = ∏ 𝑃(𝑎𝑗 ) = 𝑃(𝑎𝑗 )𝑃(𝑎𝐶𝐿 )𝑃(𝑎𝐶𝑅 )

𝑗
where
P(i) = probability for combination i
P(aj) = probability of degree-of-conflict (DOC) for specific combination (i) and lane type
(j)
aj = vehicle's presence on selected lane (1 or 0)
The probability of aj is shown in Table 39: Probability of aj.

Analysis Methods
Table 39: Probability of aj

aj Vj P(aj)
(Vehicle’s existence) (Volume on Conflicting Approach) (Probability of DOC)
1 0 0
0 0 1
1 >0 xj
0 >0 1-xj
Table 40: Probability of Degree of Conflict Case (Two-Lane Approaches) presents the
possible combinations of lane occupancies for two-lane approaches. A 1 indicates that a
vehicle is occupying the lane and a 0 indicates that the lane is empty.
NOTE: For the AWSC intersection analysis for three-lanes approaches, refer to the
methodology in HCM 2010 Chapter 32 (32-42). HCM 2000 is not capable of analyze
more than two-lane approaches.
For the AWSC intersection analysis for three lanes approaches (only with HCM 2010), refer
to the methodology for three-lane approaches in HCM 2010 Chapter 32 (32-42).
Table 40: Probability of Degree of Conflict Case (Two-Lane Approaches)

Conflicting Left Conflicting Right
Number of Opposing Approach
I DOC Case Approach Approach
Vehicles
L1 L2 L1 L2 L1 L2
1 1 0 0 0 0 0 0 0
2 1 0 0 0 0 0
1
3 2 0 1 0 0 0 0
4 2 1 1 0 0 0 0
5 0 0 1 0 0 0
6 0 0 0 1 0 0
1
7 0 0 0 0 1 0
3
8 0 0 0 0 0 1
9 0 0 1 1 0 0
2
10 0 0 0 0 1 1
11 0 0 0 1 0 1
12 0 0 1 0 0 1
13 0 0 1 0 1 0
14 0 0 0 1 1 0
15 0 1 0 1 0 0
16 1 0 1 0 0 0
2
17 0 1 0 0 1 0
18 1 0 0 1 0 0
19 0 1 1 0 0 0
20 0 1 0 0 0 1
21 1 0 0 0 1 0
22 1 0 0 0 0 1
4
23 0 0 0 1 1 1
24 0 0 1 1 0 1
25 0 0 1 1 1 0
26 1 0 1 1 0 0
27 1 1 1 0 0 0
28 1 1 0 0 1 0
3
29 1 1 0 0 0 1
30 0 1 1 1 0 0
31 1 0 0 0 1 1
32 0 0 1 0 1 1
33 1 1 0 1 0 0
34 0 1 0 0 1 1

Analysis Methods
35 1 1 0 0 1 1
36 4 0 0 1 1 1 1
37 1 1 1 1 0 0
38 0 1 0 1 0 1
39 1 0 0 1 1 0
40 0 1 1 0 1 0
41 0 1 0 1 1 0
3
42 0 1 1 0 0 1
43 1 0 1 0 0 1
44 1 0 0 1 0 1
45 1 0 1 0 1 0
46 1 0 0 1 1 1
47 0 1 1 1 1 0
48 0 1 1 1 0 1
49 1 0 1 0 1 1
50 1 0 1 1 1 0
51 5 0 1 0 1 1 1
4
52 1 1 1 0 0 1
53 1 0 1 1 0 1
54 0 1 1 0 1 1
55 1 1 0 1 1 0
56 1 1 0 1 0 1
57 1 1 1 0 1 0
58 1 0 1 1 1 1
59 1 1 0 1 1 1
60 1 1 1 0 1 1
5
61 0 1 1 1 1 1
62 1 1 1 1 1 0
63 1 1 1 1 0 1
64 6 1 1 1 1 1 1
Probability adjustment factor

Once the probability of each degree-of-conflict (DOC) case is computed, the probability
adjustment is computed to account for the serial correlation in the previous computation. The
probability adjustments are computed:
𝑃(𝐶1 ) = 𝑃(1)
𝑃(𝐶2 ) = ∑ 𝑃(𝑖)
𝑖=2
10
𝑃(𝐶3 ) = ∑ 𝑃(𝑖)
𝑖=5
37
𝑃(𝐶4 ) = ∑ 𝑃(𝑖)
𝑖=11
64
𝑃(𝐶5 ) = ∑ 𝑃(𝑖)
𝑖=38
The probability adjustment factors are computed:

Analysis Methods
𝛼[𝑃(𝐶2 ) + 2𝑃(𝐶3 ) + 3𝑃(𝐶4 ) + 4𝑃(𝐶5 )]

𝐴𝑑𝑗𝑃(1) =
1
𝛼[𝑃(𝐶3 ) + 2𝑃(𝐶4 ) + 3𝑃(𝐶5 ) − 𝑃(𝐶2 )]

𝐴𝑑𝑗𝑃(2) through AdjP(4) =
3
𝛼[𝑃(𝐶4 ) + 2𝑃(𝐶5 ) − 3𝑃(𝐶3 )]

6
𝛼[𝑃(𝐶5 ) − 6𝑃(𝐶4 )]
27
−𝛼[10𝑃(𝐶5 )]
27
where
α = 0.01 (or 0.00 if correlation among saturation headways is not taken into account)
The adjusted probability for each combination can be computed:
𝑃′(𝑖) = 𝑃(𝑖) + 𝐴𝑑𝑗𝑃(𝑖)
Saturation headway
The saturation headway is computed by summing up the base saturation headway and
headway adjustment factor.
ℎ𝑠𝑖 = ℎ𝑏𝑎𝑠𝑒 + ℎ𝑎𝑑𝑗
where
hsi = saturation headway (s)
hbase = base saturation headway (s)
hadj = saturation headway adjustment factor (s)
Departure headway and convergence check

The departure headway of the approach is computed:
64
ℎ𝑑 = ∑ 𝑃′(𝑖) ℎ𝑠𝑖
𝑖=1

Analysis Methods
The calculated values of the departure headway for each approach are compared with the
initial values and if the values changed by more than 0.1 s, Step 3 needs to be repeated until
the calculated values of departure headway for each lane converge.
Table 41: Saturation Headway Values by Case and Geometry Group
No. of Base Saturation Headway (s)

Case
Veh. Group 1 Group 2 Group 3a Group 3b Group 4a Group 4b Group 5 Group 6
1 0 3.9 3.9 4.0 4.3 4.0 4.5 4.5 4.5
1 4.7 4.7 4.8 5.1 4.8 5.3 5.0 6.0
2 2 6.2 6.8
≥3 7.4
1 5.8 5.8 5.9 6.2 5.9 6.4 6.4 6.6
3 2 7.2 7.3
≥3 7.8
2 7.0 7.0 7.1 7.4 7.1 7.6 7.6 8.1
3 7.8 8.7
4
4 9.0 9.6
≥5 12.3
3 9.6 9.6 9.7 10.0 9.7 10.2 9.7 10.0
4 9.7 11.1
5
5 10.0 11.4
≥6 11.5 13.3
Step 4: Capacity and service time computation (HCM 2010)

The capacity of each approach is computed by increasing the given flow rate on the subject
lane while the flow rate on opposing and conflicting approaches is set as constant until the
degree of utilization for the subject lane reaches 1.
The service time required to compute control delay can be calculated:
𝑡𝑠 = ℎ𝑑 − 𝑚
Where
ts = service time (s)
hd = departure headway (s)
m = move-up time (s, 2.0s for Geometry group 1 through 4; 2.3 s for Geometry group 5 and
6)
Step 5: Delay and 95th percentile queue length computation

The average control delay for each lane can be computed:

Analysis Methods
ℎ𝑑 𝑥
𝑑 = 𝑡𝑠 + 900𝑇 [(𝑥 − 1)2 + √(𝑥 − 1)2 + ]+5
450𝑇
where
d = average control delay (s/veh) x = degree of utilization
ts = service time (s) hd = departure headway (s)
T = length of analysis period (h)
Then, the control delay for each approach and intersection is calculated by computing a
volume-weighted average on each lane or approach.
Queue length is one of the important measures of effectiveness for unsignalized
intersections.
The 95th percentile queue length for the minor movement at the AWSC intersection during
the 15-minute peak period can be estimated:
900𝑇 ℎ𝑑 𝑥
𝑄95 ≈ [(𝑥 − 1) + √(𝑥 − 1)2 + ]
ℎ𝑑 150𝑇
Where
Q95 = 95th percentile queue length (veh)

Vistro Shortcuts
16 Vistro Shortcuts
Vistro provides you with shortcuts to further assist in building and evaluating your networks.
Shortcuts are provided for navigating through the Network Window as well as entering data
in the Workflow steps.
16.1 Network Window Shortcuts

Table 42: Network Window Shortcuts lists shortcuts available from within the network
window.
Table 42: Network Window Shortcuts

Network Task Shortcut Details
Zoom-in to rectangular window Shift + mouse click and drag Defines rectangular zoom
Zoom in Scroll center mouse wheel forward Zooms network in
Zoom out Scroll center mouse wheel backward Zooms network out
Panning Click and drag center mouse wheel Pans network
Keyboard arrow keys
Insert Intersection Right-click and select Insert Intersection and Inserts chosen intersection
choose intersection type (Signalized, All-Way type at that location in the
Stop, Two-Way Stop, Roundabout, Unknown) network
Insert Zone Right-click and select Insert Zone Inserts Zone at that location in
the network
Insert Gate Right-click and select Insert Gate Inserts Gate at that location in
the network
Insert Multiple Nodes Select node type from toolbox (Intersection, Allows for quick insertion of
Zone, Gate), press and hold CTRL key on multiple nodes of the same
keyboard and left-click to place nodes type , without having to reselect
from tool box
Copy intersections CTRL+C, CTRL+V Select the intersection in the

network window and copy from
the context menu (Right-click)
or CTRL+C. Click in the
network at the location to paste
and paste the intersection via
the context menu or CTRL+V

Vistro Shortcuts
De-select current toolbox Press Esc key on keyboard De-selects toolbox selection
selection
Delete network item Select item by mouse-click, and press Delete Allows for quick deletion of
key on keyboard network items
Undo CTRL + z Undoes most recent network

action; can be performed for
multiple actions
Re-do CTRL + y Redoes previously un-done

action; can be performed for
multiple actions
Save CTRL + s Saves file
Save File As... CTRL + Shift + s Calls up Save As… dialog to

save file under a new name
16.1.1 Workflow Task Table Shortcuts

Table 43: Workflow Table Shortcuts lists shortcuts available from within the workflow tables.
Table 43: Workflow Table Shortcuts

Workflow Task Shortcut Details
Move across data entry rows Tab Allows for quick editing of table
from left to right rows
Select multiple cells across Shift + Arrow keys Allows for quick selection of
table rows
multiple cells across rows
Multi-Edit Click and drag across multiple cells in a row; Replaces current cell value with
enter value in subsequent Multi-Edit cell value entered in Multi-Edit cell
Access drop-down menus Tab to cell and press space bar Allows for expansion of drop-
down menus
Copy/Paste CTRL+C, CTRL+V Allows for copy/paste of cell

values in the Trip Generation,
Trip Distribution, Trip
Assignment, and Network
Optimization tables.

Service & Support
17 Service & Support

In this chapter, you can find more details about how to use the Online Help which is provided
with Vistro. In addition, information on the License settings, how to contact the Vistro
Technical Support hotline, and other services provided by PTV Group can also be found
here.
17.1 Online Help

The Online Help contains access to the PTV Vistro User Manual by going to the menu Help
> PTV Vistro Help. Alternatively, this User Manual PDF is available by going to the menu
Help > PTV Vistro Manual.
17.2 About PTV Vistro

For details on your current Vistro installation you can call the License window via menu
HELP – LICENSE INFO.
This window displays the following:
 the Version number
 the Build number
 the Expiration Date of your license
 the path of the Vistro installation

Index
18 Index
Additional Base Condition 11 LOS Analysis Methods 155
Additional Scenarios 148 Manage Multiple Scenarios 14
Analyze Queues and Spillbacks 14 Menu Bar 27
Background Maps and Images 38 Mitigation 126
Base Scenario 147 by Scenario 149
Bing™ Maps 24 Mitigations 16
drawing 37 MUTCD 2009 25
Calculate Intersection Level of Network 25
Service 14 drawing 36
Circular 212 24 Network size 15
Common Parameters 49 New 23, 27, 29, 30, 31
critical movement volume 179 Open 27
cycle length 179 Optimize Signal Timing 14
Documentation 15 Overview 14
Drawing the Network 36 Print Report 27
Evaluate the impacts of New Program Documentation 15
Developments 14 PTV Vissim Export 152
Exit 27 PTV Visum Export 151
Export 27, 151 PTV Visum Import 151
to Vissim Microsimulation 13 Quick Start 11
File Structure 23 Quick-Vissim Tool
Future Condition 11 View Animation 13
Genetic Algorithm 109 Reporting by Scenario 149
Geometry 49, 186 Report-Ready Tables and Figures 14
Getting Started 23 Reports 128
Global Settings 34 Formats 24
Graphical Reports 140 Roundabouts 55
Graphics Selector 31 Save 27
Hardware Requirements 22 Save As 27
HCM 2010/2000 24 Scenario Management
ICU 24, 179 User defined scenarios 24
Import 27, 151 Scenarios
Installation 17 Limits 16
Intersection 25 Service and Support 210
Intersection approaches 15 Shortcuts
Intersection Setup (Geometry) 49 Network Window 208
Intersections Workflow Task Table 209
Level of Service Report 132 Signal Optimization 12
Introduction 14 Signal Timing Optimization 25
Kimber 24 Signal Warrants Analysis 25
Lane Configuration 142 Signal Warrants Report 135
Limits 15 Signals 52
Administrator privileges 17 Limits 16
Hardware Requirements 22 LOS Analysis Method 155
System Requirements 21 Software Overview 14
LOS Analysis Method Starting Vistro 23
Roundabouts 180

Index
Stops Types of Analyses 24

All-way 58 Circular 212 24
Two-way 58 HCM 2010/2000 24
Study Intersections 141 ICU 24
Support 210 Intersection 25
Synchro Import 152, 155 Intersection Capacity and LOS
System Requirements 21 Calculation 24
Test Mitigation Options 14 Kimber 24
Time Space Diagram 145 MUTCD 2009 25
Toolbar 29 Network 25
Traffic Conditions 144 Signal Timing Optimization 25
Traffic Control 64, 142 Signal Warrants Analysis 25
All-way Stop Controlled Traffic Impact Analysis 24
Intersections 91 Trip Assignment 25
Roundabouts 81 Trip Distribution 25
Signals 64 Trip Generation 24
Two-way Stop Controlled Unknown Control Type 49
Intersections 85 User-defined scenarios 24
Traffic Impact Analysis 12, 24 View
Traffic Volumes 143 Animation 13
Trip Assignment 25, 98 Vissim Export 152
Workflow Table 99 Vistro
Trip Distribution 25, 95 GUI 26
Workflow Task Table 95 starting 23
Trip Distribution Summary Report 138 User interface 26
Trip Generation 24, 94 Visualize Results 14
Trip Generation Summary Report 137 Visum Export 151
Two-Way Stop Control (TWSC) Visum Import 151
LOS Analysis Method 190, 199 Volume Details Report 139
Two-way Stops 58 Volume Summary Report 138
Volumes 61

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 PTV AG 10/15 Page 3/211

© February 2016, PTV AG

COPY AND USE

 PTV AG Feb-16 Page 5/211

Page 6/211  PTV AG Feb-16

4 Getting Started .......................................................................................................... 23

5 Moving Around Inside Vistro .................................................................................... 26

6 Global Settings .......................................................................................................... 34

7 Network Building ....................................................................................................... 36

8 Base Model Development ......................................................................................... 49

9 Traffic Impact Analysis (TIA) .................................................................................... 94

10 Signal Optimization ................................................................................................. 101

11 Mitigation ................................................................................................................. 126

12 Reporting ................................................................................................................. 128

13 Scenario Management ............................................................................................ 146

14 Import/Export ........................................................................................................... 150

15 Analysis Methods .................................................................................................... 154

16 Vistro Shortcuts ...................................................................................................... 207

17 Service & Support ................................................................................................... 209

 PTV AG Feb-16 Page 7/211

4 Getting Started .......................................................................................................... 23

5 Moving Around Inside Vistro ................................................................................... 26

6 Global Settings ......................................................................................................... 34

7 Network Building ...................................................................................................... 36

Page 8/211  PTV AG Feb-16

8 Base Model Development ......................................................................................... 49

9 Traffic Impact Analysis (TIA) .................................................................................... 94

10 Signal Optimization ................................................................................................. 101

11 Mitigation ................................................................................................................. 126

12 Reporting ................................................................................................................. 128

13 Scenario Management ............................................................................................ 146

14 Import/Export ........................................................................................................... 150

 PTV AG Feb-16 Page 9/211

16 Vistro Shortcuts ...................................................................................................... 207

17 Service & Support ................................................................................................... 209

18 Index ........................................................................................................................ 210

Page 10/211  PTV AG Feb-16

1 Quick Start Checklist

1.1 Analyzing the Base Conditions

3. Define your Global Settings (Edit > Global Settings…)

A. Select the Intersection tool from the Toolbox .

8. Input traffic control parameters in the Traffic Control workflow table .

1.2 Analyzing Additional Base Conditions or Future

1. Add a Scenario using the Scenario drop-down and

 PTV AG Feb-16 Page 11/211

1.3 Mitigate Future Conditions

1.4 Optional: Optimize Traffic Signal Timing

3. Define parameters in the Network Optimization workflow table .

1.5 Optional: Conduct a Traffic Impact Analysis

4. Enter trip generation data in the Trip Generation workflow table.

5. Enter trip distribution data in the Trip Distribution workflow table.

Page 12/211  PTV AG Feb-16

1.6 Optional: View Animation with Quick-Vissim Tool

1.7 Optional: Export to Vissim Microsimulation

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2.1 Software Overview

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2.2 Program Documentation

2.3 Network and Other Limits

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3.1 How to install

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