Sidra Input Guide

Akcelik & Associates Pty Ltd
PO Box 1075G, Greythorn, Vic 3104 AUSTRALIA

info@sidrasolutions.com
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SIDRA INTERSECTION
USER GUIDE
Restricted document
for use under SIDRA INTERSECTION
software licence only
June 2012
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® ABN 79 088 889 687
SIDRA INTERSECTION
USER GUIDE
PART 3 - INPUT GUIDE
Restricted document
for use under SIDRA INTERSECTION
software licence only
June 2012

® ABN 79 088 889 687
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Any examples given in User Guides, training manuals and similar documents for SIDRA SOLUTIONS
software products, or any templates included in SIDRA SOLUTIONS products, have been prepared for
the purpose of demonstrating software features or providing a basis for user input, and do not
necessarily represent the best design practice.
SIDRA SOLUTIONS software products are professional tools for the purpose of capacity, level of
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ACKNOWLEDGEMENTS
Akcelik & Associates Pty Ltd acknowledges the contributions by numerous users from many countries
around the world through their valuable comments towards the development of SIDRA SOLUTIONS
software products.
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We thank you for choosing SIDRA INTERSECTION,

and hope it will meet your expectations.
The following is a general outline of this User Guide.
Part 1 - INTRODUCTION
Includes REFERENCES applicable for all sections of the Guide.
Part 2 - GETTING STARTED

Installing, Activating and Using SIDRA INTERSECTION.
Part 3 - INPUT GUIDE

Preparing Input Data for SIDRA INTERSECTION.
Part 4 - OUTPUT GUIDE

Interpreting SIDRA INTERSECTION Output.
CONTACT US
Email
For general enquiries, sales information and training workshops:
For technical support enquiries for users with current COVER:
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Australia 03 9857 4943
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Australia 03 9857 7462
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Akcelik and Associates Pty Ltd
PO Box 1075G, Greythorn, Vic 3104, AUSTRALIA

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TECHNICAL SUPPORT
CONDITIONS
Technical support is provided for the latest version of SIDRA INTERSECTION only, and you need
to have valid COVER. A reasonable amount of technical support is provided to registered users
under the COVER agreement. This includes assistance to make the software operate on your
computer system, and investigation of example files that fail to run or produce unexpected results.
It does not include assistance in the normal use of the software such as coding of input from an
intersection plan. SIDRA SOLUTIONS training courses that cover these topics are offered from
time to time.
BEFORE CONTACTING AKCELIK AND ASSOCIATES

Before contacting Akcelik and Associates, refer to the Troubleshooting section in Part 2 of this
User Guide (or the same topic in the Help system). The Troubleshooting section contains many
answers to common problems. Also refer to the Technical Advice page of the Support section of
www.sidrasolutions.com, which is frequently updated with answers to user questions. If you are
unable to find an answer to your problem using these resources, please use the process described
below to contact Akcelik & Associates.
PROCESS FOR CONTACTING AKCELIK AND ASSOCIATES

To expedite support services, we prefer electronic communications via EMAIL. Use the following
EMAIL address to ensure that your message is replied to as promptly as possible:
support@sidrasolutions.com
When you send an EMAIL message:
ensure that you have valid COVER,
provide your Customer ID and Licence Type which can be found in the About dialog under
the SIDRA INTERSECTION button (top left corner of the user interface),
include your phone number and organisational details in your EMAIL message,
describe your problem succinctly, and include any error messages reported by the program,
and
if it is a problem with input and output, attach the Project (sip) file in a zipped folder, or if it is
a computer system problem, give details of your computer.
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SIDRA INTERSECTION Guide - INPUT GUIDE Part 3
CONTENTS
PART 3 - INPUT
page
1. INTRODUCTION ............................................................................................................. 3.3
2. INPUT DATA PREPARATION ........................................................................................ 3.4

2.1 General Aspects of SIDRA INTERSECTION Input ........................................................ 3.4
2.1.1 Input Dialogs .................................................................................................. 3.4
2.1.2 About Input Data ............................................................................................. 3.6
2.1.3 Layout and Data Summary ............................................................................. 3.15
2.1.4 Input Data Preparation Form .......................................................................... 3.17
2.2 Model Calibration ........................................................................................................ 3.24
2.2.1 Model Calibration Facilities in SIDRA INTERSECTION ................................... 3.24
2.2.2 Closely-Spaced Intersections and Network Applications .................................. 3.28
2.2.3 Field Measurements ...................................................................................... 3.29
2.2.4 Model Comparison ......................................................................................... 3.32
3. INTERSECTION DATA ................................................................................................. 3.35

3.1 Intersection Configuration ............................................................................................ 3.36
3.2 Intersection (Site) Type ............................................................................................... 3.36
3.3 Volume Data Settings .................................................................................................. 3.39
3.4 Signal Analysis Method ............................................................................................... 3.43
4. GEOMETRY DATA ....................................................................................................... 3.46

4.1 General ...................................................................................................................... 3.47
4.2 Approach Data and Approach Control........................................................................... 3.48
4.3 Lane Configuration ...................................................................................................... 3.51
4.4 Movement Definitions .................................................................................................. 3.61
4.5 Lane Data ................................................................................................................... 3.63
4.5.1 Approach & Exit Lane Data .............................................................................3.63
4.5.2 Approach Lane Data .......................................................................................3.64
4.6 Roundabout Data ........................................................................................................ 3.71
4.6.1 General Intersection Data for Roundabouts ..................................................... 3.72
4.6.2 Roundabout Geometry Data ........................................................................... 3.74
4.6.3 Roundabout Calibration Data ......................................................................... 3.79
4.6.4 Roundabout Templates .................................................................................. 3.81
5. HCM 2010 ROUNDABOUT MODEL CALIBRATION DATA .......................................... 3.87
>> Continued
RESTRICTED DOCUMENT for use under SIDRA INTERSECTION software licence only.
Part 3 Akcelik & Associates Pty Ltd
6 ROUNDABOUT METERING DATA .............................................................................. 3.90
7. FREEWAY DATA ......................................................................................................... 3.93
8. VOLUMES .................................................................................................................... 3.97

8.1 Volumes ..................................................................................................................... 3.97
8.2 Volume Factors .......................................................................................................... 3.99
9. PATH DATA ............................................................................................................... 3.101
10. MOVEMENT DATA ..................................................................................................... 3.105

10.1 Movement Data ........................................................................................................ 3.105
10.2 Data for Movements at Signals ................................................................................. 3.107
11. PRIORITIES ................................................................................................................ 3.112
12. GAP-ACCEPTANCE DATA ........................................................................................ 3.115

12.1 Gap-Acceptance Parameters .................................................................................... 3.115
12.2 Default Values of Gap-Acceptance Data .................................................................... 3.119
12.3 Sign Control Templates ............................................................................................ 3.127
12.4 Gap-Acceptance Survey Method ............................................................................... 3.137
12.5 Effect of Upstream Signals ........................................................................................ 3.138
12.6 Staged Movements at Sign-Controlled Intersections .................................................. 3.140
13. PEDESTRIANS ........................................................................................................... 3.143
14. PHASING AND TIMING DATA .................................................................................... 3.148

14.1 Sequences and Phase Data ...................................................................................... 3.149
14.2 Vehicle Movement Timing Data ................................................................................. 3.159
14.3 Pedestrian Movement Timing Data ........................................................................... 3.163
14.4 Sequence Data ........................................................................................................ 3.165
15. MODEL SETTINGS .................................................................................................... 3.170

15.1 Options .................................................................................................................... 3.171
15.2 Roundabouts ............................................................................................................ 3.177
15.3. Cost ......................................................................................................................... 3.186
16. DEMAND AND SENSITIVITY ANALYSIS ................................................................... 3.189

16.1 Demand (Design Life / Flow Scale) Analysis .............................................................. 3.190
16.2 Sensitivity Analysis ................................................................................................... 3.191
SIDRA INTERSECTION Guide - INPUT GUIDE Part 3 - 1
SIDRA INTERSECTION User Guide PART 3

INPUT GUIDE
This part of the User Guide gives information about SIDRA INTERSECTION input.
See PART 4 for detailed information on SIDRA INTERSECTION output.
References to published reports and articles are given at the end of PART 1 (Introduction).
The input dialogs are accessed by double-clicking the relevant nodes for each Site in the
SIDRA INTERSECTION Project tree.
You can use the Input Report in the Data Summary group to inspect or print a listing of all
input data in tables corresponding to the input dialogs.
SIDRA INTERSECTION allocates default values to most input parameters to make the input
data preparation task easier. Refer to Sections 2.1 and 2.2 for general information about
SIDRA INTERSECTION input, and Section 2.3 for a discussion on model calibration.
The SIDRA INTERSECTION program keeps the input data specified in input dialogs in a
database. When the Process button in the ribbon is clicked for data processing, the program
checks data for errors, and if the input is error free, creates text and graphical output. Any input
data errors or warnings will be presented in a Processing Error or Processing Warning
message box.
Click the SIDRA INTERSECTION Button (top left corner of the screen) to access file
management functions (New to create a new SIDRA INTERSECTION Project, Open to open
an existing SIDRA INTERSECTION Project, Save to save the current Project) or Save As to
create a copy of the current Project and work on it).
To add Sites to a Project, use the buttons in the Site group in the ribbon. You can create a
New Site from defaults system, add a Template or Import a Site from another Project.
Intersection (Site) Type can be changed by using the Convert To function for an existing Site
subject to some restrictions for certain Site types.
For information about Models (Defaults System) and the Output System, see PART 2.
Part 3 - 2 Akcelik & Associates Pty Ltd
OUTLINE OF PART 3 OF THE USER GUIDE

Input Guide
The following is an outline of Part 3 of the User Guide.
Section Topic
1 Introduction
2 Input Data Preparation
Including
General Aspects of SIDRA INTERSECTION Input
Model Calibration
3 Intersection
4 Geometry
Including
Approach Data
Lane Configuration
Movement Definitions
Lane Data
Roundabout Data
5 HCM 2010 and FHWA 2000 Roundabout Models
6 Roundabout Metering
7 Freeway Data
8 Volumes
9 Path Data
10 Movement Data
11 Priorities
12 Gap-Acceptance
13 Pedestrians
14 Phasing and Timing
Including
Sequences and Phase Data
Vehicle Movement Timing Data
Pedestrian Movement Timing Data
Sequence Data
15 Model Settings
Including
General Options
Roundabout Model Data
Cost Parameters
16 Demand and Sensitivity
Including
Demand (Design Life / Flow Scale) Analysis
Sensitivity Analysis
1. INTRODUCTION
Preparation of input data for the analysis of an intersection can be a complicated task. This is a part
of analysing the intersection, which helps in understanding the SIDRA INTERSECTION output.
In SIDRA INTERSECTION, you can enter input using graphics-based input dialogs. The
intersection geometry and signal phasing data style of SIDRA INTERSECTION reflects the design
process directly. These features of SIDRA INTERSECTION, together with the use of Layout and
Volume Summary displays for easy checking of data, simplify the input preparation task to a great
extent, and reduce data errors (see Section 2.1).
The Templates facility is useful for preparation of data for common intersection layouts (Part 2,
Section 2.3).
The SIDRA INTERSECTION Input Data Preparation Form can be used to summarise all relevant
data (see Section 2.1.4).
Identification of important model parameters for calibrating SIDRA INTERSECTION to reflect
local conditions is important for effective use of the package. Model calibration is discussed in
Section 2.2.
The SIDRA INTERSECTION input method allows the user the flexibility to specify a large number
of traffic and geometric parameters. In other words, the SIDRA INTERSECTION model works
with a minimum of built-in parameter values. On the other hand, default values are allocated to
most input parameters to make input preparation an easier task (see Part 2, Section 2.4 for
information about the defaults system in SIDRA INTERSECTION).
General aspects of input data preparation for SIDRA INTERSECTION are discussed in Section 2,
and detailed description of data specification in individual input dialogs is given in
Sections 3 to 16.
2. INPUT DATA PREPARATION

This section discusses general aspects of SIDRA INTERSECTION input (Section 2.1) and model
calibration (Section 2.2).
2.1 General Aspects of SIDRA INTERSECTION Input
2.1.1 Input Dialogs

You can access the input dialogs by double-clicking the node representing the dialog under the
Input node for each Site in the Project tree (see Figure 2.1.1 and Table 2.1.1). Detailed information
on the SIDRA INTERSECTION user interface is given in Part 2, Section 2.3 of the User Guide.
Some input dialogs will not appear if not applicable to the Site type. Individual input dialogs are
explained in Sections 3 to 16.
Double-click the relevant node in the Project tree to open the input dialog. You must close the
current dialog before being able to use the Project tree. Click OK or Process to close the input
dialog and save changes to data, or click Cancel or press Esc to close the input dialog without
saving the changes.
OK means accept data changes and close the input dialog. Process means accept data changes,
close the input dialog and process input data carrying out computations and producing output.
Apply means accept data changes without closing the input dialog. The Apply button remains
blocked until a data change is made in a dialog. Therefore, there is no need to click Apply
immediately before clicking OK or Process.
Double click the node in the

Input group of the Project tree
to open the input dialog
Figure 2.1.1 - SIDRA INTERSECTION input dialogs
Table 2.1.1
Input dialogs in SIDRA INTERSECTION
Intersection
Geometry
(includes Approach Data, Roundabout Data,
Lane Configuration, Lane Data and
Movement Definitions)
HCM 2010
(Optional Roundabout Data)
FHWA 2000
(Optional Roundabout Data)
Freeway
(for Single Point Interchange))
Roundabout Metering
Volumes
Path Data
Movement Data
Priorities
Gap-Acceptance
Phasing & Timing

(includes Phase Data, Vehicle Movement Timing
Data, Pedestrian Movement Timing Data and
Sequence Data
Pedestrians
Model Settings
(includes General Options, Roundabout Model
Options and Cost Parameters)
Demand & Sensitivity
Selecting a Leg, Lane or Movement

In most input dialogs, selector pictures are available. To select an intersection leg, lane or
movement:
click on the leg, lane or movement, or
use the mouse wheel when mouse pointer is over the selector picture area, or
press F2 and Shift F2 keys when the cursor is in a data field.
Data fields displayed in the input dialog belong to the selected leg, lane or movement.
The title bars of the Lane Selector picture in Geometry dialog (Section 4), and the Sequence
Selector picture as well as Phase pictures (Section 13), have small buttons for important functions.
Bring your cursor over the buttons for tool tips explaining each button (Figure 2.1.2).
Bring your mouse pointer over the

item for the tool tip to be displayed
Figure 2.1.2 - Input dialogs - tool tips
2.1.2 About Input Data
Data File
In SIDRA INTERSECTION, all input and output that belong to all Sites included in the Project are
saved in the Project file (sip extension).
The Project (sip) file is not compressed for easy data access. While the file size is larger than
previous data files, this method is more reliable and more efficient in terms of program use. When
sending files by email for technical support, it is advisable to compress (zip) them.
The format of SIDRA INTERSECTION Version 5.1 Project files (extension sip) is the same as the
format for Versions 5.0 and 4.0 but it differs from the format of Version 3.2 (or Version 3.1)
Project files (extension aap). The sip and aap file formats differ from the .DAT format used in
older versions.
Project files saved by Version 5.1 can be opened by Versions 5.0 and 4.0 but cannot be opened by
Version 3 and earlier versions of the software. Version 5.1 cannot export files in format of
Version 3 due to significant changes to data structures and the addition of new input data items.
A special function for exporting a data file in the older DAT format (Export DAT File) is
available in the Site context menu (right click the Site name to access).
Project files created by earlier versions can be opened (sip, aap) or imported (DAT) by
Version 5.1.
SIDRA INTERSECTION Files: SIDRA INTERSECTION 3.x Files:

For Version 5.1, 5.0 and 4.0 files (sip) For Versions 3.2 and 3.1 (aap)
Figure 2.1.3 - Opening Version 3.2 Project files
Not recommended (equivalent to Esc):

Use the Cancel button instead
Use ONLY to accept

data without closing
the dialog (no need
to click this before
OK or Process)
Click OK to accept the

changes and close the dialog
Click to accept the changes,
Close without accepting the close the dialog and Process
changes (or use Esc)
Figure 2.1.4 - Input dialogs - saving and cancelling
Version 3.2 Project files (aap extension) can be opened in Version 5.1 using the SIDRA
INTERSECTION button (dark grey round button top left of the screen). By default, project files
from all versions are shown and your files with aap extension will appear in the dialog.
See Figure 2.1.3.
Earlier Version 2.1 data files (.DAT extension) correspond to a single Site. They cannot be opened
in SIDRA INTERSECTION Version 4 (or Version 3.2). The Import function in the Site group of
ribbon must be used to import the DAT file as a new Site in an existing Project.
Saving Data
The Projects will not be saved automatically. Any changes to the current Project are temporary
until the Save function is used.
When you finish entering data in an input dialog and click OK, Apply or Process, the new input
data will not be saved to disk, and when you process a Site, output will not be saved to disk
(Figure 2.1.4). Use the Save function under the SIDRA INTERSECTION Button or in the
Quick Access Toolbar or press Ctrl+S to save the latest data in the current Project.
To exit from an input dialog without saving the changes to data, click the Cancel button or
press Esc.
Data Hierarchy
Inevitably, there are some interactions between input dialogs since it is not always possible to
present all inter-related data items in one input dialog. For example, a turn ban introduced in the
Geometry dialog will affect data in all dialogs. Figure 2.1.5 shows potential data interactions
between input dialogs. It is important to be aware of possible data changes in other input dialogs
when changes are made in the current dialog.
Apply to All
On the right-hand end of most data fields, there is a button with a small arrow pointing right. If
present, this button accesses one or more "Apply to All" functions for the data field. There are
other buttons and right click context menus which allow "Apply to All" functions (Figure 2.1.6).
The functions available for each data field vary depending on the context of the data. The
functions "Apply to Intersection", "Apply to Leg", "Apply to All Sequences", and so on are
available in most data fields for setting the data for all legs, lanes, movements, signal sequences or
phases.
Apply to All functions are provided for drop-down lists as well. For check boxes when there is an
associated data field, Apply to All function will be used for data values and not the check box
status. The functions will apply to single check boxes (Yes/ No) with no associated data field.
Apply to All Sites functions are also provided to make changing data and model settings at Project
level easy. This means apply to all legs / all lanes / all movements / all sequences / all phases, etc
for all Sites in the Project where relevant. Apply to All Sites function will set data for all Sites in
the Project except data fields which have different units (Metric and US Customary). This applies
to Customised models as well.
Apply to All Sites instructions will only be applied when the Process / OK /Apply button is
clicked. Process will only apply to current Site, and will act as OK for other Sites (meaning output
will be removed for other sites affected by Apply to All Sites instruction). If the dialog is closed
without saving the changes (Cancel button is clicked or Esc used), Apply to All Sites instructions
will not be implemented.
Geometry
Intersection Configuration
Intersection
Approach and Lane Configuration,

Geometry
Movement Definitions
HCM 2010 and FHWA 2000

Roundabout Models
Roundabout Metering
Freeway
Vehicle Movements HV option (external)
Volumes
Path Data
Movement Data
Priorities Opposed movements
Gap-Acceptance
Pedestrian Data
Pedestrians Pedestrian movement definitions
Traffic Signal Data
Phasing & Timing
Various Model Settings
Roundabout Model options

Model Settings
Figure 2.1.5 - SIDRA INTERSECTION Input Data Hierarchy
Click the arrow to access menu for

applying data to all movements on the
current approach or to all movements
at the intersection
APPLY to ALL SITES function

will set data for all Sites in the
Project as long as the Sites
use the same units (Metric or
US Customary).
Figure 2.1.6 - Apply To All functions
Apply to All Sites functions will be useful to clean up or reset data, e.g. set PFF parameter to 94%
for all Sites, or set all Grades to zero, or set all Arrival Types to 3, or apply same Demand &
Sensitivity analysis (Design Life, Flow Scale and Sensitivity) to all Sites.
Data Units and Ranges

Data units appear in data fields and disappear when you are entering data in a data filed. The type
of data (real and integer numbers) and the permissible data range are included in hints displaying
information about the data fields. The hint will appear when you position the mouse cursor over
the data field.
Most data fields require real numbers. This can be seen from the data display as well
You can force a range error message to appear to read it conveniently, for example by typing "-"
in a data field where a negative value is not permitted. Press Esc if you want to reinstate data when
error message appears (Figure 2.1.7).
Checking Data
Attention should be paid to the following aspects of data entry:
Lane Disciplines specified in the Geometry dialog must match the Turn Designations
specified in the same dialog. When intersection configuration is changed (legs are deleted
or inserted) in the Intersection dialog, or one-way approach / one-way exit conditions are
changed or Movement Definitions are changed (movements banned or reintroduced, or
Turn Designations changed) in the Geometry dialog, automatic adjustments are made to
lane disciplines. In such cases, lane disciplines should be checked and any errors that may
remain must be corrected by the user.
When pedestrian movements are removed or reintroduced in the Pedestrians dialogs,
allocation of pedestrian movements to signal phases should be checked in the Phasing &
Timing dialog.
When changes are made to Approach Control and Lane Type data in the Geometry
dialog, especially when changing the Control Type (Major Road or Stop or Giveway /
Yield) for sign-controlled intersections (Section 4), data in the Priorities and Gap-
Acceptance dialogs should be checked.
Press Esc if you want to reinstate data

when error message appears
Figure 2.1.7 - Input dialogs - data range checking
Use of Right Mouse Button

In SIDRA INTERSECTION, the right mouse button is used extensively to access menus for data
entry. When the cursor is in the desired data field, click the right mouse button to access the
menu.
Hidden Data Fields

In each input dialog, some data fields (or groups of data fields) will be hidden or blocked if not
relevant in accordance with current selections, the intersection (Site) type or other specifications.
F2, Shift F2 and Tab keys

The F2 / Shift F2 keys can be used to select a vehicle or pedestrian movement in the Movement
Selector picture when the cursor is in a data field.
If the Tab key is used in an input dialog, the first use of the key moves focus to the "Apply to ..."
button, and the second use of the key moves the focus to the next enabled data field.
Check Boxes
If a check box associated with a data field is unchecked, the relevant data field will be blocked and
the program-determined value of the data item will apply. If checked, the data field will be
available for user-specified data.
The use of the check box is varied:
Yes / No in the sense Apply / Do Not Apply, e.g. Movement Exists, Turn On Red.
Yes / No in the sense Program-Determined / User-Specified with data field accessed for
the latter, e.g. Critical Gap & Follow-up Headway for roundabouts, Saturation Speed. If
unchecked, the word "Program" will appear in the blocked data field indicating the value of
the parameter will be estimated through some process by the program.
Yes / No in the sense Apply with User-Specified Data / Do not Apply, e.g. Median
(Median Width user-specified if Yes), Buses Stopping.
Approaches and Movements

An intersection is described to the SIDRA INTERSECTION program by entering input data which
describe the physical characteristics of the intersection, its approaches and lanes, demand volumes,
and signal phasing and other operational characteristics of various movements using the
intersection. SIDRA INTERSECTION combines the advantages of the ease of data preparation
using a physical (approach-based) description of the intersection and the flexibility of using
movement-based data.
Up to 24 movements for the intersection, up to 9 approach and 9 exit lanes per leg and up to 6 lanes
per movement (or lane group) are allowed (a lane group is a set of movements with shared lanes).
In addition to the normal vehicle and pedestrian movements, a dummy movement type is used in
SIDRA INTERSECTION for signal phasing purposes (see Section 14.1).
Approach and exit lanes are numbered from left to right looking in the direction of departure (see
Section 4.1).
Freeway Data
In the case of Single-Point Interchange, data for freeway lanes are given separately from the
surface street and ramp lanes (Section 7). This allows shared lanes with left and right-turn
movements on ramp lanes (not possible in previous versions).
Movement IDs and Movement Aggregation

Vehicle and pedestrian movements are generated according to the intersection geometry and
approach description, and the movement IDs are allocated automatically. For each Site, a
Movement IDs display is available in the Data Summary group in the project Tree. You can
modify the Movement IDs in the Movement Data input dialog.
Movement IDs ("Movement Numbers" in earlier versions) associated with vehicle movements
(Left, Through, Right) and pedestrian movements are treated simply as labels, and alphanumeric
IDs up to 5 characters are allowed.
Movement IDs based on the NEMA numbering system have been introduced as the default system
for the HCM versions of SIDRA.
The Movement IDs have little significance in SIDRA INTERSECTION. The vehicle (L, T, R)
movements are always treated individually, i.e. they are not aggregated, unlike in earlier versions
of the software where movements could be "tied" by giving the same ID (number) to two
movements.
Exit Short Lanes

In SIDRA INTERSECTION, downstream short lane effects can be modelled using Exit Short
Lanes for all intersection (Site) types (Section 4.3). The lane underutilisation effect of Exit Short
Lanes is applied to traffic entering the exit road from all directions. This differs from earlier
versions of significantly. SIDRA INTERSECTION models the effect of the number of exit lanes
on lane utilisation. If there are insufficient exit lanes to service the number of entry lanes for a
movement, then underutilisation is calculated for entry lanes automatically by treating the case as
an exit short lane of zero length, i.e. vehicles have to merge at the end of the negotiation distance
(point of exiting the intersection).
Volume Data
Volume Data Method (HV options) selected in the ribbon changes the volume displays in the
Volumes dialog and the Volumes Summary display. However, data kept in the database does not
change as a result of this. Volume data are always kept as separate light and heavy vehicles
irrespective of the data entry and display method.
Opposed (Permitted) Turns at Signals

Specification of movement priorities for signals and sign control cases has been simplified. The
program will identify opposed turns automatically according to data specified in the Priorities
dialog (Section 10). This includes the cases of filter (permitted) turns, slip lane movements, and
turn on red. In the case of turn on red, priority data are not needed for conflicts for movements
during red interval (identified by the program automatically).
In the Phase Data dialog for signalised intersections (Section 14.1), opposed (permitted) turns will
be displayed in darker colours automatically.
Signal Phasing and Timing Data

In SIDRA INTERSECTION, the phasing and timing data are specified per Sequence, i.e. different
values of these data can be specified and saved for each signal sequence. These include Phase
Times (optional user-given signal timings), Yellow Time and All-Red Time, Dummy Movement
data, Cycle Time Option, Actuated Signal Data, Green Split Priority, Start Loss, End Gain,
Minimum Green Time and Maximum Green Time. In earlier versions, these data were saved for
the current sequence only.
The Intergreen Time (the sum of the Yellow and All-Red Times) was specified as input per
movement in earlier versions. In SIDRA INTERSECTION, the Yellow and All-Red Times are
specified per Phase (and per Sequence). The Start Loss, End Gain, Minimum Green and Maximum
Green parameters are specified per movement and apply to all green periods of the movement for a
given Sequence.
The timing data in "From-To" format are determined by the program automatically for each
sequence and given in the Movement Timing Information table in the Detailed Output report. Phase
Transition can be specified for a selected movement in the Phase Data dialog in order to stop the
movement during phase intergreen.
Optimum Cycle Time, Design Life / Flow Scale and Sensitivity Analysis
SIDRA INTERSECTION provides the following facilities that enhance your intersection analysis
capabilities significantly:
(i) an Optimum Cycle Time facility to determine the best cycle time for fixed-time (pretimed) or
coordinated actuated signals,
(ii) a Demand (Design Life / Flow Scale) Analysis facility to determine the maximum flow levels
that the intersection can handle (Design Life and Flow Scale options).
(iii) a Sensitivity Analysis facility to optimise actuated signal timings, or to investigate the
sensitivity of results to various parameters representing intersection geometry and driver
behaviour (useful as a calibration facility), and
The Optimum Cycle Time facility is available in the Sequence Data input dialog (Section 14.4) and
the Demand (Design Life / Flow Scale) Analysis and Sensitivity Analysis facilities are available in
the Demand & Sensitivity input dialog (Section 16).
The Design Life facility is provided with Uniform and Compound growth options. Growth Rates
are given for individual vehicle (Origin-Destination) movements in the Volumes dialog and
pedestrian movements in the Pedestrians dialog. This enables different demand volume growth
scenarios to be tested with ease.
Use of the Demand & Sensitivity analysis will override any Optimum Cycle Time specification.
Right-Hand and Left-Hand Drive Rules

The SIDRA INTERSECTION traffic model is applicable to the conditions of driving on the left-
hand side of the road (in Australia, New Zealand, South Africa, Malaysia, U.K. and elsewhere) as
well as the right-hand side of the road (in the USA, Europe and elsewhere) without any limitation.
The geometric/physical and operational aspects of the intersection for both types of drive rule are
handled by input, output and computational routines of SIDRA INTERSECTION.
The drive rule and other parameters for each standard Model (version) provided by SIDRA
INTERSECTION are stored in defaults system. These can be seen by cloning a standard Model in
the Model tab of the ribbon.
A Site prepared using the left-hand rule cannot be converted to a file that use the right-hand drive
rule, and vice versa.
Processing Errors
The SIDRA INTERSECTION input data processing and computational modules perform many
error checks before actual computations start, and give messages to the user about such processing
errors found. These messages are presented in a Processing Error message box.
If errors are found, you need to make any necessary corrections to the input data and process the
Site again. The input dialogs perform various error checks including data range checks, which
minimises the errors found by SIDRA INTERSECTION.
2.1.3 Layout and Data Summary

The Layout picture under the Site name, and the Volume Summary and Movement IDs displays in
the Data Summary group in the Project tree allow viewing and checking data in picture format.
The Input Report in the Data Summary group lists all input parameters that can be specified by the
user in each input dialog.
You can print the graphical displays and the Input Report directly, or you can include pictures from
the graphical displays in a report by copying and pasting into word processing and other
documents. Use the Print Preview function in the ribbon to see the direct print format.
Layout
Double click the Layout node under the Site node for a detailed picture of the physical layout of
the intersection.
The geometry picture is not drawn to an exact scale.
For more detailed information on the Layout display, see Part 2, Section 2.5.
Volume Summary and Movement IDs

Double click the Volume Summary node in the Data Summary group under the Site node for a
display showing the light and heavy vehicle (Origin - Destination format) and pedestrian volumes
entered in the Volumes and Pedestrians input dialogs. This display shows the input data entered by
the user without any adjustment for the peak flow factor, flow scale, or unit time. Vehicle volumes
are displayed with the HV option selected in the ribbon.
Double click the Movement IDs node in the Data Summary group for a display showing the
vehicle (L - T - R format) and pedestrian movement IDs.
Other Graphical Displays

You can also view various Flow Displays and Movement Displays given under the Output node in
the Project tree (see Part 2, Section 2.5).
The flow rates (veh/h or ped/h) given in Flow Displays are the flow rates as used in the analysis,
i.e. after adjustments for the peak flow factor, flow scale, or unit time. For roundabouts,
circulating flow rates in the Roundabout Flows display are given in vehicles per hour (not pcu's per
hour), i.e. without the effect of Heavy vehicles in the circulating stream. However, any capacity
constraint effects are included in the circulating flow rates.
In the Phasing & Timing input dialogs, phase sequences are displayed in graphical form. You can
also view the phasing and timing results by double clicking the Phasing Summary node under the
Output node in the Project tree.
Input Report
The Input Report consists of a number of tables and follows the structure of the input dialogs in the
Project Tree (see Figure 2.1.8). This provides an easy method to review input data without having
to open various input dialogs. To open the Input Report, double-click its node in the Data
Summary group under the Site name in the Project tree. If data are modified while the Input
Report is open, the report will be updated automatically after the data has been accepted. Zoom
facility allows the report size to be reduced or enlarged.
The contents of the report can be printed (including printing to a PDF file). Headers and footers in
the Input Report also contain information detailing the Site name and Project file name, and the
registration details of the user who produced the report.
Each table in the Input Report corresponds to data in a specific input dialog. The data from some
input dialogs are split over more than one table. This is necessary where different groups of data
edited within one dialog. The tables listed in the Input Report will vary depending on the
intersection (Site) type and whether pedestrian movements exist at the intersection.
In the Input Report, data that are not applicable in a table will not be included in a given table or
shown as a dash. The state of checkboxes in dialogs is indicated by the words Yes (checked) and
No (unchecked), or as dash (unchecked) in the tables.
Data which are specified graphically in input such as Priorities and Phase Data are described in the
Input Report tables using the letters L, T and R for vehicle movements, and Movement ID for
pedestrian movements) to represent the movements which are "on" (designated as "opposing" in
the Priorities dialog and as "running in the phase" in the Phase Data dialog).
Some special data such as "Apply Phase Transition" or "Undetected" are indicated by footnotes
within a table.
Figure 2.1.8 - Input Report
2.1.4 Input Data Preparation Form

You may wish to summarise all relevant data in the Input Data Preparation Form as a first step in
preparing input data for SIDRA INTERSECTION. This is not essential but may be useful for
organising data collection in a formal way.
Blank forms for left-hand and right-hand drive rules are shown in Figures 2.1.9a and 2.1.9b.
The required information is summarised below. See Figures 2.1.10a to 2.1.10c for the User Guide
Example given as a Template (Signals group).
Good traffic engineering practice requires an intersection site visit in order to observe relevant road
and traffic conditions.
Intersection layout
A description such as existing or proposed.
Any turn bans, one way approaches or exits.
All lanes (exclusive or shared) marked with clear indication of lane disciplines.
Slip lanes and continuous (uninterrupted traffic) lanes shown.
Upstream and downstream short lanes shown (turn bays, approach parking, and loss of a lane
at the downstream side).
Lane widths and median widths given.
Pedestrian crossings indicated (full or staged).
Grade information given if available.
Any data related to adjacent parking, buses stopping, trams, etc.
Direction of North.
Roundabout island diameter, circulating road width, number of circulating lanes and other
relevant data.
Volumes
Volume counts in vehicles per 30 minutes, 60 minutes, etc.
Heavy vehicle data for each turn (origin-destination) if available.
The method of counting heavy vehicles: Separate LV and HV, Total Vehicles & HV (%), or
Total Vehicles & HV (veh)
Pedestrian volume data if available.
Signal phasing
Phase descriptions and phase sequences showing movements which have right of way in each
phase. Phases can be named as A, B, B1, C, etc.
In signal phasing diagrams, indicate differences between normal vehicle movements and
pedestrian movements clearly.
Other features
Non-default total and peak flow periods and peak flow factor, flow scale, etc.
Intersection control, i.e. Actuated or Fixed-Time (Pretimed) Signals, Roundabout, Two-Way
Stop or Giveway / Yield, All-Way Stop.
Signal coordination and arrival type information.
Phase change times (if known).
Non-default timing data (yellow and all-red times, start loss and end gain, minimum and
maximum green time, etc.).
Basic saturation flows, restricted turns, etc.
Free queues for shared lanes.
Other special notes such as capacity losses due to blockage by downstream queues.
When all the relevant data are summarised in the Input Data Preparation Form, you are sufficiently
familiar with the intersection conditions, and therefore you can start the input coding (see
Sections 3 to 16).
INPUT DATA PREPARATION FORM (Drive Rule: LEFT)

Prepared by : .........................................................................................................................................
Date : ........................................................... Reference No. : ................................................
Intersection title : .........................................................................................................................................
Description : .........................................................................................................................................
INTERSECTION LAYOUT VOLUMES (per ............... minutes)
Heavy vehicle counting method:
Peds
Include lane disciplines, short lane lengths, grades, etc.

Enter a description such as "Existing" or "Proposed"; indicate flow period (e.g. "AM Peak").
SIGNAL PHASING
OTHER FEATURES
Figure 2.1.9a - Blank Input Data Preparation Form (Left-Hand Version)
INPUT DATA PREPARATION FORM (Drive Rule: RIGHT)

Prepared by : .........................................................................................................................................
Date : ........................................................... Reference No. : ................................................
Intersection title : .........................................................................................................................................
Description : .........................................................................................................................................
INTERSECTION LAYOUT VOLUMES (per................ minutes)
Peds

SIGNAL PHASING
OTHER FEATURES
Figure 2.1.9b - Blank Input Data Preparation Form (Right-Hand Version)
INPUT DATA PREPARATION FORM (Drive Rule: LEFT)

Prepared by Rahmi Akçelik
: ..............................................................................
Date : 7 July 2009 . Reference No. : G1L ..
Intersection title : SIDRA INTERSECTION User Guide Example
Description : Four-way signalised intersection ..................................
INTERSECTION LAYOUT VOLUMES (per 60 minutes)

70 110
Separate LV and HV
75 (9) 310 (20) 430 (25)
960 (50)
Gumtree Street 360 (20)
50 1.9 35 (10) 100
5.5 50
100 Peds 100
D
30 (3)
100
140 (12)
500 (40)
100
115 (30) 70 (5) 200 (20)
Ocean Road

SIGNAL PHASING
A B C D
OTHER FEATURES
T = 60 min, Tf = 30 min, PFF = 95%.
Basic Sat. Flow = 1950 tcu/h and Lane Width = 3.60 m for all approach and exit lanes.
Exit short lane on South approach = 100 m. Grades: level road (all legs).
Approach and exit speeds for N and S: 80 km/h, E and W: 60 km/h.
Signal coordination for N and S approaches. Arrival Types: AT = 4 for S_L and S_T, AT = 5 for N_T.
Phase transition for E_L in Phase C.
N_L undetected in all phases. Yellow Time= 4 s and All-Red Time = 2 s for all phases.
Green split priority to all coordinated movements.
Dummy movement in Phase B: minimum green = 10 s.
Figure 2.1.10a - Completed Input Data Preparation Form:

User Guide Example (Left-Hand Version)

: ..............................................................................
Date : 7 July 2009 .. Reference No. : G1R ..
Description : Four-way signalised intersection, AM peak period .

Separate LV and HV
110 70
430 (25) 310 (20) 75 (9)
960 (50)
Gumtree Street 360 (20)
1.9 50 100
35 (10)
50 5.5
100 Peds 100
30 (3) 100
140 (12)
100
500 (40)
200 (20) 70 (5) 115 (30)
Ocean Road

SIGNAL PHASING
A B C D
OTHER FEATURES
T = 60 min, Tf = 30 min, PFF = 95%.
Basic Sat. Flow = 1950 tcu/h and Lane Width = 3.60 m for all approach and exit lanes.
Exit short lane on South approach = 100 m. Grades: level road (all legs).
Approach and exit speeds for N and S: 80 km/h, E and W: 60 km/h.
Signal coordination for N and S approaches. Arrival Types: AT = 4 for S_T and S_R, AT = 5 for N_T.
Phase transition for W_R in Phase C.
N_R undetected in all phases.
Yellow Time= 4 s and All-Red Time = 2 s for all phases.
Figure 2.1.10b - Completed Input Data Preparation Form:

User Guide Example (Right-Hand Version)

: ..............................................................................
Date : 7 July 2009 . Reference No. : G1U ..
Description : Four-way signalised intersection, AM peak period .

Separate LV and HV
360 230
430 (25) 310 (20) 75 (9)
960 (50)
360 (20)
Gumtree Street
6
170 100
35 (10)
18 100 Peds 100

170
30 (3) 100
140 (12)
500 (40)
330
200 (20) 70 (5) 115 (30)
Ocean Road US Customary Units

SIGNAL PHASING
A B C D
OTHER FEATURES
T = 60 min, Tf = 15 min, PFF = 92%.
Basic Sat. Flow = 1950 tcu/h and Lane Width = 12 ft (3.60 m) for all approach and exit lanes.
Exit short lane on South approach = 330 ft (100 m). Grades: level road (all legs).
Approach and exit speeds for N and S: 50 mi/h (80 km/h), E and W: 40 mi/h (65 km/h).
Signal coordination for N and S approaches. Arrival Types: AT = 4 for S_T and S_R, AT = 5 for N_T.
Phase transition for W_R in Phase C.
N_R undetected in all phases. No Right Turn On Red.
Yellow Time= 4 s and All-Red Time = 2 s for all phases.
Figure 2.1.10c - Completed Input Data Preparation Form:

User Guide Example (US HCM Version)
2.2 Model Calibration

Important model parameters need to be identified for calibrating SIDRA INTERSECTION to
reflect local road and driver characteristics and particular intersection conditions. Capacity and
performance characteristics (delay, queue length, stops, etc) of a traffic facility are influenced by
both the intersection geometry and driver behaviour.
To a great extent, all input parameters (and other parameters that are not available as input
parameters but are accessible as default parameters) related to intersection geometry and driver
behaviour are therefore important for calibrating the SIDRA INTERSECTION traffic model to
represent particular intersection conditions. For practical purposes, the most important parameters
for calibrating SIDRA INTERSECTION capacity and performance models are:
(i) saturation flow rate for signalised intersections, and
(ii) gap-acceptance parameters (especially follow-up headway and critical gap) for roundabouts
and other unsignalised intersections.
Specific methods are described in Part 4, Section 20.1 to calibrate the saturation flow at signalised
intersections, and in Part 4, Section 24.1 to calibrate the gap-acceptance parameters (critical gap
and follow-up headway) at roundabouts and other unsignalised intersections. Comments and more
general guidance on the calibration of these parameters are given in this section.
2.2.1 Model Calibration Facilities in SIDRA INTERSECTION

SIDRA INTERSECTION provides various tools to help the user in model calibration effort. These
include:
the sensitivity analysis facility for all intersection (Site) types,
specific roundabout calibration parameters,
lane utilisation factor, and
various other facilities including the heavy vehicle equivalent for gap acceptance parameter for
all intersection (Site) types, the SCATS Maximum Flow (MF) and associated parameters for
signalised intersections, and operating cost parameters.
These are discussed below. Refer to the relevant sections of this user guide for information on
other important parameters (e.g. queue space for light and heavy vehicles, proportion arriving
during green for platooned arrivals, extra bunching for the effect of upstream signals on
unsignalised intersection capacity, cruise and negotiation speeds, acceleration and deceleration
rates) that have direct impact on SIDRA INTERSECTION capacity and performance estimates.
Sensitivity Analysis
In SIDRA INTERSECTION, the sensitivity analysis facility (Demand & Sensitivity input dialog)
helps to identify any traffic lanes operating at capacity conditions by varying the following
parameters:
driver behaviour and traffic characteristics:
o follow-up headway and critical gap,
o basic saturation flow,
o lane utilisation ratio, and
intersection geometry:
o lane width,
o roundabout island diameter.
For these parameters, SIDRA INTERSECTION will return an intersection degree of saturation
(volume / capacity ratio), X, equal to or less than 1.0. This provides an easy way of calibration on
the basis that the departure flow rate (volume counts) at the stop or give-way / yield line cannot
exceed capacity. In other words, the solution with highest X below (but closest to) 1.0 is chosen as
a solution to represent X 1.0. This applies to one or more traffic lanes at the intersection.
Roundabout Capacity Model Calibration

SIDRA INTERSECTION provides the following parameters specifically for the calibration of the
roundabout capacity model. These calibration parameters can be set in the Geometry dialog, and
affect the follow-up headway and critical gap (therefore capacity) values of all lanes on the selected
leg of a roundabout.
Environment Factor: Using this parameter, you can calibrate the roundabout capacity model to
allow for less restricted (higher capacity) and more restricted (lower capacity) roundabout
environments. Capacity increases with decreasing value of the Environment Factor (standard
default = 1.0; US HCM versions default = 1.2 when the SIDRA Standard capacity model is
used rather than the HCM 2010 roundabout capacity model). This factor allows for the effect
of different driver behaviour (driver aggressiveness and alertness affecting driver response
times) and general characteristics of the roundabout environment in terms of roundabout design
type, visibility, significant grades, operating speeds, size of light and heavy vehicles, and so on.
Adjustment level for the arrival (demand) flow / circulation flow ratio: In order to avoid
underestimation of capacities at low circulating flows, SIDRA INTERSECTION decreases the
follow-up headway and critical gap (therefore increases capacity) as a function of the ratio of
arrival (demand) flow to circulating flow. You can choose the level of this adjustment (High,
Medium, Low, None) according to the observed or expected local driver behaviour
characteristics (default = Medium). This factor is effective for low to medium circulating flow
rates. Capacity is highest when High is selected, and lowest when None is selected.
An example of the effect of these two factors is given in Figure 2.2.1 for the dominant lane of a
two-lane roundabout (inscribed diameter = 50 m, average lane width = 4.0 m, Medium O-D pattern
effect, Medium entry flow / circulating flow adjustment, entry flow rate = 900 veh/h, no heavy
vehicles).
For detailed information on roundabout capacity model calibration, see Section 5.3, and also
Part 4, Section 6.19.
An additional parameter for calibrating the SIDRA INTERSECTION negotiation speed model for
roundabouts, namely the Maximum Negotiation (Design) Speed parameter, is available in Model
Defaults - Roundabout for customised models.
Lane Utilisation Factor

Lane utilisation is one of the most important factors that affect the capacity and traffic performance
at all facilities (intersections as well as midblock). For example, unequal lane utilisation in
opposing traffic lanes at traffic signals means higher opposing volumes and longer queue clearance
times, and therefore reduces the opposed (permitted) turn capacity. Similarly, the utilisation of
circulating road lanes is important at roundabouts in determining the capacity of the entry lane
giving way (yielding) to the circulating stream in front of it.
There are many reasons for lane underutilisation (or unequal lane utilisation) including:
a large number of heavy commercial vehicles, buses or trams (moving or stopping) in the lane,
turning vehicles in the lane subject to heavy pedestrian conflict at the exit,
heavy interference by parking manoeuvres (parking adjacent to the lane),
opposed (permitted) turns in the lane,

a short lane on the approach,
a lane that discontinues at the downstream side due to a decreased number of lanes or parked
vehicles (downstream short lane),
a lane with a large proportion of traffic turning left or right at a downstream location
(destination effect), and
some interference at the downstream side, e.g. a conflicting traffic stream with vehicles
merging from a slip lane with no clear give-way / yield lane markings.
In the Geometry input dialog, you can specify a lane utilisation ratio which is less than 100 per
cent in order to allow for lane underutilisation observed in the field. The resulting lane flows
estimated by SIDRA INTERSECTION can be compared with the observed lane flows and the lane
utilisation ratio can be modified for the estimated lane flows to match observed values. Where
available, SCATS lane flow information is useful for this purpose. The sensitivity analysis facility
(the Demand & Sensitivity input dialog) allows for varying the user-specified lane utilisation ratios.
2000
Medium qa /qc adjustment, qa = 900 veh/h
1800
Medium O-D pattern effect
1600 Dominant lane of two-lane roundabout
Inscribed diameter, D i = 50 m
Entry capacity (veh/h)
1400
Lane width = 4.0 m
1200
1000
800
Environment Factor, fe
600
0.95
400 1.00
200 1.05
0
0 300 600 900 1200 1500
Circulating flow (pcu/h)
2000
1800
1600
1400
1200
1000
800 qa / qc ratio
adjustment fe = 1.0, qa = 900 veh/h
600 Medium O-D pattern effect
High
400 Medium Dominant lane of two-lane roundabout
Low Inscribed diameter, Di = 50 m
200 Lane width = 4.0 m
None
0
0 300 600 900 1200
Figure 2.2.1 - Effect of the Environment Factor and the Adjustment Level for Arrival Flow /
Circulation Flow Ratio for the dominant lane of a two-lane roundabout (an example)
Heavy Vehicle Equivalent for Gap Acceptance

SIDRA INTERSECTION gap-acceptance models allow for the effect of heavy vehicles on the
capacity of an opposed traffic stream by using a heavy vehicle equivalent for gap acceptance. This
parameter represents the passenger car equivalent of a heavy vehicle for the purposes of gap-
acceptance capacity estimation. It is used to calculate a heavy vehicle factor according to the
proportion of heavy vehicles in the traffic stream. This method applies to entry streams at
roundabouts, minor streams at two-way sign control, all-way stop sign control as well as filter
(permitted) turns at traffic signals. See Part 4, Section 2.4 for detailed information.
You can set the parameter Heavy Vehicle Equivalent for Gap Acceptance in the Movement Data
dialog (see Section 9.1).
SCATS Parameters
The SCATS Maximum Flow (MF) and associated parameters for signalised intersections is useful
for those who have access to SCATS traffic signal control system information. The SCATS
Parameters table in the Detailed Output report provides estimates of the Maximum Flow (MF) and
associated parameters reported by the SCATS system. These estimates can be used together with
lane flow rates reported by SCATS for the purpose of calibrating SIDRA INTERSECTION against
measured conditions.
A comparison of the SCATS-reported MF values and the SIDRA INTERSECTION MF estimates
can be valuable when saturation flow rates from field surveys are not available. The SIDRA
INTERSECTION sensitivity analysis facility (Demand & Sensitivity dialog) can be used to vary
the basic saturation flow parameter so as to match the SCATS-reported MF parameters.
See Part 4, Section 20.7 for detailed information on SCATS Parameters in SIDRA
INTERSECTION.
Operating Cost Parameters

The Cost Parameters dialog allows the user to calibrate the operating cost model for local
conditions (see Section 14, and Part 4, Section 3). Calibration parameters include Pump Price of
Fuel, Fuel Resource Cost Factor, Ratio of Running Cost to Fuel Cost, Average Income, Time
Value Factor, Light Vehicle Mass, Heavy Vehicle Mass and Heavy Vehicle Maximum Power.
The vehicle mass parameters affect the fuel consumption and emission estimates produced by
SIDRA INTERSECTION.
The Heavy Vehicle Maximum Power parameter affects the acceleration rates, times and distances
estimated for heavy vehicles.
The vehicle occupancy parameter affects the SIDRA INTERSECTION output statistics given in
terms of persons (rather than vehicles or pedestrians), e.g. average delay (seconds per person) and
total travel time (person-hours per hour).
Given the wide variation of cost (and related) factors between different countries around the world,
and even between different regions of one country, correct use of this facility is important for cost
estimation.
2.2.2 Closely-Spaced Intersections and Network Applications

While SIDRA INTERSECTION is a single-intersection analysis software, its model does not
assume isolated operations. Thus, it can be used for analysing closely-spaced intersections,
pedestrian crossings near intersections, or any number and type of multiple intersections. This
applies to both undersaturated and oversaturated cases, i.e. whatever the degrees of saturation (v/c
ratios) are. The important aspects of modelling closely-spaced intersections are the platooned
arrivals from upstream intersections and blockage of downstream entry lanes.
Signal coordination effects on signalised intersection performance can be modelled using the
Arrival Type or Proportion Arriving During Green parameter, and upstream signal effects on
unsignalised intersection (sign-controlled or roundabout) capacity can be modelled using the Extra
Bunching parameter. The Capacity Adjustment parameter can be used to model the amount of
capacity reduction for upstream intersection lanes based on the probability of blockage due to
limited queue storage estimated for downstream intersection lanes.
To use SIDRA INTERSECTION in relation to Closely-Spaced Intersection and Network
applications, the following steps should be taken.
General
You need to specify the approach and exit lane lengths and number of lanes (including any
approach and exit short lanes) for all intersections realistically, especially for internal approaches
between intersections so that queue storage problems can be identified.
Lane underutilisation is an important issue at closely-spaced intersections. In particular, this may
occur when the number of downstream lanes available to a movement is less than the number of
lanes available at an upstream approach. Lane flow estimates of SIDRA INTERSECTION should
be inspected and lane utilisation specifications should be given if necessary.
The probability of queue length exceeding the available storage length (probability of blockage) is
given for each lane in the Lane Summary output report. The capacity of the upstream intersections
will be affected by the downstream queues accordingly. Use the Capacity Adjustment parameter in
the Geometry input dialog to allow for the effect of blockage of upstream lanes.
For more detailed modelling, the capacity constraint method can be applied, namely the flow rates
of the downstream movements can be reduced so that the average downstream queue equals the
storage space. The capacity of the upstream movements can then be reduced to match the
downstream flow rates.
Roundabouts and Sign Control

For platooned arrivals at roundabouts and sign-controlled intersections (due to the effect of
upstream signals), you can specify an Extra Bunching parameter following the guidelines in the
User Guide. Platooned arrivals are not as important at roundabouts unless the extra bunching is
very high and the proportion queued is very low. This is because the capacity of a downstream
approach of the roundabout is determined by the circulating flow, and the headway distribution of
circulating flow is affected by queues on upstream approaches which filter out platooning
depending on the amount of queuing. All this is modelled by SIDRA INTERSECTION.
The effect of upstream roundabouts or sign-controlled intersections on the arrival pattern at a
roundabout or sign-controlled intersection approach is minimal since the departure patterns from
upstream unsignalised intersections are randomised due to the gap-acceptance process. So you can
simply ignore any special effects of the departure patterns for these types of upstream intersections.
Signalised Intersections
When you analyse closely-spaced signalised intersections with signal coordination, apply the
following steps:
Run each intersection individually and determine the cycle time. The intersection with the
longest cycle time is the critical intersection. Use the fixed-time analysis and practical
cycle time method for timing calculations. Pay attention to minimising queue lengths on
internal approaches when choosing the cycle time and green times. Use the green split
priority feature of SIDRA to favour the internal approaches in green time allocation. If
desired, you can use larger practical degrees of saturation (e.g. 0.95) to limit the green time
allocated to side roads. Select a system cycle time accordingly, specify this cycle time for
each intersection, and re-analyse.
Nominate internal approach movements as "coordinated" for platooned arrivals, and
specify Arrival Types (or Percent Arriving During Green). This is important in determining
queue length, delay, etc at signalised intersections. Refer to the User Guide.
If it is identified that queues are exceeding the available storage space (as explained
above), you may decide to change the signal phasings and timings to achieve a satisfactory
solution in order to minimise the queue lengths.
If the phasings and timings cannot be changed, you may want to model the effect of
internal approach queues (blockages) on external approach capacities, delay and queues.
For this purpose, use the Capacity Adjustment parameter. Refer to the User Guide.
2.2.3 Field Measurements

In model calibration, capacity and performance estimates from SIDRA INTERSECTION and those
observed in the field are compared, and appropriate parameters in SIDRA INTERSECTION are
modified in order to match the real-life observations. In this effort, consistency of definitions and
measurement methods for traffic performance variables such as delay (stop line delay vs control
delay) and queue length (cycle-average queue vs back of queue) must be ensured in comparing
model estimates with observed values.
If possible, the field observations should be carried out in accordance with the methods used in
SIDRA INTERSECTION in order to minimise the overall model calibration effort. Refer to Part
4, Sections 2 (Capacity), 5 (Delay), and 18 (Queue Length) for detailed information. Various
comments on capacity, delay and queue length measurements are given below.
Capacity
Capacity is the maximum sustainable flow rate that can be achieved during a specified time period
under prevailing road, traffic and control conditions. The proviso "prevailing conditions" is
important since capacity is not a constant value, but varies as a function of traffic flow levels.
Capacity represents the service rate (queue clearance rate) in the performance (delay, queue length,
stops) functions, and therefore is relevant to undersaturated conditions. Conceptually, this is
different from the "maximum volume that the intersection can handle" which is the practical
capacity (based on a target degree of saturation) under increased demand volumes (e.g. in the
future as relevant to design life analysis), not the capacity under prevailing conditions.
Two distinct methods are possible for measuring capacities at real-life intersections:
(i) measuring departure (saturation) flow rates during saturated (queued) portions of individual
green periods at signals or gap-acceptance cycles at unsignalised intersections, and the
associated proportion of time available for queue discharge, and
(ii) measuring departure flow rates (volume counts) at the stop or give-way / yield line under
continuous queuing (saturated) conditions over sufficiently long observation periods.
Method (i) is used commonly for signalised intersections, e.g. the method given in ARR 123,
Appendix E (Akçelik 1981) and the method given in HCM Chapter 16, Appendix H (TRB 2000).
This method is more difficult to implement for unsignalised intersections due to the short duration
of gap-acceptance cycles. Method (ii) based on continuous queuing is therefore more common for
unsignalised intersections.
Method (ii) provides an easy method of measuring capacity that prevails in oversaturated
conditions, i.e. when the arrival (demand) flow rate exceeds the departure flow rate, as it is
obtained from a simple volume count. In oversaturated conditions, the demand flow rate can be
measured by counting the number of vehicles arriving at the back of queue, not at the stop or give-
way / yield line. While the demand flow rate is needed for better estimation of delay and queue
length, the capacity observation provides a simple method for calibrating the saturation flow rate or
follow-up headway and critical gap.
See Section 2.2.1 for the facilities available in SIDRA INTERSECTION for model calibration
based on measured capacity. Refer to Part 4, Section 2 for a detailed discussion on capacity.
Delay
The following should be noted about the SIDRA INTERSECTION delay estimates. Refer to
Part 4, Section 5 for detailed discussion on delay, including more information on Figure 2.3.1.
(i) SIDRA INTERSECTION estimates the control delay that includes both queuing delay and
geometric delay, or the stop-line delay that excludes geometric delay. Generally, the control
delay is used in output reports. The stop-line delay is given in the Lane Delays table in the
Detailed Output report. However, when the HCM Delay Formula option is used, geometric
delays are not added to the average delay values calculated from HCM delay equations.
(ii) The delay predicted by SIDRA INTERSECTION is average for all vehicles, queued and
unqueued. The average delay to queued vehicles can be determined by dividing the average
delay by the proportion queued.
(iii) SIDRA INTERSECTION delay is the average delay to vehicles arriving during a given flow
period including the delay experienced after the end of the flow period which is possible
under heavy (especially oversaturated) traffic conditions. This corresponds to the path-trace
(instrumented car) method of measuring delays. An alternative delay survey method is the
queue-sampling method, e.g. as described in HCM Chapter 16, Appendix A (TRB 2000).
This involves counting the number of vehicles in the queue at regular intervals, e.g. every 10
seconds.
Figure 2.3.1 shows the delays experienced by individual vehicles (horizontal lines) and the
queue counts (vertical lines) for a deterministic oversaturation model (given here to explain
the concepts involved). Delays obtained using the path-trace method agree with the queue
sampling method of measurement for low to medium degrees of saturation (v/c ratios), but
the difference between the two methods is significant for oversaturated conditions (degree of
saturation > 1) as seen in Figure 2.3.1. For this reason, the HCM delay survey method
recommends continuing of queue count at the end of the survey period until all vehicles that
arrived during the survey period depart. The queue-count method is difficult for
oversaturated conditions due to queue build up.
(iv) The delay measured by the queue count method corresponds to the cycle-average queue
observation (see the discussion below). The stop-line delay given in the Lane Delays table
in the Detailed Output report should be used to match this in SIDRA INTERSECTION, i.e.
the geometric delay should be excluded.
Last vehicle Delay to vehicles

Cumulative
arriving during arriving during, and
arrivals and Queue at
the current departing after, the
departures the end of
flow period current flow period
flow period F
Arrivals C D
(rate qa) End of
oversaturation
Queue Departures
B (rate Qe)
count
E Last vehicle
departing during
the current flow
d1 d2 period
T1 Tf T2
A
Duration of current Time
flow period, Tf
Figure 2.3.1 - Delays experienced by vehicles in oversaturated conditions
Queue Length
SIDRA INTERSECTION can estimate the cycle-average queue or the back of queue for all types
of intersection, and for each of these two types of queue length measures, the average value as well
as the 70th, 85th, 90th, 95th and 98th percentile value are estimated. In particular, in the case of the
queue length statistic, it is important to match the statistics used in SIDRA INTERSECTION (and
other software packages) to the statistics observed in the field considering possible variation in the
statistic that can be generated using SIDRA INTERSECTION, and also considering other possible
queue length observations that are possible, e.g. queue lengths at the start and end of the green
period.
The traditional gap-acceptance and queuing theory models estimate the cycle-average queue
lengths rather than the back of queue. HCM Chapter 16 uses the back of queue for signalised
intersections while HCM Chapter 17 uses the cycle-average queue for unsignalised intersections.
The models used in SIDRA INTERSECTION fill the gap in modelling queue length for
unsignalised intersections. The cycle-average queue length incorporates all queue states including
zero queues. The back of queue is relevant to the design of appropriate queuing space (e.g. for
short lane design), and is useful for determining a queue spillback condition (e.g. blockage of an
upstream intersection).
The cycle-average queue information may be available from the queue sampling method of delay
measurement. The cycle-average queue is usually estimated as the product of average delay and
flow rate. This may be unreliable when the delay includes (i) the geometric delay and (ii) the delay
experienced after the end of analysis (survey) period in oversaturated conditions.
Refer to Part 4, Section 18 for detailed discussion on queue length.
General Aspects of Field Surveys

Ideally, all relevant intersection data used in model calibration should be collected at the same
time. In particular, timing data for signalised intersections should be collected at the time when
capacity and performance statistics are collected. The observed timings can be specified as input
and the SIDRA INTERSECTION estimates of performance statistics obtained using the observed
timings can be compared with the observed values of these performance statistics.
For roundabouts, demand volumes on all approaches and the required capacity and performance
measures need to be observed at the same time due the interactive measure of roundabout
operations (see Part 4, Section 19).
2.2.4 Model Comparison

Model calibration effort may involve comparison of traffic models offered by different software
packages, for example SIDRA INTERSECTION (a micro-analytical model) and various
microsimulation models. In this effort, various issues need to be recognized.
Firstly, users of microsimulation models should not assume that a more detailed model will
necessarily result in reduced model error. This is because, it is likely that, while model
specification error will decrease with increased model detail (complexity), the total measurement
error will increase due to the increased model complexity (more variables each with an associated
degree of measurement error). This consideration applies to all models, simulation or analytical.
Akçelik and Besley (2001) discussed the compatibility between microsimulation methods and
established analytical techniques that are used in traffic engineering, considering several key
components of traffic models:
(i) capacity analysis;
(ii) modelling of queue discharge (saturation) flow rate, queue discharge speed and other queue
discharge parameters at signalised intersections, and relating them to the general queuing,
acceleration and car-following models used in microsimulation;
(iii) modelling of gap-acceptance situations at all types of traffic facilities, e.g. permitted or filter
turns (right-turn or left-turn) at signalised intersections, minor movements at stop or give-
way / yield signs, traffic entering unsignalised roundabouts, and freeway and other traffic
merging situations; and
(iv) estimation of lane flows at intersection approaches, and relating this to lane changing models
used in microsimulation.
In model comparison, the parameters of each model in relation to the above components need
particular attention. Also importantly, the consistency of definitions and measurement methods for
traffic performance variables such as delay (stopped, geometric, etc.) and queue length (cycle
average, back of queue, etc.) must be ensured in comparing models as in comparing model
estimates with values observed in the field.
The Driver Characteristics table in the Detailed Output report includes the saturation speed,
saturation headway and spacing, average queue space and driver response time parameters which
may be helpful for calibrating microsimulation models for closer results to SIDRA
INTERSECTION estimates (See Part 4, Section 2.5).
The SCATS Parameters table in the Detailed Output report include SCATS system parameters
derived using the saturation speed parameter (maximum flow, occupancy and space time at
saturation). See Part 4, Section 20.7.
A general framework for road traffic models

It is useful to understand how various traffic models relate to each other and to the real-life system.
For this purpose, a general framework for classification of road traffic models is presented in
Figure 2.3.2. This two-dimensional framework considers the nature and level of detail offered by a
traffic model in handling road geometry and traffic elements. The focus is on the movement of
vehicle traffic. A classification of various software packages according to the framework given in
Figure 2.3.2 is presented in www.sidrasolutions.com/Resources/Models.
Contrasting models as macroscopic vs microsimulation, deterministic vs microsimulation,
empirical vs theoretical, empirical vs analytical, etc are not valid ways of qualifying models.
Models never fall into clear-cut categories, but there is a spectrum (continuum) of models. The
framework presented here may be helpful to understand that analytical models or simulation
models can be microscopic or macroscopic (and in between).
The US Highway Capacity Manual (HCM) defines an analytical model as "A model that relates
system components using theoretical considerations that are tempered, validated, and calibrated by
field data.", whereas it defines a simulation model as "A computer program that uses mathematical
models to conduct experiments with traffic events on a transportation facility or system over
extended periods of time." HCM Glossary (Chapter 5) gives various other definitions related to
models and HCM Chapter 31 presents a very useful discussion of different types of models (TRB
2000).
ROAD GEOMETRY ELEMENTS
Approaches Lane groups (2) Lanes

(all lanes aggregated) (or "links") (or lane segments)
Individual vehicles Micro-simulation

TRAFFIC ELEMENTS
Macro-simulation
Platoons Meso-simulation
(e.g. TRANSYT)
Micro-analytical
Drive cycles (1) (e.g. SIDRA
INTERSECTION)
Macro-analytical Meso-analytical
Traffic flows
(e.g. ARCADY, RODEL) (e.g. HCS)
Speed-flow models Macro-analytical
(1) Drive cycle may be defined as the vehicle speed-time trace consisting of acceleration, deceleration,
cruise and idling elements.
(2) Lane Group is a set of lanes with one or two shared lanes (e.g. Lane 1: Left-Turn and Through,
Lane 2: Through) or a set of exclusive turn lanes (e.g. a single Right-Turn lane).
Figure 2.3.2 - A general framework for road traffic models
For the purpose of the framework presented in Figure 2.3.2, the analytical models are defined as
those that use direct mathematical computations to determine system states, and simulation models
as those that use various rules (mostly in the form of mathematical equations) for movement of
vehicles in a system (individually or in platoons). The HCM models are analytical. HCM
Chapter 31 states that "The HCM methods represent traffic flows with variables that reflect flow
dynamics. These methods stop short of representing the movements of individual vehicles. The
intent is to employ calculations that can be done by hand, using a set of worksheets, or by computer
…".
In the framework presented in Figure 2.3.2:
(i) a simulation model can be microscopic, macroscopic or mesoscopic,
(ii) an analytical model can be microscopic, macroscopic or mesoscopic, and
(iii) a simulation model can be deterministic or stochastic.
Analytical traffic models such as SIDRA INTERSECTION usually incorporate stochastic elements
(e.g. overflow queue models for traffic at intersections) although each application of the model may
produce the same outcome (deterministic). The distinction "stochastic vs deterministic" does not
necessarily imply model quality since it is possible to randomise parameters of traffic elements at
every level of detail (individual vehicle. platoon, traffic flow, etc).
Contrasting models as "empirical vs theoretical" (as frequently done in the literature in relation to
roundabout capacity models) represents a simplistic view since most models have basis in traffic
behaviour theory and are empirical at the same time. However, the term "empirical model" is
usually used to mean "based on statistical analysis of field data without any direct basis in traffic
theory".
The framework presented Figure 2.3.2 is limited to vehicle traffic. The issues of different vehicle
types and driver types, and the size of the area modelled (single intersection, arterial, network, etc)
are further considerations in this context. Different modes of traffic (pedestrians, cyclists, public
transport) could be added as a third dimension to this framework, each with its own special
considerations. For example, for pedestrians, drive cycles are not applicable, and pathways rather
than lanes would be relevant.
3. INTERSECTION DATA
The Intersection input dialog is used for establishing the basic intersection configuration by
deleting and inserting approaches (legs), rotating the intersection, and specifying Title, Intersection
ID and various intersection-level parameters, namely the Signal Analysis Method and Volume Data
Settings (see Figure 3.1).
The Title allows up to 400 characters that can be entered as a multi-line text for identifying Site
characteristics and including various notes. The Title is included in output reports (effectively
about 5 lines maximum).
To enter additional notes about the Site, right click the Site name in the Project tree, select
Properties and enter text in the Description field (up to 500 characters allowed).
The Intersection ID is an intersection identification label that is particularly useful in network
modelling (up to 10 alphanumeric characters). It does not affect any results.
The Signal Analysis Method parameter is provided to select one of the Fixed-Time / Pretimed or
Actuated options for signal timing analysis (Section 3.3).
The Volume Data Settings given in the Intersection dialog are Unit Time for Volumes and Peak
Flow Period (Section 3.2). Together with the Volume Data Method (HV option) chosen in the
Options group in ribbon, these parameters affect vehicle and pedestrian volumes given in the
Volumes and Pedestrians dialogs.
Click to Rotate for desired Multi-line Title will appear

geographic orientation in output reports
Data to apply
to intersection
as a whole
Click to Insert and

Delete an intersection
leg (toggle)
Figure 3.1 - Intersection input dialog
3.1 Intersection Configuration

You can use the Geometry picture in the Intersection dialog to specify basic intersection
configuration. In the Geometry picture, intersection legs that exist are shown in red and
intersection legs that do not exist are shown in white. These can be changed (legs can be inserted
or deleted) by clicking the legs. Click repeatedly (toggle action) to insert or delete a leg.
The Rotate function (Rotate Left, Rotate Right) enables rotating the intersection by 45 degrees
clockwise or anti-clockwise using the buttons in the Geometry title bar. The Rotate function will
change the geographic orientation if the intersection without changing the intersection geometry,
movement definitions, signal phasing & timing data, etc. This enables use of a Template or an
existing Site to configure a Site with a different orientation but similar geometry otherwise.
In the case of Pedestrian Crossing and Single Point Interchange sites, the major road or freeway has
a North-South orientation when a New site is created. Use the Rotate function to change the
geographic orientation you want.
The Rotate function will rotate the intersection by 90 degree in the case of only for Pedestrian
Crossing, Single Point Interchange and Stop (All-Way) sites due to diagonal leg limitations.
For a detailed picture of the intersection, double-click the Layout node for the Site in the Project
tree. One-way approaches or exits and medians are specified in the Geometry dialog (Section 4).
When a Layout picture is open and the Rotate function is used, the intersection picture will be
updated after the OK, Apply or Process button is clicked.
SIDRA INTERSECTION uses the following approximate geographic orientations for identifying
intersection leg / approach road locations:
S = South (Northbound) SE = Southeast
E = East (Westbound) NE = Northeast
N = North (Southbound) NW = Northwest
W = West (Eastbound) SW = Southwest
You can use the diagonal legs (SE, NE, NW, SW) to model complicated intersection situations as a
"trick" as used in some Templates provided. For example, these could be used to represent internal
approaches at paired intersections, or special lanes such as a bus lane at an approach. The
intersection geometry picture will not look realistic in such cases, but you could use a copy of the
Site to generate a more realistic picture.
When you introduce a major change to the intersection configuration, i.e. by deleting or inserting
approaches, you need to go through all subsequent screens to ensure that data are specified
correctly. For example, when you delete an intersection leg, you need to go to the Phase Data
dialog to redefine phases since some signal phases may be redundant due to the deletion of
associated movements. When you add a new intersection leg, the lane disciplines in the Geometry
dialog are likely to need changing.
3.2 Intersection (Site) Type
The intersection (Site) type, i.e. Signals, Roundabout, Two-Way Stop, etc. is set when creating a
new Site (New or Template) or Converting an existing Site. When changing the intersection (Site)
type, there are some restrictions to ensure that the parameters related to intersection (Site) type are
set consistently.
Templates supplied with the SIDRA INTERSECTION package provide various cases of
intersection (Site) types (see Part 2, Section 2.3). Some of these Templates provide useful cases
which are beyond the standard intersection (Site) types.
The Signals option in the New Site menu creates an at-grade signalised intersection which is set as
a four-way intersection of East- West and North - South roads. Three-way and other intersection
configurations can be set in the Intersection dialog with up to 8 legs allowed.
The Pedestrian Crossing (Signals) option in the New Site menu creates a Site where the road
direction that pedestrians cross is set as North - South (N-S). Use the Rotate function to change the
geographic orientation of the Site.
In the Intersection dialog, no legs can be inserted or deleted at a Pedestrian Crossing (i.e.
intersection geometry cannot be changed).
The pedestrians crossing the road are specified as a movement in front of one of the road
approaches. There is no need to specify an additional pedestrian movement in front of the other
approach as this would require unnecessary data settings (volume, phasing).
The Single Point Interchange (Signals) option in the New Site menu creates a Site set as a four-
way grade-separated intersection of East - West and North - South roads. This is similar to a
“Diamond Interchange” except that there is no internal storage area. The freeway direction
(underpass or overpass) is set as North - South (N-S). Use the Rotate function to change the
geographic orientation of the Site.
For the freeway direction, the movements are set as "continuous through" movements, and the left
and right turn movements represent "freeway ramp flows". The Freeway direction cannot be
changed once the Site is created. Diagonal legs cannot be inserted.
A Template named SPUI with Slip Lanes is provided in the Freeway group of templates.
A three-way Single-Point Urban Interchange can be formed by deleting one of the legs in the non-
freeway direction (at least three legs must exist). A freeway leg cannot be deleted.
For the freeway approaches at a Single Point Interchange, the movement type for the through
movements representing the freeway movements must be left as Continuous.
If desired, the freeway movements can be analysed in a separate file. Templates named Freeway
Basic One-Way and Basic Two-Way are provided in the Freeway group of templates for this
purpose. Note that the icon will appear as "Sign Control" for these templates due to the way they
have been created.
The intersection geometry for the unsignalised intersection options Stop (Two-Way), Stop (All-
Way) and Giveway / Yield (Two-Way) in the New Site menu is a four-way at-grade intersection
of East- West and North - South roads.
Three-way and other intersection configurations can be set in the Intersection dialog with up to 8
legs allowed except for All-Way Stop Control. When diagonal legs are used for Stop (Two-Way)
and Giveway / Yield (Two-Way) cases, Movement Type and Control data in the Movement Data
dialog and the data in the Priorities dialog must be checked and modified as required.
The major road direction for Stop (Two-Way) and Giveway / Yield (Two-Way) can be selected
as East - West (E-W) or North - South (N-S) when creating a new Site. The priority road is set as
the major road direction, and the non-major road approaches are set as controlled by Stop or
Giveway / Yield signs. The Rotate function can be used to change the geographic orientation of
the Site.
Generally, default parameters used for Two-Way Stop Control and Giveway / Yield Sign Control
are the same except for intersection negotiation speeds. However, Templates for Giveway / Yield
Sign Control provided in the Sign Control group of Templates are set with lower critical gap and
follow-up headway parameters compared with Two-Way Stop Control templates (see
Section 11.3).
The following restrictions apply to intersection geometry if the Site type is All-Way Stop Control
(AWSC):
All legs must be at 90 degrees relative to adjacent legs (legs at 45 or 135 degrees,
i.e. y-shaped intersections are not allowed).
There must be three or four legs.
This type of control is popular in the USA, and as a rough rule, is used where a small roundabout or
two-way stop or give-way control would be considered for use in Australia. The geometry
restrictions are placed only for the purpose of matching the model requirements in SIDRA
INTERSECTION.
Changing the Intersection (Site) Type

The intersection (Site) type can be changed only by using the Convert facility. When intersection
(Site) type is changed, most data will be kept unchanged (intersection geometry, number of lanes,
lane disciplines, lane widths, grades, speeds, etc.), data which are not applicable for the new
intersection (Site) type not be displayed, and the data fields which become applicable will be
allocated default values. You need to be careful about some aspects of intersection (Site) type
conversion as described below.
The movement priorities and gap-acceptance parameters (critical gap, follow-up headway, etc.)
will be reset automatically when the intersection (Site) type is changed. You should check these
parameters when changing the intersection (Site) type to signals or two-way sign control to ensure
that all specifications are appropriate.
Various restrictions apply when the intersection (Site) type is changed:
(i) A Pedestrian Crossing or Single Point Interchange cannot be converted to any other
geometry or intersection (Site) type.
(ii) No other intersection or geometry type can be converted to a Pedestrian Crossing or Single
Point Interchange.
(iii) If the intersection has any diagonal legs (SE, NE, NW or SW), it cannot be converted to an
All-Way Stop-Sign Controlled intersection.
When you create a new Site by changing the intersection (Site) type, the number of lanes, lane
types and lane disciplines may not be appropriate for the new intersection (Site) type,e.g. you may
need to change a single lane roundabout to a two-lane signalised intersection. Lane widths may
also need revision. In particular, roundabout lanes are usually wider than the lanes at other
intersections. Very wide lanes may be automatically reduced to the maximum width allowed for
the selected intersection (Site) type. Therefore, it is recommended that you revise all lane data for
the new intersection (Site) type in the Geometry dialog.
All signal timing and phasing data will be allocated default values when a roundabout or other
unsignalised intersection is converted to a signalised intersection.
When sign-controlled (Stop and Giveway / Yield) intersection Sites are converted to Signals or
Roundabouts, pedestrians will not exist. Specify pedestrians in the Pedestrians dialog if you wish.
See Part 4, Section 15.2 for pedestrians at roundabouts and Part 4, Section 15.3 for pedestrians at
an unsignalised (zebra) pedestrian crossing (at roundabouts, sign-controlled intersections or
midblock marked crossings).
3.3 Volume Data Settings

The term Volume Data Settings refer to the Volume Data Method (HV option) that can be set in
the Options group in ribbon, and the Unit Time for Volumes and Peak Flow Period parameters
specified in the Intersection dialog (Figure 3.2). These parameters affect vehicle and pedestrian
volumes given in the Volumes and Pedestrians dialogs.
Volume Data Method (HV Option)

The Volume Data Method (HV Option) parameter allows the user to specify the preferred method
for specifying and displaying the Heavy Vehicle data. Use the drop-down list in the Options group
in ribbon to select the option you want to use.
The three options available for specifying and displaying the Heavy Vehicle data are (using the
same numerical example for each option):
Separate LV & HV: Separate volumes for Light Vehicles (LVs) and Heavy Vehicles
(HVs) will be specified, e.g. LVs 900 veh/h and HVs 100 veh/h,
Total Vehicles & HV (%): Total volume and per cent Heavy Vehicles will be specified,
e.g. total 1000 veh/h and 10 per cent HV, and
Total Vehicles & HV (veh): Total volume and Heavy Vehicle volume will be specified,
e.g. 1000 veh/h and 100 veh/h.
Select the Volume Data Method

(HV Option) in the ribbon
Figure 3.2 - Volume Data Settings
Volume data entry for vehicle movements will be done in the Volumes dialog, and the Volumes
Summary display will present the volume data, according the HV Option selected. Irrespective of
the Volume Data Method (HV Option), vehicle volume data are always stored as separate LV and
HV. Changing the HV Option will only change the way data are entered in the Volumes dialog
and shown in the Volumes Summary display.
Heavy Vehicle Definition

For the purpose of intersection analysis, SIDRA INTERSECTION defines a Heavy Vehicle as any
vehicle with more than two axles or with dual tyres on the rear axle (based on Akçelik 1981,
Section 5). Thus, buses, trucks, semi-trailers (articulated vehicles), cars towing trailers or
caravans, tractors and other slow-moving vehicles are classified as Heavy Vehicles. All other
vehicles are defined as Light Vehicles (cars, vans, small trucks).
The US HCM defines a Heavy Vehicle as "a vehicle with more than four wheels touching the
pavement during normal operation".
The default (representative) Light Vehicle and Heavy Vehicle types used in SIDRA
INTERSECTION are based on 5 Light Vehicle classes and 5 Heavy Vehicle classes given in
Table 3.2.1. These vehicle specifications are important in determining operating cost, fuel
consumption and emission statistics. See Part 4, Sections 3 and 8.
Table 3.2.1
Data for representative Light and Heavy Vehicles used in SIDRA INTERSECTION
Percentage No. of Tyre Frontal Loaded Max. Power to Fuel type

of Vehicle tyres diameter area mass, M engine Weight (% Diesel)
Vehicle Class
Kilometres (m) (m 2) (kg) power Ratio
(kW)
Light Vehicles
Small car 30% 4 0.65 1.8 1100 64 58.2 1
Medium car 30% 4 0.65 2.0 1250 80 64.0 2
Large car 30% 4 0.65 2.2 1500 110 73.3 2
Van 8% 4 0.65 2.6 2000 70 35.0 13
Light rigid 2% 4 0.80 4.0 2700 75 27.8 34
Combined 100% 4 0.65 2.1 1369 83 60.8 3
Heavy Vehicles
Light/Medium rigid 60% 6 0.80 5.0 5500 90 16.4 48
Medium rigid 15% 6 1.00 6.0 10000 120 12.0 87
Medium/heavy truck 15% 10 1.00 6.5 16000 170 10.6 98
Heavy truck 5% 18 1.00 7.0 28000 260 9.3 100
Heavy articulated 5% 22 1.00 8.0 38000 300 7.9 100
Combined 100% 8 0.88 5.6 10500 126 12.0 67
Unit Time for Volumes

The volume data given in the Volumes and Pedestrians dialogs are actual volume counts (vehs or
peds) as measured during a time interval specified as the Unit Time for Volumes (minutes).
The program will convert the volume counts (Va) to hourly flow rates (qa) according to the Unit
Time for Volumes (Tv):
qa (veh/h) = 60 Va (veh) / Tv ( 3.2.1 )
For example, Unit Time for Volumes is T = 15 minutes and the volume is specified as Va = 225
vehicles (per 15 minutes). The program calculates the corresponding hourly flow rate as
qa = 225 x (60 / 15) = 900 veh/h.
Note that, in various analytical formulations, SIDRA INTERSECTION will use the flow rate in
units of vehicles per second (in this example, 900 / 3600 = 0.250 veh/s).
Peak Flow Period

The Peak Flow Period parameter (minutes) specified in the Intersection dialog is related to the
Peak Flow Factor (percent) specified for individual vehicle or pedestrian movements in the
Volumes and Pedestrians dialogs (Sections 8 and 12).
As shown in Figure 3.3, the Peak Flow Period and Peak Flow Factor parameters, together with the
Total Flow Period, define a typical peaking pattern for the design (analysis) period using a simple
step-function. These parameters, referred to as the Peaking Parameters collectively, affect the
SIDRA INTERSECTION performance estimates significantly.
The value of Unit Time for Volumes is treated as the Total Flow Period for the purpose of peaking
patters shown in Figure 3.3. This would normally be equal to or larger than the Peak Flow Period.
If the peaking is neglected, delay, queue length, etc. could be underestimated because of possible
oversaturation during the peak period which will not be accounted for when flows are averaged
over a long period. For detailed discussion on this subject, see Akçelik and Rouphail (1993) and
Rouphail and Akçelik (1992).
The origin-destinations patterns of vehicle movements are also likely to be more balanced over
longer analysis periods, which may hide problems associated with unbalanced flow patterns,
especially for roundabouts. Use of shorter peak flow periods is recommended in such situations.
As seen in Figure 3.3, a Peak Flow Period (Tp) which is shorter than the Total Flow Period (T) is
identified if there is significant peaking during the Total Flow Period. The flow levels for the Total
and Peak Flow Periods are related through the Peak Flow Factor (PFF). The more commonly
used, Peak Hour Factor (PHF) is equivalent to the Peak Flow Factor (PFF) when the Total Flow
Period is T = 60 minutes.
The default values of the Peak Flow Period are 30 minutes for the standard versions and
15 minutes for the HCM versions.
If the interval with the peak demand volumes is known (e.g. = 15 minutes), simply specify the
volume counts as input without need for any Peak Flow Factors. In this case, specify
Peak Flow Period = Unit Time for Volumes and PFF = 100 %. The analysis will then be carried
out using the volume counts as given (the program will automatically convert the given volumes to
hourly flow rates, and apply any flow scales where applicable).
Example:
Tp = 30 min PFF = 0.80
PTF = 0.50
qp qn / qp = 0.60
Tm = 37.5 min
qa = 0.80 qp Tv = 60 mins > Tm
Va = 400 veh
qa = 400 veh/h
qn = 0.60 qp qp = 500 veh/h
qn = 300 veh/h
Vp = 250 veh
Vn = 150 veh
T = 60 min SIDRA INTERSECTION defaults:

T = 60 min, Tp = 30 min,
PFF = 0.95, PTF = 0.50, qn / qp = 0.90
HCM version:
T = 60 min, Tp = 15 min,
PFF = 0.92, PTF = 0.25, qn / qp = 0.893
T : Total Flow Period in minutes

Tp : Peak Flow Period in minutes
PTF : Peak Time Factor (PTF = Tp / T)
PFF : Peak Flow Factor (PFF = qa / qp);
Peak Flow Factor is equivalent to Peak Hour Factor when
T = 60 minutes; PFF PTF must be satisfied
qa : Average flow rate in veh/h during the Total Flow Period
the corresponding volume count during the Total Flow Period is
Va = qa T / 60
qp : Average flow rate in veh/h during the Peak Flow Period:
qp = qa / PFF,
the corresponding volume count during the Peak Flow Period is
Vp = qp Tp / 60
qn : Average flow rate in veh/h during the Non-Peak Flow Period:
qn = qp (PFF - PTF) / (1 - PTF),
Vn = qn Tn / 60
the duration of Non-Peak Flow Period is Tn = T - Tp
Tm : Minimum Total Flow Period (minutes)
Tp / PFF
Tv : Unit Time for Volumes (minutes)
Ensure Tv Tm
If the volume count during the Peak Flow Period (Vp) is known:
In this case, specify Vp is as volume data. Use Unit Time for Volumes, Tv = Tp
(e.g. Tv = 15 for 15-min peak volumes) and PFF = 1.0. SIDRA INTERSECTION will
calculate the corresponding peak flow rate (veh/h or ped/h) as qp = 60 Vp / Tv
Figure 3.3 - Definition of Total Flow Period, Peak Flow Period and Peak Flow Factor
(example for T = 60 min, Tp = 30 min, PFF = 0.80)
The Total Flow Period is not given as an input value. This parameter is not used in the analysis,
but is used conceptually to define peaking (Figure 3.3). However, the program will calculate a
Minimum Total Flow Period using the specified values of Peak Flow Period and Peak Flow
Factor (Tp and PFF) from:
Tm = 100 Tp / PFF ( 3.2.2 )
where PFF is a percentage value.
The Minimum Total Flow Period corresponds to the case when the flow rate in non-peak intervals
(during T - T p) is zero (qn = 0). This value is implied by the given Peak Flow factor and PFF
values, and means that the number of vehicles in the Peak Flow Period (Vp = qp Tp / 60) is equal to
the number of vehicles in the Minimum Total Flow Period (Vm = qa Tm / 60= Vp), where Tp and T m
are in minutes, qa an qp are in veh/h or ped/h.
Although the Unit Time for Volumes (Tv) is independent of the Total Flow Period (T), an analysis
is made to check the relationship between the Unit Time for Volumes (T v) and the Minimum Total
Flow Period (T m).
If Tv < Tm, the following warning message is given under the tables in the Flow Rates and Demand
Analysis group of Detailed Output report:
The Unit Time for Volumes is less than the implied Minimum Total Flow Period for peaking
purposes. Check the specified values of Unit Time for Volumes, Peak Flow Period and Peak Flow
Factor to ensure that they are as intended. Refer to the User Guide section on the Volumes input
dialog for further information.
3.4 Signal Analysis Method

The Signal Analysis Method parameter is provided to select one of the Fixed-Time / Pretimed or
Actuated options using the drop-down list. This parameter affects data in the Movement Data and
Sequence Data dialogs (Sections 10.2 and 14.4).
The effect of choosing the Fixed-Time / Pretimed or the Actuated signal analysis option on signal
timing and performance calculations is summarised below. The actions taken for actuated signals
according to Coordinated and Non-actuated movement specifications are summarised in Table 3.1.
Data to define Coordinated and Non-Actuated movements are given in the Movement Data dialog
(Section 10.2).
When the Practical Cycle Time method is used, the value of Cycle Rounding parameter is set to 1 s
by the program for all variations of the actuated analysis methods shown in Table 3.1. In all cases,
the actuated signal timing method applies subject to any user-given or optimum cycle time.
Fixed-Time / Pretimed Signal Analysis Method

This applies if the Signal Analysis Method selected is Fixed-Time / Pretimed.
Timing calculations:
If the Practical Cycle Time option is selected in the Sequence Data dialog, the cycle time and
green times will be determined using the practical degrees of saturation given in the Movement
Data dialog.
Cycle time can be specified for the program to determine green splits using the practical degrees
of saturation.
Optimum Cycle time calculations can be carried out if selected in the Sequence Data dialog.
Green Split Priority method can be specified.
Performance calculations:
For performance calculations when the fixed-time / pretimed analysis method is used, the formulae
for fixed-time / pretimed signals will be used.
Fully Actuated Signal Analysis Method

This applies if the Signal Analysis Method selected is Actuated, no movement has been specified
as Non-Actuated, and no Signal Coordination data (Arrival Type other than 3 or Percentage
Arrivals During Green) have been specified for any movement.
Timing calculations will be carried out using target degrees of saturation based on actuated
signal operations as calculated by the program for all movements (see Part 4, Section 1). The
Maximum Cycle Time does not apply.
Optimum Cycle Time and User-Given Cycle Time options cannot be used.
Green Split Priority for Coordinated Movements option does not apply.
The method to reduce pedestrian minimum green times to allow for occasional pedestrian calls
under low pedestrian volumes at actuated signals will apply.
For performance calculations when the actuated analysis method is used, the formulae for actuated
signals will be used with no platooned arrival effects.
Table 3.1
Actuated signal timing data and analysis method
Analysis Signal Non- User-given or Green Split User-given

Method Coordination Actuated optimum Priority maximum
specified for specified for cycle time allowed? cycle time
some some allowed? applies?
movements? movements?
Fully-Actuated No No No No No
Signals
Coordinated Yes No Yes Yes No
Actuated (2)
Coordinated Yes Yes Yes Yes Yes
Semi-Actuated (2)
Isolated No Yes Yes No Yes
Semi-Actuated (2)
Coordinated Actuated or Semi-Actuated Signals

If the Signal Analysis Method selected is Actuated and Signal Coordination data (Arrival Type
other than 3 or Percentage Arrivals During Green) have been specified for some movements, then
the Coordinated-Actuated Signal Control applies.
If the Signal Analysis Method selected is Actuated and some movements have been specified as
Non-Actuated, then the Semi-Actuated Signal Control applies.
Care should be taken not to specify all vehicle movements as Non-Actuated since this may result in
the Fixed-Time / Pretimed analysis method to be applied to the intersection.
Signal Coordination can be specified for some movements at semi-actuated signals in order to
model the effects of platooned arrivals. The the Coordinated Semi-Actuated Control applies. The
method used for Coordinated Actuated and Coordinated Semi-Actuated Control cases is as
described below.
Cycle time can be specified for the program to determine green splits.
Optimum cycle time option can be used.
Green Split Priority for Coordinated Movements option can be used.
Fixed practical degrees of saturation (as in the Movement Data dialog) will be used for non-
actuated movements.
Target degrees of saturation based on actuated signal operations will be used as calculated by
the program for actuated movements.
The method to reduce pedestrian minimum green times to allow for occasional pedestrian calls
under low pedestrian volumes at actuated signals will apply.
The formulae for fixed-time (pretimed) signals will be used for non-actuated movements.
The formulae for actuated signals will be used for actuated movements.
For coordinated movements (actuated or non-actuated), platooned arrival effects will apply to
performance calculations as well as opposed turn and short lane models.
4. GEOMETRY DATA
The Geometry input dialog allows you to configure approach and exit lanes, specify approach road
names, give various data which describe basic characteristics of the approach road (including
roundabout approach data), approach lanes, exit lanes and modify movement definitions if
required.
In the Geometry dialog, approach data are given under the the Leg Selector picture, and lane data
are given in two tabs under the Lane Selector picture. General information about the dialog is
given in Section 4.1.
Data are presented in various groups:
Approach Data and Approach Control - Section 4.2;
Lane Configuration (lane disciplines, lane types, short lanes and lane lengths) -
Section 4.3,
Movement Definitions (Movement Exists, Turn Designations) - Section 4.4,
Lane Data (Approach & Exit Lane Data and Approach Lane Data) - Section 4.5, and
Roundabout Data (geometry and calibration data per approach) - Section 4.6.
When an exit lane is selected, the Movement Definitions group is hidden and Approach Lane Data
group is blocked.
Click to select an approach or exit

lane, or use mouse wheel
Click symbol
Click to
to specify lane Click lane command buttons
select an
discipline or use right click over the
intersection
Lane Selector picture
leg, or use
mouse wheel
Information
about
selected
lane
Use F2 / Shift+F2
for lane selection
Movements allocated
to the selected lane Click to apply data
are indicated. If you to all approach or
change Movement intersection lanes
Definitions, review
lane disciplines.
Figure 4.1.1 - Geometry input dialog for lane configuration and movement definitions
4.1 General
In the Geometry dialog (Figure 4.1.1), use the Leg Selector picture to select an intersection leg,
and then use the Lane Selector picture to select an approach or exit lane on the selected leg. The
selected leg and lane are shown in red. Data below the Leg Selector is relevant to the selected leg.
The data displayed below the lane selector belongs to the selected lane (approach lane or exit lane)
of the selected leg.
You can use the F2 and Shift+F2 keys for quick for lane selection.
You can modify the lane arrangements by deleting and inserting lanes, and you can introduce
intersection legs which are One-Way Approach or One-Way Exit, using the buttons in the Lane
Selector title bar, or using the right mouse button when the cursor is over the Lane Selector picture.
You can modify the lane arrangements further by setting lane types and lane disciplines, and
specifying approach and exit short lanes where applicable.
The numbers of approach (entry) and exit lanes (adjacent to approach lanes) are initially set to the
value specified in the defaults system. Up to 9 approach lanes and 9 exit lanes can be specified.
However, a maximum of 6 lanes per lane group is allowed (a lane group is a set of lanes allocated
to a particular movement in exclusive lanes, or to several movements with common shared lanes).
The numbers of lanes including all types of lanes (short lanes, slip lanes, continuous lanes) are
counted at the stop (give-way /yield) line.
Approach and Exit Lane Numbering

Approach and exit lanes are numbered from left to right looking in the direction of departure as
shown in Figure 4.1.2 (same method for driving on the left or on the right).
Approach and Exit Lanes are numbered from left to right in the direction of travel.
Exit Approach Approach Exit
1 2 3 3 2 1 3 2 1 1 2 3
1 2 3 3 2 1 3 2 1 1 2 3
Approach Exit Exit Approach
Drive rule = Left-hand Drive rule = Right-hand
Figure 4.1.2 - Approach and exit lane numbering in SIDRA INTERSECTION
4.2 Approach Data and Approach Control
General data (Approach Name, Median, Extra Bunching) applicable to all intersection (Site) types
are given in the Approach Data group under the Leg Selector (Figure 4.1.1).
When the intersection (Site) type is Two-Way Stop or Two-Way Giveway / Yield, the Approach
Control parameter can be modified for each approach (Figure 4.2.1).
Approach Name
A description of up to 50 alphanumeric characters may be given to identify the selected approach
road (intersection leg). The program allocates RoadName as the default approach (leg) name.
Median
To specify a Median for the selected intersection leg, click the Median check box (click again to
uncheck). Then the Median width data field becomes available. Specify the width of the median
between the approach and adjacent exit sides of the leg as measured at the stop line (in metres or
feet).
Median width is used in pedestrian crossing distance calculations for signalised intersections (see
Section 12). This may affect the capacity and performance calculations through its effect on
minimum green time requirements of pedestrian movements.
For roundabout approaches, the splitter island is always assumed to exist, hence shown in the
Layout picture. However, the Median data can be specified for roundabouts.
For other unsignalised intersections, Median should be specified for the purpose of the Layout
display only. The capacity and performance calculations will not be affected by this specification.
If an intersection leg is changed to a one-way approach or one-way exit, the Median will be
removed.
In the Layout picture, the program may display a median with a striped pattern or may show a
widened median even though a median has not been specified by the user. This only indicates that
the number of upstream approach and downstream exit lanes on a road do not match considering
the continuation of through movement lanes.
In some cases, changes indicated in the Layout picture are acceptable, for example, the blocking of
exit side of an exclusive turn lane. In such cases, you should simply ignore the changes in the
display. In some cases, lane data in the Geometry dialog need to be revised, e.g. change the
number of exit lanes.
Failure of the layout display does not necessarily indicate that there is error in data. Try clicking
the Process button in the ribbon to see if sensible output is produced.
Extra Bunching
The Extra Bunching parameter is a general parameter applicable to any type of intersection. The
purpose of the Extra Bunching parameter is to adjust the proportion of free vehicles in the traffic
stream according to the proximity of upstream signalised intersections. This parameter is used
mainly in order to allow for the effect of upstream signals on capacity of sign-controlled
intersections and roundabouts. For detailed discussion on the subject of Bunching, see Part 4,
Section 2.6.
Specify Extra Bunching as a percentage value. As a rough guide, the values given in Table 4.2.1
can be used to specify extra bunching as a function of the distance to upstream signals and the
amount of platooning. Table 4.2.1 was derived from the table used for roundabouts in earlier
versions.
Table 4.2.1
A rough guide for specifying extra bunching data
Distance to
< 100 100-200 200-400 400-600 600-800 > 800
upstream signals (m)
(ft) < 350 350-700 700-1300 1300-2000 2000-2600 > 2600
Extra bunching (%) 25 20 15 10 5 0
35
Metric
30 Units
More
Extra bunching (%)
25 platooning
20
15
10
Less
5
platooning
0
0 200 400 600 800 1000 1200
Distance to upstream signals (m)
35
Customary
30
Units
More
Extra bunching (%)
25 platooning
20
15
10
Less
5
platooning
0
0 500 1000 1500 2000 2500 3000 3500
Distance to upstream signals (f t)
In gap-acceptance analysis, increased values of bunching for opposing movement(s) will increase
the gap-acceptance capacity. The Extra Bunching parameter will also have an impact on
performance equations through the effect on "proportion bunched".
The Extra Bunching parameter does not apply to pedestrians. When pedestrian movements at sign-
control and roundabouts are introduced, they are treated as random arrivals (no bunching)
automatically.
For sign control, the Gap Acceptance Parameters table in the Detailed Output report gives the
proportion bunched for each opposed movement determined considering all opposing movements
together. In determining the proportion bunched, an average extra bunching value is calculated as
a flow-weighted average using the input values specified for different approaches. This will be
indicated as a footnote in the table.
For major road streams at sign-controlled intersections, the proportion bunched is normally low
even at high flow rates, and extra bunching values will have significant effect on capacity
estimates.
For roundabouts, the Roundabout Gap Acceptance Parameters table in the Detailed Output report
gives the proportion bunched for each circulating or exiting stream. In determining the proportion
bunched, an effective extra bunching value is calculated as a flow-weighted average using the input
values specified for components of that circulating or exiting stream in terms of the contributing
approach flows. This will be indicated as a footnote in the table.
For roundabout circulating or exiting streams, the proportion bunched is normally high even at
medium flow rates. The SIDRA INTERSECTION model takes into account the fact that headway
distributions of vehicles arriving at roundabout approaches are filtered through the queuing
processes at roundabout approaches before contributing to circulating or exiting stream headway
distributions.
For this purpose, any extra bunching specified is considered to apply to the flow entering the
roundabout from the subject approach. This differs from the method described in AUSTROADS
(1993), which required the extra bunching value specified for each circulating stream (see Part 4,
Section 19). At high approach flow rates, the proportion queued on approach lanes is usually high,
and therefore, the effect of extra bunching specified by the user is likely to be negligible.
Approach Control
When the intersection (Site) type is Two-Way Stop or Two-Way Giveway / Yield, the Approach
Control drop-down box appears under the Approach Data group below the Leg Selector picture
(Figure 4.2.1).
The Approach Control parameter can be used to reconfigure control conditions at an intersection
controlled by Two-Way Stop or Two-Way Giveway/Yield signs. For this purpose, choose Major
Road, Giveway/Yield or Stop option for the selected approach.
When the Approach Control parameter is changed, all approach lanes except any Slip lanes or
Continuous lanes on the approach will be designated as Normal - Major Road, Normal -
Giveway/Yield or Normal - Stop. In this context, "Normal lane" means "not Slip lane or
Continuous lane".
You can use the

Approach Control
parameter to
reconfigure control
conditions at an
intersection controlled
by Two-Way Stop or
Two-Way Giveway/Yield
signs
Figure 4.2.1 - Approach Control in the Geometry dialog for intersections controlled by
Two-Way Stop or Two-Way Giveway/Yield signs
For other intersections, "Normal lanes" are designated as:

Normal - Signalised (this is different from Signalised Slip),
Normal - Roundabout (entry lane used by traffic giving way / yielding to circulating
flow), or
Normal - Stop (applicable to all lanes for All-Way Stop Control).
Slip lanes and Continuous lanes are specified using the Lane Type parameter in the Lane
Configuration data group (Section 4.3).
When the Approach Control is changed, Priorities data are set automatically. However, it is
recommended that Priorities data are checked carefully after any reconfiguration of control
conditions (Section 11).
In earlier versions, "Movement Type and Control" data were specified in the Movement Data
dialog. These parameters are now set by the program automatically according to the Lane
Configuration, Movement Definitions, and Approach Control in the case of of sign-controlled
intersections, specified in the Geometry dialog.
4.3 Lane Configuration
Lane Discipline
For the selected approach lane, click the symbol for the lane discipline to be specified
(Figure 4.1.1). When a lane discipline is specified, other lane disciplines are adjusted
automatically for non-conflict conditions.
The lane discipline indicates the movements allocated to the lane in accordance with their turn
designations (Section 4.4). Possible lane discipline combinations are shown in Figure 4.3.1, where
the first three lane disciplines are exclusive lanes, and the other lane disciplines are shared lanes.
When there are inconsistencies between lane disciplines and movements that exist (or turn
designations given), error messages will be given in the Geometry dialog and during data
processing.
When the Movement Definitions change (Section 4.4) or a lane is deleted, automatic changes will
be made to lane disciplines so as to minimise inconsistencies between movements and lane
disciplines. These automatic changes to lane disciplines do not guarantee that all lane
arrangements are correct.
A flashing lane discipline arrow indicates that the lane discipline is not consistent with movements
that exist (or turn designations given). You need to make changes in relation to such lanes, e.g.
changing lane disciplines or reviewing turn bans and turn designations.
L T R LT TR LR LTR
Exclusive lanes Shared lanes
Figure 4.3.1 - Lane discipline combinations (L = Left, T = Through, R = Right)
Lane Type
Using the Lane Type drop-down list, you can designate one of the Normal, Slip (Giveway/Yield),
Slip (Stop), Signalised Slip and Continuous lane types for the selected approach lane. The Slip
and Continuous lanes are shown in Figures 4.3.2 and 4.3.3.
For All-Way Stop Control, the Lane Type drop-down list is blocked since slip lanes and continuous
lanes are not modelled for this Site type (all lanes are "Normal - Stop").
A slip lane is an unsignalised turning movement lane separated from an adjacent lane by a
triangular island, usually controlled by a Give-way / Yield sign. Signalised slip lane should be
used for signalised intersections only, where the turning movement using the slip lane is controlled
by traffic signals.
When the lane type is specified as Slip (Giveway / Yield) or Slip (Stop), the movement type for
the movement using the lane is set as Slip automatically. These movements are indicated by
magenta colour in other dialogs. When the lane type is specified as Signalised Slip, the movement
type is set as Normal.
The slip lane movements give way (yield) to all conflicting movements. The opposing movements
for slip-lane movements are set in the Priorities dialog accordingly.
At roundabouts, slip-lane movements give way (yield) to exiting flows while the normal lane
(entering) movements give way (yield) to circulating flows. These are taken care of by the
program automatically.
Exit Short Lane

(Turn Bay)
Approach Short
Lane (Turn Bay)
Approach Short Lane
(Parking) and
Shared Slip Lane
(Give-way / Yield) Continuous Lane
Exclusive Slip Lane

(Give-way / Yield)
Signalised Slip Lane
Figure 4.3.2 - Slip lanes, continuous lanes, and approach and exit short lanes
Drive rule = Left-hand

Merge
Continuous Through (model separately)
Continuous Left
Drive rule = Right-hand

Merge
(model separately) Continuous Through
Continuous Right
Figure 4.3.3 - An example for two cases of continuous movements
If a lane is deleted and there is no other lane for the movements in the deleted lane:
the movements will be allocated to the adjacent lane ("target lane"),
the target lane will be changed to Normal lane type,
if the adjacent movement is in more than one lane, then the target lane will be allocated to
the movements from the deleted lane only (the adjacent movement will be removed from
the target lane), or if the adjacent movement is in the target lane only, it will be kept in the
target lane, and
all movements in the target lane will be set to Normal movement type as a result of being
in a Normal lane.
This method avoids any problems that might result from the cases when the target lane is of Slip or
Continuous lane type with corresponding Slip or Continuous movement types. After lane deletions
that cause such results, the user may need to take corrective action in relation to the desired lane
and movement types.
When a signalised intersection Site is converted to a roundabout or a sign-controlled intersection
Site, you should change the Signalised Slip lane specification to an unsignalised Slip lane
specification.
In all cases of conversion to a signalised or a sign-controlled intersection, you need to check the
opposing movement specifications in the Priorities dialog for all slip lane movements as well as
the turning movements conflicting with them. Ensure that the slip lane movements give way to all
conflicting movements.
Slip-lane movements will appear in all phases automatically in the Phase Data dialog (magenta
colour), and the status of slip-lane movements cannot be changed. The program will work out the
opposed and unopposed conditions according to the data in the Priorities dialog automatically. The
opposed periods are indicated in the Phasing Summary output and in the Movement Timing
Information table in the Detailed Output report.
Turn On Red cannot be specified for Slip-lane movements (Section 10.2).
In SIDRA INTERSECTION, the modelling of slip-lane movements at signalised intersections
differs from the modelling of slip-lane movements at unsignalised intersections. SIDRA
INTERSECTION treats slip lane movements at signalised intersections as opposed turns,
modelling the intervals when such movements are opposed and unopposed during each green
period in detail. Turn On Red cases are modelled similarly.
Signal timing parameters Start Loss and End Gain (Movement Timing dialog) are needed for
estimating the capacity and performance of slip lane movements (detected or undetected). The user
may wish to reduce the Start Loss, and increase the End Gain, values for slip-lane movements to
reduce the time lost by these movements during phase changes.
A Continuous lane is an uninterrupted (uncontrolled) traffic lane. This is relevant to all types of
intersection as well as freeway type uninterrupted flow conditions.
Continuous movements cannot be allocated to shared lanes. In other words, Continuous lane type
can be specified for exclusive lanes only.
A continuous through movement lane can be specified at the top of a "seagull" type signalised T-
junction or a 3-way roundabout (Figure 4.3.3).
When the lane type is specified as Continuous, the movement type for the movement using the
lane is set as Continuous automatically. These movements are indicated by blue colour in other
dialogs.
Various special data arrangements apply to continuous movements:

in the Phase Data dialog, continuous movements appear in all phases automatically (blue
colour) and they cannot be selected (status cannot be changed);
continuous movements cannot be selected in the Priorities and Gap-Acceptance dialogs
since they are not relevant as opposed or opposing movements..
Continuous movements are not included in timing analysis, and hence they cannot be critical
movements and cannot affect timing results. Therefore, continuous movements are not included in
timing-related output tables in the Detailed Output report. Although continuous movements do not
affect signal timings, their inclusion in the intersection description is useful for a complete
evaluation of design, particularly when the same movement is subject to signal control under
another design alternative.
See Part 4, Section 25 for further discussion on continuous movement characteristics.
Short Lane
Use the Short Lane drop-down list to specify an approach short lane or an exit short lane, which
may be due to a Turn Bay or Parking in the upstream (approach lane) or downstream (exit lane)
section of the lane (Figure 4.3.2). Specify None if not a short lane. Give the corresponding short
lane length in the Lane Length data field.
Any lanes of limited length relative to other lanes on the approach or exit should be specified as
short lanes. There must be at least one full length lane in the approach road so as to accommodate
the excess queues from approach short lanes. In the case of multiple short lanes, excess flows are
moved from the outside lanes towards the inside lanes, i.e. from the first lane for short lanes on the
left, and from the last lane for short lanes on the right. This method works on the assumption that
an outside lane is shorter than (or of the same length as) a lane inside. The user must make sure
that short lane lengths are specified accordingly. See the Short Lane Results topic in Part 4,
Section 22.
Measure the approach short lane length from the point of entry to the short lane (at a point wide
enough for a vehicle to be fully contained in the lane) to the stop line of the approach as shown in
Figure 4.3.4.
Giving a shorter lane length relative to other lanes is not sufficient for the program to treat a lane as
a short lane. Turn Bay or Parking specification must be selected.
There is no difference in capacity and performance results when Turn Bay or Parking
specification is selected.
Measure the exit short lane length from the point of exit from the intersection area to an
approximate point of merging into the adjacent lane (Figure 4.3.5). An exit short lane should not
be specified when the downstream location has only one exit lane.
Exit short lanes are used to model the lane underutilisation effect of loss of a lane at the
downstream side of the approach under consideration, which may be due to physical loss of a lane
(e.g. "Form Two Lanes" sign), parking or bus lane (see Figure 4.3.6).
The lane underutilisation effect of an exit short lane is applied to traffic entering the exit road from
all directions as seen in Figure 4.3.6. The lane underutilisation applies to the kerb lane which is the
leftmost traffic lane when Drive Rule = Left, or the rightmost through traffic lane when Drive Rule
= Right). The method used to determine a lane utilisation ratio is described in Part 4, Section 10.
You can override the lane utilisation ratio calculated by the program. For approaches with shared
lanes, the program can override the user-specified value or the utilisation ratio determined as a
function of the exit lane length depending on circumstances.
Drive rule = Left-hand Approach Short Lane Length: Measure from

the stop line to a point where the lane width
is a little larger than average vehicle width

Approach Short Lane Length
Figure 4.3.4 - Measuring approach short lane length

Distance to merging point Exit Short Lane Length: Measure
from the end of intersection
negotiation distance to a point
where the vehicle can merge into
the adjacent lane
Negotiation
Distance
Distance to merging point Drive rule = Right-hand
Exit Short Lane Length
Negotiation
Distance
Figure 4.3.5 - Measuring exit short lane length
FORM
De : Exit short
ONE
lane length
De LANE
Lane
underutilisation
De Parking or other
obstruction
Lane
underutilisation
The number of exit lanes will affect Exit Short Lane Length
approach lane utilisation if there are affects traffic entering
insufficient exit lanes to service the the exit section from all
number of entry lanes for a movement. directions
FORM
De : Exit short
ONE
lane length
LANE De
Lane
underutilisation
Parking or other De
obstruction
Lane
underutilisation
Figure 4.3.6 - Effect of exit short lanes with on upstream lane utilisation
For signalised intersections, it would be better to specify a shared slip lane with a free queue
parameter (Section 4.5) if the slip-lane queuing space is less than about 30 m (100 ft) or about 4 - 5
light vehicle queue spaces at the approach side of the signal stop line as shown in Figure 4.3.7. If
larger queuing space is available, this should be specified as a short lane (i.e. an additional lane of
limited length). However, if the slip-lane queuing space is large but the space is in the direction
downstream of the signal stop line as shown in Figure 4.3.8, it should be specified as a shared slip
lane with a large free queue value.
Short lanes can be specified for middle lanes. Select Turn Bay for this purpose, not Parking.
When the SIDRA INTERSECTION output indicates that there is excess flow from a short lane
while the adjacent lane degree of saturation is low, it is recommended that you change the short
lane description to the adjacent lane as shown in Figure 4.3.9. For detailed information, see Part 4,
Section 22.
SLIP lane SHORT lane
70
70
SLIP lane SHORT lane
Figure 4.3.7 - Short lanes vs slip lane (free queue) specification for signalised intersections:
specify as slip lane (with free queue) if less than about 30 m (100 ft)
Figure 4.3.8 - Shared slip lane with large free queue (signalised intersections)
Short LEFT-TURN lane Short THROUGH lane
70
60
Short RIGHT-TURN lane Short THROUGH lane
70
60
Figure 4.3.9 - Changing short lane description when there is excess flow and
the adjacent lane degree of saturation is low (signalised intersections)
Lane Length
As seen in Figure 4.3.10, the approach lane length is measured from the point of entry to the road
section to the stop line of the approach under consideration, and the exit lane length is measured
from the point of exit from the intersection area to the next stop line.
The lane length defines the queue storage space available. Specify the short lane lengths in
accordance with the number of vehicles that can queue in the lane without interrupting the traffic in
the adjacent lane. Specify the full lane lengths in accordance with the number of vehicles that can
queue in the lane without interference with the upstream intersection area.
When the DAT files from older versions are imported, all Lane Length values will be set to the
default values except short lanes (their length values will be retained).
Drive rule = Left-hand APPROACH under

consideration
Approach lane length Approach (entry)

lane width
Intersection area
Exit lane
Exit lane length width
APPROACH under Drive rule = Right-hand

consideration
Approach (entry) Approach lane length

lane width
Intersection area
Exit lane
Exit lane length
width
Figure 4.3.10 - Definition of lane length and lane width
4.4 Movement Definitions

The Movement Definitions data group under the Lanes & Movements tab in the Geometry dialog
includes the Movement Exists check box and Turn Designation drop-down list (Left, Thru,
Right). These parameters establish which movements exist and describe turn designations for
existing vehicle movements.
The movements are presented for the selected approach according to Origin and Destination of
each movement. Leg directions (S, SE, E, etc) are shown in the Leg Selector picture.
The movements allocated to the selected lane are indicated in the Movement Definitions data
group. If you change Movement Definitions, you will need to revise lane disciplines accordingly.
The maximum number of movements allowed is 24 including vehicle, pedestrian, and dummy
movements.
Movement Exists
The Movement Exists check box is used to delete or insert a movement. Click the Movement
Exists check box to delete (box unchecked) or insert (box checked).
U turns are in deleted form in a new file. Introduce U turns by checking the Movement Exists box
only when needed and ensure that volume data are given for them in the Volumes dialog.
The movements that exist (Movement Exists box checked) are set by the program automatically
according to the intersection legs that exist and the one-way approach / one-way exit / two-way leg
conditions of each leg.
You can ban or

introduce movements
(Movement Exists
check box), or change
the Turn Designations.
Revise Turn
Designations as
required for
To allow U turns,
movements to
and from check Movement
Exists
diagonal legs
Figure 4.4.1 - Movement Definitions in the Geometry dialog
The following data changes result in significant changes to the movement structure for the
intersection:
intersection legs are deleted or inserted in the Intersection dialog;
a two-way intersection leg is changed to one-way approach or to one-way exit in the
Geometry dialog (this can be a result of choosing the Lane Selector functions or deleting
all approach or all exit lanes);
a one-way intersection leg is changed to two-way in the Geometry dialog;
movements are banned or unbanned in the Geometry dialog;
Turn Designations are changed in the Geometry dialog.
When an intersection leg is deleted, or changed to a one-way approach or exit, the movements
which are not physically possible will be automatically removed (deleted) from all input dialogs.
When such legs (or approach / exit directions) are inserted again, the corresponding movements are
inserted automatically. However, movement data in various input dialogs need to be checked
carefully. Similarly, when you delete (ban) a movement and insert it again, you should check the
data associated with that movement in various input dialogs.
Turn Designation
According to the intersection and approach geometry, vehicle movements are created
automatically, and each vehicle movement from each approach road (origin) is given a turn
designation according to its exit direction (destination).
For T-junctions and cross roads (S, E, N, W legs only), i.e. without diagonal legs (SE, NW, NE,
SW), turn designations coincide with exit directions Left, Through, Right (L, T, R) except for
U turns which are treated as R or L depending on the drive rule.
The turn designation for U turns is R when drive-rule = Left, and L when drive-rule = Right.
With diagonal legs (SE, NW, NE, SW), multiple L, T, R designations will exist, which the user can
change. It is recommended that the turn designations for basic (90-degree) L, T, R movements and
U turns are not changed, and changes to turn designations are limited to other movements that will
exist in the case of diagonal legs. However, turn designations L, T, R can be typed in any order,
and there is no restriction in terms of which origin-destination flow is called L, T or R. Turn
designations combine (aggregate) such diagonal movements with the basic L, T, R movements.
The L, T, R movements are used for data given in input dialogs other than the Path Data and
Volumes dialogs. These include the lane disciplines specified in the Geometry dialog, and the
movements specified in signal phases in the Phase Data dialog. The data in the Path Data and
Volumes dialogs are based on Origin-Destination (O-D) movements.
SIDRA INTERSECTION determines all parameters related to origin-destination (O-D) movements
correctly, i.e. on the basis of their O-D characteristics irrespective of the turn designations allocated
to them (e.g. approach volumes, circulating flows for roundabouts, and negotiation radius, speed
and distance parameters for all types of intersection). However, allocation of movements to lanes
and signal phases gets affected by the way O-D movements are combined through turn
designations.
For signalised intersections, the saturation flow adjustment factor for Left and Right turn
movements will apply to movements designated as Left and Right, irrespective of the actual O-D
movement (see Part 4, Section 20.3). In such cases, it may be useful to specify the turn radius in
the Movement Data dialog as a way of affecting the saturation flow adjustment factor (see
Section 9).
Each vehicle and pedestrian movement is also given a Movement ID, which can be seen in the
Movement Data dialog (Section 9).
4.5 Lane Data

The Lane Data tab in the Geometry dialog includes two data groups. These are the Approach &
Exit Lane Data group for data applicable to both approach and exit lanes (Section 4.5.1), and the
Approach Lane Data group for data applicable to approach lanes only (Section 4.5.2).
4.5.1 Approach & Exit Lane Data
Lane Width
Measure the lane width along a line perpendicular to the direction of traffic (see Figures 4.3.9 and
4.6.3). For the approach (entry) lane, specify the lane width measured at the stop (Giveway /
Yield) line. For the exit lane, specify the lane width as measured at a position which is the
extension of the adjacent approach stop (Giveway / Yield) line.
Approach and exit lane widths affect the pedestrian crossing calculation (Section 12). The
approach lane width affects saturation flows at signalised intersections and gap-acceptance
parameters at roundabouts (Part 4, Sections 19 and 20).
The exit lane width has effect on various results but no direct effect on approach capacity
calculations. You may wish to consider the effect of downstream exit lane conditions on upstream
saturation flow rates, and modify the value of basic saturation flow rate specified for the upstream
lane(s) if necessary.
Grade
For each approach and exit lane, specify the grade in direction of travel as a percentage figure. As
shown in Figure 4.5.1, use positive values for uphill grade and negative values for downhill grade
(zero for level road).
Grade data for approach and exit lanes on the same intersection leg should have opposite signs.
The grade parameter is used for saturation flow estimation (signalised intersections only) and for
calculating fuel consumption, operating cost and emissions (all types of intersection). Negative
values (downhill grade) increase the saturation flow and decrease the fuel consumption, cost and
emission values predicted by SIDRA INTERSECTION.
Downhill:
G<0
Uphill:
G>0
Figure 4.5.1 - The Grade definition for approach and exit lanes
4.5.2 Approach Lane Data
Basic Saturation Flow

SIDRA INTERSECTION uses basic saturation flow values in through car units per hour (tcu/h) as
a starting point for saturation flow estimation for signalised intersections (standard default: 1950
tcu/h, US HCM default: 1900 tcu/h). The default values are for an ideal road and traffic
environment. For average to poor traffic conditions, specify in the range 1850 to 1700 (see
Table 4.5.1). High values of saturation flow can be used for lanes with high volumes of small
vehicles such as motorcycles.
The basic saturation flow parameter applies to vehicle movements. For pedestrian movements, a
fixed saturation flow of 12,000 ped/h is set in the Pedestrians dialog.
Basic saturation flows are adjusted using factors for traffic composition (left, through and right
turns, light and heavy vehicles), lane width, gradient, turn radius, conflicting pedestrian volume,
parking and buses. Unlike the traditional capacity estimation methods used elsewhere, SIDRA
INTERSECTION does not use adjustment factors for estimating opposed turn saturation flows.
For further information, see Part 4, Sections 12 and 20.
Basic saturation flows have no effect on gap-acceptance based capacity estimates for opposed turns
at roundabouts and sign-controlled intersections. This parameter is needed for unopposed
movements at these intersections (continuous and priority movements). It has some effect on
dominant lane determination for roundabout approaches.
Table 4.5.1 gives two different basic saturation flows for two environment classes (area types)
representing two different sets of road and traffic conditions. The definitions of the two
environment classes given in the table are based on ARR No. 123 (Akçelik 1981), recent research
on queue discharge characteristics at signalised intersections (Akçelik, Besley and Roper 1999,
Akçelik and Besley 2002) as well as considerations of the HCM (TRB 2000) saturation flow
estimation method. While various interference factors mentioned in defining the two environment
classes are taken into account explicitly as adjustment factors in the saturation flow estimation
method, they serve to define the traffic environment in general terms (see Part 4, Section 20).
The SIDRA INTERSECTION standard values of the basic saturation flow given in Table 4.5.1
(1950 and 1800 tcu/h) are based on work by Cuddon (1994). More recent research (Akçelik,
Besley and Roper 1999, Akçelik and Besley 2002) indicated that higher saturation flows can be
achieved at urban intersections, and on the basis of this research, basic saturation flows of 2100 and
1900 tcu/h may be appropriate for environment classes 1 and 2, respectively (higher saturation
flows were observed at individual sites). See Part 4, Section 20.4.
The basic saturation flows for the HCM versions are an ideal value of 1900 tcu/h for environment
class 1, and 1750 for environment class 2. Highway Capacity Manual (TRB 2010a) qualifies these
as being appropriate for "metropolitan areas with population ≥ 250,000" and "other areas",
respectively.
HCM uses an Area Type factor of 0.9 for CBD areas. HCM 2010, Chapter 18 qualifies the Area
Factor as follows: "This factor is not limited to designated CBD areas, nor will it need to be used
for all CBD areas. Instead, this factor should be used in areas where the geometric design and the
traffic or pedestrian flows, or both, are such that the vehicle (saturation) headways are
significantly increased."
Since SIDRA INTERSECTION does not use the Area Type factor as input, an Area Type factor of
0.9 can be used as an additional factor to calculate a basic saturation flow value to be used as input
to SIDRA INTERSEECTION, e.g. specify 0.9 x 1900 = 1710 instead of 1900.
Table 4.5.1
Basic saturation flows in through car units per hour
Environment Basic saturation flow, sb (tcu/h)

class Definition
(area type) Standard Left, HCM versions
Standard Right,
New Zealand
versions
1 (Ideal) Near ideal conditions for free movement of vehicles on 1950 1900
both approach and exit sides indicated by good
intersection geometry, long distances to upstream and
downstream intersections, good visibility, small
numbers of pedestrians, and little interference due to
loading and unloading of goods vehicles, buses or
parking turnover.
2 (Average to Average to poor conditions indicated by adequate to 1800 1750

Poor) poor intersection geometry, usually closely-spaced
intersection environment, possibly poor visibility,
moderate to large numbers of pedestrians, and
interference from standing vehicles, loading and
unloading of goods vehicles, buses, parking turnover,
and vehicles entering and leaving premises.
Where measured lane saturation flows are specified for SIDRA INTERSECTION, the default
basic saturation flow values should be calibrated using the method described in Part 4, Section 20.
This is important in order to avoid double counting that may lead to significant overestimation or
underestimation of saturation flows.
Utilisation Ratio
The Utilisation Ratio is used to specify an underutilised lane relative to the critical lane of the
approach. This is specified as a percentage figure (range: 1 to 100; default: 100, i.e. full lane
utilisation). At least one lane of the approach road must have full (100 per cent) lane utilisation.
To specify a value other than 100 %, click the Utilisation Ratio check box. The program will use
the value you specify. Click again to uncheck for the program to determine lane flows, including
any lane underutilisation.
The user-specified value may be adjusted by SIDRA INTERSECTION if not compatible with
flows and capacities. In the Lane Flow and Capacity Information table in the Detailed Output
report, the symbol P is printed next to the lane utilisation value in this case (lane under-utilisation
found by the Program). If the user-specified lane utilisation factor is valid, the symbol U is given.
SIDRA INTERSECTION models the effect of the number of exit lanes and exit lane length on
lane utilisation for all movements and for all types of intersection. If there are insufficient exit
lanes to service the number of entry lanes for a movement, then underutilisation is calculated for
entry lanes automatically by treating the negotiation distance as the exit short lane length. Lane
underutilisation identified by the program in such cases is indicated by the symbol D printed next
to the lane utilisation value in the Lane Flow and Capacity Information table (lane under-utilisation
due to downstream effects). You can override the value determined by the program by specifying a
Utilisation Ratio.
The case of lane under-utilisation found by the program (symbol P) includes cases where the value
of lane under-utilisation due to downstream effects has been modified by the program during lane
flow calculations (e.g. a de facto exclusive lane has been found).
For detailed information on the SIDRA INTERSECTION lane utilisation model, refer to Part 4,
Section 10, including an explanation of the relationship between the Lane Utilisation Ratio and the
HCM Lane Utilisation Factor.
Saturation Speed
Saturation Speed is the steady speed value associated with queue discharge (saturation) flow rate.
This parameter indicates that vehicles do not accelerate to the speed limit during queue discharge
(Part 4, Section 2.5).
The Saturation Speed is normally estimated by the program. To specify a value to override the
program calculations, click the Saturation Speed check box.
The Saturation Speed is subject to various constraints related to Approach Cruise Speed and the
Negotiation Speed (see Section 9).
Capacity Adjustment
Capacity Adjustment is a general parameter that can be used to specify capacity gain / loss relative
to the normal program estimate. The parameter can be specified as a percentage adjustment value
per approach lane (default = 0 %, range: ≥ -99%).
The Capacity Adjustment can be used in a variety of situations such as capacity loss due to the
effect of blockage by downstream queues. For this purpose, the capacity loss can be determined
using the estimates of probability of blockage for the downstream lanes given in the Lane
Summary report and the Lane Queue tables in the Detailed Output report (see Part 4, Section 2.7).
The adjusted capacity value calculated using the specified Capacity Adjustment value is:
Qe = (1 + fca / 100) Qe' (4.5.1)
where Qe is the adjusted capacity, Qe' is the normal capacity estimate, and fca is the Capacity
Adjustment (percent).
Free Queue
For signalised intersections, SIDRA INTERSECTION uses a lane interaction model for the effect
of different traffic streams in a shared lane blocking each other at different times during the signal
cycle because of different timing and flow characteristics. See Part 4, Section 10; also refer to
Akçelik (1988a) for detailed discussions on the shared lane model used in SIDRA
INTERSECTION.
The free queue parameter for each movement in the shared lane is the essential information for the
lane interaction model (see Figures 4.5.2 and 4.5.3). Free queue is the number of vehicles which
can queue away from the lane without interrupting the flow of the other movement which shares
the lane. This parameter is used for signalised intersections only.
For modelling of lane blockages, the free queue parameters must be given for both movements in
the shared lane as shown in Figure 4.5.2 for a shared slip lane case, and in Figure 4.5.3 for opposed
turns in a shared lane.
See Section 4.3 about the definition of slip lanes and short lanes (Figures 4.3.2 to 4.3.8).
L
Free Queue 2 1
L R
The third left turner

will block the right turns L L R
(free queue = 2 or
blocking queue = 3).
Lane No. 1
The second right turner

will block the left turns
(free queue = 1 or
Lane No. 1 2
R
Free Queue 1 2 L
L R
L
L R R The third right turner

Lane No. 2 will block the left turns
(free queue = 2 or
The second left turner

will block the right turns
(free queue = 1 or
Lane No. 1 2
Figure 4.5.2 - Free queue parameters for a shared slip lane
Case (a) Free Queue = 0
Free Queue 0 0
1
Lane 2
No. 3
T
R
T R
The first opposed right turner that queues in Lane No. 3
the lane waiting for a gap will block the through
vehicles (free queue = 0 or blocking queue = 1)
Case (b) Free Queue = 1
Free Queue 0 1
1
Lane 2
No. 3
T
T R
R
Lane No. 3
The first opposed right turner queues off the lane
waiting for a gap. The second opposed right turner
will queue in the lane and block the through

Case (a) Free Queue = 0
Free Queue 0 0 3
2 Lane
1 No.
L T
T
Lane No. 1
The first opposed left turner that queues in
the lane waiting for a gap will block the through
Case (b) Free Queue = 1
Free Queue 1 0
3
2 Lane
1 No.
T
T
Lane No. 1 L
The first opposed left turner queues off the lane

waiting for a gap. The second opposed left turner
will queue in the lane and block the through
Figure 4.5.3 - Free queue parameters for opposed right-turns and through traffic in a shared
lane (through vehicles stop at the stop line)
Buses Stopping
The number of buses stopping per hour is used to calculate a saturation flow reduction factor to
allow for buses stopping in a lane considering both the near-side and the far-side bus stops. Note
that this data field is for the number of buses stopping per hour, not the bus flow rate. This should
be specified as an hourly rate (veh/h) irrespective of the Unit Time for Volumes used in the
Volumes dialog.
Normally the Buses Stopping check box is unchecked and the data field is blocked. In this case,
there will be no bus stopping effects on the saturation flow rate. To specify a value, click the check
box and enter the value in the data field. The program will use the value you specify. Click the
check box again for no effect of buses stopping (no need to delete the value in the data field).
The basic saturation flow is adjusted for the effect of buses stopping in the subject lane according
to a model based on HCM 2010, Chapter 18 (TRB 2010a). See Part 4, Section 20 for detailed
description of the model. As suggested by HCM 2010, the number of local buses per hour stopping
at bus stops within about 80 m (or 250 ft) upstream or downstream of the stop line can be
estimated from bus schedules. In the absence of such data, the default values given in Table 4.5.2
may be used for approaches where buses are expected to stop.
Parking Manoeuvres
The number of parking manoeuvres per hour is used to calculate a saturation flow reduction factor
for the specified lane in order to allow for friction due to parking manoeuvres in an adjacent lane.
This should be specified as an hourly rate (veh/h) irrespective of the Unit Time for Volumes
specified in the Intersection dialog.
When the Parking Manoeuvres check box is unchecked and the data field is blocked, there will be
no effect of parking manoeuvres on the saturation flow rate. To specify a value, click the check
box and enter the value in the data field. The program will use the value you specify. Click the
check box again for no effect of parking manoeuvres (no need to delete the value in the data field).
Note that a checked box and a zero value in the data field will result in a saturation flow adjustment
factor of 0.90; therefore uncheck the box if there is no adjacent parking effect.
The basic saturation flow is adjusted for the effect of parking in the adjacent lane according to a
model based on the Highway Capacity Manual. See Part 4, Section 20 for detailed description of
the model. In the absence of field data, the following method based on a suggestion by HCM can
be used for estimating the number of parking manoeuvres per hour from the number of parking
spaces within about 80 m (or 250 ft) upstream of the stop line and average turnover rate per space:
The number of parking spaces is estimated by assuming about 8 m (or 25 ft) per space.
Each turnover (one car leaving and one car arriving) generates 2 parking manoeuvres.
Table 4.5.3 gives default values of parking manoeuvres per hour, based on 80 per cent occupancy
of the spaces.
Table 4.5.2
Default values for number of buses stopping per hour
Buses stopping per hour

Average bus headway (in about 80 m (or 250 ft)
Street type
(minutes) upstream or downstream
of stop line)
CBD 5 60 / 5 = 12
Other 30 60 / 30 = 2
Table 4.5.3
Default values for number of parking manoeuvres per hour
Number of
Number of spaces in Parking
manoeuvres Parking time Turnover rate
about 80 m (or 250 ft) manoeuvres
per space per limit (hours) per hour
upstream of stop line per hour
turnover (1)
1 1.0 10 x 1.6 x 1.0
2 x 0.80 = 16
10
= 1.6 2 0.5 10 x 1.6 x 0.5
=8
(1) Number of manoeuvres per space per turnover (1.6) is calculated assuming
(i) each turnover (one car leaving and one car arriving) generates 2 parking manoeuvres, and
(ii) parking spaces are 80 per cent occupied.
Short Lane Green Constraint

This may be specified to achieve maximum short lane capacity, i.e. to obtain full saturation flow
(for signalised intersections only). The program calculates a green time which will yield the
maximum short lane capacity, and uses this value in timing calculations as a maximum green time
constraint for the movement that the short lane belongs to. Refer to ARR No. 123, Appendix F
(Akçelik 1981).
There is no guarantee that this specification will result in achieving the maximum short lane
capacity due to other constraints in the timing calculations. You should also consider specifying a
short cycle time rather than getting the program to calculate the cycle time. Alternatively, specify a
shorter maximum cycle time (fixed-time /pretimed signal analysis) or shorter maximum green
settings (actuated signal analysis) in order to achieve higher short lane capacities.
If user-specified Phase Times have been used (Section 14.4), the green time constraint facility for
short lanes will not take effect.
4.6 Roundabout Data

When the Site type is Roundabout or Roundabout Metering, the Roundabout Data group will be
accessible in the Geometry dialog (Figure 4.1.1).
The data required for roundabouts are discussed in the following sections:
General Intersection Data - Section4.6.1,
Geometry Data - Section 4.6.2,
Calibration Data - Section 4.6.3, and
Roundabout Templates (Section 4.6.4).
Data for Roundabout Metering are described in Section 6.
Other roundabout data will be available in the HCM 2010 and FHWA 2000 dialogs (Section 5) if
the relevant options have been selected in the Model Settings dialog (Section 15.2).
Detailed information on the standard roundabout analysis methods, the HCM 2010 capacity model
and other alternative capacity models used in SIDRA INTERSECTION is given in
Part 4, Section 19.
Enter roundabout
geometry and
calibration data
per approach
When HCM 2010 roundabout

capacity model is in use,
most geometry parameters
are blocked.
Figure 4.6.1 - Roundabout data in the Geometry dialog
4.6.1 General Intersection Data for Roundabouts

In various input dialogs, data fields which are not relevant to roundabouts will not be accessible
when the Site type is Roundabout or Roundabout Metering.
Default values of some parameters are different for roundabouts, for example, the practical degree
of saturation is 0.85 rather than 0.90 for signalised intersections. All defaults values are set
automatically according to the model used (Standard Left, US HCM, etc) when a new Site is
created.
Geometry
The Extra Bunching parameter given as a general approach parameter is applicable for roundabouts
(Part 4, Sections 2.6 and 19.5).
Any Continuous (uninterrupted) lanes and Slip lanes at a roundabout can be specified in the Lane
Configuration data group of the Geometry dialog (Lanes & Movements tab). Continuous
movements are unopposed, and slip lane movements give way / yield to exiting flows. All other
entry movements are treated as opposed turns giving way / yielding to circulating flows. Do not
use the Signalised Slip lane type for roundabouts.
In the Lane Data group:
The Basic Saturation Flow parameter applies only if the lane type is specified as
Continuous. This parameter has no effect on gap-acceptance capacities for roundabout
entry lanes and slip lanes. It is used only for calculating the capacity of continuous
movements. The basic saturation flow will not be adjusted for lane width, grade, turn
radius, etc.
The Grade parameter will not affect roundabout capacity since the current models do not
allow for this factor. However, this parameter will affect the fuel consumption, emission
and cost estimates.
Entry Lane Parameters

The following geometry parameters are used in the SIDRA INTERSECTION roundabout capacity
model:
number of entry lanes, and
average entry lane width.
These parameters are determined using general data given in the Geometry dialog.
The number of entry lanes (ne):
includes exclusive slip lanes, shared slip lanes and short lanes, but
excludes any continuous lanes (full length or short lane).
Although up to nine lanes per approach can be specified, typically a maximum of three lanes is
applicable for roundabouts. In the regression equations to estimate critical gap and follow-up
headway, maximum three entry lanes and three circulating lanes are imposed as constraint.
The average entry lane width (wL) is determined as the average value for all lanes included in the
number of lanes, i.e. all approach lanes except any continuous lanes:
wL = ( wj) / ne ( 4.6.1 )
where wj is the width of jth entry lane (metres) and ne is the number of entry lanes. The average
roundabout entry lane width is usually greater than the average approach lane width upstream of
the give-way / yield line due to flaring of roundabout approaches.
Average entry lane width is restricted to a maximum value of 6 m (20 ft) in the capacity model.
When creating a roundabout Site by converting another type of Site (e.g. signals, or two-way sign
control), the lane widths should be revised to enter values appropriate to roundabouts (usually
larger values are required).
Volumes
The origin-destination style of volume specification (From Approach - To Approach) is essential in
determining the circulating and exiting flow characteristics. This information is used irrespective
of the turn designations (Left, Through, Right) specified in the Geometry dialog.
In the Output - Flow Displays group in the Project tree, the Roundabout Flows display gives the
circulating flow rates (veh/h).
Priorities and Gap-Acceptance Data

The Priorities dialog is not accessible for roundabouts since all movement priorities are defined
automatically:
entering vehicles give way / yield to circulating traffic, and
slip-lane movements give way / yield to exiting traffic).
Thus, opposing flow rate are set automatically as circulating flow rates for normal entry lanes and
as exiting flow rates for slip lanes. Figure 4.6.2 shows the circulating and exiting flows at a
roundabout.
In the Gap-Acceptance dialog for roundabouts, User-Given Parameters check box controls the
Critical Gap and Follow-up Headway data fields. This is unchecked by default. This means that
and the program will determine the values of the Critical Gap and Follow-up Headway parameters
as a function of the roundabout geometry, circulating flow rate and other factors.
If you want to specify fixed critical gap and follow-up headway values instead, clicking the check
box to make the Critical Gap and Follow-up Headway data fields available (Section 12).
Circulating Circulating
Entering Exiting Exiting Entering
Figure 4.6.2 - Circulating and exiting flows at a roundabout
4.6.2 Roundabout Geometry Data

Geometry data specific to roundabouts consist of the central island diameter, circulating road
width, number of circulating lanes, entry radius and entry angle (see Tables 4.6.1 to 4.6.4).
These parameters are specified per approach to allow for different roundabout shapes and different
geometry parameter values around the roundabout.
When the US HCM 2010 model is selected for roundabout capacity (Section 5.1):
in the Geometry dialog, Roundabout Data section, the parameters which are not used by
the HCM 2010 model are indicated, and
in the Roundabout Basic Parameters table in the Detailed Output report, "NA" will be
shown against parameters which are not used by the HCM 2010 model.
Definitions of central island diameter, inscribed diameter, circulating road width, and entry lane
width relevant to a subject approach are shown in Figure 4.6.3a. Definitions of entry radius and
entry angle are shown in Figure 4.6.3b.
The Roundabout Basic Parameters and Roundabout Gap Acceptance Parameters tables in the
Detailed Output report give the input data listed in Table 4.6.1 as well as the parameters calculated
by SIDRA INTERSECTION (inscribed diameter, number of entry lanes, average entry lane width,
critical gap, follow-up headway, etc.).
Central Island Diameter and Circulating Road Width

The roundabout analysis method will use the inscribed diameter of the roundabout (Di) which is
calculated from the central island diameter (Dc) and circulating road width (wc) through:
Di = Dc + 2 wc ( 4.6.2 )
where Di, Dc and wc are in metres or feet. The inscribed diameter is measured to the middle of the
give-way line of the approach road in order to get the relevant measure for oval roundabouts. The
central island diameter is measured accordingly. Truck apron width is included in the central
island diameter.
Table 4.6.1
Roundabout data in SIDRA INTERSECTION
Default and Range

Metric Units US Customary Units
Central island diameter, Dc 30 m (4 - 250 m) 100 ft (10 - 820 ft)
Circulating road width, wc 10 m (5 - 30 m) 30 ft (15 - 100 ft)
Number of circulating lanes, nc 2 (1 - 6) 2 (1 - 6)
Average entry lane width, wL 4 m (1 - 8 m) 13 ft (3 - 26 ft)
Entry radius, re 20 m (≥ 3 m) 65 ft (≥ 10 ft)
Entry angle, e
30 (0 - 90) degrees 30 (0 - 90) degrees
The reasonable maximum number of circulating lanes is 3. Average entry lane width is
restricted to a maximum value of 6 m (20 ft) in the capacity model.
Truck apron width is

included in the central
island diameter.
Inscribed
diameter Circulating road width
Central
island
diameter
Circulating road width
Number of circulating lanes

Entry lane width
Number of entry lanes

Subject
approach
Truck apron width is

included in the central
island diameter.
Inscribed
Circulating road width diameter
Central
island
diameter
Circulating road width
Number of circulating lanes

Entry lane width
Number of entry lanes Subject

approach
Figure 4.6.3a - Definitions of roundabout geometry parameters
Entry angle, e
Entry angle, e
Entry radius, re Entry radius, re
Subject Subject
Alternative methods exist for Entry Radius
approach measurement. Only the method shown here approach
should be used for SIDRA INTERSECTION.
Figure 4.6.3b - Definition of entry radius and entry angle
Number of Circulating Lanes

Table 4.6.2 is provided a rough guide to the relationship between the circulating road width (wc)
and the number of circulating lanes (nc).
SIDRA INTERSECTION determines the number of effective circulating lanes from approach
lane use information for calculating the minimum intra-bunch headway and proportion of free
vehicles. Two cases are possible:
if the user-specified value of the number of circulating lanes is less than the number of
effective circulating lanes based on approach lane use (considering all streams contributing
to the total circulating flow), then the user-specified value will be used; or
if the user-specified value of the number of circulating lanes is equal to or greater than the
number of effective circulating lanes based on approach lane use, then the effective value
will be used.
The former case means that the circulating lanes do not match some entry lanes due to a narrowing
of the circulating road width.
Entry Radius and Entry Angle

Give Entry Radius and Entry Angle data for each approach (minimum value 3 m and zero degree,
respectively) according to the definitions shown in Figure 4.6.3b. Higher entry radius and lower
entry angle values give relatively higher capacities relative to the capacity obtained using default
values of these parameters. The default value of the entry radius is 20 m (65ft) and default value of
the entry angle is 30 degrees as seen in Table 4.6.1. Refer to the Output Guide, Section 19.4 for
discussion on the effect of these parameters.
Notes on Roundabout Geometry Data

The data ranges and default values of roundabout geometry parameters in SIDRA
INTERSECTION are given in Table 4.6.1. The data ranges shown in Table 4.6.1 indicate
permissible input values that can be entered in the Geometry dialog and do not necessarily
represent reasonable values to use in practice. The capacity model may place various restrictions
(lower and upper limits) on these parameter values. This applies to other data used in SIDRA
INTERSECTION.
The SIDRA INTERSECTION roundabout capacity model is based on gap-acceptance
methodology with an empirical base. It uses gap-acceptance parameters calibrated using data from
field surveys conducted at a large number of modern roundabouts in Australia. Table 4.6.3 shows
a summary of field data at 55 roundabout entry lanes used for this purpose (points not used in
critical gap and follow-up headway regressions not included). More recent research supported
validity of equations used in SIDRA INTERSECTION for estimating the critical gap and follow-up
headway parameters (Akçelik 2008a).
Based on data summarised in Table 4.6.3, measured ranges and average values for SIDRA
INTERSECTION roundabout capacity model are as follows:
entry radius: measured range 4 m (13 ft) to infinity, average value 39 m (128 ft) excluding
zero curvature (1 / re = 0) cases;
entry angle: measured range 0 to 80 degrees, average value 30 degrees;
entry width (total): measured range 3.7 m to 12.5 m (12 to 54 ft), average value 8.1 m (27 ft);
entry lane width: measured range 3.2 m to 5.5 m (10 to 18 ft), average value 3.84 m (12.6 ft);
inscribed diameter: measured range 16 to 220 m (52 to 722 ft) , average value 56 m (183 ft).
The practical and measured ranges of the additional roundabout geometry parameters used in the
FHWA model (Section 5.2) based on data collected at roundabouts in the UK are described in
Brown (1995, p. 104) and Kimber (1980, p. 22):
entry radius: practical range 6 to 100 m (20 to 330 ft), measured range 3.4 m (11 ft) to
infinity, typical value 20 m (66 ft);
entry angle (the conflict angle between entry and circulating streams): practical range 10 to
60 degrees, measured range 0 to 77 degrees, typical value 30 degrees;
total entry width (sum of entry lane width values): practical range 4.0 to 15.0 m
(13 to50 ft), measured range 3.6 m to 16.5 m (12 to 54 ft);
approach half width (m): practical range 2.0 to 7.3 m (7 to 24 ft), measured range 1.9 to 12.5
m (6 to 41 ft);
effective entry flare length, i.e. average effective length over which flare is developed (m):
practical range 10 to 100 m (30 to 330 ft), measured range 1 m (3.3 ft to infinity); and
inscribed diameter: practical range 15 to 100 m (50 to 330 ft), measured range 14 to 172 m
(46 to 564 ft).
Brown (1995, p. 104) also states that the circulating road width “should be kept constant at 1 to 1.2
times the greatest (entry width, we), up to a maximum of 15 m (50 ft)”.
Table 4.6.4 gives different roundabout geometry scenarios representing Default, Less Favourable
and More Favourable geometry parameters which can be used for testing the effect of roundabout
geometry on capacity using the SIDRA Standard model. The sets of parameters representing Less
Favourable and More Favourable geometry conditions should be considered as examples rather
than definitive values.
Table 4.6.3
Australian roundabout survey data summary - Metric Units
Total Entry No. of Average Circul. Inscribed Entry Entry

Width Entry Entry Lane Width Diameter Radius Angle
(m) Lanes Width (m) (m) (m) (m) (o)
Minimum 3.7 1 3.20 6.5 16 4 0
Maximum 12.5 3 5.50 12.0 220 ∞ 80
Average 8.1 2 3.84 9.6 56 39.0 29
15th 6.4 2 3.34 8.0 28 10.0 0
85th 10.5 3 4.48 11.9 70 39.8 50
Count 55 55 55 55 55 55 55
Follow-up Critical Fol. Hdw / Circul. Total Dominant Subdom.

Headway Gap Crit. Gap Flow EntryFlow Lane Lane Flow
(s) (s) Ratio (veh/h) (veh/h) Flow (veh/h)
Minimum 0.80 1.90 0.29 225 369 274 73
Maximum 3.55 7.40 0.92 2648 3342 2131 1211
Average 2.04 3.45 0.61 1066 1284 796 501
15th 1.32 2.53 0.43 446 690 467 224
85th 2.65 4.51 0.79 1903 1794 1002 732
Count 55 55 55 55 55 55 55
Australian roundabout survey data summary - US Customary Units
Total Entry No. of Average Circul. Inscribed Entry Entry

Width Entry Entry Lane Width Diameter Radius Angle
(ft) Lanes Width (ft) (ft) (ft) (ft) (o)
Minimum 12 1 10 21 52 13 0
Maximum 41 3 18 39 722 ∞ 80
Average 27 2 13 31 183 128 29
15th 21 2 11 26 93 33 0
85th 34 3 15 39 230 131 50
Count 55 55 55 55 55 55 55
Table 4.6.4
Different roundabout geometry scenarios representing Default, Less Favourable and More
Favourable geometry parameters
Entry lane Central Circulating Inscribed Circulating Inscribed Entry Entry

width island road width diameter road width diameter radius angle
diameter 1-lane (1-lane 2-lane (2-lane
circulating) circulating)
Default Geometry
o
4.0 m 30 m 8m 46 m 10 m 50 m 20 m 30
o
13 ft 100 ft 26 ft 152 ft 33 ft 166 ft 65 ft 30
Less Favourable Geometry
o
3.8 m 25 m 7m 39 m 9m 43 m 15 m 40
o
12 ft 80 ft 23 ft 126 ft 30 ft 140 ft 50 ft 40
More Favourable Geometry
o
4.3 m 35 m 9m 53 m 11 m 57 m 30 m 20
o
14 ft 120 ft 30 ft 180 ft 36 ft 192 ft 100 ft 20
4.6.3 Roundabout Calibration Data

Roundabout calibration data in the Geometry dialog consist of two calibration parameters:
Environment Factor, and
Entry / Circulating Flow Adjustment.
These two parameters can be used to calibrate the SIDRA INTERSECTION roundabout capacity
model to reflect local road and driver characteristics and particular intersection conditions if
necessary. These parameters affect the follow-up headway and critical gap (therefore capacity)
values of all lanes of the approach.
Other parameters for roundabout capacity model calibration are available in various input dialogs.
These include the Heavy Vehicle Equivalent (Gap Acceptance) in the Movement Data dialog
(Section 10.1), Critical Gap and Follow-up Headway parameters in the Gap-Acceptance dialog
(Section 12) and HV Method for Gap-Acceptance and Gap-Acceptance Capacity parameters in the
Model Settings dialog (Section 15.1). Extra Bunching for upstream signal effects can also be
considered as a calibration parameter (Section 4.2).
The Heavy Vehicle Equivalent (Gap Acceptance) parameter is used to model the effect of heavy
vehicles on the capacity of traffic streams subject to gap-acceptance process, and is applicable to
entry streams at roundabouts, minor streams at two-way sign control, all-way stop sign control as
well as filter (permitted) turns at traffic signals.
When the US HCM 2010 model is selected for roundabout capacity, the HCM 2010 dialog
becomes available for calibration of the HCM 2010 model (Section 5.1). Parameters A and B in
this dialog, and Factors for Parameters A and B and the option Include Origin-Destination Pattern
Effects in the Model Settings input dialog can also be used for calibrating the HCM 2010
roundabout capacity model.
Downstream Short Lane Model, Cost Model and various other parameters are also available in the
Model Settings dialog as general calibration parameters (Section 15).
The Sensitivity Analysis facility in the Demand & Sensitivity dialog can be used to investigate the
sensitivity of capacity and performance measures to various parameters representing roundabout
geometry and driver behaviour (Section 16.2).
For general discussion on model calibration, see Section 2.2, and for detailed information on the
SIDRA INTERSECTION roundabout capacity model see Part 4, Section 19 of the User Guide.
Environment Factor
Environment Factor can be used to calibrate the capacity model to allow for less restricted (higher
capacity) and more restricted (lower capacity) roundabout environments. A value in the range 0.50
to 2.00 can be specified (standard default = 1.0; default of the US HCM models when the SIDRA
Standard capacity model is used = 1.2). The value of Environment Factor used in the capacity
model is listed for each approach in the Roundabout Basic Parameters and Roundabout Gap
Acceptance Parameters tables in the Detailed Output report.
The Environment Factor adjusts the dominant lane follow-up headway at zero circulating flow
(User Guide, Part 4, Section 19.4). As a result, the dominant lane follow-up headway values at all
circulating flows are adjusted. This leads to the adjustment of subdominant lane follow-up
headway, as well as adjustments of critical gaps for all lanes. Capacity increases with decreasing
value of the Environment Factor, e.g. 0.95 will give higher capacities compared with the default
value of 1.0, while 1.05 will give lower capacities (see Figure 4.6.4a).
The Environment Factor represents the general roundabout environment in terms of roundabout
design type, visibility, significant grades, operating speeds, size of light and heavy vehicles, driver
aggressiveness and alertness (driver response times), pedestrians, heavy vehicle activity (goods
vehicles, buses or trams stopping on approach roads), parking turnover and similar factors affecting
vehicle movements on approach and exit sides as well as the circulating road as relevant. These
factors should be taken into account in terms of their impact on drivers entering the roundabout.
Higher capacity conditions could be a result of factors such as good visibility, more aggressive and
alert driver attitudes (smaller response times), negligible pedestrian volumes, and insignificant
parking and heavy vehicle activity (goods vehicles, buses, trams stopping on approach roads).
Lower capacity (more restricted) conditions could be a result of factors such as compact
roundabout design (perpendicular entries), low visibility, relaxed driver attitudes (slower response
times), high pedestrian volumes, and significant parking and heavy vehicle activity (goods
vehicles, buses, trams stopping on approach roads).
Entry / Circulating Flow Adjustment

In order to avoid underestimation of capacities at low circulating flows, SIDRA INTERSECTION
decreases the dominant lane follow-up headway (therefore increases capacity) as a function of the
ratio of arrival (entry lane) flow to circulating flow (qa / qc). As with the Environment Factor, the
adjustment (reduction) of the dominant lane follow-up headway results in reduction of the
subdominant lane follow-up headway as well as the critical gap values for both dominant and
subdominant lanes. As a result capacities are increased for all entry lanes.
You can calibrate the roundabout capacity model by choosing the level of this adjustment
according to the observed or expected local driver behaviour characteristics. The options available
in the from the drop-down list are High, Medium, Low and None. The default setting is Medium
for the SIDRA Standard capacity model and None for the US HCM model.
The selected option determines the adjusted dominant lane follow-up headway at zero circulating
flow. The adjustment (decrease in follow-up headways and critical gaps, therefore increase in
capacity) is effective for low to medium circulating flow rates. Capacity is highest when High is
selected, and lowest when None is selected (see Figure 4.6.4b).
2000
Medium qa/qc adjustment, qa = 900 veh/h
1800
Medium O-D pattern effect
1600 Dominant lane of two-lane roundabout
Inscribed diameter, Di = 50 m
1400
Lane width = 4.0 m
1200
1000
800
Environment Factor, fe
600
0.95
400 1.00
200 1.05
0
0 300 600 900 1200 1500
Figure 4.6.4a - Effect of the Environment Factor for the dominant lane of a two-lane
roundabout (inscribed diameter = 50 m, average lane width = 4.0 m, Medium O-D pattern effect,
Medium entry flow / circulating flow adjustment, entry flow rate = 900 veh/h, no heavy vehicles)
2000
1800
1600

1400
1200
1000
800 qa / qc ratio
adjustment fe = 1.0, qa = 900 veh/h
600 Medium O-D pattern effect
High
400 Medium Dominant lane of two-lane roundabout
Low Inscribed diameter, Di = 50 m
200 Lane width = 4.0 m
None
0
0 300 600 900 1200
Figure 4.6.4 - Effect of the Adjustment Level for Arrival Flow / Circulation Flow Ratio for the
dominant lane of a two-lane roundabout (inscribed diameter = 50 m, average lane width = 4.0 m,
Medium O-D pattern effect, Medium entry flow / circulating flow adjustment, entry flow rate =
900 veh/h, no heavy vehicles)
4.6.4 Roundabout Templates

SIDRA INTERSECTION provides a large number of templates for different 1-lane, 2-lane and
3-lane roundabout geometry configurations that can be used readily, or with revisions as required,
for a particular case according to intersection geometry. These templates are accessible via the
Template command in the Site group of commands in the ribbon.
Full list of roundabout templates is given in Table 4.6.5. The templates based on the roundabout
design examples given in MUTCD 2009 Sections 2B and Section 3C (FHWA 2009) are shown in
Figures 4.6.5 to 4.6.8. These examples have also been given in Appendix A of the TRB
Roundabout Informational Guide (TRB 2010b). The FHWA (MUTCD) figure numbers and TRB
exhibit numbers are summarised in Table 4.6.5.
Only one of the two roundabouts is shown for paired roundabouts based on MUTCD # 3C-14
(TRB 2010b # A-15) since both roundabouts have the same geometry. In this case, use the
roundabout from template, and create the other roundabout using the Clone command in the ribbon,
and then the Rotate function in the Intersection dialog.
Note: The MUTCD template references in SIDRA INTERSECTION 4 were different as they were
based on draft MUTCD 2008.
REFERENCES:
FHWA (2009). Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition. US
Department of Transportation, Federal Highway Administration, McLean, Virginia, USA (Part 2,
Chapter 2B and Part 3, Chapter 3C).
TRB (2010b). Roundabouts: An Informational Guide. NCHRP Report 672. Transportation
Research Board, National Research Council, Washington, DC, USA, in cooperation with US
Department of Transportation, Federal Highway Administration (Appendix A).
Table 4.6.5
SIDRA INTERSECTION Roundabout Templates
MUTCD TRB
Site Name and Description
2009 2010
Rou 4-way 1-Lane (MUTCD 2B-22) 2B-22 A-1
Roundabout with 1-lane approaches and circulating road
Rou 4-way 1-Lane + Turn Lane (MUTCD 3C-3) 3C-3 A-2
Roundabout with 1-lane approaches and circulating road, and an extra turn lane
Rou 4-way 1&2-Lane (MUTCD 3C-4) 3C-4 A-3
Roundabout with 1 & 2-lane approaches and circulating road
Rou 4-way 2-Lane & 1-Lane Exits (MUTCD 3C-5) 3C-5 A-6
Roundabout with 2-lane approaches and circulating road, and 1-lane exits
Rou 4-way 2-Lane (MUTCD 3C-6) 3C-6 A-7
Rou 4-way 2-Lane Double Left / Right (MUTCD 3C-7) 3C-7 A-8
Roundabout with 2-lane approaches and circulating road, and a double right / left
turn
Rou 4-way 2-Lane Double Right / Left (MUTCD 3C-8) 3C-8 A-9
Roundabout with 2-lane approaches and circulating road, and a double left / right
turn
Rou 4-way 2-Lane Consec. 2-Left / Right (MUTCD 3C-9) 3C-9 A-10
Roundabout with consecutive double right / left turns (2-lane app, 2 & 3-lane circul)
Rou 4-way 2&3-Lane (MUTCD 3C-10) 3C-10 A-11
Roundabout with 2 & 3-lane approaches and circulating road
Rou 4-way 3-Lane (MUTCD 3C-11) 3C-11 A-12
Rou 4-way 3-Lane & 2-Lane Exits (MUTCD 3C-12) 3C-12 A-13
Roundabout with 3-lane approaches and circulating road, and 2-lane exits
Rou Pair - 1 (MUTCD C-13) C-13 A-14
Paired Roundabout - Intersection 1 (varying number of approach & circul. lanes)
Rou Pair - 2 (MUTCD C-13) C-13 A-14
Paired Roundabout - Intersection 2 (varying number of approach & circul. lanes)
Rou Interchange MUTCD (3C-14) 3C-14 A-15
Diamond Interchange Roundabout (varying number of approach & circulating lanes)
Rou 4-way 2-Lane with Slip & Continuous
Roundabout with a slip lane and a continuous lane (1 & 2-lane circulating road)
Rou 5-way Star 1-Lane
Roundabout with 5 legs, and 1-lane approaches & circulating road
Rou 5-way Star 2-Lane
Roundabout with 5 legs, and 2-lane approaches & circulating road
Needs attention to turn designations and matching lane disciplines
Rou 6-way 1-lane
Roundabout with 6 legs and 1-lane approaches & circulating road
Rou 6-way 2-lane
Roundabout with 6 legs, 2-lane approaches & circulating road, and 1-lane exits
Needs attention to turn designations and matching lane disciplines
MUTCD 2B-22 MUTCD 2B-22

TRB A-1 TRB A-1
MUTCD 3C-3 MUTCD 3C-3

TRB A-2 TRB A-2

TRB A-3 TRB A-3

TRB A-6 TRB A-6
Figure 4.6.5 - Roundabout templates: MUTCD 2009

TRB A-7 TRB A-7

TRB A-8 TRB A-8

TRB A-9 TRB A-9

TRB A-10 TRB A-10

TRB A-11 TRB A-11

TRB A-12 TRB A-12

TRB A-13 TRB A-13

TRB A-14 TRB A-14
1 1
2 2

TRB A-15 TRB A-15
5. HCM 2010 ROUNDABOUT MODEL CALIBRATION DATA

The HCM 2010 roundabout capacity model can be used in SIDRA INTERSECTION by selecting
the Capacity Model option in the Model Settings dialog, Roundabouts tab (Section 15.2). When
this option is selected, the HCM 2010 input dialog will appear in the Project tree.
See Figure 5.1.1.
The HCM 2010 roundabout capacity model, based on research on US roundabouts described in
NCHRP Report 572 (TRB 2007; Rodegerdts 2005, 2007; Akçelik 2009), has been fully integrated
into SIDRA INTERSECTION Version 5.1. This replaces the NCHRP 572 capacity model option
used in previous versions of SIDRA INTERSECTION.
Detailed information on the HCM 2010 roundabout capacity model is given in Part 4, Section 19.6
of the User Guide.
The HCM 2010 roundabout capacity model will affect all results given in SIDRA
INTERSECTION output.
When you use the US HCM (Customary) and US HCM (Metric) versions of SIDRA
INTERSECTION, the default method for roundabout capacity is set as the HCM 2010 model.
In SIDRA INTERSECTION Version 5.0 and earlier versions, the SIDRA Standard option was
used as the default method for roundabout capacity (using the Environment Factor value of 1.2) for
the US HCM (Customary) and US HCM (Metric) versions. With the US HCM 2010 option
selected as default in Version 5.1, roundabout capacity results (and therefore the performance and
level of service results) are likely to differ significantly.
Select roundabout
capacity model
(HCM 2010 or
SIDRA Standard):
all results will be
affected
Use for easy

calibration of the
HCM 2010
roundabout
capacity model
Figure 5.1.1 - HCM 2010 option in Model Settings dialog, Roundabouts tab
Changing between the HCM 2010 and SIDRA Standard Roundabout Models
Using the Capacity Model parameter in the Model Settings dialog, Roundabouts tab, you can
change between the US HCM 2010 and SIDRA Standard roundabout capacity models. There are
some key parameters that also need to be changed, and the program will do this automatically if
confirmed by the user. Detailed information about this is given in Section 15.2.
When using the HCM 2010 Roundabout Model

When the US HCM 2010 is selected in the Capacity Model drop-down list in the Model Settings
dialog, Roundabouts tab:
in the Geometry dialog, Roundabout data section, only the (Number of) Circulating
Lanes parameter will be applicable and it is indicated that all other geometry parameters as
well as the Environment Factor parameter are not used in the HCM 2010 roundabout
capacity model (they are available when the SIDRA Standard option is selected),
in the Model Settings dialog, Options tab, the Gap-Acceptance Capacity parameter will
be blocked since the gap-acceptance capacity model assumed by the HCM 2010 model is
not allowed to be changed, and
the HCM 2010 input dialog will become accessible for data entry for model calibration
purposes (Figure 5.1.2).
No need to enter data in this dialog unless you

want to calibrate the HCM 2010 roundabout
capacity model on a per approach basis.
HCM 2010 input dialog

becomes accessible
For easy calibration of HCM 2010 model, use
when the US HCM 2010
general factors for Parameters A and B in
option is selected in
Model Settings dialog – Roundabouts tab.
the Model Settings
dialog.
Figure 5.1.2 - HCM 2010 input dialog for model calibration
HCM 2010 Roundabout Model Calibration Data

Data for the HCM 2010 model consist of the model calibration parameters A and B that can be
specified per approach. The capacity equations for single-lane and multi-lane approaches, and
explanation of parameters A and B are given in Part 4, Section 19.6 of the User Guide.
Unless you want to calibrate the HCM 2010 roundabout capacity model on a per approach
basis, you do not need to enter data in the HCM 2010 input dialog.
For easy calibration, use general Factors for Parameters A and B in the Model Settings dialog -
Roundabouts tab (Section 15.2).
Further calibration parameters are available in SIDRA INTERSECTION for calibrating the
HCM 2010 roundabout capacity model, especially for unbalanced flow conditions (Section 4.6.3).
These optional parameters are:
the Entry / Circulating Flow Adjustment parameter in the Geometry dialog, Roundabout
data section (Section 4.6.3): if an adjustment level other than None is selected, entry lane
follow-up headways will be decreased (therefore capacities will be increased) as a function
of the ratio of arrival flow to circulating flow in order to avoid underestimation of
capacities at low circulating flows (default for the HCM 2010 model is None, i.e. this
parameter does not apply); and
the Include Origin-Destination Pattern Effects check box in the Model Settings dialog –
Roundabouts tab (Section 15.2): if checked, the SIDRA INTERSECTION method to apply
an Origin-Destination factor for unbalanced flow conditions will be used (Part 4,
Section 19.3); by default this parameter is unchecked, i.e. the Origin-Destination factor
does not apply for the HCM 2010 roundabout capacity model.
The Environment Factor used for model calibration is applicable only when the SIDRA
Standard roundabout capacity model is used (default value is 1.2 for the HCM versions of SIDRA
INTERSECTION). Therefore the Environment Factor data field is blocked when the HCM 2010
model option is selected. Use Factors for Parameters A and B in the Model Settings dialog -
Roundabouts tab for model calibration purposes (Section 15.2).
6. ROUNDABOUT METERING DATA

Roundabout metering signals are used to create gaps in the circulating stream in order to solve the
problem of excessive queuing and delays at approaches affected by highly directional flows
Detailed information about Roundabout Metering is given in Part 4, Section 19.8.
Roundabout Metering is a separate Site type. This will appear in the New and Convert menus in
the Sites group. Convert function is fully applicable as for the normal unsignalised Roundabout
Site type.
In addition to normal roundabout data, special data required for roundabout metering are specified
in the Roundabout Metering input dialog (Figure 6.1). The defaults for this Site type are based on
the normal Roundabout Site type with parameters unique to roundabout metering added.
When the Site type is Roundabout Metering Signals:
The Roundabout Metering input dialog will appear immediately after the Geometry dialog.
However if the HCM 2010 model option has been selected, the Roundabout Metering input
dialog will appear after the HCM 2010 dialog. The FHWA 2000 dialog will not appear as the
option is not available with the Roundabout Metering Site type.
When the HCM 2010 Roundabout Model option is selected in the Model Settings dialog, the
HCM 2010 method will be used for capacity estimation in association with the Roundabout
Metering model instead of the SIDRA Standard method.
The FHWA 2000, HCM 2000 and NAASRA 1986 models will not be applicable. Therefore,
these options in the Model Settings dialog will be hidden, no calculations will be made for the
alternative capacity models, and the corresponding tables will not be included in the Detailed
Output report.
This has been selected as

the Controlling approach
This has been selected as

the Metered approach
Click symbols to define Metered

and Controlling approaches
Figure 6.1 - Roundabout Metering input dialog
The Roundabout Metering input dialog includes a graphical data entry box to specify the Metered
and Controlling Approaches, and various input data fields which are not tied to specific
approaches (Figure 6.1). All timing parameters are integer and the distance parameters are real
numbers. When the Apply or OK or Process button is clicked, various error checks are carried out
in relation to the timing parameters specified in the dialog.
Detailed discussion on signal timing parameters for Roundabout Metering signals is given in
Part 4, Section 19.8.
Metered and Controlling Approaches

An approach can be specified either as Metered or Controlling by clicking one of the two symbols
(these are mutually exclusive). When a Roundabout Metering Site is created using New or Convert
function, two approaches will be selected as Metered and Controlling automatically. You need to
change these specifications as applicable to your case. Click the symbols as appropriate to your
case. Some changes may be introduced automatically as you change the selection.
Stop Line Setback Distance

Stop Line Setback Distance is the distance between the signal stop line and the roundabout give -
way / yield line on the Metered Approach. Stop lines are located not less than 3 m / 10 ft in
advance of the give-way / yield line but are preferably positioned approximately 20 m / 70 ft from
the give-way / yield line (range 15 - 25 m / 50 - 80 ft).
Start Loss and End Gain

These parameters for the Metered Approach are used to model the behaviour of vehicles at the
signal stop line (not at the roundabout give-way line).
With User-Given Phase Times, Start Loss and End Gain values for the Metered Approach must
ensure at least 1 second Blank Time and at least 1 second Red Time.
Queue Detector Setback Distance

Queue Detector Setback Distance is the distance between the advanced queue detectors and the
roundabout give-way /yield line on the Controlling Approach. When the queue on the Controlling
Approach extends back to the queue detector, the signals on the Metered Approach display red
(subject to signal timing constraints) so as to create a gap in the circulating flow (see Part 4,
Section 19.8). Queue Detector Setback Distance is usually in the range 50-120 m (150-400 ft).
The Queue Detector Setback Distance parameter for the Controlling Approach is used to determine
the probability of the critical lane queue reaching the detector using the method defined for
Probability of Blockage, pqb% (the probability of the critical lane queue reaching the detector on
controlling approach). This is given in the Metering Signals output report.
Cycle Time Option and Phase Data

Metering signals are based on a simple two-phase system (Blank Phase and Red Phase). Signal
timing data consist of Cycle Time Option and Phase Data for the Blank and Red Phases.
Cycle Time options are similar to those used for normal signalised intersections (see Section 14.4).
Phase Time (optional) is the sum of Blank Time (or Red Time), Yellow Time and All-Red Time
for the subject phase. Yellow time is a nominal setting for the Red Phase as it will be displayed as
a red interval.
When the User-Given Cycle Time option is used, the value of the cycle time given must not be less
than sum of Minimum Blank Phase Time and Minimum Red Phase Time. Minimum Phase Time
for Blank Phase / Red Phase must be greater than sum of Yellow Time and All-Red Time. The
User-Given Phase Time for Blank Phase or Red Phase must be greater than sum of Yellow Time
and All-Red Time, and must not be less than Minimum Phase Time.
Slip Lanes and Short Lanes on Metered Approaches

Special considerations apply to slip lanes and short lanes on metered approaches, which affect
timing, capacity and performance models for roundabout metering. These are discussed below.
The capacity and performance values of slip lane and short lane movements on controlling and
other non-metered approaches will be affected by roundabout metering signals. No special
treatment is required for these movements.
For the metered approach, the capacity and performance of shared slip lanes will be modelled in
the same way as other lanes on the metered approach, and slip lane movements will be included in
metering signal timing calculations.
Exclusive slip lanes on the metered approach will be treated as normal roundabout lanes only (with
no effect of signals). This is likely to be the case normally since there would be no benefit to
stopping the slip lane movement which exits the roundabout.
However, the signals will affect slip lane movements if the entry to a short slip lane is downstream
of the signal stop line as shown in Figure 6.2. The slip-lane movement volumes will be included in
lane flows at the signal stop line if the entry to a short slip lane is less than two light vehicle queue
spaces downstream of the signal stop line.
In the case of a short lane (non-slip lane) on the metered approach, an effective short lane length
will be used in analysing the capacity of the short lane at the signal stop line when the setback
distance is less than the short lane length. The effective short lane length will be calculated as the
actual short lane length minus the setback distance. If the effective short lane length is less than
two light vehicle queue spaces, the signal analysis will not include the short lane, and the short lane
capacity and performance will be based on roundabout gap-acceptance conditions only.
Exclusive slip lanes on the metered approach will be treated Drive rule = Left-hand
as normal roundabout lanes only (with no effect of signals)
At least two
light vehicle
queue spaces All movements
controlled at the
signal stop line
Exclusive slip lanes on the metered approach will be treated as Drive rule = Right-hand
normal roundabout lanes only (with no effect of signals)
At least two
light vehicle
queue spaces All movements
controlled at the
signal stop line
Figure 6.2 - Exclusive slip lanes on metered approaches
7. FREEWAY DATA
The Freeway dialog will appear for Single Point Interchange sites only (Figure 7.1).
Unlike Diamond Interchange, this type of interchange, also referred to as Single Point Urban
Interchange (SPUI), does not have any internal lanes for queue storage. Currently, only signalized
SPUIs are available in SIDRA INTERSECTION as a New Site type. However, a Diamond
Interchange template is available as described in this section.
In addition to creating a Single Point Interchange as a New Site, you can use a template called
SPUI with Slip Lanes from the Freeway group of Templates.
In the Freeway dialog, use the Freeway Lane Selector picture to select a lane on the freeway. The
selected lane is shown in red (Figure 7.1). The data displayed belong to the selected lane. Arrows
indicate the freeway direction. There are no "approach" and "exit" lanes in the freeway dialog.
Lanes belong to the two directions of freeway as indicated in the picture.
You can modify the lane arrangements by deleting and inserting lanes. You can use the buttons in
the title bar of the Freeway Lane Selector, or use right mouse button when the cursor is over the
Freeway Lane Selector, in order to access the menu for adding a lane or deleting a lane.
Up to 6 lanes can be specified in each direction.
Use buttons to add or delete lanes
Right click to
add or delete
lanes
Specify data
for selected
freeway lane
(select in one of
two directions)
Figure 7.1 - Freeway input dialog
Freeway lanes are separated from the data for surface street and ramp lanes given in the Geometry
dialog. This allows specification of shared lanes and short lanes for freeway off-ramp approaches
to the intersection.
You can use this facility to analyse traffic conditions on freeway basic segments using the lane-by-
lane method of SIDRA INTERSECTION. You can inspect the results for freeway lanes in output
tables given in the Lanes group of the Detailed Output report.
Basic Saturation Flow parameter defines the freeway lane capacity. You can also specify the
Lane Width and Grade parameters (see Section 4.5). You can specify lane underutilisation using
the Lane Utilisation field (click the check box).
Freeway Diamond Interchange

A Diamond Interchange template is available in the Freeway template group accessible using the
Template command in the ribbon. This template represents the interchange shown in Figures 7.2a
and 7.2b. The phasing system in Figures 7.2a and 7.2b indicates possible phase sequences
(Bonneson and Lee 2000). This is a signal controlled interchange with slip lanes for movements to
on-ramps. One off-ramp movement uses a slip lane with give-way / yield control and the other
uses a signalised slip lane.
Special settings apply to geometry data, path data and movement data due to short internal
approaches. Signal coordination data (Arrival Types) are specified for internal approach
movements in the Movement Data dialog. All such data need to be modified when the interchange
geometry and signal phasing data are changed.
The template has been set up using diagonal legs to represent internal approaches of the
interchange. Therefore the layout picture will not be a realistic one.
As with the analysis of all closely spaced intersections, special attention should be paid to
specification of input data and analysis of output for internal approaches. See Section 2.2.2.

Freeway Ramps (North)
West
Internal
90 m
West
90 m
90 m
East
90 m
East
Internal
Freeway Ramps (South)
B1 C1
W WI N
EI EI
A C D
W WI WI N
E S
EI EI
B2 C2
WI WI
EI E S
Figure 7.2a - Freeway Diamond Interchange template (Drive rule = Left-hand)
Freeway Ramps (North)
East
Internal
90 m
East
90 m
90 m
West
90 m
West
Internal
Freeway Ramps (South)
B1 C1
EI EI
W WI S
A C D
EI E EI N
W WI WI S
B2 C2
EI E
N
WI WI
Figure 7.2b - Freeway Diamond Interchange template (Drive rule = Right-hand)
8. VOLUMES
The Volumes input dialog in the Movements group is based on vehicle movements selected by
origin-destination (O-D) (Figure 8.1). Volumes for pedestrian movements are given in the
Pedestrians dialog (Section 12) where applicable.
Select a vehicle movement in the Movement Selector picture using F2 / Shift F2 keys, the mouse
wheel or clicking a movement. For the selected O-D movement, volume data and related
parameters are displayed on the right-hand side of the dialog.
As seen in Figure 8.1, the Volumes dialog has two data groups, namely Volumes and Volume
Factors. These are explained in Sections 8.1 and 8.2.
8.1 Volumes
As discussed in Section 3.2, the Volume Data Method (HV option) that can be set in the Options
group in ribbon, and the Unit Time for Volumes and Peak Flow Period parameters specified in
the Intersection dialog are relevant to the volume data given in the Volumes dialog.
Vehicle demand volumes are specified in vehicles per unit time (in minutes) in the Volumes
dialog. The data group name Volumes will be followed by the unit time ("Per 60 Minutes" in
Figure 8.1) for volume data entry according to the Unit Time for Volumes parameter specified in
the Intersection dialog.
Select the Volume Data Method

(HV Option) in the ribbon
Press the Tab key twice

to move to HV field
This constant Flow Scale

multiplies the variable
Flow Scale values
To select movements for easy

volume data entry, use:
F2 / Shift+F2 or To import volume data from a Site
which is in another Project, first import
Mouse Wheel
the Site into the current Project.
Figure 8.1 - Volumes input dialog
When "Include Volume Factors" option is selected:

all data included in the Volumes dialog, and
Unit Time and Peak Flow Period data
will be imported.
Figure 8.2 - Import Volume data
Before using the Volumes dialog, select the Volume Data Method (HV Option) parameter in the
drop-down list in the Options group of the ribbon to select the HV option you want to use, i.e.
Separate LV & HV, Total Vehicles & HV (%) or Total Vehicles & HV (veh). The volume data
fields will be displayed according to the method chosen.
Import Volume Data from Another Site function provided in Volumes dialog can be used to
import data from another Site in the current Project (Figure 8.2). The function in the Volumes
dialog applies to vehicle volumes only. Options "Volumes Only / Include Volume Factors" are
available. Choosing the "Include Volume Factors" option means that all data included in the
Volumes dialog as well as the Unit Time and Peak Flow Period data will be imported.
To import volume data from a Site which is in another Project, first import the Site into the current
Project.
Note that when you open the Volumes dialog, the first volume data field is selected for typing over.
As a result, the Esc key will not close the dialog. Use the Cancel button instead. The behaviour is
similar in all dialogs.
Definition of Light and Heavy Vehicles is given in Section 3.3.
Double-click the Volume Summary node in the Data Summary group in the Project tree for a
display showing the input vehicle volumes. All volumes in this display are raw volumes as entered
by the user for the purpose of checking the input values. It should be noted that the volume data
are displayed according the HV Option selected. Pedestrian volumes are also included in this
display.
Irrespective of the Volume Data Method (HV Option), vehicle volume data are always stored as
separate LV and HV in the database. Changing the HV Option will only change the way data are
entered in the Volumes dialog and shown in the Volumes Summary display. If HVs are specified
as percentage values, separate LV and HV volumes are calculated by the program and stored in the
database in this format.
If the Tab key is used while in the Total / LV data field, the first use of the key moves focus to the
"Apply to ..." button, and the second use of the key moves the focus to the HV data field.
Volumes defaults have been set as Total Vehicles = 1 veh (instead of 0 in earlier versions) and
Heavy Vehicles = 0 %. In the database, these are stored as Light Vehicles = 1 veh and Heavy
Vehicles = 0.
For US versions of SIDRA INTERSECTION, volume defaults are Total Vehicles = 1 veh and
Heavy Vehicles = 3 %. In the database, these are stored as Light Vehicles = 0.97 veh and Heavy
Vehicles = 0.03.
In previous versions, low HV percentage values coupled with low HV volumes caused problems
because the program rounded up the HV volumes calculated from per cent HV values specified by
the user to integer values. To avoid this, all volumes including HVs are used as real values. In
output reports and displays, the HV values in vehicles are given as integer values (rounded to the
nearest value) and per cent HV values are shown as real values.
The vehicle volumes are entered in an origin-destination format (i.e. in a From Approach - To
Approach style). The Movement Definitions and Flow Rates (O-D) table in the Detailed Output
report gives the volumes (in veh/h) in this format including the effect of any flow scales and Peak
Flow Factors. Volumes in this table are given as hourly rates, which are determined using the Unit
Time for Volumes parameter (Section 3.3).
The program calculates vehicle movement volumes in Left, Through and Right Turn format using
the volumes given by the user in O-D format and the turn designations specified in the Geometry
dialog (Section 4.4). The Flow Rates (Separate Light and Heavy Vehicles) and Flow Rates (Total
Vehicles and Percent Heavy) tables in the Detailed Output report give the volumes in this format.
Where several exits from one approach are given the same turn designation (L, T or R), the
corresponding volumes are added together.
The volume data given in the Volumes dialog are adjusted to hourly rates (veh/h or ped/h) as
described in Section 3.3.
Tables in the Flow Rates and Demand Analysis group of Detailed Output report, and graphical
displays in the Flow Displays (veh/h & ped/h) group give the flow rates as used in SIDRA
INTERSECTION computations.
8.2 Volume Factors

The parameters in the Volume factors group are Peak Flow Factor, Vehicle Occupancy, Flow
Scale (Constant) and Growth Rate. These are explained below.
Peak Flow Factor (PFF)

Peak Flow Factor (PFF) is the ratio of the average arrival flow rate during the Total Flow Period
(qa) to the average arrival flow rate during the Peak Flow Period (qp):
PFF = 100 qa / qp ( 8.2.1 )
where both qa and qp are flow rates (veh/h) converted from volume counts to flow rates as
explained in Section 3.3.
See Figure 3.3 in Section 3.3 for an example and a summary of relationships. As discussed in
Section 3.3, the Total Flow Period is not used in the analysis, but is used conceptually to define
peaking.
PFF data are given as percentage values. The standard default is PFF = 95 per cent, and the default
for HCM versions is 92 per cent. The standard default value of PFF = 0.95 means that a peak flow
rate qp which is about 5 per cent above qa will be used in SIDRA INTERSECTION analysis.
HCM 2010, Chapter 18 recommends 92 per cent if total entering volume ≥ 1,000 veh/h and 0.90 if
total entering volume < 1,000 veh/h.
The Peak Flow Factor is used to estimate the peak flow rate (the average flow rate qp during Tp)
from the known value of average flow rate qa during T (using PFF a percentage value):
qp = 100 qa / PFF ( 8.2.2 )
PFF is equivalent to the more traditional term Peak Hour Factor (PHF) when T = 1 h.
PFF < 100 % is used only when the peak demand volumes are not known. Otherwise, use Peak
Flow Period = Unit Time for Volumes (Tp = Tv) and PFF = 100 %.
Vehicle Occupancy
You can specify a vehicle occupancy value for each vehicle movement (persons per vehicle
including the driver). Vehicle Occupancy values are used for calculating various performance
statistics in terms of persons rather than vehicles or pedestrians (e.g. total travel time in person-
hours per hour), and are important in determining the Operating Cost per vehicle allowing for the
number of persons per vehicle in calculating time cost per vehicle (Section 15.3).
Flow Scale (Constant)

The Flow Scale (Constant) is specified as a percentage value. The demand volume will be
increased or decreased using Flow Scale (Constant) given for each movement converting it to a
factor calculated as [Flow Scale (Constant) / 100].
For example, Volume = 200 veh/h, Flow Scale (Constant) = 110 % will result in increased value of
Volume = 1.10 x 200 = 220 veh/h to be used by the program. Flow Scale (Constant) = 90 % will
result in decreased value of Volume = 0.90 x 200 = 180 veh/h.
A quick analysis of increased demand flow levels for the intersection is possible using this
parameter by applying the same value to all movements.
When Design Life or Flow Scale analysis is used through the Demand & Sensitivity dialog
(Section 16), the demand volumes are increased using the Growth Rates given in the Volumes
dialog (see below). In this case, the factor [Flow Scale (Constant) / 100] will multiply the variable
flow scale resulting from Design Life or Flow Scale analysis.
Growth Rate
Growth Rates specified as percentage values will be used when Design Life or Flow Scale analysis
is carried out through the Demand & Sensitivity dialog (Section 16). The demand volume will be
increased using the Growth Rate given for each movement converting it to a factor calculated as [1
+ Growth Rate / 100].
For example, Volume = 500 veh/h and Growth Rate = 3% will result in Volume = 1.03 x 500 = 515
veh/h.
If Growth Rate is zero, this will mean "No Growth" for the movement demand volume. The
variable flow scale (factor) used in Design Life or Flow Scale Analysis value will be 1.0 for the
movement for all steps of Demand Analysis in this case.
Negative values of Growth Rate cannot be specified.
The factor [Flow Scale (Constant) / 100] will multiply the variable flow scale resulting from
Design Life or Flow Scale analysis. If Growth Rate is zero, the demand volume of such a
movement will be constant but increased or decreased by factor [Flow Scale (Constant) / 100].
9. PATH DATA
The Path Data dialog is based on vehicle movements specified by origin-destination (O-D). Select
a vehicle movement in the Movement Selector picture on the left-hand side of the dialog by
clicking a movement, or using the mouse wheel, or pressing the F2 / Shift F2 keys (Figure 9.1).
The Path Data dialog includes Approach and Exit Cruise Speeds, Approach Travel Distance,
Negotiation Radius, Negotiation Speed and Negotiation Distance and Downstream Distance data.
Definitions of some of these parameters are shown in Figure 9.2. All data in this group are
specified by O-D movement.
Approach and Exit Cruise Speeds

The approach and exit cruise speeds (kilometres per hour or miles per hour) can be specified for
each O-D movement. The Exit Speed is the downstream speed in the movement path considering
the destination of each O-D movement.
The cruise speed is the average uninterrupted travel speed, i.e. the speed of a vehicle without the
effect of delay at the intersection. For continuous movements, the cruise speed is used as the zero-
flow (free-flow) speed (see Part 4, Section 25). For normal movements, it can be defined in a
similar way. The speed limit may be an appropriate value to use.
The cruise speed affects the geometric delays, the average speed including the effect of delay at the
intersection, the uninterrupted travel time component of the performance index, as well as fuel
consumption, operating cost and emissions.
Movement Definitions are

given in the Geometry
dialog
Figure 9.1 - Path Data input dialog
Downstream
APPROACH under Distance *
Vehicle enters consideration Vehicle reaches
at APPROACH EXIT CRUISE
CRUISE SPEED, SPEED, vec at
Approach Travel Exit Negotiation Exit
vac at this point Distance Distance * Distance * this point
Adjacent EXIT
* Downstream Distance, Negotiation Distance and Exit Distance in this

figure are shown for the Eastbound Through movement.

Downstream
Distance *
Vehicle reaches APPROACH under Vehicle enters
EXIT CRUISE consideration at APPROACH
SPEED, vec at CRUISE SPEED,
Exit Exit Negotiation Approach Travel
this point vac at this point
Distance * Distance * Distance
Adjacent EXIT
* Downstream Distance, Negotiation Distance and Exit Distance in this

figure are shown for the Westbound Through movement.
Figure 9.2 - Movement Path Data definitions
Approach Travel Distance

As indicated in Figure 9.2, the Approach Travel Distance (metres or feet) for a movement is
similar to the Lane Length parameter (Figure 4.3.9 in Section 4.3) in the Geometry dialog for full-
length lanes (considering the lanes used by the movement) but not necessarily the same. For
example, lane length for a short lane is shorter than other lanes on the approach but the Approach
Travel Distance for vehicles using the short lane is similar to traffic using other lanes.
The approach travel distance is measured from the point of entry to the road section to the stop line
of the approach under consideration (same for movements using short lanes or full-length lanes).
When DAT files from older versions are imported, all Approach Travel Distance values will be set
to default values.
Negotiation Radius, Negotiation Speed and Negotiation Distance

The intersection negotiation data (negotiation radius, negotiation speed and negotiation distance)
are specified for each O-D movement through the intersection. This information is used
irrespective of turn designations and Movement IDs. These parameters are important in
determining the geometric delay, average speed, fuel consumption, operating cost and emission
estimates.
The intersection negotiation data should be considered as the exit negotiation data, i.e. related to
vehicle movement past the stop line (Figure 9.2). SIDRA INTERSECTION makes the assumption
that approach and exit negotiation speeds are equal. Only in the case of stop-sign control, an
approach negotiation speed of zero is used as a value different from the exit negotiation speed. See
Part 4, Sections 9 and 25 for detailed information on intersection negotiation parameters.
The intersection negotiation data are calculated by the program when the respective check boxes
are unchecked. Other geometric data such as number of lanes, roundabout diameter, etc. will be
used for this purpose. If you want to specify a value to override the program calculations, check
the desired check box and enter the value you want in the data field which becomes available.
The deceleration for the major stop and all accelerations and decelerations in the queue (queue
move-ups) are considered to occur on the approach section. On the other hand, the acceleration
associated with the major stop is assigned to the exit section (exit negotiation distance and beyond).
The negotiation speeds determined by the program are normally less than the approach and exit
cruise speeds. Only as the default case for through vehicles at traffic signals and through priority
(major road) movements at sign-controlled intersections, approach negotiation speed is assumed to
be equal to the approach cruise speed (and therefore geometric delays to be zero). However, for
such movements, if the exit cruise speed is smaller than the approach cruise speed, then the
approach negotiation speed is assumed to be equal to the exit cruise speed (a non-zero geometric
delay results).
At signalised intersections, vehicles depart from the queue at saturation speed (Part 4, Section 2.5).
This cannot exceed the approach cruise speed, and the maximum value of the negotiation speed is
the saturation speed.
The negotiation speed estimated for roundabouts is subject to a Maximum Negotiation (Design)
Speed. This parameter is used as a constraint (upper limit) in the equation that determines the
negotiation speed as a function of the turn radius (see Part 4, Section 9.2 for detailed information).
The parameter can be specified in Model Defaults - Roundabout tab for customised models.
Values in the range 20 to 50 km/h (10 to 30 mph) are recommended. Any negotiation speeds set to
the Maximum Negotiation (Design) Speed value are flagged in the Intersection Negotiation Data
table in Detailed Output report.
The Intersection Negotiation Data table in the Detailed Output report gives a detailed breakdown
of negotiation radius, negotiation speed, negotiation distance as well as approach distance and
downstream distance values for each origin-destination movement.
The following warning messages will appear in the Intersection Negotiation Data table in the
Detailed Output report where applicable (the message related to the Maximum Negotiation
(Design) Speed may be given for roundabouts only):
Calculated negotiation speed exceeded Maximum Negotiation (Design) Speed. Speed set to
Maximum value.
User-specified negotiation speed exceeds safe negotiation speed calculated by the program for
the given turn radius.
A Processing Error message will be given if the user specifies a negotiation speed which is larger
than the exit cruise speed.
The Movements Speeds and Geometric Delay table in the Detailed Output report gives the
approach and exit cruise and negotiation speeds for L, T, R movements. Such statistics for a
movement that combines several origin-destination movements (combined by using the same turn
designation) are the flow-weighted average values of statistics for individual origin-destination
movements.
Downstream Distance
The Downstream Distance is the distance travelled from the stop line to a point on the exit road
according to the destination of each movement. It includes the negotiation distance (Figure 9.2).
The following options are available for determining the value of this parameter:
Program-calculated Downstream Distance: When the check box is unchecked, the Downstream
Distance is determined by the program as the distance from the stop line to the point where the
vehicle reaches the exit cruise speed on the exit road at the end of acceleration from the
negotiation speed. The values for individual movements differ due to different negotiation
speed, negotiation distance and exit cruise speed characteristics. The values for light and
heavy vehicles also differ due to different acceleration characteristics (this also contributes to
differences for individual movements due to different heavy vehicle percentages).
User-specified Downstream Distance: When the check box is checked, a value can be
specified, usually equal to the Approach Travel Distance.
If the user-specified Downstream Distance is too small (i.e. smaller than the distance determined by
SIDRA INTERSECTION), the value calculated by SIDRA INTERSECTION is used instead of the
user-specified value. Different values for light and heavy vehicles and different values for different
movements are considered in this process.
10. MOVEMENT DATA

The Movement Data input dialog is based on vehicle movements specified by Left, Through, Right
(L, T, R) movement designations (Figure 10.1).
Select a vehicle movement in the Movement Selector picture by clicking a movement, or using the
mouse wheel, or pressing the F2 / Shift F2 keys. For the selected movement (L, T, R), all relevant
data are displayed on the right-hand side of the dialog. They are presented in data groups titled
Movement Data (Section 10.1) and Signalised (data for movements at signals) (Section 10.2).
Some of these data items may not be available depending on the intersection (Site) type and the
characteristics of the movement.
In versions prior to SIDRA INTERSECTION 5, Movement Type and Control data were given in
the Movement Data dialog. These parameters are now set by the program automatically according
to the Lane Configuration, Movement Definitions, and Approach Control in the case of of sign-
controlled intersections, specified in the Geometry dialog (Section 4.3).
10.1 Movement Data
Movement IDs
Each vehicle (L, T, R) movement is given a Movement ID. The Movement IDs are simply treated
as labels, changes to the Movement IDs do not affect any other data, and they have little
significance in terms of analysis. Movement IDs are important in terms of output since many
tables in output reports give the results including Movement IDs.
Movement IDs
associated with
L, T, R
movements are
treated simply
as labels
For signals, specify

opposing Pedestrian
movements in the
Priorities dialog for
pedestrian effects to
Slip-Lane or Continuous apply
movements are defined
automatically according to
the Lane Type data given in
the Geometry dialog
Figure 10.1 - Movement Data input dialog
Standard HCM
Models Models
Figure 10.2 - Movement ID methods in SIDRA INTERSECTION
In all versions of SIDRA except the US HCM versions, the default Movement IDs for the vehicle
movements on S, E, N and W legs are sequential numbers from 1 to 12. The vehicle movements
on diagonal legs (SE, NE, NW, SW) are numbered consecutively from 21 to 32. In the US HCM
versions, Movement IDs based on HCM 2010 are used (introduced in Version 5.1). The two
Movement ID methods are shown in Figure 10.2.
You can apply the "Reset Movement IDs (Intersection)" and "Reset Movement IDs (All Sites)"
functions using the right arrow placed next to the Movement ID data field.
You can change the Movement IDs if you wish, using up to 5 alphanumeric characters.
When importing DAT files from earlier versions, all Movement IDs will be reset to new defaults.
In previous versions, vehicle movements could be "tied" (or aggregated) by giving the same
Movement ID to the L, T, R movements, which led to various complications. In the current
version, the use of the same Movement ID for different movements is not recommended as L, T, R
movements are always treated individually, i.e. they are not aggregated. However, the Movement
IDs are not checked, and are accepted as given by the user.
Queue Space (LV and HV)

Specify the Queue Space (LV) and Queue Space (HV) parameters for light vehicles and for heavy
vehicles. These are vehicle spacings i.e. the distance between the front ends of two successive
vehicles in the traffic stream (sum of space length and vehicle length) while queued at the
intersection. Average spacing per vehicle in queue is also referred to as the jam spacing.
These parameters are important in SIDRA INTERSECTION capacity and performance
calculations. An average queue space per vehicle is calculated for each lane depending on light
and heavy vehicle flow mix in the particular lane. This is used in queue length calculations, short
lane capacity estimation, and occupancy time calculations for actuated signals.
Vehicle Length (LV and HV)

Specify the Vehicle Length (LV) and Vehicle Length (HV) parameters for light vehicles and for
heavy vehicles.
Vehicle Length will be used in various calculations by the program, e.g. occupancy time for
actuated signals.
HVE (Gap Acceptance)

SIDRA INTERSECTION gap-acceptance models allow for the effect of heavy vehicles on the
capacity of an opposed traffic stream by using the HVE (Gap Acceptance) parameter (heavy
vehicle equivalent for gap acceptance). This parameter represents the passenger car equivalent of a
heavy vehicle for the purposes of gap-acceptance capacity estimation. It is used to calculate a
heavy vehicle factor according to the proportion of heavy vehicles in the traffic stream.
Increased value of the heavy vehicle equivalent for gap acceptance decreases the entry stream
capacity. High values of HVE (Gap Acceptance) can be specified although values in the range 1.0
to 3.0 are more realistic.
The heavy vehicle factor is used to adjust (increase) the follow-up headway and critical gap
parameters for heavy vehicles in the entry stream, and adjust (increase) the opposing / circulating
stream volume to a pcu/h value for heavy vehicles in the opposing / circulating stream. The effect
of these adjustments is to decrease the entry stream capacity. This method applies to modelling
entry streams at roundabouts, minor streams at two-way sign control, all-way stop sign control as
well as filter (permitted) turns at traffic signals. Refer to Part 4, Section 2.4 for detailed
information.
Practical Degree of Saturation

Practical Degree of Saturation is an important parameter used as a target (maximum acceptable)
degree of saturation for signal timing (fixed-time signals) and spare capacity calculations (see
Part 4, Sections 4 and 16).
Normally the program uses a default value according to the intersection (Site) type (0.90 for
signalised intersections, 0.85 for roundabouts, 0.80 for sign-controlled intersections, 0.98 for
continuous movements). By checking the Practical Degree of Saturation check box, you can
specify a value in the range 0.20 to 2.00. Although the allowed range is large, sensible values are in
the range 0.80 to 1.00. For fixed-time (pretimed) signalised intersections, low values result in long
signal cycle times, and high values can be used to restrain certain movements.
10.2 Data for Movements at Signals

Data group named Signalised is available when the Site type is Signals. For other Site types, this
group is hidden.
Signal Coordination
To allow for the effects of platooned arrivals at coordinated or closely-spaced signalised
intersections, you can specify an Arrival Type or Arrivals During Green (%) using the radio
buttons. Signal Coordination data can be specified for some movements in order to emulate
platooned arrivals even though the intersection is not part of a coordinated signal system.
When the Signal Analysis Method specified in the Intersection dialog is Actuated,
Signal Coordination data can be given for individual movements irrespective of being Actuated or
Non-Actuated. Signal Coordination data is not relevant to Freeway off-ramp movements.
In SIDRA INTERSECTION, the progression factors (calculated using the Arrival Type or Arrivals
During Green (%) parameter) apply to delay as well as queue length, proportion queued, queue
clearance time, and stop rate predictions. Detailed discussion on the method is given in Part 4,
Section 17. For further information, refer to (Akçelik 1995e, 1996a, 2001a,b).
Arrival Type is specified by selecting one of the codes 1 to 6 (default: 3) in the drop-down list.
Alternatively, the Arrivals During Green (%) parameter can be used to specify the percentage of
traffic arriving during the green period (range: 10 to 95 per cent).
Figure 10.3 shows the platooned arrivals model used in SIDRA INTERSECTION for signal
coordination effects.
Table 10.1 gives definitions of arrival types and the corresponding progression qualities.
Table 10.2 gives the ranges and default values of platoon ratios (PA) and the corresponding
proportions of traffic arriving during the green period (PG) for various green time ratios (u = g/c).
Arrival rate Arrival rate

during cycle during green
Arrival rate
Arrival rate
during red
during red
qG = 1200 veh/h
qa = 900 veh/h
qR = 450 veh/h NG = 20 veh
NR = 5 veh
red time, r = 40 s green time, g = 60 s
cycle time, c = 100 s
PG = NG / NC = 20 / 25 = 0.80 PG = 0.80
Nc = NG + NR = 20 + 5 = 25 veh qa = 900 veh/h
qa = 3600 Nc / c = 900 veh/h c = 100 s
Nc = qa c / 3600 = 25 veh
NG = PG Nc = 20 veh
NR = Nc - NG = 5 veh
qG = 3600 NG / g = 1200 veh/h
qR = 3600 NR / r = 450 veh/h
Figure 10.3 - The platooned arrivals model used in SIDRA INTERSECTION for signal
coordination effects
Table 10.1
Arrival type definitions
Arrival Progression Signal Conditions under Platoon Description

Type Quality Spacing Which Arrival type is (HCM 2000)
(ft / m) Likely to Occur (HCM
2010)
1 Very poor ≤ 1600 ft Coordinated operation Dense platoon containing over 80 per
(500 m) on a two-way street cent of the traffic volume, arriving at the
where the subject start of the red period. This may be a
direction does not result of conditions such as overall
receive good network signal optimisation.
progression.
2 Unfavourable > 1600 to A less extreme version Moderately dense platoon arriving in
3200 ft of Arrival Type 1. the middle of the red period or
(>500 to dispersed platoon containing 40 to 80
1000 m) per cent of the traffic volume, arriving
throughout the red period.
3 Random > 3200 ft Isolated signals or Random arrivals in which the main
Arrivals (> 1000 m) widely-spaced platoon contains less than 40 per cent
coordinated signals of the traffic volume. This arrival type is
representative of operations at isolated
or non-coordinated signalised
intersections characterised by highly
dispersed platoons. It may also be
used to represent coordinated
operation in which the benefits of
progression are minimal.
4 Favourable > 1600 to Coordinated operation Moderately dense platoon arriving in

3200 ft on a two-way street the middle of the green period or
(>500 to where the subject dispersed platoon containing 40 to 80
1000 m) direction receives good per cent of the traffic volume, arriving
progression. throughout the green period.
5 Highly ≤ 1600 ft Coordinated operation Dense to moderately dense platoon

favourable (500 m) on a two-way street containing over 80 per cent of the traffic
where the subject volume, arriving at the start of the
direction receives good green period. This may occur on
progression routes with low to moderate side-street
entries and which receive high priority
treatment in the signal timing plan.
6 Exceptional ≤ 800 ft Coordinated operation Very dense platoons progressing over

(250 m) on a one-way street in a number of closely-spaced
dense networks and intersections with minimal or negligible
central business side-street entries. This represents
districts routes with near-ideal progression
characteristics.
Table 10.2
Ranges and default values of platoon ratios (PA) and the corresponding proportions of traffic
arriving during green (PG) for various green time ratios (u)
Arrival Platoon Ratio (PA) Proportion arriving during green (PG = PA u)

Type Range Default u = 0.20 u = 0.40 u = 0.60 u = 0.80
1 PA ≤ 0.50 0.333 0.067 0.133 0.200 0.266

2 0.50 < PA 0.85 0.667 0.133 0.267 0.400 0.534
3 0.85 < PA 1.15 1.000 0.200 0.400 0.600 0.800
4 1.15 < PA 1.50 1.333 0.267 0.533 0.800 0.950 (1)

5 1.50 < PA 2.00 1.667 0.333 0.667 0.950 (1) 0.950 (1)
6 2.00 < PA 2.000 0.400 0.800 0.950 (1) 0.950 (1)
(1) Maximum value allowed.
Non-Actuated
To specify Semi-Actuated signals, choose the Signal Analysis Method in the Intersection dialog
(Section 3.4) as Actuated, and check the Non-Actuated check box in the Movement Data dialog for
for appropriate movements.
Care should be taken not to specify all vehicle movements as Non-Actuated since this may result in
the Fixed-Time / Pretimed analysis method to be applied to the intersection.
Turn On Red
Check the Turn On Red check box to specify Left Turn On Red (LTOR) if drive rule = left-hand,
or Right Turn On Red (RTOR) if drive rule = right-hand. The check box is accessible only for
these movements according to the drive rule. Turn On Red cannot be specified for slip or
continuous lanes.
When applicable, Turn On Red will be displayed for relevant movements in phasing diagrams
automatically. LTOR or RTOR movements are modelled as movements with two green periods
and opposed in the red period.
SIDRA INTERSECTION applies gap acceptance modelling to turns during the red period. In a
shared lane, blockage of turning vehicles by other vehicles in the lane is modelled. In critical
movement analysis for timing calculations, the reduction in turning traffic demand due to TOR is
taken into account. Unlike other software, there is no need to specify Turn On Red volumes since
SIDRA INTERSECTION determines this as a function of the geometric and operational
characteristics of the particular case.
The gap-acceptance parameter values in the Gap-Acceptance dialog (Section 12) will not apply to
TOR cases. Default gap-acceptance parameter values for TOR will always apply.
Turn Adjustment
The Basic Saturation Flow Rate specified in the Geometry dialog is reduced for turning vehicles
according to the Turn Adjustment option selected. The options available are Normal, Restricted
and Turn Radius. Click the radio button for the option you want to select.
The recommended method is to use the Turn Radius method for saturation flow adjustment. In
this case, a radius value greater than 3 metres (10 feet) must be specified.
Detailed information about the turning vehicle effect according to each option is given in Part 4,
Section 20.
Pedestrian Effects
SIDRA INTERSECTION offers two methods of modelling the effect of pedestrian movements on
vehicle capacity at signalised intersections:
the program can assign an Extra Start Loss to the vehicle movement that is subject to
pedestrian interference (the preferred method), or
saturation flow rate can be reduced by the program using a factor calculated as a function
of the conflicting Pedestrian Volume (the method used to reduce the saturation flow rate
for conflicting pedestrians is given in Part 4, Section 20.).
Click the radio button to indicate the desired method.
Pedestrian Effects can be applied to slip-lane movements but not to continuous movements.
The selected method will apply only when the conflicting pedestrian movement is specified as an
opposing movement in the Priorities dialog (Section 11).
The Extra Start Loss value specified by the user is not adjusted in any way. Where necessary, for
example when using this feature for the effect of a special pedestrian protection (red arrow)
interval, you need to specify a value reduced for the probability of no pedestrians in some signal
cycles. Refer to Figure 15.1.3 in Part 4, Section 15.
The pedestrian volume for saturation flow adjustment is determined by the program automatically
according to the pedestrian volume given in the Pedestrians dialog (Peak Flow Factor, Unit Time
for Volumes and flow scales apply).
The recommended method is to model the capacity losses to turning vehicles due to pedestrian
interference by specifying an additional lost time value in seconds (added to the normal Start Loss
given in the Movement Timing dialog) in the Extra Start Loss data field. This method leads to
better estimation of lane blockages, short lane capacities, queue lengths and delays.
11. PRIORITIES
This dialog establishes the Opposing movements for each selected movement (Figure 11.1). If
opposing movements are specified for the selected movement, the program will identify and treat it
as an Opposed movement. At signals, the opposing movement must run in a common phase with
the opposed movement for the movement to be treated as opposed.
The Priorities node will not appear in the project tree in the case of:
Roundabouts where all entry movements are opposed automatically,
Pedestrian Crossings (signals) where filter (permitted) turns are not relevant,
All-Way Stop Control where the gap-acceptance model is not applicable.
Select a movement in the Opposed Movement Selector by clicking on the movement, using the
mouse wheel or pressing F2 / Shift F2. The selected opposed movement is shown in red. Then
click the movements to be designated as opposing in the Opposing Movements picture (toggle
action). The opposing movements are shown in green. The colour legend is shown in Figure 11.1.
Bring the mouse cursor over movement symbols for tooltips describing the colour code.
Pedestrian movements are included in the Opposing Movement Selector as relevant, and can be
specified as opposing movements for vehicle movements selected in the Opposed Movement
Selector. Treatment of opposing pedestrian movements at signals is controlled by the setting
chosen under Pedestrian Effects in the Movement Data dialog (Section 10.2).
Select movement
to be defined as
Opposed
Click movement
to define it as
Opposing / Not
Opposing
(toggle)
Figure 11.1 - Priorities input dialog
In earlier versions, opposed turns were specified as part of phasing specifications. This is no longer
necessary since the opposed turn condition for each movement in each signal phase is identified
displayed (darker colours) by the program automatically according to the data given in the
Priorities dialog.
For signalised intersections, any combination of phases and green periods (one or two) is possible
in relation to opposed and opposing movements, i.e. one or the other can start or stop earlier or
later. However, opposed and opposing movements must have at least one phase in common for the
"opposed" movement to be treated as opposed.
For the Turn-On-Red (RTOR or LTOR) movements specified in the Movement Data dialog
(Section 10.2), do not enter the movements that are opposing these movements during red periods.
The program will identify these opposing movements automatically.
Opposing movement specifications are set automatically when the intersection geometry is
modified. To create a T-intersection from a 4-way intersection, deletion of one of the legs in the
Intersection dialog (Section 3) is sufficient to set the priorities accordingly.
Priorities will be defined automatically when diagonal legs (intersection legs are at angles other
than 90 degrees), deleted approaches and banned movements are introduced, and when movement
type (e.g. slip lane) or control (e.g. major road / stop sign) is changed.
The priority rules relating to new diagonal legs are based on turn designations used for movements
on these legs rather than the origin-destination movements.
Changing a movement type to slip lane (by changing the lane type in Geometry dialog) will change
priority definitions for this movement and the related movements. The effect of this will be to
introduce opposing movements for the slip lane and remove the slip lane from opposing any other
movement. This may not work in some cases of sign-control.
If the Approach Control is changed to Major Road, Giveway/ Yield or Stop at a sign-controlled
intersection (Geometry Data dialog), the priority definitions will be changed accordingly (Priorities
dialog).
Data in the Priorities dialog should be checked and necessary modifications made to ensure that the
Opposed and Opposing movement definitions are as intended, in particular, in cases where
diagonal legs are introduced generally, or slip lanes are introduced at sign-controlled intersections.
It should be ensured that slip lane movements give way / yield to all movements passing in front of
the give-way / yield line for the slip lane, and any turning movements are not specified as giving
way / yielding to slip lane movements.
Continuous movements cannot be selected in the Priorities and Gap-Acceptance dialogs since they
are not relevant as opposed or opposing movements. Through movements at signalised
intersections cannot be selected as opposed movements in the Priorities and Gap-Acceptance
dialogs.
In SIDRA INTERSECTION, the user has the complete flexibility to specify priority rules for
opposed and opposing movements. This includes the case where the opposing movements are
opposed themselves, e.g. the case of turning traffic from the main road giving way to opposing
through traffic and turning vehicles from a slip lane (adjacent to through traffic) giving way to
those vehicles.
New Zealand Rule

The special "New Zealand Rule" available in the case of the New Zealand model (drive rule = left-
hand) ceased to apply in New Zealand on 25 March 2012. According to this rule, left-turning
vehicles give way to oncoming right-turning vehicles. The "New Zealand Rule" is now set to "No"
by default and movement priorities are calculated accordingly (the result will be the same as the
Standard Left model). This will apply when you create a new Site or use a Template. The settings
will remain unchanged when importing Sites from a Version 5.1, 5.0 and 4.0 file (sip), opening a
Version 3.x (aap) or importing an old DAT file.
For the New Zealand model, a special function, Change New Zealand Rule, appears in the
Priorities input dialog. The button is hidden if the Site is based on another model. The function is
provided for the purpose of changing between the New Zealand Rule and the rule used in the
Standard Left model (right-turning vehicles give way to oncoming left-turning vehicles). The
function was introduced in SIDRA INTERSECTION Version 5.1 due to the change to this road
rule in New Zealand.
The use of the function will set the New Zealand Rule parameter to Yes or No, and this will be
displayed in the Site Properties dialog (accessed via right clicking Site name in the Project tree).
When you click the Change New Zealand Rule button, a dialog will open with radio buttons and
check box (Figure 11.2). The dialog will present two options for changing movement priorities:
Change to Standard Left Rule (Remove NZ Rule), and
New Zealand Rule (Reintroduce NZ Rule).
If you want to apply the change to all Sites in the Project, check the check box provided for this
purpose, then click OK. This will apply to Roundabout and All-Way Stop Control Sites as well
even though the Priorities dialog is not accessible for these Site Types. When such a Roundabout
or and All-Way Stop Control Site is converted to, e.g. signals, the change of rule will be effective.
When the New Zealand Rule is changed using this function, it is recommended that the movement
priorities are checked especially for sign controlled intersections with unusual geometry,
e.g. diagonal legs with special priority arrangements specified before change to the rule is applied.
Select the change option
Check if you want to

Apply to All Sites
Figure 11.2 - Change New Zealand Rule dialog
12. GAP-ACCEPTANCE DATA

The Gap-Acceptance Data dialog is used for specifying Gap-Acceptance Data for opposed
movements as defined in the Priorities dialog. Data fields vary according to the intersection (Site)
type (see Figure 12.1). All-way stop controlled intersections do not use a gap-acceptance capacity
model, and therefore, this dialog is not available.
Gap-acceptance parameters used in the Gap-Acceptance Data dialog are described in Section 12.1,
the default values of gap-acceptance data are presented in Section 12.2, data used in templates
provided by SIDRA INTERSECTION are presented in Section 12.3, a gap-acceptance survey
method is described in Section 12.4, modelling the effect of upstream signals on capacity of sign-
controlled intersections is described in Section 12.5, and modelling of staged movements at sign-
controlled intersections is discussed in Section 12.6.
12.1 Gap-Acceptance Parameters

Select a movement in the Movement Selector picture by clicking on the movement, using the
mouse wheel or pressing F2 / Shift F2. The selected movement is shown in red. Use the data
fields on the right-hand side of the dialog to specify data for the selected movement. Data fields
will be available for opposed movements only.
Gap-Acceptance Data include the Critical Gap, Follow-up Headway, End Departures (signals)
or Minimum Departures (roundabout or sign control), and Exiting Flow Effect (%). These
parameters represent the give-way / yield behaviour of opposed traffic.
Data style for sign

control and signals
Data style for

roundabouts
Gap acceptance data

can be given for For roundabouts, all entry and
opposed turns only slip movements are opposed
(defined in the (no Priorities dialog)
Priorities dialog)
Figure 12.1a - Gap-Acceptance input dialog
The related Heavy Vehicle Equivalent parameter HVE (Gap Acceptance) for modelling the effect
of heavy vehicles on capacity of opposed turns is given in the Movement Data dialog as it is
applicable to opposed as wells as opposing movements (Section 10.1).
Continuous movements cannot be selected in the Priorities and Gap-Acceptance dialogs since they
are not relevant as opposed or opposing movements. Through movements at signalised
intersections cannot be selected as opposed movements in the Priorities and Gap-Acceptance
dialogs.
The SIDRA INTERSECTION roundabout model estimates gap-acceptance parameters as a
function of geometry and flow conditions for each roundabout. On the other hand, SIDRA
INTERSECTION relies on user-specified (constant) critical gap and follow-up headways for two-
way sign control and signalised intersection cases. The capacity and performance of sign-
controlled intersections are particularly sensitive to the values of these parameters. SIDRA
INTERSECTION default values are appropriate for two-way sign-controlled intersections with
four-lane two-way major roads, and they do not differ between stop-sign and give-way / yield sign
control cases.
Therefore, gap-acceptance parameters appropriate to particular intersection geometry and flow
conditions should be selected using good engineering judgement and specified as input for two-
way sign-controlled intersections. Local driver characteristics should also be taken into account in
this process.
Critical Gap and Follow-up Headway

Critical Gap is the minimum time (headway) between successive vehicles in the opposing (major)
traffic stream that is acceptable for entry by opposed (minor) stream vehicles.
Follow-up Headway is the average headway between successive opposed (minor) stream vehicles
entering a gap available in the opposing (major) traffic stream.
The Follow-up Headway (seconds) is a saturation (queue discharge) headway, and the
corresponding saturation flow rate (vehicles per hour) in gap-acceptance analysis is
3600 / Follow-up Headway. This is the largest gap-acceptance capacity possible, which occurs at
zero opposing flow. Capacity for a given opposing flow rate is reduced according to the proportion
of time when acceptable gaps occur.
The default values of Critical Gap and Follow-up Headway parameters as well as other gap-
acceptance parameters used when a New Site is created are given in Section 12.2, and parameter
values used in sign control templates to suit varying intersection geometry are given in tables in
Section 12.3.
A useful rule of thumb for choosing a follow-up headway for a sign-controlled intersection is
Follow-up Headway 60 per cent of the Critical Gap. This rule is based on real-life data, and
reflects the fact that both Follow-Up Headway and Critical Gap are affected by the same driver
driver behaviour and vehicle characteristics for a given set of circumstances.
End Departures (Signalised Intersections)

The End Departures parameter represents the maximum number of vehicles (nfm) that can depart
after the end of the displayed green period (“sneakers”) at signalised intersections.
The HCM method of calculating the actual number of end departures (nf < nfm) as a function of
turning vehicles in the lane is used for all SIDRA INTERSECTION applications regardless of
HCM model specification. For opposed turns in an exclusive lane, the maximum number of
departures will apply (nf = nfm). For shared lanes, nf will decrease as the proportion of turning
vehicles in the lane increase subject to a minimum value of nf = 1.0. See Part 4, Section 12 for
detailed information on the opposed turn model for signalised intersections.
For opposed turns in several lanes, nfm applies to each lane separately. For example, nfm = 2.0
vehicles per lane means that the number of departures after green for a movement which has
opposed turns in two lanes is 4.0. If the cycle time is 100 seconds, this would mean a capacity of
(3600/100) x 4.0 = 144 veh/h due to these departures.
Similarly, nfm applies to each opposed green period separately. For example, if the movement in
the nfm example above has two opposed green periods per cycle, the total number of end departures
per cycle is 8.0 and the corresponding capacity is 288 veh/h.
The capacities due to departures after green are printed in the Lane Flow and Capacity Information
table in the Detailed Output report (referred to as End Capacity). This reflects the relative
contribution of the capacity due to the departures after the end of green period to the total lane, or
movement, capacity. This is important particularly when large nfm values have been specified.
In SIDRA INTERSECTION, large nfm values are permitted even if the corresponding end gain
intervals are short. This may result in high saturation flows can occur during the end gain
intervals. The possibility of turning vehicles queuing side-by-side in the space available beyond
the stop-line contributes to large nfm values.
Minimum Departures (Unsignalised Intersections)

SIDRA INTERSECTION uses a parameter which ensures a minimum capacity for opposed turns at
roundabouts and two-way sign-controlled intersections. This parameter is the minimum number of
departures per lane per minute, which is similar to the number of departures at the end of the green
period at signalised intersections.
The default values of minimum departures per lane are 2.5 vehicles/minute for roundabouts and 1.0
vehicles/minute for two-way stop or Giveway / Yield sign-controlled intersections. These default
values ensure minimum capacities of 150 veh/h and 60 veh/h per lane, respectively, subject to a
demand flow constraint (minimum capacity cannot exceed the demand volume).
Exiting Flow Effect (%)

A percentage of exiting flow to be added to the circulating / opposing flow can be specified for all
types of intersection although this parameter is more relevant to roundabouts and two-way sign-
controlled intersections (see Figure 12.2). Default values of this parameter are given in tables in
Section 12.2. Exiting Flow Effect data are specified for selected approach movements.
For roundabouts, the total exiting flow is first calculated for a given approach from the origin-
destination flow information, including allowance for any capacity constraint effects. This is
calculated as the sum of all flows whose destination approach is the same as the approach road of
the opposed turn (entry flow). The specified percentage of the total exiting flow is then calculated
and added to the normal circulating flow for the opposed turn (entry flow) under consideration.
Although Australian and US research determined that exiting flows did not affect the entering
traffic at roundabouts in general terms (default value = 0 %), this parameter can have some impact
under certain circumstances when the entering drivers are not able to determine if the conflicting
vehicles on the circulating road are going to exit the roundabout or continue to travel in front of
them. Any effect of specifying a percentage of exiting flow greater than zero on critical gap and
follow-up headway values is not taken into account in the model.
The percentage exiting flow parameter does not apply to slip-lane movements at roundabouts.
Drive rule = Left-hand Drive rule =Right-hand

Roundabouts
Exiting Flow : Exiting Flow :

Give data for Default = 0 % Default = 0 % Give data for
entering entering
movements movements
Sign controlled and

signalised intersections
Opposing Movements Opposing Movements
Give data for Exiting Flow : Exiting Flow : Give data for
entering Default = 50 % Default = 50 % entering
(minor road) (minor road)
movements movements
Figure 12.2 - Exiting flow definitions for the purpose of percentage

exiting flow data for opposed turns
For two-way sign-controlled and signalised intersections, while the Exiting Flow Effect data are
specified for selected approach movements, the exiting flow belongs to the movement from the next
approach turning into the adjacent exit side of the approach road under consideration as shown in
Figure 12.2. The next approach is determined by moving in an anticlockwise direction for driving
on the left-hand side of the road (or in a clockwise direction for driving on the right-hand side of
the road).
The specified percentage of the exiting flow is calculated and added to the opposing flow of the
opposed turn under consideration. The percentage exiting flow parameter does not apply to:
(i) any opposed turns from the major (priority) road at sign-controlled intersections, and
(ii) any opposed turns other than slip lane movements or turns on red at signalised intersections.
For signalised intersections, Exiting Flow Effect data apply only to opposed left turns for driving on
the left-hand side of the road (or to opposed right turns for driving on the right-hand side of the
road).
The opposing movements (specified in the Priorities dialog) are intended to be treated as 100%
opposing. When a percentage exiting flow is specified in the Gap-Acceptance Data dialog, SIDRA
INTERSECTION will automatically compute the exiting flow and treat the specified percentage of
it as opposing. Therefore, you should not specify the exiting movement as opposing in the
Priorities dialog unless you want this flow to be treated as 100% opposing. If you specify the
exiting movement as opposing in the Priorities dialog and still give a percentage exiting flow for
the same opposed turn in the Gap-Acceptance Data dialog, the specification in the Priorities dialog
will be ignored and the percentage will be applied. A warning will be given to this effect.
In the Movement Capacity Parameters table in the Detailed Output report, symbol + will be printed
next to the opposing/circulating flow if a percentage of exiting flow has been included in it.
12.2 Default Values of Gap-Acceptance Data
The default values of the gap-acceptance parameters for signalised intersections, roundabouts and
sign-controlled intersections used for new Sites in SIDRA INTERSECTION are given in
Tables 12.2.1 to 12.2.4. Also refer to Section 12.3 for gap-acceptance parameters values used in
SIDRA INTERSECTION templates for two-way sign-controlled intersections.
Judgement needs to be exercised in the selection of the appropriate critical gap and follow-up
headway values to suit the circumstances involved considering grades, sight distance conditions,
opposing movement speeds, number of lanes, one-way or two-way conditions, slip lanes and staged
crossings. Use any available local guides for this purpose.
For Australia and New Zealand, the AUSTROADS Guide to Road Design Part 4A: Unsignalised
and Signalised Intersections, Table 3.4 (AUSTROADS - AGRD04A-10) is a useful source for
determining gap-acceptance parameters for sign-controlled intersections. This guide replaces the
AUSTROADS (2002) Urban Road Design Guide (Figure 8.5) and AUSTROADS (2005) Guide to
Traffic Engineering Practice Part 5 - Intersections at Grade (Table 6.5).
Note: AUSTROADS Guide to Traffic Management Part 3: Traffic Studies and Analysis
(AUSTROADS - AGTM03-09), Table 6.2 gives critical gap and follow-up headway values based
on HCM 2010. The values in this table differ from those given in AUSTROADS Guide to Road
Design Part 4A significantly. It is strongly recommended that the values given in Table 6.2 of
AUSTROADS Guide to Traffic Management Part 3 are not used in Australia and New Zealand
since they represent US driving conditions which are very different from conditions in Australia
and New Zealand. In particular, driver behaviour in the USA appears to be affected by widespread
use of all-way stop control and lack of use of two-way give-way control, opposite to practice in
Australia and New Zealand.
Table 12.2.5 presents the critical gap and follow-up headway parameter values recommended by
the AUSTROADS Guide to Road Design Part 4A together with the default and recommended
values of these parameters for use in SIDRA INTERSECTION. It is seen that SIDRA
INTERSECTION default values vary from the AUSTROADS Guide to some extent in order to
provide more flexibility to match varying intersection geometry.
SIDRA INTERSECTION standard default values of gap-acceptance parameters for two-way sign-
controlled intersections are given in Table 12.2.3. This table applies to intersections with major
roads that have two-lane approaches (i.e. four-lane two-way major road). The values given in
Table 12.2.3 are based on the gap-acceptance parameters recommended by AUSTROADS Guide
AGRD04A-10 (2010) and extended in SIDRA INTERSECTION as indicated in Table 12.2.5.
The default values of gap-acceptance parameters for two-way sign-controlled intersections used in
the US HCM versions of SIDRA INTERSECTION are given in Table 12.2.4 (both four-lane two-
way and two-lane two-way major road conditions). The values in Table 12.2.4 are based on
Highway Capacity Manual 2010 (TRB 2010a), Chapter 19, Exhibits 19-10 and 19-11 and
Equations 19-30 and 19-31. .
The saturation (queue discharge) flow rates (s = 3600 / Follow-up headway) as well as the
percentage of exiting flow to be treated as opposing flow are also given in Tables 12.2.1 to 12.2.4.
Tables 12.2.6(a) and 12.2.6(b) present the vehicle spacings corresponding to the critical gap values
used in Tables 12.2.1 to 12.2.5 for different speeds of opposing stream vehicles. This is relevant to
provision of appropriate sight distances. Spacing is the distance between the front ends of two
successive vehicles in the same traffic lane (see Part 4, Section 25).
The user-specified or default critical gap and follow-up headway values are for light vehicles only,
and will be modified by the program for heavy vehicle effects. This effect will be significant only
for more than 5 per cent heavy vehicles in the entry stream if the HV Method for Gap-Acceptance
selected in the Model Settings dialog is Include HV Effect if above 5 per cent.
Note: If the critical gap and follow-up headway values based on HCM 2010 are being used as input
for SIDRA INTERSECTION, the HCM 2010 Equations 19-30 and 19-31 should be applied
without including the heavy vehicle terms (tc,HV PHV and tf,HV P HV) since SIDRA INTERSECTION
makes adjustment to input values of critical gap and follow-up headway values for heavy vehicles.
The HVE (Gap Acceptance) parameter in the Movement Data input dialog can be used to calibrate
the effect of heavy vehicles.
The two-way sign-control models use the same gap-acceptance parameters for a given turn
irrespective of the number of entry lanes (implying same level of capacity gain from additional
lanes). This contrasts with roundabouts and all-way stop sign control where dominant and
subdominant lanes are used with less capacity for subdominant lanes. You should consider
increasing the critical gap and follow-up headway values to allow for lower capacity from
additional lanes.
You can use the Sensitivity Analysis facility of SIDRA INTERSECTION to investigate the
dependence of capacity and performance of sign-controlled intersections on gap-acceptance
parameters (Demand & Sensitivity dialog). Refer to the Section 16 and Part 4, Section 21. This
can be a useful tool for calibrating SIDRA INTERSECTION gap-acceptance parameter values for
measured capacity conditions (see Part 4, Section 24).
Slip-Lane Movements - Sign-Controlled Intersections

For sign-controlled intersections, there is no automatic setting of gap-acceptance parameter values
when a lane type is changed to Slip (Give-Way/Yield) or Slip (Stop) for a Minor Road lane. The
slip lane movement will retain gap-acceptance values that exist for the relevant normal Minor Road
turn movement irrespective of being selected as Slip (Give-Way/Yield) or Slip (Stop).
The same gap-acceptance parameter defaults are used for slip-lane movements from the Major
Road (left turns for driving on the left side of the road, and right turns for driving on the right side
of the road) and the Major Road turning movements, i.e. the opposed turns from the centre of the
Major Road (right turns for driving on the left side of the road, and left turns for driving on the
right side of the road) as seen in Tables 12.2.3 and 12.2.4.
When the New Zealand Rule is used (New Zealand model only), this is also applicable to normal
left-turn movements from major road without slip lane (Drive rule = Left-hand).
Slip-Lane Movements - Roundabouts

For roundabouts, SIDRA INTERSECTION will estimate the critical gap and follow-on headway
parameters as a function of the island diameter, circulating flow rate, and other factors when the
check boxes for Critical Gap and Follow-up Headway are unchecked. This applies to all entry and
slip-lane movements (Section 5). Check the Critical Gap and Follow-up Headway check boxes if
you want to specify constant parameter values to override the SIDRA INTERSECTION estimates.
The following should be noted about the treatment of slip-lane movements at roundabouts. The
method differs from earlier versions.
In equations for determining the critical gap and follow-up headway values of entry lanes and slip
lanes at roundabouts, slip lanes are included in the number of entry lanes and the average entry lane
width. This applies to both shared and exclusive slip lanes. In earlier versions, exclusive slip lanes
were treated separately. This change results in more favourable capacity and performance
estimates.
For exclusive slip lanes, gap-acceptance parameters are calculated as Dominant Lane values using
parameters specific to the slip lane as applicable, i.e. exiting flow rate rather than the circulating
flow rate, heavy vehicles in the slip lane, and so on. Remaining approach (entry) lanes are also
subject to separate Dominant Lane analysis based on the entry lane flow rates.
Once the Dominant Entry Lane is determined, the gap-acceptance parameters for those lanes are
based on the lane count including slip lanes. Thus:
if there is one entry lane and one exclusive slip lane (two-lane approach), both lanes are
treated as Dominant Lanes; and
if there are two entry lanes and one exclusive slip lane (three-lane approach), the slip lane
and one of the entry lanes are treated as Dominant Lanes, and one entry lane is treated as a
Subdominant Lane.
A similar logic applies in the case of the HCM 2010 roundabout model option, i.e. multi-lane
approach dominant lane equation will be used for capacity calculation where relevant.
Results for approaches with exclusive or shared slip lanes are not reported for the optional FHWA
2000 roundabout capacity model due to the approach-based method used by this model. However,
error checks apply to all legs of the roundabout in relation to the Approach Half Width and Entry
Width parameters used by this model. In determining the Entry Width parameter, the program
considers only “normal lanes” and “shared slip lanes” (“exclusive slip lanes” and "continuous
lanes" are not considered). Therefore, in specifying the Approach Half Width parameter in the
FHWA 2000 input dialog, exclusive lanes should not be considered.
Table 12.2.1
Default values of gap acceptance parameters:
Filter (permitted) turns at SIGNALISED INTERSECTIONS
Left-hand Right-hand HCM version All

Type of version version (Drive rule = Right-hand) versions
movement
tc tf s nfm tc tf s nfm tc tf s nfm %E
Left Turn (1) 4.0 2.4 1500 2.5 4.5 2.6 1385 2.2 4.5 2.5 1440 2.0 0
Right Turn 4.5 2.6 1385 2.2 4.0 2.4 1500 2.5 4.0 2.4 1500 2.5 0
Slip Lane (2) 4.0 2.4 1500 2.5 4.0 2.4 1500 2.5 4.0 2.4 1500 2.5 0
Turn On Red 6.0 3.0 1200 1.0 6.0 3.0 1200 1.0 6.0 3.0 1200 1.0 0
(1) Left Turn: When the New Zealand Rule is used (New Zealand model only), this applies to all left-turn
movements (Drive rule = Left-hand).
(2) Slip Lane:
Left-Turn movement if Drive rule = Left-hand (same as Left Turn values),
Right-Turn movement if Drive rule = Right-hand (same as Right Turn values).
tc = critical gap (seconds)
tf = follow-up headway (seconds)
s = 3600 / tf = saturation flow rate (largest gap-acceptance capacity possible, which occurs at zero
opposing flow)
nfm = departures after the end of green period
%E = the percentage of exiting flow to be treated as opposing flow (see Figure 12.2)
Table 12.2.2
Default values of gap acceptance parameters:
Movements using entry or slip lanes at ROUNDABOUTS
Type of movement All versions

according to the lane used tc tf s nfm %E
Normal Entry Lane V V 3600 / tf 2.5 0
Slip Lane (1) V V 3600 / tf 2.5 0
(1) Slip Lane:

Left-Turn movement if Drive rule = Left-hand, Right-Turn movement if Drive rule = Right-hand.
See the text regarding the treatment of slip lanes at roundabouts.
s = 3600 / tf = saturation flow rate (largest gap-acceptance capacity possible)
nm = minimum departures (veh/min)
V = variable (critical gap and follow-up headway to be calculated by SIDRA INTERSECTION specific to
roundabout geometry and flow conditions)
Table 12.2.3
Gap acceptance parameters for TWO-WAY SIGN-CONTROLLED INTERSECTIONS
Default values for standard Left-Hand and Right Hand versions
Left-hand version Right-hand version All versions

Type of movement
tc tf s tc tf s nm %E
Minor Road: Left Turn 5.0 3.0 1200 7.0 4.0 900 1.0 50
Through 6.5 3.5 1029 6.5 3.5 1029 1.0 50
Right Turn 7.0 4.0 900 5.0 3.0 1200 1.0 50
Turn from Major Road (1) 4.5 2.5 1440 4.5 2.5 1440 1.0 0
Slip Lane on Major Road (2) 4.5 2.5 1440 4.5 2.5 1440 1.0 0
Slip Lane on Minor Road (3) 5.0 3.0 1200 5.0 3.0 1200 1.0 50
This table applies to intersections controlled by two-way stop or give-way / yield signs with major roads that
have two-lane approaches.
Templates provide specific values of critical gap and follow-up headway parameters for varying intersection
geometry with lower values for Giveway / Yield (Two-Way) Site type (Section 12.3).
Refer to Table 12.2.5 for the comparison of default and recommended values for use in SIDRA
INTERSECTION and the values recommended in AUSTROADS Guide AGRD04A-10 (2010).
In all cases, the user may wish to override the SIDRA INTERSECTION default and recommended values
based on good engineering judgement taking into account specific intersection geometry, flow conditions and
local driver behaviour.
(1) Turn from Major Road:
Right-Turn movement if Drive rule = Left-hand, Left-Turn movement if Drive rule = Right-hand.
(2) Slip Lane on Major Road:
Left-Turn movement if Drive rule = Left-hand,
Right-Turn movement if Drive rule = Right-hand.
When the New Zealand Rule is used in the New Zealand model (Drive rule = Left-hand), this is also
applicable to normal left-turn movements from Major Road (without slip lane).
(3) Slip Lane on Minor Road:
Left-Turn movement if Drive rule = Left-hand (same as Minor Road Left Turn values),
Right-Turn movement if Drive rule = Right-hand (same as Minor Road Right Turn values).
Table 12.2.4
Gap acceptance parameters for TWO-WAY SIGN-CONTROLLED INTERSECTIONS
Default values for the US Highway Capacity Manual (HCM) version
SINGLE-LANE and MULTI_LANE APPROACHES on major road
MULTI-LANE approaches SINGLE-LANE All cases

on major road approaches on major road
Type of movement
tc tf s tc tf s nm %E
Minor Road: Left Turn 7.5 3.5 1029 7.1 3.5 1029 1.0 50
Through 6.5 4.0 900 6.5 4.0 900 1.0 50
Right Turn 6.9 3.3 1091 6.2 3.3 1091 1.0 50
Turn from Major Road (1) 4.1 2.2 1636 4.1 2.2 1636 1.0 0
Slip Lane on Major Road (2) 4.1 2.2 1636 4.1 2.2 1636 1.0 0
Slip Lane on Minor Road (3) 6.9 3.3 1091 6.2 3.3 1091 1.0 50
This table applies to intersections controlled by two-way stop signs as specified in HCM 2010 (TRB 2010a).
In the HCM versions of SIDRA INTERSECTION, these are used as default values for Giveway / Yield (Two-
Way) Site type as well.
Templates provide specific values of critical gap and follow-up headway parameters for varying intersection
geometry with lower values for Giveway / Yield (Two-Way) Site types (Section 12.3).
Multi-lane default values given above represent two-lane approaches on a two-way major road (i.e. 4-lane
two-way). Single-lane default values given above represent one-lane approaches on a two-way major road
(i.e. 2-lane two-way). Refer to HCM 2010, Chapter 19, Exhibits 19-10 and 19-11 and Equations 19-30 and
19-31 for additional factors in choosing appropriate values of gap-acceptance parameters. The HVE (Gap
Acceptance) parameter in the Movement Data input dialog can be used to calibrate the effect of heavy
vehicles.
If the critical gap and follow-up headway values based on HCM 2010 are being used as input for SIDRA
INTERSECTION, the HCM 2010 Equations 19-30 and 19-31 should be applied ignoring the heavy vehicle
terms (tc,HV PHV and tf,HV PHV) since SIDRA INTERSECTION makes adjustment to input values of critical gap
and follow-up headway values for heavy vehicles.
In all cases, the user may wish to override the SIDRA INTERSECTION default and recommended values
based on good engineering judgement taking into account specific intersection geometry, flow conditions and
local driver behaviour.
(1) Turn from Major Road:
Left-Turn movement (Drive rule = Right-hand).
(2) Slip Lane on Major Road:
Right-Turn movement (Drive rule = Right-hand).
(3) Slip Lane on Minor Road:
Right-Turn movement (Drive rule = Right-hand) (same as Minor Road Right Turn values).
Table 12.2.5
Recommended values of gap acceptance parameters:
Based on AUSTROADS Guide to Road Design Part 4A: Unsignalised and Signalised
Intersections, Table 3.4 (AUSTROADS - AGRD04A-10)
Default or recommended values

AUSTROADS Guide
Type of movement and ranges for use in SIDRA
AGRD04A-10 (2010)
INTERSECTION
Critical Gap Follow-up Critical Gap Follow-up

(seconds) Headway (seconds) Headway
(seconds) (seconds)
Left Turn (1) 5 2-3 (3 - 6) (2.0 - 3.5)
1-lane opposing 4.5 2.5
2-lane (or more) opposing 5.0 3.0
Through movement crossing one-way road
2-lane one-way 4 2 4.5 (4 - 5) 2.5 (2 - 3)
3-lane one-way 6 3 5.5 (5 - 6) 3.0 (2.5 - 3.5)
4-lane one-way 8 4 6.0 (5 - 8) 3.5 (3 - 4)
Through movement crossing two-way road
2-lane two-way 5 3 5.0 (4.5 - 5.5) 3.0 (2.5 - 3.5)
4-lane two-way 8 5 6.5 (5 - 8) 3.5 (3 - 5)
6-lane two-way 8 5 7.5 (7 - 8) 4.5 (4 - 5)
Right Turn from Major Road (2)
Across 1 lane 4 2 4.0 (3.5 - 4.5) 2.0 (2 - 3)
Across 2 lanes 5 3 4.5 (4 - 5) 2.5 (2 - 3)
Across 3 lanes 6 4 5.5 (5 - 6) 3.5 (3 - 4)
Right Turn from Minor Road (3)
One-way 3 3 Use Left turn values above
2-lane two-way 5 3 5.5 (5 - 6) 3.5 (3 - 4)
4-lane two-way 8 5 7.0 (6 - 8) 4.0 (3 - 5)
6-lane two-way 8 5 8.0 (7 - 9) 5.0 (4 - 6)
Merge from acceleration lane 3 2 3.0 (2.5 - 3.5) 2.0 (1.5 - 2.5)
Notes (1) to (3) below are not included in the AUSTROADS Guide.
(1) This is considered to apply to Left-Turn movements from Minor Road, as well as Slip-
Lane Left-Turn movements from Minor Road.
(2) This case is relevant to two-way Major Road conditions with one direction of the Major
Road opposing (1-lane, 2-lane or 3-lane).
(3) The conditions specified (one-way, 2-lane two-way, 4-lane two-way, 6-lane two-way) are
relevant to the opposing movement lanes on the Major Road.
Table 12.2.6(a)
Vehicle spacings (metres) corresponding to the critical gap (headway) values for
different speeds of opposing stream vehicles - METRIC
Critical gap Speed of opposing stream vehicle (km/h)

(seconds) 20 30 40 50 60 70 80 90 100
2.0 11 17 22 28 33 39 44 50 56
2.5 14 21 28 35 42 49 56 63 69
3.0 17 25 33 42 50 58 67 75 83
3.5 19 29 39 49 58 68 78 88 97
4.0 22 33 44 56 67 78 89 100 111
4.5 25 38 50 63 75 88 100 113 125
5.0 28 42 56 69 83 97 111 125 139
5.5 31 46 61 76 92 107 122 138 153
6.0 33 50 67 83 100 117 133 150 167
6.5 36 54 72 90 108 126 144 163 181
7.0 39 58 78 97 117 136 156 175 194
7.5 42 63 83 104 125 146 167 188 208
8.0 44 67 89 111 133 156 178 200 222
10.0 56 83 111 139 167 194 222 250 278
Table 12.2.6(b)
Vehicle spacings (feet) corresponding to the critical gap (headway) values for
different speeds of opposing stream vehicles - US Customary Units
Critical gap Speed of opposing stream vehicle (mph)

(seconds) 10 20 25 30 35 40 50 60 70
2.0 29 59 73 88 103 117 147 176 205
2.5 37 73 92 110 128 147 183 220 257
3.0 44 88 110 132 154 176 220 264 308
3.5 51 103 128 154 180 205 257 308 359
4.0 59 117 147 176 205 235 293 352 411
4.5 66 132 165 198 231 264 330 396 462
5.0 73 147 183 220 257 293 367 440 513
5.5 81 161 202 242 282 323 403 484 565
6.0 88 176 220 264 308 352 440 528 616
6.5 95 191 238 286 334 381 477 572 667
7.0 103 205 257 308 359 411 513 616 719
7.5 110 220 275 330 385 440 550 660 770
8.0 117 235 293 352 411 469 587 704 821
10.0 147 293 367 440 513 587 733 880 1027
12.3 Sign Control Templates

For gap-acceptance parameters suitable for different intersection geometry conditions, SIDRA
INTERSECTION provides a large number of templates with varying values of Critical Gap and
Follow-Up Headway parameters to suit the intersection geometry.
Three-way and Four-way intersection configurations used for the sign control templates are shown
in Figures 12.3 and 12.4.
The Critical Gap and Follow-up Headway parameter values used in templates for different versions
of SIDRA INTERSECTION and for different intersection configurations are given in Tables 12.3.1
to 12.3.6. The Minimum Departure and Percentage of Exiting Flow parameters are the same for all
cases as given in Table 12.3.7.
In the sign control templates, slightly lower values of critical gap and follow-up parameters are
used for Giveway / Yield (Two-Way) Site types for the same geometry. Although research is not
available on this topic, it is considered that somewhat better gap-acceptance conditions exist under
give-way / yield conditions since vehicles do not have to stop at the give-way / yield line when
accepting gaps.
In all cases, the user may wish to override the gap-acceptance parameters provided by the program
as default values or more specific values in templates, based on good engineering judgement taking
into account any specific intersection geometry and flow conditions as well as local driver
characteristics.
The values given in templates have been selected considering the gap-acceptance parameters
recommended by the AUSTROADS Guide to Road Design Part 4A: Unsignalised and Signalised
Intersections, Table 3.4 (AUSTROADS - AGRD04A-10) for the standard Left-Hand (including NZ
and RTA NSW) and Right Hand versions (see Table 12.2.5), and the Highway Capacity Manual
2010 (TRB 2010a), Chapter 19, Exhibits 19-10 and 19-11 and associated text for the US HCM
versions. The values in templates may vary from those given in these guidelines as appropriate for
particular intersection configurations.
The critical gap and follow-up headway values for Minor Road movements subject to Give-way /
Yield sign control have been set as follows:
Critical Gap: Reduce the value used for Stop-sign control by 0.5 s,
Follow-up Headway: Reduce the value used for Stop-sign control by about 0.3 s.
The gap-acceptance values for the minor road right-turn (Drive Rule = Left) or minor road left-
turn (Drive Rule = Right) movement at a three-way (T) intersection are reduced according to the
following rules:
The critical gap and follow-up headway values of the minor road through movement at
4-way intersections are applied to the minor road right-turn (Drive Rule = Left) or minor
road left-turn (Drive Rule = Right) movement at a three-way (T) intersection.
The following rule recommended by HCM 2010 (TRB 2010a, Chapter 19) is used for the
US HCM versions: The critical gap value is reduced by 0.7 s for the minor road right-turn
(Drive Rule = Left) or minor road left-turn (Drive Rule = Right) movement at a three-way
(T) intersection. The follow-up headway value is not reduced.
For the values selected for the Staged Crossing template, see Section 12.6.
Slip Lanes
When a lane type is changed to Slip (Give-Way/Yield) or Slip (Stop) for a Minor Road lane, there is
no automatic setting of gap-acceptance parameter values. Irrespective of selecting a Slip (Give-
Way/Yield) or Slip (Stop) lane type, slip lane movements will retain gap-acceptance values used in
templates for normal Minor Road turn movements.
When a lane type is changed to Slip (Give-Way/Yield) or Slip (Stop) for a Major Road lane, gap-
acceptance parameter values for slip lane movements will be set according to the "Slip Lane on
Major Road" values in Tables 12.3.1 to 12.3.7.
For both Slip Lane on Major Road and Slip Lane on Minor Road cases, Slip (Give-Way/Yield) and
Slip (Stop) are treated in the same way.
2-Lane Major Road 2-Lane Major Road
Figure 12.3 - Three-way intersection configurations used for the sign control templates
Figure 12.4 - Four-way intersection configurations used for the sign control templates
Table 12.3.1
Gap acceptance parameters for STOP and GIVE-WAY / YIELD Sign Control
Default values for the standard Left Hand versions
4-Way Intersection

For 3-lane Major Road, only those shown in this colour differ from 2-Lane Major Road values
STOP Sign tc tf s tc tf s
Minor Road: Left Turn 4.5 2.5 1440 4.5 2.5 1440
Through 5.0 3.0 1200 6.0 3.2 1125
Right Turn 5.5 3.5 1029 6.5 3.7 973
Right Turn from Major Road 4.0 2.0 1800 4.0 2.0 1800
GIVE-WAY / YIELD Sign tc tf s tc tf s
Through 4.5 2.7 1333 5.5 3.0 1200
Right Turn 5.0 3.2 1125 6.0 3.5 1029
Through 6.5 3.5 1029 7.0 4.0 900
Right Turn 7.0 4.0 900 7.5 4.5 800
Through 6.0 3.2 1125 6.5 3.5 1029
Right Turn 6.5 3.7 973 7.0 4.0 900
6-Lane Major Road
STOP Sign tc tf s
Minor Road: Left Turn 5.0 3.0 1200
Through 7.5 4.5 800
Right Turn 8.0 5.0 720
Right Turn from Major Road 5.5 3.5 1029
GIVE-WAY / YIELD Sign tc tf s
Through 7.0 4.0 900
Slip Lane Movements (Left Turn): For both Slip (Give-Way/Yield) and Slip (Stop)
2- & 3-Lane Major Road 4-, 5- & 6-Lane Major Road
tc tf s tc tf s
Slip Lane on Major Road (1) 4.0 2.0 1800 4.5 2.5 1440
Slip Lane on Minor Road Same as Minor Road Left Turn values above
(1) When the New Zealand Rule is used in the New Zealand model (Drive rule = Left-hand), this is also
applicable to normal Left-Turn movements from Major Road (without slip lane).
Table 12.3.2
Default values for the standard Left Hand versions
3-Way (T) Intersection
The values shown in this colour differ from the 4-way Intersection values

Right Turn 5.0 3.0 1200 6.0 3.2 1125
Right Turn 4.5 2.7 1333 5.5 3.0 1200
Right Turn 6.5 3.5 1029 7.0 4.0 900
Right Turn 6.0 3.2 1125 6.5 3.5 1029
6-Lane Major Road
STOP Sign tc tf s
Slip Lane Movements (Left Turn): For both Slip (Give-Way/Yield) and Slip (Stop)
tc tf s tc tf s
Slip Lane on Major Road (1) 4.0 2.0 1800 4.5 2.5 1440
Slip Lane on Minor Road Same as Minor Road Left Turn values above
(1) When the New Zealand Rule is used in the New Zealand model (Drive rule = Left-hand), this is also
applicable to normal Left-Turn movements from Major Road (without slip lane).
Table 12.3.3
Default values for the standard Right Hand versions
4-Way Intersection

Through 5.0 3.0 1200 6.0 3.2 1125
Right Turn 4.5 2.5 1440 4.5 2.5 1440
Left Turn from Major Road 4.0 2.0 1800 4.0 2.0 1800
Through 4.5 2.7 1333 5.5 3.0 1200
Right Turn 4.0 2.2 1636 4.0 2.2 1636
Through 6.5 3.5 1029 7.0 4.0 900
Right Turn 5.0 3.0 1200 5.0 3.0 1200
Through 6.0 3.2 1125 6.5 3.5 1029
Right Turn 4.5 2.7 1333 4.5 2.7 1333
6-Lane Major Road
STOP Sign tc tf s
Through 7.5 4.5 800
Right Turn 5.0 3.0 1200
Left Turn from Major Road 5.5 3.5 1029
Through 7.0 4.0 900
Right Turn 4.5 2.7 1333
Slip Lane Movements (Right Turn): For both Slip (Give-Way/Yield) and Slip (Stop)
tc tf s tc tf s
Slip Lane on Major Road 4.0 2.0 1800 4.5 2.5 1440
Slip Lane on Minor Road Same as Minor Road Right Turn values above
Table 12.3.4
Default values for the standard Right Hand versions

Right Turn 4.5 2.5 1440 4.5 2.5 1440
Right Turn 4.0 2.2 1636 4.0 2.2 1636
Right Turn 5.0 3.0 1200 5.0 3.0 1200
Right Turn 4.5 2.7 1333 4.5 2.7 1333
6-Lane Major Road
STOP Sign tc tf s
Right Turn 5.0 3.0 1200
Right Turn 4.5 2.7 1333
tc tf s tc tf s
Table 12.3.5
Default values for the US Highway Capacity Manual (HCM) versions
4-Way Intersection

Through 6.5 4.0 900 6.5 4.0 900
Right Turn 6.2 3.3 1091 6.2 3.3 1091
Through 6.0 3.7 973 6.0 3.7 973
Right Turn 5.7 3.0 1200 5.7 3.0 1200
Through 6.5 4.0 900 7.0 4.5 800
Right Turn 6.9 3.3 1091 6.9 3.3 1091
Through 6.0 3.7 973 6.5 4.0 900
Right Turn 6.4 3.0 1200 6.4 3.0 1200
6-Lane Major Road
STOP Sign tc tf s
Through 7.5 5.0 720
Right Turn 6.9 3.3 1091
Left turn from Major Road 5.0 3.0 1636
Through 7.0 4.5 800
Right Turn 6.4 3.0 1200
tc tf s tc tf s
Table 12.3.6
Default values for the US Highway Capacity Manual (HCM) versions

Right Turn 5.5 3.3 1091 5.5 3.3 1091
Right Turn 5.0 3.0 1200 5.0 3.0 1200
Right Turn 6.2 3.3 1091 6.2 3.3 1091
Right Turn 5.7 3.0 1200 5.7 3.0 1200
6-Lane Major Road
STOP Sign tc tf s
Right Turn 6.2 3.3 1091
Right Turn 5.7 3.0 1200
tc tf s tc tf s
Table 12.3.7
Gap-acceptance parameters: Minimum Departures and the Percentage of Exiting Flow
STOP and GIVE-WAY / YIELD Sign Control
Default values for ALL versions
Minimum Percentage of
Type of movement Departures Exiting Flow
Minor Road: Left Turn 1.0 50

Through 1.0 50
Right Turn 1.0 50
Turn from Major Road 1.0 0
Slip Lane on Minor Road 1.0 50
Slip lane on Major Road 1.0 0
12.4 Gap-Acceptance Survey Method
The following method can be used for field observation of critical gap and follow-up headway
parameters for gap-acceptance analysis (see Figure 12.5). This is particularly useful for
intersections controlled by two-way stop and give-way signs where gap acceptance parameters to
suit local driver characteristics and the intersection geometry and flow conditions are sought.
tf
tf = follow-up headway
tc = critical headway
to l =0.5 tf to = zero-gap value
tc l = lost time
Figure 12.5 - Gap-acceptance survey method (an example)
This relatively simple method attributed to Siegloch (Germany) requires queued conditions of the
minor (opposed) movement since the critical gap and follow-up headway parameters are relevant to
capacity estimation (Akçelik 2007; Brilon, Koenig and Troutbeck 1997; TRB 1997).
The method is implemented as follows (see the example given in Figure 12.5):
Make observations during times when there is, without interruption, at least one vehicle
queuing in the minor street, i.e. when there is continuous queuing for a reasonably long
interval such as a minimum of 5 minutes. A reasonably high number of queued vehicles is
needed for a reliable regression.
Record the number of vehicles, n, entering each main stream gap (headway) of duration t
(including n = 0 cases).
For each of the gaps accepted by n vehicles, compute the average of the accepted gaps t
(circles in the graph).
Find the linear regression of the average gap (headway) values as a function of the number
of vehicles:
t = to + tf n ( 12.4.1 )
where
to = tc - 0.5 tf ( 12.4.2 )
Therefore, critical gap is given by:
tc = to + 0.5 tf ( 12.4.3 )
and follow-up headway, tf is given by the regression (Equation 12.4.1).
In the example shown in Figure 12.5, to = 3.73 s, tf = 2.31 s, and tc = 4.89 s.
12.5 Effect of Upstream Signals
The use of Extra Bunching parameter provides a simple method for modelling the effect of
upstream signals on capacity of sign-controlled intersections. This parameter is used to adjust the
proportion of free vehicles according to the proximity of an upstream signalised intersection. This
parameter will also have an impact on performance equations through the effect on "proportion
bunched". For detailed discussion on the subject of Bunching, see Part 4, Section 2.6.
A rough guide for the choice of extra bunching values as a function of the distance to upstream
signals is given in Table 12.5.1.
In the Geometry input dialog, specify an Extra Bunching value according to the distance to
upstream signalised intersection and the amount of platooning. This parameter is available for all
intersection (Site) types.
Table 12.5.1
A rough guide for specifying extra bunching data
Distance to
< 100 100-200 200-400 400-600 600-800 > 800
upstream signals (m)
(ft) < 350 350-700 700-1300 1300-2000 2000-2600 > 2600
Extra bunching (%) 25 20 15 10 5 0
35
Metric
30 Units
More
Extra bunching (%)
25 platooning
20
15
10
Less
5
platooning
0
0 200 400 600 800 1000 1200
Distance to upstream signals (m)
35
Customary
Units 30
More
Extra bunching (%)
25 platooning
20
15
10
5
Less
platooning
0
0 500 1000 1500 2000 2500 3000 3500
Distance to upstream signals (f t)
12.6 Staged Movements at Sign-Controlled Intersections
SIDRA INTERSECTION provides a template in the Sign Control group for analysing staged
movements at sign-controlled T-intersections (sometimes referred to as the "seagull" arrangement).
A similar method can be used for staged movements at four-way intersections.
As seen in Figure 12.6, the method assumes that the turning movement is subject to a two-stage
gap-acceptance process, one on the side road (Stage 1: Side Road) and one in the central area of
the intersection (Stage 2: Central Area). The model requires specification of appropriate opposing
movements and gap-acceptance parameters for each stage.
The geometry of Stage 2 needs to be assessed in deciding on the use of the recommended method:
If an additional (protected) lane is available for the turning movement for a long distance
away from the intersection, ignore Stage 2 of the gap-acceptance process. A one-stage
gap-acceptance process applies.
If the turning movement can accelerate and merge into the main road through traffic stream
(give-way / yield process) within a reasonably short distance from the intersection, analyse
this as a separate Site using the Merge from Right or Merge from Left template from the
Merging group of templates. This analysis uses more favourable critical gap and follow-
up headway values appropriate to gap-acceptance while vehicle is accelerating.
If the turning movement has to stop in the central area and give-way / yield to the main
road through traffic stream, apply the following two-stage gap-acceptance method. Use
the Stop 3-way STAGED Crossing template from the Sign Control group of templates.
The template uses a fictitious diagonal leg to represent queuing in the central area of the
intersection as shown in Figure 12.6.
Central area (storage Central area (storage

space: 1 vehicle) space: 1 vehicle)
Stage 1: Stage 1:
Side Street Side Street
Stage 2: Diagonal leg represents Stage 2: Diagonal leg represents

the central (storage) area the central (storage) area
Figure 12.6 - Modelling staged crossing at a 3-way sign-controlled intersection
The Stop 3-way STAGED Crossing template has specifications for appropriate opposing
movements and gap-acceptance parameters as well as lane length and path data parameters for each
stage. Limited lane length specified for Stage 2 helps with applying storage constraints in the
central area.
The critical gap and follow-up headway (tc, tf) values for the staged crossing have been selected as
follows:
Stage 1: HCM 2010, Chapter 19 (TRB 2010a) recommends that the critical gap value is
reduced by 1.0 s for each stage of a two-stage gap-acceptance process but does not suggest
any changes to the follow-up headway values. On this basis:
o for the standard left versions, tc = 5.5 s and tf = 3.5 s have been selected (the values for
full crossing are tc = 6.5 s and tf = 3.5 s for a minor road right turn at a 3-way
intersection with 4-lane major road as seen in Table 12.3.2),
o for the standard right version, tc = 5.5 s and tf = 3.5 s have been selected (the values
for full crossing are tc = 6.5 s and tf = 3.5 s for a minor road left turn at a 3-way
intersection with 4-lane major road as seen in Table 12.3.4), and
o for the US HCM versions tc = 6.5 s and tf = 3.5 s have been selected (the values for full
crossing are tc = 7.5 s and tf = 3.5 s for a minor road left turn at a 3-way intersection
with 4-lane major road as seen in Table 12.3.6).
Stage 2: Give-way / Yield behaviour has been assumed for this stage (as indicated in
Figure 12.6) even if the minor road is subject to Stop control. On this basis:
o for the standard left versions, tc = 4.5 s and tf = 2.7 s have been selected considering
this movement is similar to a minor road right turn at a 3-way intersection with 2-lane
major road, or a minor road left turn at a 3-way intersection with 4-lane major road,
assuming give-way behaviour as seen in Table 12.3.2,
o for the standard right version, tc = 4.5 s and tf = 2.7 s have been selected considering
this movement is similar to a minor road left turn at a 3-way intersection with 2-lane
major road, or a minor road right turn at a 3-way intersection with 4-lane major road,
assuming give-way behaviour as seen in Table 12.3.4,
o for the US HCM versions, tc = 6.0 s and tf = 3.2 s have been selected after adjustment
for yield behaviour (for stop control, HCM 2010 gives tc = 6.5 s for Stage 2 and does
not vary tf = 3.5 s).
The following aspects of the model should be noted.
Data
The fictitious diagonal leg used to represent the central area, allows the right-turn manoeuvre to be
modelled as two separate movements representing two stages as shown in Figure 15.5.
The diagonal leg is set as a one-way approach, and all movements except the turning movement
from the diagonal leg (representing the second stage of turn) are deleted. The number of lanes and
the lane length values are set according to the storage capacity in the central area. The turning
movement volume from the side road is included in both the first and the second stages of the right
turn.
The opposing movements are identified for each stage. Depending on give-way / yield conditions,
it may be appropriate to include only one (nearside) lane of the main Road Through movement as
opposing when specifying the geometry and volume data. Percentage of Exiting Flow is set to 0 %
for Stage 2.
Smaller values of critical gap and follow-up headway can be used for each stage of the two-stage
right-turn movement. HCM 2000 recommends reducing the critical gap value is by 1.0 s for each
stage of a two-stage gap-acceptance process.
Checking Queue Storage

Check if the predicted average back of queue (not 95% queue) for Stage 2 is contained within the
available storage space in the central area. The average back of queue (vehs) can be read from
Detailed Output - Lane Queues (Distance) table (column under Nb).
If the queue is contained in the available storage area (average back of queue is less than
the lane length):
o If the capacity of Stage 1 is sufficient (degree of saturation, x ≤ 1), the results are final.
o If the capacity of Stage 1 is not sufficient (degree of saturation, x > 1), the capacity
constraint method needs to be applied to Stage 1. For this purpose, reduce the Stage 2
flow rate to the capacity value of Stage 1. Re-process the Site with the reduced flow
rate for Stage 2.
If the queue is not contained in the available storage area (average back of queue is greater
than the lane length), reduce the capacity of Stage 1 to limit the flow rate of Stage 2 to satisfy
the storage constraint as explained below.
Reducing the Capacity of Stage 1:
o First determine a reduced flow level for Stage 2 to obtain an average back of queue that
will fit within the central storage space. Vary the flow rate for Stage 2 (diagonal leg) to
determine this flow rate by trial and error.
o Then reduce the capacity of Stage 1 to a value that is equal to the reduced flow rate of
Stage 2. Specify a negative Capacity Adjustment value in the Geometry dialog to
reduce the capacity to the desired value using a trial and error method.
Results
The degree of saturation and average delay values for both stages of the right-turn movement need
to be considered in assessing the overall conditions for the staged right-turn movement.
Considering both stages of the right-turn movement:
The degree of saturation is the higher of the values for the two stages.
The overall average delay is the sum of the average delay values for the two stages.
However, it may be more appropriate to assess each stage individually when determining the
level of service for the staged crossing (i.e. worse LOS).
13. PEDESTRIANS
The Pedestrians input dialog is for specifying data for pedestrian movements crossing in front of
each intersection leg (Figures 13.1 and 13.2). This dialog does not appear for sign-controlled
intersections.
For signals (intersections and signalised pedestrian crossings), pedestrian movement data are used
for estimating the effect of pedestrians on vehicle movement capacities and signal timings as well
as estimating pedestrian performance.
Special input / output provisions are made for pedestrian movements at signalised intersections,
including:
Unless specified by the user in the Pedestrian Movement Timing Data dialog
(Section 13.3), pedestrian "minimum green times" (based on Walk Time and Clearance
Time) will be calculated using the crossing distance estimated by the program or specified
by the user.
Pedestrian movements can be specified as opposing movements for modelling capacity
losses to turning vehicles due to pedestrian interference (Section 10.2).
In output reports, practical spare capacity values and lane information are not given for
pedestrian movements.
For roundabouts, pedestrian movement data are used for estimating the effect of pedestrians on
vehicle movement capacities only. The results are given in the Roundabout Pedestrian Effects
table in the Detailed Output report.
For modelling vehicles giving way (yielding) to pedestrians at unsignalised crossings (at midblock
marked crossings, roundabouts, sign-controlled intersections, and slip lanes at a signalised
intersection), you can use the PedZebra templates in the Pedestrians group of templates for the
treatment of vehicles giving way (yielding) to pedestrians. See Part 4, Section 15.3.
Pedestrian Movements
The pedestrian crossing in front of an intersection leg can be a full crossing or a staged crossing.
A full crossing is represented by one pedestrian movement and a staged crossing is represented by
two separate pedestrian movements (one for each carriageway).
To introduce or remove a pedestrian movement, check or uncheck the Movement Exists box for
the pedestrian movement selected in the Movement Selector. To introduce a staged crossing, click
the stopped pedestrian movement symbol and check the Movement Exists box. Two pedestrian
movements will be shown in the movement selector picture.
If there are no pedestrians on an intersection leg, the pedestrian data fields will be blocked. Double
lines in the intersection Layout picture for signals indicate the existence of a pedestrian crossing in
front of the leg.
When a signalised intersection Site with pedestrians is converted to a sign-controlled intersection,
the pedestrian movements will be deleted. When a signalised intersection Site with pedestrians is
converted to a roundabout, the pedestrian movements will remain but it is advisable to change them
to staged crossings.
In all versions of SIDRA except the US HCM versions, the default Movement IDs for pedestrian
movements are P1, P2, etc. In the US HCM versions, Movement IDs based on HCM 2010 are used
(introduced in Version 5.1).
You can apply the "Reset Movement IDs (Intersection)" and "Reset Movement IDs (All Sites)"
functions using the right arrow placed next to the Movement ID data field.
Use these
Check if pedestrian movement
buttons to
exists, uncheck otherwise
change all
pedestrian
movements
Staged crossing (Full, Staged,
Remove)
Stage 2 Stage 1
Pedestrian
volume data
Full crossing and volume
factors
No pedestrians Other
pedestrian
data
Click to select
movement
To import volume data from

To specify staged crossing, a Site which is in another
click to select this, then
Project, first import the Site
check "Movement Exists".
into the current Project.
Figure 13.1 - Pedestrians input dialog for Signals
Check if pedestrian movement Use these

exists, uncheck otherwise buttons to
change all
Pedestrians Pedestrians pedestrian
crossing crossing movements
roundabout roundabout (Full, Staged,
exit entry Remove)
Pedestrians
crossing
roundabout Stage 2 Stage 1
entry
Inactive
crossing Click to select
across exit movement
No pedestrians Use separate pedestrian movements for approach

and exit sides at roundabouts
For analysis results, see Detailed Output report -
Roundabout Pedestrian Effects table
Figure 13.2 - Pedestrians input dialog for Roundabouts
Select a pedestrian movement in the Movement Selector picture by clicking a movement symbol,
or using the mouse wheel, or pressing the F2 / Shift F2 keys. For the selected movement, all
relevant data are displayed on the right-hand side of the dialog.
The meanings of pedestrian symbols in the Movement Selector are different for Signals and
Roundabouts. Bring the mouse cursor over the pedestrian symbol for the tool tip describing the
meaning of symbol. Pedestrian movement definitions for signals and roundabouts are shown in
Figures 13.1 and 13.2. Pedestrian movement definitions shown for Roundabouts in Figure 13.2
apply to driving on the left-hand side of the road.
There is no direct association between the two-stage movements and the approach and exit sides of
the leg. When a staged pedestrian crossing is used, the Stage 1 movement is always on the left and
the Stage 2 movement is always on the right looking in the direction of entry to the intersection area
regardless of drive rule. Therefore, Stage 1 is across the entry if driving on left and across the exit
if driving on right. This is also shown in Figure 13.3.
Pedestrian data specified for the Stage 1 movement will be assigned to the single movement
representing a full crossing if a staged crossing is changed to a full crossing. Similarly, pedestrian
data specified for the single movement representing a full crossing will be assigned to the Stage 1
movement if a full crossing is changed to a staged crossing. Pedestrian data specified for the
Stage 2 movement will be kept even if a staged crossing is changed to a full crossing. In other
words, any data given to the either movement will always be retained irrespective of the crossing
definition. The only time that the pedestrian data is lost and subsequently reset to defaults is when
an intersection leg is deleted. No data will be lost when changes are made to and from one-way
approach, one-way exit and two-way leg.
For roundabouts (Figure 13.2), the full crossing data (passed to Stage 1) is always deemed to be
across the entry regardless of drive rule. Due to this, what appear as full crossings only produce
“Roundabout Entry” and not “Roundabout Exit” results in the Roundabout Pedestrian Effects table
in the Detailed Output report.
Pedestrian Volumes
The pedestrian volumes are given as two-way volumes. For pedestrian volumes, HCM 2000
recommended default values of 400 ped/h for CBD areas, and 50 ped/h for other areas.
For Staged Crossings, the user has the option of specifying different volumes for the two pedestrian
movements representing staged pedestrian movements.
The Peak Flow Factor, Flow Scale (Constant) and Growth Rate parameters for pedestrian
movements are similar to the parameters used in the Volumes dialog for vehicle movements
(Section 8.2).
The Pedestrian Flow Rates table in the Detailed Output report gives the pedestrian volumes (ped/h)
including the effect of any flow scales and Peak Flow Factors. Volumes in this table are given as
hourly rates, which are determined using the Unit Time for Volumes parameter (Section 3.2).
Pedestrian Crossing Distance

SIDRA INTERSECTION calculates the pedestrian crossing distances for signalised intersections
according to the number of lanes, lane widths and median width. You may wish to override the
pedestrian crossing distance value calculated by the program. Click the Crossing Distance check
box for the program to use the value you specify. Click again to uncheck for the program to
determine the crossing distance.
See Figure 13.3 for the definition of pedestrian crossing distance at signalised intersections. For a
Full pedestrian crossing, the kerb to kerb crossing distance at the stop line (D c) at a signalised
intersection is calculated as the sum of approach and adjacent exit crossing distances (Dca, Dce) and
the median width (wm):
Dc = Dca + Dce + wm+ 2 ( 13.1 )
where Dca, Dce are calculated as the sum of approach and adjacent exit lane widths as seen in
Figure 15.3).
For a Staged pedestrian crossing, the approach side and the adjacent exit side crossing distances
(Dca, Dce) are used separately (i.e. the median width is not used in this case).
The extra distance (2 m) in Equation (13.1) for a Full pedestrian crossing allows for additional
walking distance at the kerb. For Staged pedestrian crossing, extra distance of 1 m is added for
each stage. The crossing distance calculations are done using metric units, and the extra distances
are reflected as exact equivalents in feet when US Customary Units are used.
In determining the pedestrian crossing distances, allowance is made for unsignalised exclusive slip
lanes and continuous lanes. The distance to the island is used in these cases, i.e. the widths of these
types of lane are not included in the crossing distance. Note that all exit lanes are included in
determining the crossing distance, including the exit lanes corresponding to continuous lanes on the
adjacent leg. You may wish to specify the Crossing Distance in such cases.
Other Parameters
Other parameters that can be specified for pedestrian movements include Approach Travel
Distance, Downstream Distance, Walking Speed, Queue Space, Practical Degree of Saturation and
Saturation Flow. Default values of these parameters are usually sufficient.
The Walking Speed (Average) for pedestrians is similar to the cruise speed for vehicle
movements. It is an average walking speed approaching the intersection and after clearing the
intersection. As such, it differs from the Crossing Speed specified in the Pedestrian Movement
Timing Data dialog (Section 14.3), which is a design (percentile) speed used for signal timing
purposes (see Part 4, Section 15).
Queue Space per pedestrian is the distance each pedestrian row takes in the queue. This is used
for determining pedestrian queue space requirements.
Saturation Flow is the queue discharge flow rate for pedestrians. This is used as a constant value
(no adjustments are made).
Pedestrians at Unsignalised Crossings

SIDRA INTERSECTION does not directly model pedestrians at unsignalised intersections.
However, Zebra Crossing (PedZebra One-way and PedZebra Two-way) templates are available
in Templates - Pedestrians to emulate vehicles giving way (yielding) to pedestrians crossing the
road at any unsignalised crossing. This applies to all marked crossings where pedestrians have
right of way (Zebra, parallel lines, ladder striped, etc) at midblock locations, on approach and exit
sides of roundabout or other unsignalised intersection legs, and on slip lanes at signalised or
unsignalised intersections.
Detailed information about the use of this template can be found in User Guide Part 4 (Output
Guide), Section 15.3.
Drive rule = Left-hand Full crossing distance
Approach Median Exit

crossing width crossing
distance distance
Stage 1 Stage 2
Extra distance of
2 m (1m for each Exit
Approach
stage) is added to
lanes lanes
allow for additional
walking distance at
the kerb. Drive rule = Right-hand
Full crossing distance
Exit Median Approach

crossing width crossing
distance distance
Stage 1 Stage 2
Exit Approach
lanes lanes
Figure 13.3 - Pedestrian crossing distances at signalised intersections
14. PHASING AND TIMING DATA

The Phasing & Timing input dialog displays signal sequences and phases for graphics-based
editing with command buttons in the title bar of each sequence and each phase (Figure 14.1).
Bring the mouse cursor over the command icon for a tooltip that explains the command.
The main dialog has the following sub-dialogs that can be opened by clicking a command button in
the sequence title bar:
Phase Data dialog, which can also be opened by double clicking the desired phase picture
(Section 14.1),
Vehicle Movement Timing Data dialog (Section 14.2),
Pedestrian Movement Timing Data dialog (Section 14.3), and
Sequence Data dialog (Section 14.4).
A detailed phasing display including signal timing information can be obtained by double-clicking
the Phasing Summary output report in the Project tree after the Site is processed. For detailed
discussions on signal timing topics, see Part 4, Sections 1 and 23.
Avoid using this

CANCEL button to
Sequence commands: add
prevent data loss …
phase, move, clone or delete
Sequence sequence, open a timing or
name sequence data dialog
Click to
specify
Click to
Current
Phase commands: create new
Sequence
move, clone, edit sequence
or delete phase
The signal phasing and timing

data are specified per Sequence
Figure 14.1 - Phasing & Timing input dialog
For Australia and New Zealand, the following parts of the AUSTROADS Guide to Traffic
Management provide a useful source for information on many aspects of signalised intersections:
Part 6 - Intersections, Interchanges and Crossings, Section 5: AGTM06-07 (2007);
Part 9: Traffic Operations, Section 7 and Appendices E to J: AGTM09-09 (2009).
Part 10 - Traffic Control and Communications Devices, Section 8: AGTM10-09 (2009);
These replace the AUSTROADS (2003) Guide to Traffic Engineering Practice Part 7 - Traffic
Signals.
14.1 Sequences and Phase Data

Signal sequences are displayed in the main Phasing & Timing dialog where the Sequence Name
and Phase Names can be edited. Where necessary, scroll vertically to see all Sequences in the
dialog, or scroll horizontally to see all Phases in a Sequence.
A new signalised intersection Site will include several sequences by default. Each Sequence
consists of a number of Phases. One of these sequences is specified as the Current Sequence for
timing analysis.
To create a new Sequence, click the Add Sequence button on the right-hand corner of the
Sequence Selector title bar.
Click the box on the top left corner of a Sequence in order to designate it as the Current Sequence
to be analysed by the program. The Current Sequence is indicated by the symbol (top left
corner) as well as dark grey border around the sequence picture. Other sequences will have the
symbol X rather than .
In the Sequence picture title bar, you can click the command buttons for the following actions:
New Phase (+) to add a phase to the Sequence,
Move Up ( ) or Move Down ( ) to move the Sequence up or down in the Sequence list,
Clone Sequence to create a new Sequence for editing,
Vehicle Movement Timing Data, Pedestrian Movement Timing Data or the Sequence
Data to open one of these sub-dialogs for data entry, and
Delete Sequence to remove the Sequence (there must be at least one sequence).
In the Phase picture title bar, you can click the command buttons for the following actions:
Move Right ( ) or Move Left ( ) to move the Phase left or right in the Sequence,
Clone Sequence to create a new Phase for editing,
Edit Phase to open the Phase Data sub-dialog for phase editing and data entry (the Phase
editor can also be opened by double clicking the phase picture), and
Delete (X) to delete the Phase.
Basic signal sequence elements recommended by the AUSTROADS Guide AGTM06-07, Section 5
(2007) are shown in Figure 14.2a (Drive rule = Left-hand) and Figure 14.2b (Drive rule = Right-
hand. The phasing alternatives shown are named by the type of right-turn movements (Drive rule =
Left-hand) or left-turn movements (Drive rule = Right-hand) operating in the phasing sequence
since, generally, these movements determine phasing requirements. Other movements are not
shown for reason of clarity. The basic phasing elements show movements on one road only (East-
West road) but they are applicable irrespective of road direction. These basic phasing elements can
be used to build a complete Sequence.

Through
(with filter right turns)
Leading right turn 1
Lagging right turn 2

NRT
Split-approach
Diamond overlap
Lead-lag right turn 3
Repeat right turn 2

NRT
NRT No Right Turn (right-turn movement must be banned where opposing through movement overlaps).
1 Both filter right turns may be allowed.
2 Filter right turns from approach opposite NRT may be allowed.
3 Leading turn must be fully controlled, and lagging turn may be allowed to filter.
Figure 14.2a - Basic elements of signal phasing (Drive rule = Left-hand)

(based on AUSTROADS Guide AGTM06-07, Section 5)

Through
(with filter left turns)
Leading left turn 1
Lagging left turn 2

NLT
Split-approach
Diamond overlap
Lead-lag left turn 3
Repeat left turn 2

NLT
NLT No Left Turn (left-turn movement must be banned where opposing through movement overlaps).
1 Both filter (permitted) left turns may be allowed.
2 Filter (permitted) left turns from approach opposite NLT may be allowed.
3 Leading turn must be fully controlled (protected only), and lagging turn may be filter (permitted) turn.
Figure 14.2b - Basic elements of signal phasing (Drive rule = Right-hand)

(based on AUSTROADS AGTM06-07, Section 5)
Opposed turns will be

determined automatically
according to the data in
the Priorities dialog
Pedestrian
movement
Dummy
movement Click arrow to specify a Click to edit phase, or
movement as running in double click the phase
the phase (toggle) picture area
Colour legend given

in Phasing Summary
output report
Figure 14.2 - Phase Data dialog
Each Sequence is allocated a name. Usually names such as those in Figures 14.2a and 14.2b are
used. There is no restriction in Sequence Name use except that the Sequence Name may not be
displayed in some output tables if more than 50 characters long.
Each Phase is allocated a name. Usually short names such as A, B, C1, C2, P, etc are used. There
is no restriction in Phase Name use except that the Phase Name may not be displayed in some
output tables if more than 5 characters long. The same Phase Name can be used in another
Sequence.
To open the Phase Data dialog for editing a phase (defining movements that run in the phase) and
entering data for the phase, click the Edit Phase command button in the Phase picture title bar, or
double click the phase picture (Figure 14.3).
To specify the movements that run (have right of way) in the phase, click the movements in the
Phase Data dialog. In the Phase Data dialog, the movements that are stopped are shown in red,
and the movement that have right of way are shown in green. Click (toggle action) to specify green
(movement runs in the phase) or red (movement does not run in the phase).
In the Phase Data dialog, the Slip-lane movements are shown in magenta and Continuous
movements are shown in light blue. These movements are entered in all phases automatically
when they are created by specifying the corresponding lane types in the Geometry dialog
(Section 4.3). The status of these movements cannot be changed.
When conflicting movements run in the same phase, the program will identify the opposed
(permitted) movements automatically according to the data given in the Priorities dialog. Such
movements will be shown in darker green or darker magenta colour.
Bring the mouse cursor over movement symbols for tooltips describing the colour code. Refer to
the legend used in the Phasing Summary output report for colour code and symbols used in the
Phase Data dialog (shown in Figure 14.2).
For staged pedestrian crossings, SIDRA INTERSECTION introduces two pedestrian movements.
These movements can be entered in any phase either together or individually.
SIDRA INTERSECTION does not carry out error checks in relation to movement conflicts in
order to facilitate easy data entry. It is therefore the user's responsibility to ensure that safety
requirements are met in phase description / priority data specifications.
Turn-On-Red (RTOR or LTOR) movements specified in the Movement Data dialog (Section 10.2)
will be indicated in phasing diagrams automatically (shaded red line). Enter these movements only
in phases where they receive a green signal. Two green periods will be allocated to these
movements combining the red intervals as an opposed "green" period. In the Priorities dialog
(Section 10), do not enter conflicting movements for these movements during red periods. The
program will identify these movements automatically.
In some overlap phase cases, the program may identify a phase as redundant and modify the
phasing arrangement specified by the user by eliminating the redundant phase. This is referred to
as phase reduction. The Phasing Summary report, and the Movement Timing Information and
Phase Information tables in the Detailed Output report will include the reduced phase information.
Phase Data that can be specified for each phase in the Phase Data dialog include Phase Times
(optional user-given signal timings), Yellow Time and All-Red Time. These data are unique to
the Sequence that the Phase belongs to.
Phase Time
Phase Times can be specified by the user (optional). The Phase Times specified for a given
Sequence will be used only if the Cycle Time option in the Sequence Data dialog (Section 14.4) is
selected as User-Given Phase Times when the sequence is selected as the Current Sequence. In
this case, the cycle time is calculated as the sum of Phase Times. This cycle time is not checked
against a maximum cycle time value, and it is the user responsibility to ensure that this requirement
is satisfied.
Phase Time is the Displayed Green Time plus Intergreen Time where Intergreen Time is Yellow
Time plus All-Red Time specified for the phase (see Figure 14.7 in Section 14.2).
If the Phase Times specified in this dialog do not satisfy minimum or maximum green
requirements, or imply a negative red time, a processing error message will be given.
Yellow Time and All-Red Time

Yellow Time and All-Red Time data are specified per phase. The sum of the phase Yellow Time
and All-Red Time is the Phase Intergreen Time which is the clearance interval at the end of the
phase. This is the Terminating Intergreen Time for movements stopped at the end of the phase.
For a movement, a Starting Intergreen Time is also defined. This is considered to be at the start of
the movement green period, and is determined as the Phase Intergreen Time of the phase preceding
the movement green period (see Figure 14.7 in Section 14.2).
When the mouse cursor is in the Yellow Time or All-Red Time data field, you can pass the current
value on to all phases in the selected sequence (Apply to Sequence) or for all phases in all
sequences (Apply to All Sequences).
The purpose of the yellow interval is to provide sufficient warning of the termination of the phase
(a driver must stop for a yellow display provided it can be done safely). The purpose of the all-red
interval is to provide a safe clearance for vehicles that cross the stop line towards the end of the
yellow interval since they may be in danger of collision with vehicles or pedestrians released in the
following phase or signal group. Refer to the AUSTROADS Guide AGTM09-09, Appendix E
(2009) for a method to determine Yellow Time and All-Red Time. The standard defaults are
yellow time, ty = 4 s and all-red time, tar = 2 s. The defaults for the HCM models in SIDRA
INTERSECTION are ty = 3 s and all-red time, tar = 1 s (HCM 2010 recommends a total value of
4 s). AUSTROADS Guide AGTM09-09 recommends intergreen times in the range 4 s to 9 s
(yellow times in the range 3 s to 6 s, and all-red times in the range 1 s to 3 s).
Dummy Movements
Dummy Movements are introduced in the Phase Data dialog for the purpose of signal timing
calculations. They do not exist physically, volume data cannot be given and no capacity or
performance estimation is carried out for them. Start loss and end gain parameters are not used for
Dummy Movements. Dummy movements are not relevant to roundabouts and other unsignalised
intersections.
A Dummy Movement can be specified by clicking the Dummy Movement symbol in the Phase
Data dialog (see Figure 14.2). Only one dummy movement can be specified for each phase.
Movement IDs D1, D2, etc are allocated automatically by the program for Dummy Movements and
cannot be changed.
When a Dummy Movement is specified, the Dummy Movement data group will appear in the
dialog. The data include optional Minimum Green and Maximum Green values for the Dummy
Movement, which may be used to specify the duration of a phase when there in other unique
movement in the phase (use the check boxes before entering data).
Dummy movements are specified to connect empty phases when needed for some unusual phase
sequences that result in empty overlap phases (no unique movement in the phase) or to influence
the signal timing computations by specifying minimum and maximum green times or fixed green
times (minimum = maximum) for specific phases.. An example is given in Figure 14.3.
Dummy movements are useful when there is a difficulty in phase specification in the case of a
complex overlap phasing arrangement which may cause SIDRA INTERSECTION to stop with a
message "No movement starting/ending in phase …". Dummy movements may also be useful in
the case of run time errors due to critical path finding and similar problems associated with
complicated phasing specifications.
If you model a pedestrian protection (late start or early cut-off) case using a separate phase rather
than by modifying the start loss or end gain, a dummy movement is required in some cases in order
to overcome "no movement starting/ending in phase..." error.
Phase Transition
The program will convert the phase data specified in the current phase sequence to From Phase-To
Phase style movement timing data with one or two green periods. The relevant information is
given in the Movement Timing Information table in the Detailed Output report.
A movement can have one or two green periods during one signal cycle. Each green period may
consist of one or more phases. If a movement has right of way in several consecutive phases
without interruption during phase transition (i.e. without being stopped by yellow and red
displays), this is normally specified as a single green period. In this case, the phase intergreen at
the end of the first phase does not apply.
A B C D
2 2 5
3 1 1
D1 4 6
Dummy movement Vehicle movement

1
4 5
D1
A B C D A
3 6
2
Phase
Figure 14.3 - The use of a dummy movement in SIDRA INTERSECTION (an example)
In the example given in Figure 14.4, Movements 1 and 2 will have a single green period if they are
not stopped at the end of Phase C (no yellow and red circle displays). This is Option (ii) for Phase
change from C to A in Figure 14.4.
On the other hand, Movements 1 and 2 will have two green periods if it they are stopped at the end
of Phase C (yellow and red circle displays shown together with yellow and red arrow displays
before green circle display starts again at the start of Phase A). This is Option (i) for Phase change
from C to A in Figure 14.4.
In the case of Option (i) described above, it is necessary to specify phase transition for the
program to be able to identify two green periods for Movements 1 and 2 (A to B and C to A).
Otherwise the program will assume that the movement has a single green period (starts in Phase C
and finishes in Phase B, i.e. green circle display continues during Phase change from C to A) as in
Option (ii).
The phase transition can be specified in the Phase data dialog as follows (Figure 14.5a). When
the cursor is over a movement that has right of way (green), use the right mouse button and click
Apply Phase Transition. This will display the symbol next to the menu item, and a red dot will
be displayed in association with the movement symbol.
This parameter specifies that the movement is stopped at the end of the phase (i.e. the phase
intergreen applies to the movement). This parameter is not applicable to Slip-lane (magenta) or
Continuous (blue) movements.
The parameter Apply Phase Transition is needed only when it is not obvious to the program that
the movement is stopped at the end of the phase before being started again in the next phase. If the
movement status changes between opposed and unopposed, the green periods will be set
automatically and the Apply Phase Transition specification is not required. Specifying this
parameter unnecessarily may produce errors during SIDRA processing.
Drive rule = Left-hand Options for Phase

change from C to A
(i) Movements
Phase A Phase B Phase C 1, 2 and 3 stopped
3 3
2 2
1 1 (ii) Only
Movement
Red
Signal Yellow
displays for
Green
Movements
1, 2 and 3
Drive rule =Right-hand Options for Phase

change from C to A
(i) Movements
Phase A Phase B Phase C 1, 2 and 3 stopped
3 3
2 2
1 1 (ii) Only
Movement
Red
Signal Yellow
displays for Green
Movements
1, 2 and 3
First green period Second green period

Mov. Starting Terminating Starting Terminatin
ID phase phase phase g phase
Option (i) for Phase change from C to A 1, 2 A B C A
Option (ii) for Phase change from C to A 1,2 C B Not applicable
Both cases 3 A B C A
• Option (i): Movements 1 and 2 are stopped during Phase change from C and A:
Phase transition data required.
• Option (ii): Movements 1 and 2 are uninterrupted during Phase change from C and A:
Phase transition data not relevant.
• Both cases: Movement 3 is stopped during Phase change from C and A:
Phase transition data NOT required (program identifies two green periods automatically).
Figure 14.4 - One or two green periods in phasing description for movements (an example)
Right click the

movement symbol
for context menu
Figure 14.5a - Phase Transition and Undetected Movement menu
Movement 3 in Figure 14.4 will have two green periods since it is opposed (permitted) in Phase A
(green circle display) and unopposed (protected) in Phase C (green arrow display) with an
interruption at the end of Phase C (green arrow display changes to yellow arrow then to red arrow,
then red arrow drops out at the start of Phase A). For such cases, the program is able to determine
two green periods and identify the opposed and unopposed green periods from the information
given in the Phase Data dialog. Therefore, it is not necessary to specify phase transition in this
case.
Although the program will convert the phasing description given in the Phase Data dialog to From
Phase-To Phase format automatically, the user needs to know about the method used in this
process in order to be able to modify the phasing data to achieve required results, and also to
understand the SIDRA INTERSECTION output. Therefore, the following should be noted about
the starting and terminating phases (Fr - To) shown in the Movement Timing Information table in
the Detailed Output report (see the example in Figure 14.4):
(a) Single green period: The terminating phase name may appear before the starting phase
name. For example, for the phase sequence of (A, B, C, D), a movement can have a green
period specified as (D,B) or (B,C).
(b) Two green periods: For the first green period, the terminating phase appears after the
starting phase name. For the second green period, the terminating phase name may appear
before the starting phase name. The starting phase name of the second green period can be
the same as the terminating phase name of the first green period, or it will appear after it.
For example, for the phase sequence of (A, B, C, D, E), a movement can have two green
periods specified as (C,D) (D,A) or (A,B) (D,E).
Undetected
movement
Figure 14.5b - Undetected movements
Undetected Movements
An Undetected movement at traffic signals does not affect signal timing analysis. Undetected
movements normally relate to slip lane movements not controlled by signals (Figure 14.5b). There
is no mechanism in the input dialogs to set slip-lane movements as Undetected automatically. It is
a user responsibility to specify any slip-lane movements as Undetected if desired. Other
movements (e.g. minor turning movements) can also be specified as Undetected if desired.
Undetected movements are not relevant to roundabouts and other unsignalised intersections.
An Undetected movement can be specified in the Phase Data dialog as follows (Figure 14.5a).
When the cursor is over a movement that has right of way (green or magenta colour), click the
right mouse button on the movement and a popup menu will appear. In the menu:
(i) click (check) the Undetected check box to specify the movement as Undetected in the
current phase only, or
(ii) click one of the commands Set as Undetected in All Phases / Set as Undetected in All
Phases (All Sequences) / Set as Undetected in All Phases (All Sequences in All
Sites) to specify the movement as Undetected in all phases.
The effect of an Undetected specification for an individual phase is to make the movement
Undetected in the green period which includes the phase with this specification.
If one of the commands in (ii) above is used, the movement will be marked as Undetected (check
box checked) in each phase.
When the Undetected check box is checked, a purple glow will appear around the movement
symbol (green or magenta colour) for the given movement.
You can make an Undetected movement Detected again as follows. In the right-click menu:
(i) click (uncheck) the Undetected check box to specify the movement as Detected in the
current phase only, or
(ii) click one of the commands Set as Detected in All Phases / Set as Detected in All
Phases (All Sequences) / Set as Detected in All Phases (All Sequences in All Sites) to
specify the movement as Detected in all phases.
Normal volume and saturation flow data are needed for all Undetected movements. They are
included in all output reports.
An Undetected movement is not included in the critical movement analysis or cycle time and green
time calculations. However, they may influence signal timings indirectly through interaction with
other movements:
(i) If an Undetected movement is in a short lane and excess queuing occurs from the short lane
into an adjacent lane which belongs to a normal movement, the excess flow is added to the
adjacent movement flow, and this will influence the signal timings.
(ii) Minimum green times of Undetected movements are used indirectly. They are passed on to
the other movements in the phase to ensure that the slip lane movements can get sufficient
green time (normally no more than the parallel movements).
The capacity and performance conditions for Undetected movements are estimated given the
timings determined by other movements.
For Turn On Red cases (LTOR, RTOR), the movement type is treated automatically as undetected
in the green period which is equivalent to the red period. The Undetected movement specification
is not applicable to Continuous movements.
It should be noted that SIDRA INTERSECTION may run into problems if a movement is the only
movement in a phase and the movement is specified as Undetected. Although this is unusual, the
phase, and hence, the movement may end up with zero green time or may appear to be undefined,
and this could lead to a Processing Error.
14.2 Vehicle Movement Timing Data
The Start Loss, End Gain, Minimum Green and Maximum Green parameters are specified per
movement in the Vehicle Movement Timing Data dialog (Figure 14.6). These parameters are
specified per Sequence, i.e. different values can be specified for each sequence, and they apply to
all green periods. These parameters cannot be entered for Continuous movements (not applicable).
To open the Vehicle Movement Timing Data dialog, click the corresponding command button in
the Sequence picture title bar (Figure 14.6).
Select a vehicle movement in the Movement Selector picture by clicking on the movement, using
the mouse wheel or pressing F2 / Shift F2. Use the data fields on the right-hand side of the dialog
to specify data for the selected movement.
The timing data in "From-To" format with one or two green periods per movement (as it appears in
the Movement Timing Information table in the Detailed Output report) are determined by the
program automatically for the Current Sequence. The phase transition parameter is available to
enhance this process (Section 14.1).
Definitions of movement timing parameters are given in Figure 14.7. For each green period of
each movement, a Starting Intergreen Time (Is) and a Terminating Intergreen Time (It) are
determined from the data specified in the Phase Data dialog (Section 14.1). The Starting
Intergreen Time is determined as the Phase Intergreen Time (Yellow Time plus All-Red Time) of
the phase preceding the movement green period. The Terminating Intergreen Time is the Phase
Intergreen Time of the phase terminating the movement green period.
Click to edit Vehicle

Movement Timing Data
Figure 14.6 - Vehicle Movement Timing Data dialog
Lost time,
l = Is + ts - te
Start lag, Is + ts Saturation
flow rate, s
Start loss, ts End lag (End gain), te
Green time
Yellow Effective green time,
Red g = Is + G - l
Starting Terminating
intergreen time, Is Displayed green time, G intergreen time, It
Phases for
the subject
movement
Terminating phase
Starting phase change time, Fk
change time, Fi
Phases for
conflicting
movements
Yellow All-red Yellow All-red
time, t y time, t ar time, t y time, tar
Phase time, G + It
Figure 14.7 - Definitions of movement timing parameters
Start Loss and End Gain

Start Loss is the time between the start of the displayed green period and the start of effective
green period for the movement (range: - intergreen time to + minimum displayed green time;
standard default for vehicles: 3 s, HCM default for vehicles: 2 s, default for pedestrians in all
versions: 2 s). The value of Intergreen Time + Start Loss should always be positive (minimum
value zero).
End Gain is the time between the end of the displayed green period and the end of the effective
green period for the movement (range: - minimum displayed green time to + 15; standard defaults
for vehicles and pedestrians: 3 s, HCM defaults for vehicles: 2 s and for pedestrians: 4 s).
When the cursor is in the Start Loss or End Gain data field, you can pass the current value on to
all movements using Apply to All Movements in All Sequences or Apply to All Movements in
This Sequence.
An Extra Start Loss may apply due to pedestrian interference if this method is specified in the
Movement Data dialog (Section 10.2) or the start loss may be determined by the program in the
case of opposed turns subject to a gap acceptance process (Part 4, Section 12).
When Phase Times are specified by the user (Section 14.1), the program will give an error message
if the start loss and end gain values imply a negative red time, or if the resulting minimum effective
green time, gmin, is less than 3 seconds.
Late start and early cut-off times can be given as start loss and end gain values for appropriate
movements.
Start loss and end gain parameters cannot be specified for dummy movements.
In the case of opposed (permitted) turns, the start loss value is important in relation to the
opposing movement start loss (Part 4, Section 12), but for the opposed movement, it is likely to be
over-written by a larger start loss value calculated by the program as a function of the opposing
movement characteristics. As a general rule, start loss for an opposed turn movement should be
specified as if it is not opposed, irrespective of how the program handles opposed turns.
The end gain interval for an opposed turn movement is always added to the movement effective
green time, and is considered to be the period after the end of the displayed green time during
which departures after green occur (see Section 12.1). If the end gain for an opposed movement is
specified as zero, the program will force an end gain which corresponds to the interval when the
departures after the green period take place.
Minimum Green
This is the minimum displayed green time in seconds (range: 1 to 100 s). For dummy movements,
the range is 0 to 200 s. Normally, the program determines the value of this parameter.
The default minimum green time for vehicle movements in SIDRA INTERSECTION (general for
all Models) is 6 s. Minimum Green Settings recommended in HCM 2010, Chapter 18 are included
in Table 14.3.
If you want to specify a minimum green time for the selected movement, check the Minimum
Green check box.
The program ensures that minimum displayed green time, Gmin, satisfies the condition:
Gmin ts - te + 3 ( 14.1 )
so that the minimum effective green time, gmin, is at least 3 seconds:
gmin = Gmin - ts + te 3 ( 14.2 )
where ts = start loss and te = end gain. For example, ts = 7, te = 2 will give Gmin = 7 - 2 + 3 = 8 so
that gmin = 8 - 7 + 2 = 3.
If the user specifies a minimum displayed green time that does not satisfy this condition, an error
message will be given.
When you specify Phase Times (Section 14.1), you must ensure that minimum displayed green
times are satisfied.
For overlap movements, minimum green times are calculated from other movement values to find
the largest minimum green times for all overlap movement combinations. The resulting minimum
green times are given in the Movement Timing Information table in the Detailed Output report.
Maximum Green
This is the maximum displayed green time in seconds. Normally, the program determines the
value of this parameter. If you want to specify a maximum green time for the selected movement,
check the Maximum Green check box.
The maximum displayed green time must be equal to or greater than the minimum displayed green
time (Gmax Gmin). If the user gives values which do not satisfy this condition, the program will
apply the minimum green condition.
The program default for Fixed-Time / Pretimed signal analysis is that the Maximum Green
constraint is not applicable. The use of maximum green times for Fixed-Time / Pretimed analysis
is not encouraged. It is best to use a maximum cycle time constraint for this timing analysis
method. To constrain the green time of a particular movement while keeping its level of
performance at a reasonable level, specify a large value of practical degree of saturation (e.g. 0.98
where other movements have 0.90) in the Movement Data dialog (Section 10.1).
On the other hand, the maximum cycle time will be ignored in the case of Fully-Actuated Signals,
and the maximum green time constraints will be used reflecting the way actuated signal controllers
work.
When a maximum green time is not specified for actuated signals (the Maximum Green check box
unchecked), the program will use the Maximum Green Time settings given in the Sequence Data
dialog (see Section 14.4).
The default values of the Maximum Green Time setting for actuated signals are 50 s for major
movements and 20 s for minor movements. For left-hand driving (Australia, New Zealand, South
Africa, UK, etc), through and left turn movements are treated as the major movements, and arrow-
controlled right turns are treated as the minor movements. For right-hand driving (USA, Europe,
etc), through and right turn movements are treated as the major movements, and arrow-controlled
left turns are treated as the minor movements. For further information on actuated signal timing
estimation method, refer to Part 4, Section 1.
Specify the Maximum Green time (rather than using the program-determined value) for a right-turn
movement in the case of driving on the left-hand side of the road (or a left-turn movement in the
case of driving on the right-hand side of the road) from the stem of a T-intersection or from a one-
way street (otherwise it will be treated as a "minor movement", resulting in a maximum green time
which may be too short).
In some signal controllers, a maximum green extension setting (Gemax) is used. For the purpose of
SIDRA INTERSECTION, the maximum displayed green time represents the sum of minimum
green time and the maximum green extension setting (Gmax = Gmin + Gemax).
A fixed green time effect may be achieved by specifying the same value of maximum and
minimum green times for a movement (Gmax = Gmin).
14.3 Pedestrian Movement Timing Data
To open the Pedestrian Movement Timing Data dialog, click the corresponding command button
in the Sequence picture title bar (Figure 14.8).
Select a pedestrian movement in the Movement Selector picture by clicking on the movement,
using the mouse wheel or pressing F2 / Shift F2. Use the data fields on the right-hand side of the
dialog to specify data for the selected movement.
When the Minimum Green check box is unchecked, the program determines the minimum green
times for pedestrian movements using the Crossing Distance data calculated by the program or
specified by the user in the Pedestrians dialog (Section 12).
The parameters given in the Pedestrian Movement Timing Data dialog, including the Crossing
Speed, are used for this purpose (see Figures 14.8 and 14.9 and Table 14.1).
Detailed information on the method used in SIDRA INTERSECTION for calculating pedestrian
minimum green times is given in the Output Guide, Section 15.1.
For pedestrian movements at signalised intersections or signalised mid-block crossings, pedestrian
minimum green time represents the minimum time required for both Walk and Flashing Don't
Walk displays, but excluding any overlaps with terminating intergreen displays ("Clearance 2
Time") as seen in Figure 14.9.
In the case of parallel pedestrian and vehicle movements at signalised intersections, the pedestrian
minimum green time also represents the minimum green display required for parallel vehicle
movements in order to satisfy the Walk and Flashing Don't Walk display requirements for the
pedestrian movement.
SIDRA INTERSECTION uses a method that accounts for the effect of occasional pedestrian calls
at actuated signals. This method reduces the normal pedestrian minimum green time according to
the probability of no pedestrian demand during the average signal cycle due to low pedestrian
volume. This is also discussed in the Output Guide, Section 15.1.
Click to edit Pedestrian

Movement Timing Data
Parameters used in
Pedestrian Minimum
Green Time calculation
Figure 14.8 - Pedestrian Movement Timing Data dialog
Table 14.1
Default parameter values for calculating pedestrian timing data
Parameter SIDRA Standard HCM Versions
Minimum Walk Time, tpwm 5s 7s
Crossing speed, vpc 1.2 m/s 3.5 ft/s (1.1 m/s)
Minimum Clearance Time, tpcm 5s 5s
Clearance Time Overlap ("Clearance 2" time), tpc2 2s 3s
Pedestrian Start Loss, tps 2s 2s
Pedestrian End Gain, tpe 3s 4s
Phase change point

Start of (start of vehicle End of
Phase yellow interval) Phase
Vehicle Green Terminating

Time, Gv Intergreen Time, It
Vehicle Yellow All-Red

Movement Time, ty Time, tar
Start of Start of End of

pedestrian pedestrian pedestrian
movement clearance movement
Total Clearance Clearance Time

Time, tpc Overlap
Pedestrian Minimum Walk Clearance 1 Clearance 2

Movement Time, tpwm Time, tpc1 Time, tpc2
Steady Don't Walk Walk Flashing Don't Walk Steady Don't Walk
(Red) (Green) (Red) (Red)
Pedestrian Minimum
Green Time, Gpmin
Effective
Start loss, End gain,
timings for
pedestrian tps tpe
movement
Effective red Effective green Effective red

time, rp time, gp time, rp
Figure 14.9 - Walk and clearance times for pedestrian movements for determining "minimum
pedestrian green time", and pedestrian start loss and end gain parameters
14.4 Sequence Data
The Sequence Data dialog (Figure 14.10) includes the Cycle Time Option, Green Split Option,
and Actuated Signal Data groups for signal timing data. The data specified apply only to the
"parent" sequence, i.e. the one from which the Sequence Data dialog was opened. Differing
sequence data can be specified for each sequence and will apply when the sequence is selected as
the Current Sequence.
To open the Sequence Data dialog, click the corresponding command button in the Sequence
picture title bar (Figure 14.10).
Cycle Time Option

Use the Cycle Time option to specify the desired method of cycle time calculation (see
Figure 14.10). Click the radio button representing the option you want to use. Where relevant, the
data fields will be available for data entry.
Practical Cycle Time
When the Practical Cycle Time option is selected, the program will calculate a cycle time and
green times that satisfy the practical (target) degree of saturation for critical movements.
If the Fixed-time / Pretimed analysis method is used the Practical Cycle Time method results in
equal degrees of saturation for critical movements unless affected by minimum or maximum green
time constraints. However, unequal degrees of saturation for critical movements may result if
different practical degrees of saturation are specified for individual movements in the Movement
Data dialog (Section 10.1).
Click to edit
Sequence Data Click to Apply to All
sequences
Actuated Signal Data will not be shown if

Fixed-Time/Pretimed analysis option is
chosen in Intersection dialog
Figure 14.10 - Sequence Data input dialog
If the Actuated analysis method is used, the practical degrees of saturation for timing purposes are
determined as a function of actuated signal settings, and the method is not based on the principle of
equal degrees of saturation for critical movements (see Part 4, Section 1).
The Cycle Rounding parameter determines the rounding of the cycle time calculated when the
Practical Cycle Time option is used. A cycle time approximated to the nearest 5 or 10 seconds
would be adequate for most practical purposes. For actuated signals, the cycle increment is always
1 second (set automatically, ignoring the Cycle Rounding parameter in this dialog).
The Maximum Cycle Time parameter is used as an upper limit that applies to the cycle time when
the Practical Cycle Time method is chosen and the Fixed-time / Pretimed analysis method is used.
The Maximum Cycle Time is ignored when the Actuated analysis method is used since, in this
case, the maximum cycle time value is a result of the maximum green time settings used in the
analysis.
The Upper Limit value for the Optimum Cycle Time, the User-Given Cycle Time and the sum of
User-Given Phase Times are not checked against the Maximum Cycle Time value (i.e. accepted as
given by the user).
It is recommended not to use very large maximum cycle time values. This is likely to lead to the
choice of long cycle times under heavy traffic conditions, resulting in loss of capacity and
increased delays and queue lengths.
If the program calculates a minimum cycle time which is larger than the maximum cycle time, then
the maximum cycle time is set equal to the minimum cycle time value.
Optimum Cycle Time
When the Optimum Cycle Time option is selected, the program will calculate a cycle time that
optimises a selected performance measure (minimum delay by default). The Performance
Measure used for determining the optimum cycle time is specified in the Model Settings dialog
(Section 15.1).
When the Optimum Cycle Time option is used, the program determines green times that satisfy the
practical degree of saturation for critical movements for each cycle time during the search for an
optimum cycle time value. If the Fixed-time / Pretimed analysis method is used, this results in
equal degrees of saturation for critical movements unless the results are affected by minimum or
maximum green time constraints, or by different practical degrees of saturation specified for
individual movements. If the Actuated analysis method is used, the practical degrees of saturation
for green time calculations are determined according to actuated signal settings, and the method is
not based on equal degrees of saturation for critical movements.
When the Optimum Cycle Time option is used, the estimates of delay, queue length, etc. as a
function of the cycle time are displayed in Graphs in the Project tree, and the optimum cycle time
information is given in tables in the Traffic Signals group of Detailed Output report.
For actuated signals with no coordinated movement specified (all movements with Arrival
Type 3), the Optimum Given Cycle Time option will be ignored and the Practical Cycle Time
method will be used.
The use of an option in the Demand & Sensitivity dialog (Section 16) will override the Optimum
Cycle Time specification in the data file unless the Sensitivity Analysis option is not applicable to
the Site. For example, if the Sensitivity Analysis option for Roundabout Island Diameter is
specified, this will not override an Optimum Cycle Time option for a signalised intersection.
When the Optimum Cycle Time option is selected, the parameters Lower, Upper and Increment
can be specified. These represent cycle search parameters lower limit (cL), upper limit (cU) and
cycle increment ( c), respectively. When the Lower check box is unchecked, the lower limit is the
Minimum Cycle Time calculated by the program. To specify a Lower limit, check the box, and
enter the value in the data field that becomes available. Accordingly, the program will determine a
list of cycle times as {cL, cL + c, cL + 2 c, … , cU} where the lower limit is greater than or equal
to the minimum cycle time (cL ≥ cmin).
If the lower limit specified by the user is less than the minimum cycle time calculated by the
program (cL < cmin), then cL = cmin is set automatically. In this case, or when the Lower check box is
unchecked, the first cycle time will be the minimum cycle time, cmin, the second cycle time will be
cmin rounded up according to the increment value, and the subsequent cycle times will be found by
adding the increment value to the previous value.
The upper limit is not checked against the Maximum Cycle Time parameter in the Sequence
Timing Data group.
Example: The user specifies a lower limit of cL = 44, an upper limit of cU = 120 and a cycle
increment of c = 10. The minimum cycle time is cmin = 40. Since the minimum cycle time is less
than the lower limit (cmin < cL), the increment will be applied without any rounding, and the cycle
times determined by the program will be {44, 54, 64, 74, 84, 94, 104, 114, 120}. However, if the
minimum cycle time is cmin = 56 (> cL = 44), then the cycle times will be {56, 60, 70, 80, 90, 100,
110, 120}.
User-Given Cycle Time
When the User Given Cycle Time option is specified, the program determines the green times
using the given cycle time. The program calculates a Minimum Cycle Time, and if the specified
cycle time is less than the Minimum Cycle Time, it will set to the minimum value.
When the User-Given Cycle Time option is used, the program will calculate green times that
satisfy the practical degree of saturation for critical movements. If the Fixed-time / Pretimed
analysis method is used, this results in equal degrees of saturation for critical movements unless
the results are affected by minimum or maximum green time constraints, or by different practical
degrees of saturation specified for individual movements. If the Actuated analysis method is used,
the practical degrees of saturation for timing purposes are determined according to actuated signal
settings, and the method is not based on equal degrees of saturation for critical movements.
For fully-actuated signals (i.e. not coordinated-actuated or semi-actuated), the User Given Cycle
Time will be ignored and the Practical Cycle Time method will be applied (Section 3.3). To
specify timings in this case, use the User Given Phase Times option with Phase Times specified in
the Phase Data dialog (Section 14.1).
User-Given Phase Times
When the User Given Phase Times option is specified, the Phase Times given for the selected
sequence are used. In this case, the Phase Times are added to determine the Cycle Time, i.e. it is
not necessary to specify the cycle time in this case (unlike in previous versions). The Maximum
Cycle Time constraint is not applied in this case. Minimum Green Time constraints apply to
individual Phase Times.
Green Split Option

The Green Split Priority method is used for the allocation of longer green times to the coordinated
movements (those with an Arrival Type other than 3 or percentage arrivals during green specified)
while keeping other movements at their target (practical) degree of saturation levels. To specify
this method, check the Green Split Priority for Coordinated Movements check box.
This method allows the extra green time can be allocated to major road traffic when designing
coordinated signal systems with a specified cycle time (applicable to the cases of Coordinated
Fixed-Time / Pretimed, Coordinated Actuated and Semi-Actuated Signals). The Green Split
Priority method is not applicable for fully-actuated signals (i.e. not coordinated-actuated or semi-
actuated).
Green Split Priority method is not applicable (option selection in the Sequence Data dialog is
ignored) when:
signal timing results are based on “User-Given Phase Times” specified in the Sequence
Data dialog, or
there are no “Coordinated” movements specified (all AT = 3 and no percentage arrivals
during green specified in the Movement Data dialog).
See Part 4, Section 23 (Signal Timing Results) for a detailed discussion on the Green Split Priority
method.
Actuated Signal Data

The Actuated Signal Data group is available only if Actuated analysis has been chosen in the
Intersection dialog (Section 3.4). These parameters are specific to each sequence for each Site.
The parameters in this group are Maximum Green Setting, Gap Setting (Unit Extension in
HCM 2010) and Effective Detection Zone Length for minor and major movements. The default
values of these parameters are given in Table 14.2.
For driving on the left-hand side of the road (Australia, New Zealand, South Africa, UK, etc):
major movements are the through and left-turn movements, and
minor movements are arrow-controlled right-turn movements.
For driving on the right-hand side of the road (USA, Europe, etc):
major movements are the through and right-turn movements, and
minor movements are arrow-controlled left-turn movements.
Table 14.2
Default values of actuated signal settings
Driving on the Driving on the Maximum Gap Setting (Unit Effective

Left-Hand Side Right-Hand Side Green Setting Extension) (s) Detection Zone
of the Road of the Road (s) Length (m or ft)
Major Through and Through and

50 2.5 4.5 m (15 ft)
movement Left-turn Right-turn
Minor
Right-turn Left-turn 20 2.0 4.5 m (15 ft)
movement (1)
(1) Applies to arrow-controlled (protected) turns only.
Table 14.3
Actuated signal settings recommended in HCM 2010, Chapter 18
Maximum Green Gap Setting (Unit Minimum Green Effective Detection

Setting (s) Extension) (s) Setting (s) Zone Length (m or ft)
Major street through 50 2.0 10 s 40 ft (12 m)

movement
Minor street through 30 2.0 8s 40 ft (12 m)

movement
Left-turn movement (1) 20 2.0 6s 40 ft (12 m)
(1) For Drive rule = Driving on the Right-hand side of the road. This applies to arrow-controlled (protected)
turns only.
For the purpose of actuated signal timing calculations in SIDRA INTERSECTION, the term
"minor movement" refers to fully-controlled turn movements (usually controlled by green arrows),
and does not include opposed (filter, or permitted) turn movements. The through ("major")
movement settings are used for opposed (filter, or permitted) turn movements in shared or
exclusive lanes. In the case of permitted and protected turns (green circle and green arrow), the
through movement parameters are used for the permitted (green circle) period and the minor
movement parameters are used for the protected (green arrow) period.
In accordance with the general definition, a right-turn movement in the case of driving on the left-
hand side of the road (or a left-turn movement in the case of driving on the right-hand side of the
road) from the stem of a T-intersection or from a one-way street may also be treated as a "minor
movement" by the program, resulting in a default maximum green setting which is too short.
Where this is not desirable due to the nature of this movement, the maximum green setting should
be set for this movement in the Vehicle Movement Timing Data dialog (Section 14.2).
Although the lowest value of the Maximum Green Setting allowed is 1 s, a value at least equal to
the minimum green time should be used (e.g. 5 s). The minimum values of the Gap Setting and
Effective Detection Zone Length parameters that can be specified are 0.2 s or 0.2 m (0.6 ft)
although these are not realistic values (used to ensure non-zero values).
In some signal controllers, a Maximum Green Extension Setting is used. For the purpose of SIDRA
INTERSECTION, the Maximum Green Setting represents the sum of Minimum Green Time and
the Maximum Green Extension Setting.
The Gap Setting is a space time value (headway time less detector occupancy time). The program
will convert this setting to a headway time value for each movement using the effective detection
zone length parameter. See Part 4, Section 1. The Progression and Actuated Signal Parameters
table in the Detailed Output report gives the gap settings used in the analysis both as space time
and headway time values.
The default values of actuated signal settings are used for all Models in SIDRA INTERSECTION
including the US HCM Models. The values recommended by HCM 2010, Chapter 18, which are
shown in Table 14.3 can be used as input to SIDRA INTERSECTION.
Minimum Green Settings recommended by HCM 2010 are also included in Table 14.3. See
Section 14.3 for minimum green input in SIDRA INTERSECTION.
15. MODEL SETTINGS

The Model Settings input dialog can be used to select various model options and specify some
model parameters under the Options, Roundabouts and Cost tabs (Figure 15.1).
The parameters in this dialog apply to the intersection as a whole and most of them are relevant to
all SIDRA INTERSECTION models. These are important parameters that affect the results
significantly. However, default values of these parameters are appropriate generally.
Most options and parameters in this dialog were available as external options outside the Project in
versions prior to SIDRA INTERSECTION 4. The parameters that appear in this dialog are added
to input data with default values when importing data files from those older versions.
Delay Definition and Queue Definition options available in older versions of SIDRA
INTERSECTION are no longer available. Stop-line Delay and Cycle-Average Queue results are
given in Lane Delays and Lane Queues output tables in the Detailed Output report.
Roundabout model tab will

be shown here only if the
Site type is Roundabout
This dialog includes

important parameters
that affect the results
significantly.
However, default values
of these parameters are
appropriate generally.
Figure 15.1 - Model Settings input dialog - Options tab
15.1 Options
The parameters under the Options tab consist of General Options, Gap-Acceptance and
Downstream Short Lane Model options.
Level of Service Method

SIDRA INTERSECTION output includes Level of Service (LOS) results based on the concept
described in the US Highway Capacity Manual (HCM) and various other publications. The
following Level of Service options are available for vehicle movements in the Level of Service
Method drop-down list:
Delay (HCM 2000)
Delay & v/c (HCM 2010)
Delay (RTA NSW)
Degree of Saturation (SIDRA Method)
ICU Method
The default method used when a new Site is created differs according to the model used:
Delay (HCM 2000) for Standard Left, Standard Right, New Zealand models,
Delay & v/c (HCM 2010) for US HCM Customary and Metric models, and
Delay (RTA NSW) for the RTA NSW model.
For pedestrian movements, the pedestrian delay criteria are used irrespective of the Level of
Service Method option chosen for vehicles.
Detailed information including tables presenting the level of service criteria and thresholds for all
options are given in Part 4, Section 11 (Level of Service).
It is important to note the following regarding backward compatibility of Site data created using
Version 5.1 with LOS Method selected as Delay & v/c (HCM 2010), which is default in the case of
US HCM (Metric) and US HCM (Customary) models. If SIDRA INTERSECTION Projects (file
extension sip) are opened in earlier versions, the Sites with LOS Method selected as Delay & v/c
(HCM 2010) in Version 5.1 will have the Delay (HCM) & Degree of Saturation method
applicable. This is because the Delay & v/c (HCM 2010) method did not exist in the input data
structure of previous versions and it replaced the Delay (HCM) & Degree of Saturation method in
Version 5.1. LOS results in earlier versions will differ accordingly.
Level of Service Target

The Level of Service Target is useful in Demand (Design Life / Flow Scale) Analysis
(Section 16.1). A selected LOS (Level of Service) Target, LOS X, means that the user desires to
obtain solutions that give intersection LOS values which are LOS X or better. For example, LOS
Target of LOS D means LOS D or better.
Performance Measure
You can use the Performance Measure option for specifying a performance measure to be used
for optimisation purposes. It is used for the purpose of Optimum Cycle Time and some Sensitivity
Analysis calculations, i.e. to choose a cycle time or a parameter scale that minimises or maximises
the specified performance measure.
The following Performance Measure options are offered in the drop-down list (see the Part 4 for
detailed information on individual statistics as indicated below):
Delay (average intersection delay per person considering all vehicles and pedestrians using
the intersection, where delay is the Control Delay) - see Part 4, Section 5,
Queue (longest vehicle queue in any lane at the intersection) - see Part 4, Section 18,
Stop Rate (average intersection stop rate per person considering all vehicles and
pedestrians using the intersection) - see Part 4, Section 26.1,
Performance Index (total performance index for the intersection determined considering
all vehicles and pedestrians using the intersection) - see Part 4, Section 26.2,
Degree of Saturation (highest degree of saturation for any lane / movement at the
intersection) - see Part 4, Section 4,
Capacity (effective intersection capacity) - see Part 4, Section 2,
Spare Capacity (highest spare capacity for any lane / movement) - see Part 4, Section 16,
Cost (total operating cost for all vehicle and pedestrian traffic using the intersection) - see
Part 4, Section 3,
Fuel (total fuel consumption for all vehicles using the intersection) - see Part 4, Section 8,
Carbon dioxide (CO2) emissions (total CO2 emission for all vehicles using the
intersection) - see Part 4, Section 8,
Hydrocarbon (HC) emissions (total HC emission for all vehicles using the intersection) -
see Part 4, Section 8,
Carbon monoxide (CO) emissions (total CO emission for all vehicles using the
intersection) - see Part 4, Section 8, and
Nitrogen oxides (NOx) emissions (total NOx emission for all vehicles using the
intersection) - see Part 4, Section 8.
Percentile Queue
The Percentile Queue parameter is used for the percentile queue length value to be included in
output reports. The default value is Percentile Queue = 95 %. For average queue length in output
reports, specify Percentile Queue = 50 %.
The percentile queue lengths are useful for the design of queue spaces (turn bays and parking
bans). The choice of a percentile queue should be made by the user according to the local design
practices. Use of the 95th percentile value of the back of queue is generally considered to be a good
choice for design purposes.
The Probability of Blockage result in the Lane Summary output indicates the percentile queue
value that matches the queue storage space available:
Percentile Queue (percentage value) = 100 - Probability of Blockage (percentage value).
Refer to the Queue Length topic in Part 4, Section 18 for detailed information.
Hours per Year

Hours per Year is used to convert the hourly values of performance statistics to Annual Values.
The Intersection Performance - Annual Values table is given in the Intersection Summary report.
The default value is 480 hours per year. This is appropriate for am and pm peak periods. The
values of Hours per Year given in Table 15.1 for different flow periods could be specified in the
Model Settings dialog.
Table 15.1
Hours per Year for Annual Sums for different flow periods
Flow Period Hours per Year

AM (Morning) Peak 480
PM (Morning) Peak 480
Business Hours 3160
Medium Off-Peak 2200
Light Off-Peak 2440
Total Hours per Year 8760
HCM Delay Formula and Queue Formula Options

The HCM Delay Formula and HCM Queue Formula parameters will cause delays and queue
lengths to be calculated using the HCM 2010 equations where applicable. These options are
available for all models, but they are used as default for the two US HCM Models (turned off for
all other models by default).
The HCM Queue Formula parameter is available when the Site type is Signals only.
The effect of the HCM Delay Formula and HCM Queue Formula options on the equations used for
delay and queue length estimation is summarised in Table 15.2.
If checked, the HCM Delay Formula and HCM Queue Formula parameters will cause the Back of
Queue to be calculated using the HCM 2010 equations for signalised intersections. For
unsignalised intersections, HCM gives a Cycle-Average Queue rather than a back of queue.
SIDRA INTERSECTION will always give the Back of Queue as the queue length in all output
reports for analysis consistency. Cycle-Average Queue values will be given in the queue length
tables in the Detailed Output report for information only.
SIDRA INTERSECTION uses a unique method for estimating back of queue values for
unsignalised intersections by modelling gap-acceptance cycles. For roundabouts, the back of queue
model will use various parameters based on the HCM 2010 roundabout capacity model. For two-
way sign control, changing the "Gap-Acceptance Capacity" model option in the Model Settings
dialog, Options tab will affect some parameters in the back of queue model.
Percentile queue length values in all cases will be based on standard SIDRA INTERSECTION
percentile queue factors (HCM 2010 percentile factors for Back of Queue at signalised
intersections are similar to the SIDRA INTERSECTION standard values). The Cycle-Average
Queue values will be based on the average value of cycle-average queue determined using the
average delay from the HCM delay formula if the HCM Delay Formula option is selected.
In Versions before 5.1, the standard SIDRA INTERSECTION delay equation was used for
roundabouts even if the HCM Delay Formula option was selected. The HCM 2010 roundabout
delay model is used in SIDRA INTERSECTION 5.1 when the HCM Delay Formula option is
selected.
In Version 5.1, a parameter in the delay formula for All Way Stop Control has been changed to 1.0
in line with the HCM 2010 formula. Therefore delay and LOS results are expected to change for a
given capacity estimate. This is explained in the Part 4, Section 24.2 of the User Guide.
Table 15.2
Model applicable when the HCM Delay Formula and HCM Queue Formula options are used
Delay Geometric Delay Back of Queue Cycle-Average

(1) (1) (2) Queue Model
SIDRA Standard Based on HCM
Signals HCM model HCM model
model Delay Model
SIDRA Standard SIDRA Standard Based on HCM
Roundabout HCM model
model model Delay Model
Two-way Stop SIDRA Standard SIDRA Standard Based on HCM
HCM model (3)
Control model model Delay Model
Give-way / Yield SIDRA Standard SIDRA Standard Based on HCM
HCM model (3)
All-Way Stop SIDRA Standard SIDRA Standard Based on HCM
HCM model
(1) HCM delay equations are qualified as "control delay" equations in the HCM although they do not
include geometric delay. SIDRA INTERSECTION treats the delay from HCM equations as is
without adding geometric delay. This treatment differs from Versions before 5.1.
(2) HCM does not give back of queue equations for roundabouts and sign-controlled intersections.
The HCM Queue Formula option is available when the Site type is Signals only. SIDRA
INTERSECTION uses a unique method for estimating back of queue values for unsignalised
intersections by modelling gap-acceptance cycles. For roundabouts, the back of queue model
will use various parameters based on the HCM 2010 roundabout capacity model. For two-way
sign control, changing the "Gap-Acceptance Capacity" model option in the Model Settings dialog,
Options tab will affect some parameters in the back of queue model.
(3) A variation to the fixed 5 s term of the HCM delay equation for two-way stop sign control applies
in SIDRA INTERSECTION when it is used for:
Two-Way Give-Way / Yield Sign Control (all opposed movements), and
opposed movements from major road for Two-Way Stop Sign Control.
HV Method for Gap Acceptance

The HV Method for Gap Acceptance parameter determines the method used for heavy vehicle
factor calculations (Part 4, Section 2.4).
The options in the HV Method for Gap Acceptance drop-down list are as follows:
Include HV effect if above 5 per cent: this method is used in standard versions of SIDRA
INTERSECTION, and
Include HV Effect for all percentages: this method is used in US versions of SIDRA
INTERSECTION.
Part 4, Section 2.4 includes detailed information on the calculation of the heavy vehicle factor
using both methods, and on adjustment of the gap-acceptance parameters in the SIDRA standard
method, adjustment of the entry lane capacity in the HCM 2010 roundabout model, and
determination of the opposing / circulating flow rate in pcu/h for all models.
When the Include HV Effect if above 5 per cent method is used, the HV effect on capacities will
be less, therefore capacity estimates will be larger.
Figure 15.2 shows the heavy vehicle factor (fHV) from Equations (26) and (28) as a function of the
proportion of heavy vehicles (p HV) for eHV = 2.0 pcu/veh. Equation (26) is seen to give higher
values of fHV which means less effect of heavy vehicles.
1.00
Include HV effect for all percentages
Include HV effect if above 5 per cent
0.90
Heavy vehicle factor

0.80
0.70
0.60
0.50
0.40
0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00
Proportion of heavy vehicles
Figure 15.2 - The heavy vehicle adjustment factor from two methods using eHV = 2.0
Gap Acceptance Capacity

The Gap Acceptance Capacity parameter determines the method used for estimating capacity for
gap-acceptance processes (Part 4, Section 24). The standard SIDRA INTERSECTION gap-
acceptance capacity model uses the bunched exponential model of headway distributions with
proportion free (unbunched) vehicles determined from Equation (2.6.1) given in Section 2.6,
Part 4. This capacity model is referred to as the Akçelik M3D model. Options for several gap-
acceptance capacity models that use random arrival headway distributions (M1 models) are also
provided.
For a detailed review of gap-acceptance capacity models, refer to Akçelik (2007).
The options in the Gap Acceptance Capacity drop-down list are as follows:
SIDRA Standard (Akçelik M3D),
Akçelik M1,
Siegloch M1, and
Traditional M1.
These model options are provided to enable the user to compare the SIDRA INTERSECTION gap-
acceptance capacity model with the models given in various guides. The selected model will apply
to all gap-acceptance capacity modelling (signals, roundabouts, two-way stop and give-way / yield)
in main modules of SIDRA INTERSECTION. However, the Gap-Acceptance Capacity parameter
has no effect on the capacity results from the HCM 2010 model (it is blocked in this case) or the
"Other Roundabout Models" that can be selected in the Roundabouts tab (Section 15.2).
Akçelik M1 model is derived from standard SIDRA INTERSECTION gap-acceptance capacity
expressions but without bunching. For this purpose, the intra-bunch headway is set to zero,
resulting in zero proportion bunched.
Siegloch M1 model is the same as the roundabout capacity model using the HCM 2010 model
(Part 4, Section 19.6).
Traditional M1 model is the same as the HCM 2010 equation for two-way stop sign control. It is
also given for unsignalised intersection capacity estimation in various AUSTROADS guides, e.g.
see the AUSTROADS Guide to Traffic Management, Part 2 - AGTM02-08 (2008).
The capacity equation used for estimating the effect of pedestrians on roundabout exit lane capacity
(Part 4, Section 15.2) is according to the Gap-Acceptance Capacity Model option selected.
However, when the SIDRA Standard (Akçelik M3D) model is selected, Akçelik (M1) model will
be used instead since pedestrian arrival headways will be assumed to be random (not bunched).
Theoretically, the Extra Bunching parameter does not affect gap-acceptance capacity in the case of
M1 models (random arrival distributions). This also applies to the HCM 2010 roundabout capacity
model. However, when an M1 model or the HCM 2010 roundabout capacity model has been
selected in the Model Settings dialog and an extra bunching value has been specified for the effect
of upstream signals (Section 4.2), SIDRA INTERSECTION will apply an "Extra Bunching
Adjustment Factor" to capacity. The Extra Bunching Adjustment Factor is determined from
capacities obtained with and without extra bunching using the bunched exponential model (M3D).
Downstream Short Lane Model

SIDRA INTERSECTION uses a Downstream Short Lane Model to estimate lane utilisation ratio of
upstream lanes affected by exit (downstream) short lanes. The model is described in Part 4,
Section 10.1 of the User Guide.
The default values of the model parameters are shown in Table 15.3. The default value of
parameter Distance for Full Lane Utilisation was chosen as a value larger than the distance to
accelerate to 70 km/h (44 mi/h). Although these defaults give sensible results, it is emphasised that
these values are not well calibrated against real-life data. Further work on the subject is
recommended. The model can be calibrated by modifying the parameters of the model.
Distance for Full Lane Utilisation should be larger than the Minimum Downstream Distance.
Table 15.3
Default values of the Downstream Short Lane Model
Metric Customary Range

Minimum Downstream Utilisation Ratio 20.0% 20.0% 0-100.0%
Minimum Downstream Distance 30.0 m 100.0 ft ≥0
Distance for Full Lane Utilisation 200.0 m 660.0 ft ≥0
Calibration Parameter 1.2 1.2 0.5-5.0
Distance for Full Lane Utilisation > Minimum Downstream Distance
15.2 Roundabouts
The parameters under the Roundabouts tab consist of Roundabout Model Options, US HCM
2010 Roundabout Model settings and Other Roundabout Models options (Figure 15.3).
Capacity Model
The options in the Capacity Model drop-down list in the Model Settings dialog, Roundabout
Models data group are the SIDRA Standard and US HCM 2010 models for roundabout capacity
estimation. These options affect normal Roundabout as well as Roundabout Metering Site types.
When the US HCM 2010 model option is selected, the HCM 2010 dialog will appear in the
Project tree (Section 5.1). Unlike models listed in the Other Roundabout Models group in the
dialog, the HCM 2010 model will affect all results given in SIDRA INTERSECTION output.
The roundabout capacity model described in HCM 2010, based on research on US roundabouts
described in NCHRP Report 572 (TRB 2007; Rodegerdts 2005, 2007; Akçelik 2009) has been fully
integrated into SIDRA INTERSECTION Version 5.1 (see Section 5.1). Detailed information on
the use of this model in SIDRA INTERSECTION is given in Part 4, Section 19 (description of the
US HCM 2010 model is given in Part 4, Section 19.6).
The HCM 2010 model replaces the NCHRP 572 model option used in previous versions of SIDRA
INTERSECTION.
When you use the US HCM (Customary) and US HCM (Metric) versions of the software, the
default method for roundabout capacity is set as the US HCM 2010 method. In SIDRA
INTERSECTION Version 5.0 and earlier versions, the SIDRA Standard option was used as the
default method for roundabout capacity using the Environment Factor value of 1.2 for the US
HCM (Customary) and US HCM (Metric) versions. With the US HCM 2010 option selected as
default in Version 5.1, roundabout capacity results (and therefore the performance and level of
service results) are likely to differ significantly.
Figure 15.3 - Model Settings input dialog - Roundabouts tab
The users may wish to change the Capacity Model setting between the US HCM 2010 and
SIDRA Standard options according to the preferred model or in order to make comparisons of
results from the two models. It is important to understand the process involved in changing the
roundabout capacity model between US HCM 2010 and SIDRA Standard. When this setting is
changed, a confirmation dialog will appear as seen in Figure 15.4 indicating additional changes to
be introduced.
The settings listed in the confirmation dialog ensure that all key parameters are set to obtain results
consistent with the model chosen. While these changes are optional, it is recommended that the
changes are accepted by clicking Yes in this dialog. The choices in the confirmation dialog are:
Yes: Accept the Capacity Model selection and change the related parameters.
No: Accept the Capacity Model selection but do not change other parameters.
Cancel: Ignore the change to the Capacity Model selection and do not make any changes.
The parameters involved in changing between the US HCM 2010 and SIDRA Standard
roundabout capacity models are in different input dialogs as shown in Table 15.4. You can change
individual parameters listed in the table as you wish.
When Apply to all Sites is clicked for the Capacity Model parameter, this will be treated in the
same way as the change within the Site, i.e. a message will be displayed and all related parameters
will be changed (or not changed) in all roundabout & roundabout metering Sites in the Project
according to the user response.
Also note the following about the US HCM 2010 model for roundabout capacity:
The Level of Service Method and HCM Delay Formula parameters are applicable
generally, and therefore will continue to apply when the roundabout Site is converted to
other Site types.
The US HCM 2010 roundabout capacity model does not include modelling of unbalanced
flows. For this purpose, you may want check the "Include Origin-Destination Pattern
Effects" option in the "US HCM 2010 Roundabout Model" section.
In the Geometry dialog, Roundabout data section, only the (Number of) Circulating Lanes
parameter is applicable when the US HCM 2010 model is used (other roundabout
geometry parameters will affect capacity estimates only when the SIDRA Standard model
is selected).
Table 15.4
Parameters involved in changing between the US HCM 2010 and SIDRA Standard roundabout
capacity models
User selects Capacity Model >> SIDRA Standard US HCM 2010

Parameter In Dialog - Tab / Section Change Setting To Change Setting To
Level of Service Model Settings - Delay (HCM 2000) Delay & v/c (HCM 2010)
Method Options
Roundabout LOS Model Settings - Same as Signalised Same as Sign Control
Method Roundabouts Intersections
Entry/Circulating Geometry- Medium None
Flow Adjustment Roundabout Data
HCM Delay Model Settings - Unchecked Checked
Formula Options (HCM Delay = No) (HCM Delay = Yes)
Gap-Acceptance Model Settings - SIDRA Standard Traditional M1
Capacity Options (Akçelik M3D)
To change between the

US HCM 2010 model and
SIDRA Standard model,
use the "Capacity Model"
parameter in the
Model Settings dialog.
When you change between the US HCM 2010 and

SIDRA Standard capacity models, a confirmation
dialog box will appear as seen below according to
additional changes to be introduced. The settings listed
in the dialog ensure that all key parameters are set to
obtain results consistent with the model chosen. While
these changes are optional, it is recommended that the
changes are accepted by clicking Yes in this dialog.
The parameters listed in

these confirmation
dialogs are in different
input dialogs. You can
change them individually
as you wish.
Figure 15.4 - Changing between the US HCM 2010 and SIDRA Standard models for
roundabout capacity
When you open a Project that was created in SIDRA INTERSECTION Version 5.0 or 4.0, and it
contains sites where the "US NCHRP 572" Roundabout Capacity Model had been set, the
Roundabout Capacity Model will be set to US HCM 2010. However, it is likely that related
parameters for LOS Method, Entry/Circulating Flow Adjustment and Gap-Acceptance Capacity
will not be set correctly. These parameters are listed in Table 15.4.
In order to get results that are consistent with the US HCM 2010 Model, you must set these
parameters to the values shown in Table 15.4. You can do this quickly by using the following
process:
In the Model Settings dialog – Roundabouts tab, change the Capacity Model to SIDRA
Standard.
Click Yes in the Confirmation Dialog that appears.
Change the Capacity Model back to US HCM 2010 (it is not necessary to close the dialog
before doing this).
Click Yes in the Confirmation Dialog that appears.
The related parameters will then be set correctly for the US HCM 2010 model.
Roundabout LOS Method

In addition to the Level of Service Method options provided in the General Options data group,
the Roundabout LOS Method drop-down list in the Roundabout Model data group provides the
following options:
Same as Signalised Intersections
SIDRA Roundabout LOS
Same as Sign Control
Same as Sign Control is the default option for US HCM Customary and Metric models and
Same as Signalised Intersections is the default option for all other models.
Detailed information including tables presenting the level of service criteria for all options are
given in Part 4, Section 11.
US HCM 2010 Roundabout Model

Check the Include Origin-Destination Pattern Effects check box if you want to include the
SIDRA INTERSECTION method to apply an Origin-Destination factor for unbalanced flow
conditions (Part 4, Section 19.3) when using the US HCM 2010 Roundabout Model (Section 5).
Factor for Parameter A and Factor for Parameter B are the general calibration factors (fA and
fB) in the HCM 2010 roundabout capacity equation (Part 4, Section 19.6). You may use these as
general adjustment factors to apply to all approaches of a roundabout.
The calibration factors fA and fB correspond to the Environment Factor in the SIDRA Standard
model. In the case of factors fA and fB, values greater than 1.0 will increase capacity and values
less than 1.0 will decrease capacity. Using fA = fB will mean that the ratios of Follow-up Headway
to Critical Gap (tf / tc) are kept unchanged.
The values of fA and fB can be determined from:
fA = fB = Q' / Q (15.1)
where Q' / Q = ratio of the Measured Capacity to the Estimated Capacity.
For example, fA = fB = 1.10 for 10 per cent increase in capacity of single lane roundabouts
(A = 1130 and B = 0.001 corresponding to tf = 3.186 s and tc = 5.193 s, hence tf / tc = 0.614), the
following results are obtained:
A' = fA A = 1243, B' = B / fB = 0.000909
corresponding to
tf = 3600 / A' = 2.896 s
tc = 3600 B' + 0.5 tf = 3.272 + 1.448 = 4.720 s, and
tf / tc = 2.896 / 4.720 = 0.614.
Other Roundabout Models

Check the option boxes provided if you want to include the capacity estimates from the following
roundabout models (Part 4, Section 19.7) in the SIDRA INTERSECTION Detailed Output report:
FHWA 2000,
HCM 2000, and
NAASRA 1986
These are older (superseded) models. The results for these roundabout capacity models will be
included in special tables in the Detailed Output report if the relevant output table options are
checked in the Tables check box list accessible in the Options group in the ribbon.
FHWA 2000 Roundabout Model Data

The FHWA 2000 model can be used in SIDRA INTERSECTION by selecting the option in the
Model Settings dialog, Roundabouts tab, Other Roundabout Models group of data. When this
option is selected, the FHWA 2000 input dialog will appear in the Project tree (Figure 15.5) and be
accessible for data entry (Figure 15.6).
Select FHWA 2000 capacity

model for additional capacity
estimates in the FHWA 2000
table in Detailed output
Figure 15.5 - FHWA 2000 option in Model Settings dialog, Roundabouts tab
FHWA 2000 input dialog becomes

accessible when the FHWA 2000
option is selected in the Model
Settings dialog.
Figure 15.6 - FHWA 2000 input dialog
When the FHWA 2000 model option is selected, all output will be based on the SIDRA Standard
model or the HCM 2010 model (depending on the Capacity Model option selected for roundabout
analysis). The only relevant output is the FHWA 2000 Roundabout Model table in the Detailed
Output report which compares the capacities and degrees of saturation estimated by the FHWA
2000 model and the SIDRA INTERSECTION (SIDRA Standard or HCM 2010) results.
The FHWA 2000 model given in the old US roundabout guide (FHWA 2000) has been superseded
by the HCM 2010 model which is included in the latest US Roundabout Guide NCHRP Report 672
(TRB 2010b). The FHWA 2000 model is included in SIDRA INTERSECTION for the purpose of
comparison with the SIDRA Standard and HCM 2010 capacity models.
The FHWA 2000 model is based on the UK (TRL) and German linear regression models. For
multi-lane approaches, the model estimates the total approach capacity only (for all lanes
aggregated together). Detailed information on the FHWA 2000 roundabout capacity model is
given in Part 4, Section 19.7.
The FHWA 2000 roundabout model uses two geometry parameters not used in the SIDRA
INTERSECTION standard model, namely the Approach Half Width and Flare Length
(Effective). The FHWA 2000 dialog also includes the Capacity at Zero Circulating Flow
parameter and the Grade-Separated option for model calibration purposes.
Definitions of the roundabout geometry parameters used in the FHWA 2000 model are shown in
Figure 15.7. Some of these parameters are used in the standard SIDRA INTERSECTION model.
Refer to Section 4.6 for more information on the roundabout geometry parameters.
The Approach Half Width value should not exceed the sum of entry lane widths for the approach.
Results for approaches with exclusive or shared slip lanes are not reported for the FHWA 2000
model due to the approach-based method used by this model. However, error checks apply to all
legs of the roundabout in relation to the Approach Half Width and Entry Width parameters.
In determining the Entry Width parameter, the program considers only “normal lanes” and “shared
slip lanes”, i.e. "exclusive slip lanes" and "continuous lanes" are not included when calculating the
total entry width. Therefore, in specifying the Approach Half Width parameter, exclusive lanes and
continuous lanes should not be considered.
If the Sensitivity Analysis facility is used to test the effect of Lane Width on capacity (Demand &
Sensitivity dialog), lane width scaling will apply to both Approach Half Width and Entry Width.
Similarly, if the sensitivity analysis facility is used to test the effect of Roundabout Island Diameter
on capacity (Demand & Sensitivity dialog), roundabout island diameter scaling will apply to the
calculation of Inscribed Diameter used in the FHWA model.
Click the Grade-Separated check box if applicable. A modified version of the model is used for
grade separated roundabouts (based on Semmens 1982). This model has been found to give closer
capacity results to capacity estimates from the standard SIDRA INTERSECTION model
(Akçelik 2003b).
If the Use Urban Compact Roundabout option box is checked in the Model Settings dialog
(Figure 5.1.1), different model parameters will be applicable as appropriate to small single-lane
roundabouts (see Part 4, Section 19.7). Urban Compact Roundabout specification must be used for
roundabouts with single-lane approaches and single-lane circulating roads only.
For Urban Compact Roundabouts, the Grade-Separated option and all geometric parameters
specified in the FHWA 2000 dialog will be ignored since this model uses constant parameters. If
specified, the Capacity at Zero Circulating Flow parameter applies to Urban Compact
Roundabouts.
e e
re re
we we
Lf Lf
0.5 (we - wa) 0.5 (we - wa)

we : Entry width
wa : Approach half width
re : Entry radius
e : Entry angle
Lf : Entry flare length
wa wa
Figure 15.7 - Definitions of roundabout geometry parameters

used in the FHWA 2000 model
FHWA 2000 Roundabout Model Calibration

To calibrate the FHWA 2000 model, you may want to specify the Capacity at Zero Circulating
Flow parameter in the FHWA 2000 dialog (Akçelik 2005a). For this purpose, click the check box
to make the data field available. When unchecked, the data field is blocked and the value of
Capacity at Zero Circulating Flow is determined by the program.
As seen in Figure 15.8, Capacity at Zero Circulating Flow represents the maximum capacity
obtained under very low circulating flow conditions. This parameter is used to modify the intercept
value of the linear capacity - circulating flow equation, which is of the form Q = A - B qc where A
is the intercept (Capacity at Zero Circulating Flow) and B is the slope of the line (the rate of
decrease in capacity with increasing circulating flow rate).
The capacity estimate for a given circulating flow rate (qc1) is Q1 = A - B qc1. To match the
observed capacity value of Q'1, the intercept to be specified ( ') can be calculated from
' = Q'1 + B qc1. Based on the assumption that the slope (B) does not change, the capacity equation
is then Q = A' - B qc where A' is the user specified value of Capacity at Zero Circulating Flow.
Note that specifying the Capacity at Zero Circulating Flow parameter (used as a constant value
in the model) may result in an anomaly in results: the model will estimate capacity decreases with
improved geometry (increased entry radius, decreased entry angle, etc). This is due to the nature of
the underlying UK (TRL) roundabout capacity model as discussed in Akçelik (2011b). This can be
understood more clearly by inspecting the effect of geometry parameters used by the model on
parameters A and B as described in Figure 15.9 (see Part 4, Section 19.7 for detailed description of
the model).
CAPACITY, Q = A - B qc
Capacity A
at Zero
Circulating
A'
Flow
Required capacity Q1: Initial capacity estimate

adjustment
Q1': Observed capacity
measured Circulating
circulating flow rate
flow rate, qc1
Figure 15.8 - Adjustment of the intercept of the capacity equation used in the FHWA 2000
roundabout model to match observed capacity (the model differs slightly in the case of
single-lane circulating road)
Capacity
Capacity at zero
opposing flow
(y intercept) fixed
A =3600 / tf
Poorer geometry gives

increased capacity due
y intercept (A) to fixed y intercept (A)
not fixed and lower slope (B)
Poorer geometry gives reduced

capacity since model is free to
determine a lower y-intercept value
(compensates for lower slope B)
Opposing flow rate
Figure 15.9 - Problematic nature of the FHWA 2000 and UK TRL models when the y intercept
is fixed for calibration purposes
15.3 Cost
The parameters under the Cost tab allow the user to calibrate the operating cost model for local
conditions (Figure 15.5). Default values of cost model parameters for the standard SIDRA
INTERSECTION ("Australia"), New Zealand and US versions are shown in Table 15.5. These
parameters vary from country to country significantly, and need calibration using local data. The
related subject of Fuel consumption and Emissions is discussed in detail in Part 4, Section 8.
Given the wide variation of cost factors between different countries around the world, and even
between different regions of one country, correct use of this utility is important for cost estimation.
The Cost Parameters are specific to each Site.
Detailed information on the operating cost model in SIDRA INTERSECTION is given in
Part 4, Section 3.
The operating cost estimates allow for the resource cost of fuel, additional running costs (including
tyre, oil, repair and maintenance as a factor of the cost of fuel) and the value of time. For this
purpose, an operating cost factor and a time cost are calculated (see Part 4, Sections 3 and 8).
Vehicle Operating Cost Vehicle Operating Cost

defaults for Australia defaults for USA
Heavy Vehicle Maximum Power

parameter: Metric input in US
Customary case as well
Figure 15.5 - Model Settings input dialog - Cost tab
Table 15.5
Default values of cost model parameters for the standard SIDRA INTERSECTION
("Australia"), New Zealand and US versions (updated January 2011)
Parameter Australia New Zealand USA

Cost Unit $ (AUD) $ (NZD) $ (USD)
Parameters for Vehicle Operating Cost
Pump price of fuel in "Cost Unit" per litre 1.30 ($/L) 2.00 ($/L) $ 0.80 ($/L)
(or per gallon) (3.00 $/gal)
Fuel resource cost factor 0.50 0.60 0.70
Running cost/fuel cost ratio 3.0 2.5 3.0
Parameters for Time Cost
Average income (full time adult average hourly 35.00 ($/h) 26.00 ($/h) 23.00 ($/h)
total earnings) in "Cost Unit" per hour
Time value factor as a proportion of average 0.60 0.60 0.40
hourly income
Average occupancy in persons per vehicle 1.5 1.5 1.2
Vehicle Parameters
Light Vehicle Mass 1400 1400 1400
(average value in kg or lb) (3100 lb)
Heavy Vehicle Mass 11000 11000 11000
(average value in kg or lb) (24,000 lb)
Heavy Vehicle Maximum Power (kW) 130 130 130
Calibration parameters include:

Vehicle Operating Cost group
o Cost Unit
o Pump Price of Fuel
o Fuel Resource Cost Factor
o Ratio of Running Cost to Fuel Cost
Vehicle Mass group
o Light Vehicle Mass
o Heavy Vehicle Mass
o Heavy Vehicle Maximum Power
Time Cost group
o Average Income
o Time Value Factor
The Cost Unit represents the user's own currency. The Pump Price of Fuel is expressed in "Cost
Unit" per litre (per gallon if US Customary Units are used), e.g. $/L or $/gal.
The Fuel Resource Cost Factor is the ratio of the resource price of fuel to the pump price.
Resource price is the wholesale price plus retail margin less taxes.
The Ratio of Running Cost to Fuel Cost is used to convert the cost of fuel to total running cost
including tyre, oil, repair and maintenance.
The Vehicle Mass values for light and heavy vehicles affect the fuel consumption (therefore the
operating cost) and emission estimates produced by SIDRA INTERSECTION.
The Average Income and Time Value Factor in this dialog as well as the Vehicle Occupancy
parameters given in the Volumes dialog (Section 8) are used to calculate the time cost per vehicle
in "Cost Unit" per hour, e.g. $/h.
Average Income is based on full time adult average hourly total earnings in "Cost Unit" per hour,
e.g. $/h.
The Time Value Factor converts the Average Income to a value of time per person, and Vehicle
Occupancy (average number of persons per vehicle) converts the value of time per person to a
value of time per vehicle.
Heavy Vehicle Maximum Power (kW) is used in acceleration and deceleration models for heavy
vehicles. Metric input is used in US Customary model as well. In this case, the value in
horsepower is shown below the data field (1 kilowatt = 1.34102209 hp). The default value of this
parameter is 130.0 kW (range: ≥ 50.0 kW).
Refer to Part 4, Sections 2 and 20, and various other sections in Part 4 for detailed information on
the effect of heavy vehicles on intersection capacity, negotiation (geometric delay) parameters,
acceleration and deceleration models, and fuel consumption, emission and operating cost models in
SIDRA INTERSECTION.
16. DEMAND AND SENSITIVITY ANALYSIS

The Demand & Sensitivity dialog includes the Design Life, Flow Scale and Sensitivity options
(Figure 16.1). These options are specific to each Site.
Click the radio buttons, and use drop-down lists to select the options you want to use. After
selecting the options and changing parameter values where relevant, click OK to close the dialog
and click the Process button in the ribbon.
Specification of an option in this dialog will override the Optimum Cycle Time option chosen in the
Sequence Data dialog (Section 14.4) unless the parameter chosen for Sensitivity Analysis is not
applicable to the Site. For example, if the Roundabout Island Diameter is selected, the Optimum
Cycle Time option will still be valid for a signalised intersection.
Design Life and Flow Scale analyses use the Growth Rate per
movement specified in the Volumes dialog, allowing many
demand volume growth scenarios to be tested with ease
Use to apply the

settings to all Sites
Select analysis option in the Project
Select Design Life

analysis option
Select Sensitivity
analysis option
Figure 16.1 - Demand & Sensitivity input dialog
16.1 Demand (Design Life / Flow Scale) Analysis
The Demand & Sensitivity input dialog can be used to carry out a Design Life or Flow Scale
analysis to determine the amount of increase possible in demand flow rates subject to a target level
of performance.
The Design Life analysis helps to investigate the effect of traffic growth with the Uniform and
Compound growth options for a given Number of Years using Growth Rates given in the
Volumes and Pedestrians dialogs for individual movements (Sections 8 and 12). The Flow Scale
analysis helps to investigate the effect of changes in demand volume levels using varying flow
scales.
The preferred target is selected using the Design Life Analysis Objective and Flow Scale
Analysis Objective parameters in the Demand & Sensitivity input dialog. The options available
are:
Practical Capacity (v/c ratio = xp), which corresponds to the Zero Practical Spare Capacity
(PSC) method in previous versions,
Capacity (v/c ratio = 1),
Worst Lane Level of Service Target,
Worst Movement Level of Service Target, and
Final Year (Design Life analysis) or Upper Limit (Flow Scale analysis)
In Design Life analysis, ability to give different Growth Rate values for individual movements
allows different growth scenarios to be investigated. Where a zero Growth Rate value is specified,
this will mean "No Growth" for the movement demand flow rate.
The constant Flow Scale parameter in the Volumes dialog multiply the variable flow scale used in
Design Life or Flow Scale analysis.
The LOS Target option is selected in the Model Settings dialog (Section 15).
A selected LOS (Level of Service) Target, LOS X, means that the user desires to obtain solutions
that give intersection LOS values which are LOS X or better.
After running for all flow scales, SIDRA INTERSECTION selects a year or flow scale which is
closest to producing the condition represented by the selected analysis objective, and carries out a
final run. The results given in output reports correspond to this flow scale. There is no
interpolation of flow scales for the final results. The results are selected for the last year or flow
scale where the desired xp (or LOS or capacity) was not exceeded.
Demand Analysis results are given in the Demand Analysis (Design Life / Flow Scale) Results and
Intersection Summary for Demand Analysis (Design Life / Flow Scale) tables in the Flow Rates and
Demand Analysis group of Detailed Output. Graphs are also given with "Year" in the x axis in the
case of Design Life analysis, and with "Flow Scale (% Scale)" in the case of Flow Scale analysis.
Refer to Part 4, Section 6 for further information on Demand & Sensitivity analysis results.
If the Worst Lane or Worst Movement LOS Target option is selected as the Design Life or Flow
Scale Analysis Objective, the selected LOS Target, LOS X, is used to determine the "latest" year
or highest flow scale that was at the specified LOS Target. Effectively, the solution is "LOS X or
better" unless the specified LOS Target was not reached in the final year. When LOS F is chosen,
the solution is always the final year.
If a User-Given Cycle Time is used in the Sequence Data dialog (Section 14.4), it is used as a fixed
cycle time for all years / flow scales. Otherwise, the cycle time and green times are calculated for
each year / flow scale.
If the User-Given Phase times option is used, the cycle time calculated as the sum of given phase
times is used as a fixed cycle time for all years / flow scales.
If specified, the Optimum Cycle Time option is ignored and the Practical Cycle Time method is
used to determine the cycle time and green times for each flow scale.
The results of a Design Life or Flow Scale analysis can be found in tables in the Flow Rates and
Demand Analysis group of Detailed Output report, or can be viewed using the Graphs in the Project
tree.
16.2 Sensitivity Analysis
The Sensitivity Analysis facility can be used to obtain estimates of capacity and performance
statistics as a function of parameters representing:
(i) driver behaviour and traffic characteristics (Lane Utilisation, Critical Gap & Follow-up
Headway, Basic Saturation Flow, Cruise Speed),
(ii) intersection geometry (Lane Width, Roundabout Island Diameter), and
(iii) actuated signal timings (Maximum Green).
This facility is provided for the purposes of optimisation (maximum green setting for actuated
signals and cruise speed) or calibration (all other parameters). Refer to Part 4, Section 21 for
further information on sensitivity analysis results.
The required changes in each parameter (scale factors) are specified as a range of percentage
values, with a lower limit (FL), an upper limit (FU) and an increment ( F). Using these parameters,
the program will determine a list of scale factors as {FL, FL+ F, FL+2 F, … , FU}. For example, if
the user specifies F L = 90, FU = 110 and F = 4, the scale factors determined by the program will
be {90, 94, 98, 102, 106, 110}.
The relevant sensitivity parameter values are multiplied by this factor, e.g. using a scale factor of
110 per cent for lane width, a lane width of 3.50 m becomes 1.10 x 3.50 = 3.85 m (or a lane width
of 12 ft becomes 13.2 ft).
The values of the scale factors should be positive values. The upper limit value should be equal to
or higher than the lower limit value. The Upper and Lower limits of the Scale Factor can be set
equal in order to test the effect of a fixed scale factor.
The results of sensitivity analysis can be found in tables in the Sensitivity Analysis group of
Detailed Output report, or can be viewed by selecting Graphs in the Project tree. When a fixed
scale factor is used (equal Upper and Lower limits), the Sensitivity Analysis group of output tables
and Graphs will be suppressed.
Any runs with unsettled results are included in the Intersection Summary for Sensitivity Analysis
table in the Detailed Output report with an indication that the results are not settled. Data points
corresponding to unsettled results will not be displayed in Graphs (Part 2, Section 2.5).
A message in the Model Settings table in the Detailed Output report gives information about the
sensitivity analysis parameters, including the criterion (performance measure or calibration
objective) used. For example:
Parameter sensitivity run for "Calibration": Fol.up Hdway and Crit Gap = 120.0 %
This value was chosen to achieve intersection degree of saturation close
to 1.0. Short lanes with degree of saturation = 1.0 are ignored in this process.
See the Sensitivity Analysis group of tables for further information.
If Lower Limit = Upper Limit is used in order to obtain results for a given scale value, a different
message is given:
Parameter sensitivity run for "Calibration": Fol.up Hdway and Crit Gap = 110.0 %
Only one run was made as Lower Limit = Upper Limit was specified in the
Demand & Sensitivity dialog. Graphs will not be produced in this
case and the Sensitivity Analysis group of tables will not be produced.
For the final results after repeated runs with the range of scale factors specified, SIDRA
INTERSECTION will choose the parameter scale value which:
in the case of Maximum Green and Cruise Speed parameters, optimises the “Performance
Measure” specified in the Model Settings dialog (see Section 15.1), or
in the case of all other parameters, returns an intersection degree of saturation, X, equal to
or less (but closest to) 1.0 (departure flow rate measured at the stop line equals capacity
when X = 1.0) as a calibration tool.
The use of Sensitivity Analysis for the purpose of optimisation is useful for determining the best
value of Maximum Green setting for actuated signals (see Section 13.4). Sensitivity analysis for
the Cruise Speed parameter may be of interest in relation to optimum operating cost, fuel
consumption and emission values.
As a model calibration facility, sensitivity analysis can be used to identify any traffic lanes
operating at capacity conditions by varying the following parameters:
driver behaviour and traffic characteristics:
o basic saturation flow,
o follow-up headway and critical gap,
o lane utilisation ratio, and
intersection geometry:
o lane width,
o roundabout island diameter.
For these parameters, the Sensitivity Analysis facility provides an easy way of calibration on the
basis that the volume counts at the stop or give-way / yield line cannot exceed capacity. SIDRA
INTERSECTION will find a solution with the intersection degree of saturation (volume / capacity
ratio), X, equal to or less than 1.0. A value of X below 1.0 will be found when X = 1.0 (exact
solution) does not exist for any scale factor. In other words, the solution with highest X below 1.0
(X < 1.0) is chosen as a solution to represent X 1.0. This applies to one or more traffic lanes at
the intersection.
If all scale factors in the specified range result in X > 1, then the solution with lowest X value
(but X > 1) is chosen. In this case, the scale factor range and the increment should be changed to
see if X = 1 solution can be achieved. Any short lanes are excluded from this process. The final
solution may have short lanes with X = 1.0, but this is not the criterion used for finding the final
solution.
See Section 2.2 for a discussion on model calibration.
There are many conditions and restrictions placed on the resultant scaled sensitivity parameters.
The parameters and conditions are described below.
Critical Gap & Follow-up Headway

These are the key model calibration parameters for any traffic facility where some drivers can
proceed according to priority rules (therefore gap-acceptance process applies). Small changes in
these parameters affect the capacity and performance estimates significantly.
The gap-acceptance process applies to traffic movements at all intersection (Site) types except all-
way stop controlled intersections (see Section 11). These include entry streams at roundabouts,
minor movements at sign-controlled intersections, slip lane movements at all intersections, and
filter (permitted) turns and turn on red movements at signals. All-way stop controlled intersections
do not use a gap-acceptance capacity model and follow-up headway and critical gap scaling does
not apply.
The specified scale factors are applied to user-specified follow-up headway and critical gap values.
If the user has selected program calculation of gap-acceptance parameters (critical gap and follow-
up headway) at a roundabout, the sensitivity analysis is applied to the program-determined values
of these parameters.
Scaled values of follow-up headway and critical gap are subject to minimum and maximum
constraints.
Scaling does not apply to follow-up headway values used by SIDRA INTERSECTION for
additional roundabout capacity models which use gap-acceptance method, namely the HCM 2000
and NAASRA 1986 models.
Basic Saturation Flow

Basic Saturation Flow is the key model calibration parameter for traffic signals affecting the
capacity and performance estimates significantly. It is also relevant to uninterrupted movements at
unsignalised traffic facilities (including midblock conditions).
Refer to Section 2.2 and Part 4, Sections 2 and 20 for detailed discussions on the saturation flow
topic.
Maximum Green
The use of Sensitivity Analysis for the purpose of optimisation is useful for determining the best
value of maximum green setting for signalised intersections with actuated control. This applies to
both isolated and coordinated actuated signal control cases.
The specified scale factors are applied to the maximum displayed green times specified for actuated
signals in the Sequence Data dialog (Section 14.4) and to any maximum displayed green times
specified for individual movements in the Vehicle Movement Timing Data and Pedestrian
Movement Timing Data dialogs (Sections 14.2 and 14.3).
Any scaled maximum green time that is less than the specified or calculated minimum value for a
movement is reset to the minimum green time. Scaling does not apply to maximum green values
calculated as a result of a short lane green constraint specification.
Roundabout Island Diameter

The specified scale factors are applied to the roundabout central island diameter given as input.
This results in scaling the roundabout inscribed diameter parameter using a fixed circulating road
width value given as input. Any resultant inscribed diameter which is outside the permissible range
is reset to the appropriate limit. See Part 4, Section 19 for detailed information on roundabouts.
Scaling of the central island diameter results in changes in the geometric delay parameters and
therefore affects the geometric delay, control delay, average speed, operating cost, emissions and
fuel consumption. Changes in capacity (and therefore performance) values will also result due to
the changes in the roundabout inscribed diameter.
During sensitivity analysis using the roundabout island diameter parameter, program calculated
negotiation radius values are also scaled. However, any user-specified negotiation radius values
are not scaled.
Lane Width
The lane width parameter affects the saturation flow rates at signalised facilities and the follow-up
headway and critical gap values at roundabouts, and therefore affect capacity and performance
values at these facilities. This parameter does not affect the capacity and performance estimates for
sign-controlled intersections where fixed gap-acceptance parameter values are used (i.e. not
modelled as dependent on the lane width, which is not necessarily true in real-life situations). This
also applies to opposed (permitted) turns at signalised intersection where fixed gap-acceptance
parameter values are used.
The specified scale factors are applied to lane widths given as input and to the average entry lane
width calculated for roundabouts. The scale factors do not apply to roundabout circulating road
widths. If the scaled lane width value is outside the permissible range, it is reset to the appropriate
limit. For signalised intersections, scaled lane widths are reported in the Lane Flow and Capacity
Information table in the Detailed Output report to enable users to see the effect of scaling this
parameter on saturation flow rate.
The roundabout Approach Half Width and Entry Width values will be affected by Lane Width
scaling.
Scaling lane widths may affect the Path Data (geometric delay) parameters (negotiation radius,
negotiation speed and negotiation distance) for some movements at signals and roundabouts where
these are calculated by the program (Section 7). These parameters are given in the Intersection
Negotiation Data table in the Detailed Output report. Values of Path Data parameters specified by
the user will not be affected by this scaling.
Lane Utilisation
Unequal lane utilisation affects the capacity and performance of traffic at all traffic facilities
significantly (see Section 2.2 and Part 4, Section 10 for detailed information on lane utilisation).
The specified scale factors are applied to any lane utilisation ratio which was specified as less than
100% by the user. This includes lanes whose utilisation is affected by specification of an exit short
lane.
If the scaled utilisation ratio exceeds 100%, it is reset to 100% (full utilisation). If the scaled
utilisation ratio is less than 1%, it is reset to 1% (minimum value).
The graphs generated using sensitivity analysis for lane utilisation may have discontinuities due to
de facto exclusive lanes that may occur at certain lane utilisation factor values.
Cruise Speed
Sensitivity analysis for the cruise speed parameter is provided as it may be of interest in relation to
optimum operating cost, fuel consumption and emission values.
This can also be used to investigate the sensitivity of geometric delay to cruise speed.
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Part 2 - GETTING STARTED

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ABOUT THE SIDRA SOLUTIONS WEBSITE - continued

1. INTRODUCTION ............................................................................................................. 3.3

2. INPUT DATA PREPARATION ........................................................................................ 3.4

3. INTERSECTION DATA ................................................................................................. 3.35

4. GEOMETRY DATA ....................................................................................................... 3.46

5. HCM 2010 ROUNDABOUT MODEL CALIBRATION DATA .......................................... 3.87

6 ROUNDABOUT METERING DATA .............................................................................. 3.90

7. FREEWAY DATA ......................................................................................................... 3.93

8. VOLUMES .................................................................................................................... 3.97

9. PATH DATA ............................................................................................................... 3.101

10. MOVEMENT DATA ..................................................................................................... 3.105

11. PRIORITIES ................................................................................................................ 3.112

12. GAP-ACCEPTANCE DATA ........................................................................................ 3.115

13. PEDESTRIANS ........................................................................................................... 3.143

14. PHASING AND TIMING DATA .................................................................................... 3.148

15. MODEL SETTINGS .................................................................................................... 3.170

16. DEMAND AND SENSITIVITY ANALYSIS ................................................................... 3.189

SIDRA INTERSECTION User Guide PART 3

See PART 4 for detailed information on SIDRA INTERSECTION output.

OUTLINE OF PART 3 OF THE USER GUIDE

2. INPUT DATA PREPARATION

2.1 General Aspects of SIDRA INTERSECTION Input

2.1.1 Input Dialogs

Double click the node in the

Figure 2.1.1 - SIDRA INTERSECTION input dialogs

Phasing & Timing

Demand & Sensitivity

Selecting a Leg, Lane or Movement

Bring your mouse pointer over the

Figure 2.1.2 - Input dialogs - tool tips

2.1.2 About Input Data

SIDRA INTERSECTION Files: SIDRA INTERSECTION 3.x Files:

Figure 2.1.3 - Opening Version 3.2 Project files

Not recommended (equivalent to Esc):

Use ONLY to accept

Click OK to accept the

Figure 2.1.4 - Input dialogs - saving and cancelling

Approach and Lane Configuration,

HCM 2010 and FHWA 2000

Vehicle Movements HV option (external)

Priorities Opposed movements

Pedestrians Pedestrian movement definitions

Traffic Signal Data