TRAFFIC JUNCTION CAPACITY AND SIDRA
INTRODUCTION
Junction Capacity Audit
Junctions are one of the critical elements in a highway transport system. They are considered as
the ‘pinch points’ where delay, accidents and emissions tend to be concentrated. In a highway system,
the basic purpose of a junction is to facilitate the transfer of traffic streams 6 from one road to another in
a safe and efficient manner. A junction can be described as an intersection between conflicting traffic
streams or between motor vehicles and pedestrians and cyclists.
The fundamental diagram of traffic flow (flow vs. density) shows that traffic flows reasonably well
when the flow rate is less than at capacity. This situation is a primary consideration in the planning and
design of highway facilities, because the main objective is to design or plan facilities that will operate at
flow rates below their optimum rates.
The level of operating performance changes with traffic density. The measure of quality of flow is
the “level of service” (LOS). LOS is a qualitative measure, ranging from A to F. It characterizes both
operational conditions with traffic stream and highway users’ perception.
SIDRA
SIDRA INTERSECTION software is an aid for the design and evaluation of individual intersections
and networks of intersections. It can be used to analyse signalised intersections (fixed-time / pre-timed
and actuated), signalised and unsignalised pedestrian crossings, roundabouts (unsignalised), roundabouts
with metering signals, fully-signalised roundabouts, two-way stop sign and give-way / yield sign control,
all-way stop sign control, single point interchanges (signalised), freeway diamond interchanges
(signalised, roundabout, sign control), diverging diamond interchanges. It can also be used for
uninterrupted traffic flow conditions and merge analysis.
SIDRA INTERSECTION allows modelling of separate Movement Classes (Light Vehicles, Heavy
Vehicles, Buses, Bicycles, Large Trucks, Light Rail / Trams and two User Classes) with different vehicle
characteristics. These movements can be allocated to different lanes, lane segments and signal phases,
for example for modelling bus priority lanes at signals. Signal timing calculations for single intersections
and network timings including signal offsets for signal coordination are carried out. A unique method is
used to determine signal timings for a number of intersections operating under a single signal controller
(common control groups).
SIDRA INTERSECTION is an advanced micro-analytical traffic evaluation tool that employs lane-by-
lane and vehicle path (drive-cycle) models coupled with an iterative approximation method to provide
estimates of capacity and performance statistics (delay, queue length, stop rate, etc). All input and output
data and modelling is based on Origin-Destination movements. This improves handling of movements at
intersections with diagonal legs and U turns.
The SIDRA NETWORK model determines the backward spread of congestion as queues on
downstream lanes block upstream lanes (queue spillback), and applies capacity constraint to
oversaturated upstream lanes, thus limiting the flows entering downstream lanes. These two elements
are highly interactive with opposing effects. A network-wide iterative process is used to find a solution
that balances these opposing effects. Unlike traditional network models that use aggregate models of
"links" or "lane groups", SIDRA INTERSECTION uses a lane-based model to create second-by-second
platoon arrival and departure patterns for signalised Sites (at-grade intersections, interchanges,
pedestrian crossings) to calculate signal coordination effects as a function of signal offsets for internal
approaches in network analysis. The model takes into account midblock lane changes that apply to signal
platoon patterns. This is particularly important in evaluating closely-spaced (paired) intersections with
high demand flows where vehicles have limited opportunities for lane changes between intersections.
These lane-based modelling requirements are important in emulating the forward movements of platoons
for estimating performance measures (delay, back of queue, stop rate) at an individual lane level.
OBJECTIVE
Junction Capacity Audit & SIDRA
1. To determine the traffic capacity and Level of Service (LOS) analysis for the intersection.
2. To obtain estimates of traffic capacity and performance characteristics for the intersection.
3. To evaluate the number of intersection types including signalized intersections two-way stop
sign control, all-way stop sign control and give away/yield sign-control.
PROCEDURE
Junction Capacity Audit
Data from traffic volume analysis is collected.
1. Two minor roads and one major is determined to calculate the LOS.
2. For Left Turn from minor road, calculate :
a) Conflicting Flow, Vc = (pcph)
b) Critical Gap, Tc = Refer table 2 (sec)
c) Potential Capacity, Cp = Refer figure 1 (pcph)
d) Actual Capacity, Cm = Cp (pcph)
3. For Right Turn from major road, calculate :
a) Conflicting Flow, Vc = (pcph)
b) Crtical Gap, Tc = (sec)
c) Potential Capacity, Cp = (pcph)
d) Percent of Cp utilized = (Vc/Cp) x 100
e) Impedance factor, P = Refer figure 2
f) Actual Capacity, Cm = Cp (pcph)
4. For Right Turn from minor road, calculate :
a) Conflicting Flow, Vc = (pcph)
b) Critical Gap, Tc = (sec)
c) Potential Capacity, Cp = (pcph)
d) Actual Capacity, Cm = Cp x P (pcph)
5. Lastly, shared lane capacity is calculated and Los for each of the road is determined.
𝑉𝑙+𝑉𝑡+𝑉𝑟
Shared Lane Capacity, CSH = 𝑉𝑙 𝑉𝑡 𝑉𝑟 (pcph)
( )+( )+( )
𝐶𝑚𝑙 𝐶𝑚𝑡 𝐶𝑚𝑟
Reserve Capacity, CR = CSH - Vc
LOS = Refer Table 4
SIDRA
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
Step 8
DATA ANALYSIS
Manual Calculation
Volume Adjustment
Movement No. 1 2 3 4 5 6
Volume (vph) 229 36 194 12 11 21
Volume (pcph) 207.25 30.75 172 11 9.5 19.25
Route
Category 1 2 3 4 5 6
Car & Taxi 104 15 75 8 5 14
Small Van & Utility 2 - 2 - - -
Medium Van 4 - 3 - - -
Large Lorry - - - - - -
Bus - - - - - -
Motorcycle 119 21 14 4 6 7
PCU (pcph) 207.25 30.75 172 11 9.5 19.25
a) Lane 6 (Left Turn from Minor Road)
Conflicting Flow, Vc6 = ((1/2)*V4) + V3
= ((1/2)*(11)) + 172
= 177.5 pcph
Critical Gap, Tc6 = 5.5 sec
Potential Capacity, Cp6 = 914 pcph
Actual Capacity, Cm6 = Cp6 = 914 pcph
b) Lane 2 (Right Turn from Major Road)
Conflicting Flow, Vc2 = V4 + V3
= 11 + 172
= 183 pcph
Critical Gap, Tc2 = 5.0 sec
Potential Capacity, Cp2 = 1000 pcph
Percent of Cp Utilized, Cp2 = (Vc2/Cp2) x 100
= (183/1000) x 100
= 18.3 %
Impedance Factor , P2 = 0.88
Actual Capacity, Cm2 = Cp2 = 1000 pcph
c) Lane 5 (Right Turn from Minor Road)
Conflicting Flow, Vc5 = ((1/2)*V4) + V3 + V1 + V2
= ((1/2)*(11)) + 172 + 207.25 + 30.75
= 415.5 pcph
Critical Gap, Tc5 = 6.5 sec
Potential Capacity, Cp5 = 614 pcph
Actual Capacity, Cm5 = Cp5 x P2
= 614 x 0.88
= 540.32 pcph
𝑉6+𝑉5
Shared Lane Capacity, CSH = 𝑉6 𝑉5 , V6 and V5 lane is shared
( )+( )
𝐶𝑚6 𝐶𝑚5
177.5+415.5
= 177.5 415.5
( )+( )
914 540.32
= 616 pcph
Movement No. Vc (pcph) Cm (pcph) CSH (pcph) CR (pcph) LOS
V6 177.5 914 616 438.5 A
V2 183 1000 1000 817 A
V5 415.5 540.32 616 200.5 C
Table 1: Determination of Conflicting Traffic, Vc
Figure 1: Determination of potential capacity,Cp
Table 2: Critical Gap Size Selection
CAPACITY USED BY EXISTING DEMAND, Percentage
Figure 2: Impedance Factors as a Result of Congested Movement
Table 3: Illustration of Impedance Calculations
Table 4: Determination of Level of Service (LOS)
SIDRA
Comparison between Manual Calculation and SIDRA
Level of Service (LOS)
Movement No. Manual SIDRA
V6 A B
V2 A A
V5 C B
DISCUSSION
Location that has been chosen at unsignalized junction near to Kolej Teratai, Pusat Sukan and
Kolej Delima in UiTM Shah Alam. The types of vehicles that have be classified are car or taxi, van or light
vehicles, heavy vehicles, buses and motorcycle. This experiment have been conducted for 60 minutes to
determine the total vehicle on that road. We have conducting the study every 5 minutes interval for each
lane. At that junction, there have six movements pattern of the road.
After that, this experiment also have been conducted to determine the level of service (LOS). LOS
is a term used to classify the varying conditions of traffic flow that take place on highway. LOS range from
the highest level (a flow where drivers are able to drive at their desired speed with freedom to maneuver)
to the lowest level of service. In this experiment, we use two methods to determine the LOS which is
manual calculation and SIDRA.
For lane 6, the manual calculation shows that this lane can be classified as class A while in SIDRA,
the class obtained is class B. Same like lane 5, this lane got the different result of LOS for manual
calculation and SIDRA. The manual calculation for lane 5 is class C while in SIDRA is class B. Class B is stable
flow, operating speeds beginning to be restricted somewhat by traffic conditions and some alight delay.
Next, class C is stable flow, speeds and maneuverability are more closely controlled by higher volume and
acceptable delay. Meanwhile, the lane 2, both calculation shows that the lane 2 is class A. This class show
that the free flow with low volumes, densities and high speed. Drivers can maintain their desires speeds
with little or no delay.
From the result obtained, there have some error that occur during the experiment. For example,
we have doing error in calculating. That is the one of the reason why we get the different result between
using manual calculation and SIDRA.
CONCLUSION
In conclusion, there are a different in analysis between manual calculation and SIDRA. Based on
manual reading, the LOS that we get is class A and class C. but, when using SIDRA, the result that we
obtained was slightly different, which LOS that obtained is class A and class B. the different in result for
both method is due to the software itself. We found that SIDRA that has been used is not specifically
introduced to condition in Malaysia.
REFERENCES
1) Jabatan Kerja Raya(JKR). (1987). Arahan Teknik(Jalan) 11/87 – A Guide To The Design Of At-Grade
Intersections. Cawangan Jalan, Ibu Syarikat JKR,K.L.
2) Tey Li Sian, Mohd Yusof Abd. Rahman, Juraidah Ahmad. (2014). Basic Highway and Traffic
Engineering. UiTM Press, UiTM 2012.
