Transcript
UNDER SUPERVISION OF Prof. Dr. Hj. Amiruddin Ismail
Prepared by : HAMZAH ALI P 63147HOOMAN PZURINDA BT MAT RABU P
OPTIMIZATION OF TRAFFIC FLOW BY USING
SIDRA INTERSECTION
Contents
Introduction
Input
Output
Conclusion
INTRODUCTION
INTERSECTION
Allow the change of
route directions of traffic flows.
Traffic control
systems are capable to
reduce delays and crashes on
intersection
Problem of delay still
occurs
An area which shared
by two or more roads.
SIDRA
• Estimate of capacity and performance characteristics
• Analyze and optimize the intersections
• Determine signal timing
• Carry out a design life analyze for traffic growth
SIDRA INTERSECTION User
Advantages of using sidra
Use the parameter sensitivity
Use a lane-by-lane analysis method
Consistent with the US Highway capacity manual
Provide a Excel application to support model comparison
Estimate operation cost , fuel consumption , co2 & other emission
Study objective
• The main objective of the Study is to prepare low cost
solutions to an existing intersection
Study area
• The intersection is located in front of the main entrance of UKM.
• North side :Toll Bangi/Bandar Baru Bangi
• South side : UKM
• West side come from Bangi and will end to Kajang at East .
N
To KajangTo
Bangi
Data's 8-9 am & 6 – 7 pm
• Duration 15min => extended to 1hour
• Considerations : Vehicle types, direction, speed (to gain mean speed)
PCU / UNIT
Input Part OF SIDRA INTERSECTION Software
Creating a new site and select an intersection type
First, to create our site, we select signals type
according to our case study
Intersection Input dialog and insert data
We use the Intersection input dialog to establish the basic intersection configuration
Intersection Input dialog and insert data
To Insert or delete an intersection leg we
should just click the leg
Intersection Input dialog and insert data
Title: Four way intersection/grop 7
Intersection Input dialog and insert data
Intersection ID: UKM
Intersection Input dialog and insert data
Signal analyze method: fixed-time/pretimed
Intersection Input dialog and insert data
These data apply to intersection as a whole.
Unit Time for Volumes: 60 minutesPeak Flow Period : 30 minutes
Geometry Input dialog
Geometry node and Geometry Input dialog
The Geometry input dialog is used to configure approach and exit lanes, modify movements and insert other characters
Geometry Input dialog (Lane & movements tab)
we should click a desirable leg to select it
To select a desirable lane, we should just click the lane
Geometry Input dialog (Lane & movements tab)
we should click a desirable leg to select it
We can insert one approach and exit lane by clicking these
buttons for the selected leg
Geometry Input dialog (Lane & movements tab)
we should click a desirable leg to select it
We can allocate desirable movements by clicking these buttons to
the selected lane
Geometry Input dialog (Lane & movements tab)
we should click a desirable leg to select it
In this boxes we can input lane type, short lane, and lane length
Geometry Input dialog (Lane & movements tab)
we should click a desirable leg to select it
To specify a Median for the selected leg, we should click the
Median check box and then insert the width of Median
Geometry Input dialog (Lane data tab)
we input 3.3m for the width of lanes and 0 for
grads
we should click a desirable leg to select it
We choose1800 PCU/h for Basic
Saturation Flow
And accept the other defaults for this part
Volume Input dialog
We choose separate LV & HV method to insert vehicle volume
We input the collected volume data for the selected
direction according to separate LV & HV method
Figure of Volume Summary (volume summary node)
PATH DATA dialog
We insert MOVEMENT PATH DATA for the
selected direction
For example for our site, approach cruise speed is 30km/h
Negotiation Speed, Negotiation Distance, and Downstream Distance will
be calculated by the program
Specify the items in PATH DATA dialog
Vehicle’s speed at this point is Approach Crouse Speed
(Vac)
Approach travel Distance
Vehicle reaches Exit Crouse
Speed (Vec) at this point
APPROACH under consideration
MOVEMENT DATA input dialog
The defaults of program for Movement
data are Accepted
Priorities input dialog
Priorities dialog establishes Opposing movements for the selected movement
Select movement to be defined as
opposed movement
Click desirable movements to define them as opposing/not opposing
movements
GAP-ACCEPTANCE DATA dialog
The
For GAP-ACCEPTANCE DATA We give the default values to the
program
Phasing & Timing input dialog
In Phasing & Timing input dialog We use command buttons to edit
We must click this box in order to designate it as the Current Sequence , Which is analyzed by the program
Phasing & Timing input dialog
Clone Sequence button is used to create a new Sequence for editing
Phasing & Timing input dialog
Clone Phase button is used to create a new Phase for editing
The UKM Intersection is a Four Phase Intersection
Phasing & Timing input dialog
For Vehicle Movement Timing Data we accept the defaults
Phasing & Timing input dialog
In Phase Data dialog, we insert the Phase Time for each phase
Model Settings input dialog
The parameters of MODEL SETTING affect the results significantly. However,
the defaults of parameters are appropriate generally
Input Report node
We can get the summery of input data in the Input Report node
Output Part OF SIDRA INTERSECTION Software
Total delay (average)
4640.7
Level of Service
LOS Signalized Intersection
Unsignalized Intersection
A ≤10 sec ≤10 secB 10-20 sec 10-15 secC 20-35 sec 15-25 secD 35-55 sec 25-35 secE 55-80 sec 35-50 secF ≥80 sec ≥50 sec
A= Free flowB=Reasonably free flowC=Stable flowD=Approaching unstable flowE=Unstable flowF=Forced or breakdown flow
16500.6
Total cost
970
Total fuel
2430.4
Total CO2
Review:
what is our plan?
collecting data(input)
for simulation(output)
optimizing (output)current situation
OPTIMIZING THE UKM INTERSECTION
CHOOSING OPTIMUM CYCLE TIME
CHANGING CURRENT PHASE TIME
ADDING SLIP LANE ON ALL APPROACHES
ADDING ONE APPROACH & EXIT LANE IN ALL DIRECTIONS
OPTIMIZING CYCLE : TIMECHANGIN G CYCLE TIME FROM 164 TO 150
SECOND MODIFICATION : CHANGING CURRENT FOUR PHASE TO TWO PHASE
THIRD MODIFICATION : ADDING SLIP LANES INTO THE ALL APPROACHES
FOURTH MODIFICATION : ADDING LANE INTO EACH APPROACH & EXIT WAY
ADDING LANE INTO EACH APPROACH & EXIT WAY
1 2 3 40
500
1000
1500
2000
2500
3000
co2 (kg/h)
co2 (kg/h)
MODIFY 2 MODIFY 3CURRENT MODIFY 2
1 2 30
10
20
30
40
50
60
70
80
DECREASING OF CO2 (%)
DECREASING CO2 (%)
MODIFY 1 MODIFY 2 MODIFY 3
74 %
1 2 3 40
2000
4000
6000
8000
10000
12000
14000
16000
18000
COST (RM)
COST (RM)
MODIFY 2 MODIFY 3CURRENT MODIFY 1
1 2 30
10
20
30
40
50
60
70
80
90
DECREASING OF COST (%)
DECREASING CO (%)
MODIFY 1 MODIFY 2 MODIFY 3
82.68 %
1 2 3 40
200
400
600
800
1000
1200
FUEL (LITRE)
FUEL (LITRE)
MODIFY 2 MODIFY 3CURRENT MODIFY 1
1 2 30
10
20
30
40
50
60
70
80
DECREASING OF FUEL (%)
DECREASING FUEL (%)
MODIFY 1 MODIFY 2 MODIFY 3
74 %
1 2 3 40
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
AVERAGE DELAY (SECOND)
AVERAGE DELAY (SECOND)
MODIFY 1 MODIFY 3CURRENT MODIFY 2
1 2 30
10
20
30
40
50
60
70
80
90
100
DECREASING OF AVERAGE DELAY (%)
DECREASING AVERAGE DELAY (%)
MODIFY 1 MODIFY 2 MODIFY 3
93.38 %
Thank you
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