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Journal articles on the topic 'SIDRA Intersection'
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Ranjitkar, Prakash, Amin Shahin, and Fasihullah Shirwali. "Evaluating Operational Performance of Intersections Using SIDRA." Open Transportation Journal 8, no. 1 (December 9, 2014): 50–61. http://dx.doi.org/10.2174/1874447801408010050.
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Traffic congestion has significant social, economic and environmental costs associated with it. Efficiency of intersections contributes significantly towards the efficiency of whole urban road networks as they are the main bottlenecks in the system. This paper presents a comparative analysis of the operational efficiency of priority controlled, roundabout and signalised intersections under a range of traffic conditions with different volume and turning ratios using SIDRA software. We used three measures to represent the operational efficiency namely: intersection capacity, average delay and total emissions. The analysis revealed strengths and weaknesses of each intersection types under a range of demand and traffic conditions. At low traffic demand, priority controlled intersections outperformed the other two forms of intersection control. At moderate traffic demand, roundabout performed the best while at high traffic demand, signalised intersections performed the best.
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Demir, Hatice G., and Yusuf K. Demir. "A Comparison of Traffic Flow Performance of Roundabouts and Signalized Intersections: A Case Study in Nigde." Open Transportation Journal 14, no. 1 (July 6, 2020): 120–32. http://dx.doi.org/10.2174/1874447802014010120.
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Background: Intersections affect the safety and capacity of urban traffic. Therefore, the design and selection of the type of intersection need to be made very carefully. According to the demand level, a different intersection can be designed. Signalized intersections are one of the intersection types in which the sequence and duration of the flow at the intersection are provided by the lights. Generally, this type of intersection is used on roads with high traffic volume. Modern roundabouts are one of the types of circular intersections that provide advantages over other types of intersection in terms of smooth operation and safety. Modern roundabouts exist in several types today worldwide. In practice, the distinction about the kinds of roundabouts would not be fully clarified; as a result, queuing and delay can be seen as negative effects. Methods: In this study, to make a distinction and clarify the kinds of roundabouts, first, the roundabouts types are introduced according to geometric and operational aspects. A signalized intersection, where a circular island is placed and also signalized, was investigated in terms of capacity, delay, and emissions located in Niğde. The traffic flow performance of the current state (nested signalized roundabout) was calculated with HCM Method (for signalized intersection) using SIDRA and compared with roundabout solutions of the intersection with HCM6 (for roundabout) method using SIDRA Intersection analysis software. Results: From the results of the intersection capacity analysis study based on HCM6, it was seen that the application of a roundabout scenario (intersection considered as a modern roundabout) showed higher performance at the intersections than the intersection having a secondary signal. Capacity increased to 67.8%, the average delay decreased to 72.8% and 95th percentile queue dropped to 82.2%. Conclusion: Roundabout controlling instead of a nested signal system can be an example of the increase in the performance of traffic flow. This highlights the importance of choosing the appropriate roundabout design.
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Zanjad, Shradha S. "An Efficient Scheduling of Flyover at Grade Intersection under Mixed Traffic Environment." International Journal for Research in Applied Science and Engineering Technology 9, no. VI (July 15, 2021): 824–33. http://dx.doi.org/10.22214/ijraset.2021.36484.
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A flyover is a bridge constructed along an intersecting highway over an at-grade intersection. It allows two –direction traffic to flow at free flow speed on the bridge. The flyover is one of the methods for solving traffic problems at at-grade junctions on highways including capacity, congestion, long delay and queue length. Traffic signalization at the upgraded intersection often uses the same fixed time control plans, even after the installation of a flyover over the intersection. Most of the flyovers in India are constructed at the junctions on highway bypasses of big cities. The present work deals with a efficient scheduling of flyover at the grade intersection under the mixed traffic environment. From the results and the modeling carried out in the “SIDRA Intersection” software different points are observed. The present work consists of the Proposed Intersection at Rajkamal Square, Amravati.
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Tianzi, Chen, Jin Shaochen, and Yang Hongxu. "Comparative Study of VISSIM and SIDRA on Signalized Intersection." Procedia - Social and Behavioral Sciences 96 (November 2013): 2004–10. http://dx.doi.org/10.1016/j.sbspro.2013.08.226.
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Sofia, Gandhi, Abdulhaq Al-Haddad, and Israa Saeed Al-Haydari. "Improvement of traffic performance at intersections in Karbala city." MATEC Web of Conferences 162 (2018): 01032. http://dx.doi.org/10.1051/matecconf/201816201032.
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This study deals with the evaluation of traffic performance at the road network around the old city of Karbala from the southern side, at Al-Tarbia Street and Fatima Al-Zahraa Street, through the evaluation of intersections performance. This is followed by suggestions of some improvement proposals, which vary from changing timing plan, geometric improvement, to change intersection type completely. The study area composed of seven intersections, three intersections are four legs signalized, and the other four are roundabouts. The video recording technique is used to collect the traffic data for 27 approaches. These data are abstracted from video films using EVENT program, and processed by prepared EXCEL sheets. While, the spot speed data for each entire link in the network are collected using pavement marking method. SYNCHRO software was used for evaluation and analysis of signalized intersections, suggestion of best timing plan, and coordination. SIDRA INTERSECTION software was used for evaluation and analysis of both signalized intersections and roundabouts. The best proposal was also evaluated for the target year.
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B. Z. Alshetwi, Abduraouf, Riza Atiq Abdullah O.K. Rahmat, Muhamad Nazri Borhan, Shaban Ismael Albrka Ali, and Hamza Imhimmed Mohamed Irtema. "Application of Sidra 4.0 Software Traffic Flow in Intersection in Kuala Lumpur." International Journal of Engineering & Technology 7, no. 2.29 (May 22, 2018): 696. http://dx.doi.org/10.14419/ijet.v7i2.29.14000.
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Traffic signals are one of the most effective Traffic Flow and flexible active traffic control utilized extensively in a number of global cities. The traffic signal benefits include an organized traffic movement, an increased intersection capacity and needs only modest geometric design. Furthermore, there are numerous significant methods in improving network performance by directing the traffic lights’ flow at the intersection. This study showed, together with the capability of improving the level of service (LOS), the intersection light signal volume, fuel consumption (FUC), average delay (AVD), operating costs (OPC), Carbon dioxide emissions (CO2E) and travel speed (TS). The Jalan Kampung Pandan intersection light signal capacity is 1985.3, Jalan Imbi – Raja Chulan 1793.2 and Jalan Imbi 3238.1. The FUC present condition is approximately 58,881.3 lit/s from Jalan Raja Imbi- Chulan, in addition to 34,687.6 lit/s Jalan Kampung Pandan on the trip, along with 55,173.6 lit/s to Jalan Imbi railway journey. Additionally, the results displays that the quantity of OPC acquired was 1138847.2 RM/hr for Jalan Raja Imbi- Chulan, 659235.5 RM/hr for Jalan Kampung Pandan and 1054115.7 RM/hr for Jalan Imbi. The CO2E results amount of CO2E attained were 147203.3 to Jalan Raja Imbi- Chulan, in addition to 86719.1 Jalan Kampung Pandan and 137934. To Jalan Imbi. Peak Travel speed at TS intersection current status is approximately 0.5 km/h from Jalan Imbi- Raja Chulan, along with 0.8 km/h for Jalan Kampung Pandan in the trip, together with 1.2 km/h to Jalan Imbi on a trip.
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Mohammed, Ali, Hassan Jony, Alaa Shakir, and Kamarudin Bin Ambak. "Simulation of traffic flow in unsignalization intersection using computer software SIDRA in Baghdad city." MATEC Web of Conferences 162 (2018): 01035. http://dx.doi.org/10.1051/matecconf/201816201035.
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Computer simulation is a vital means for the examination of expressways and urban lanes and streets. Transportation experts concentrate on the arrangement and dissemination of traffic jams on roadways. The objective of this study is to calculate and analyses the travel time, delay time, degree of saturation, and level of service and travel speed in Jordan intersection in Baghdad, Iraq using Sidra software. The number of vehicles passing Jordan intersection was recorded by the author of this work from 7am to 3pm for four days. A simulation model has been used to assess the performance of the current intersection. Results demonstrated that the level of service (LOS) for Jordan intersection is D with (35 sec/veh) average delay and degree of saturation (0.996 v/c). It was concluded that Jordan intersection needs further developments like using intelligent transportation system application (ITS) to regulate traffic signals, whereby reducing traffic jam, using closed circuit TV (CCTV) might assist traffic office in identifying jam point to reduce traffic jam.
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Bakie, Nisa Aqila. "Existing Road Performance of the New Development of Sibu Central." Journal of Engineering and Science Research 4, no. 1 (March 10, 2020): 7–13. http://dx.doi.org/10.26666/rmp.jesr.2020.1.2.
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The proposed development of Sibu Central hinges on the fact that it attracts high number of visitors from all over Sarawak. The development of Sibu Central would definitely improve the surrounding areas in future as Sibu Central will be one of the landmarks for Sibu. This development therefore will automatically generate more road traffic which will affect the performance of the existing road. The performance of the existing road was evaluated by two signalized intersections surrounding the proposed development of Sibu Central. It was carried out in order to determine the current traffic volume data, upon the completion of Sibu Central and 5 years after the development was completed. The road performance of Intersection 1 and Intersection 2 was analysed by using Sidra software. It was found that the existing road was still within the satisfactory performance, as the Level of Service (LOS) was in the range of LOS A until LOS D. This was due to the current traffic volume that was still under the capacity of the existing road which also influenced the satisfactory result for Volume by Capacity (V/C) ratio, average delay and queue length of all directions in Intersection 1 and Intersection 2. This result will not be adequate as the capacity of the road still remains unchanged due to the fact that the traffic volume keeps on increasing every year. The deterioration of the existing road in Intersection 1 and Intersection 2 was established in this study based on the performance of LOS, V/C ratio, average delay and queue length.
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Zanjad, Shradha S. "Scheduling of Flyover at Grade Intersection for Amravati." International Journal for Research in Applied Science and Engineering Technology 9, no. VI (July 15, 2021): 834–40. http://dx.doi.org/10.22214/ijraset.2021.36486.
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This work concerns the effective planning of flight at the intersection of classes under a mixed traffic environment. From the results and simulations performed in the SIDRA Intersection software, different points are observed. This work consists of a proposed crossing in Rajamal Square, Amravati. The area is highly populated, and this place offers the need for a good quality intersection. The graph shows that the turn of the 95% of the worst lane of the car per year increases as the year increases. The maximum value is 0.011. The graph shows that the stopping speed, which is detected, decreases as the year increases. The minimum value of the stopping speed is 0.5485. The graph shows that productivity increases over time. The maximum value of the performance index is 0.30.
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Bjelošević, Radenka, Dragan Gataric, Aleksandar Đukić, Milan Sandić, Mladen Pajić, and Stojan Stevanović. "Evaluation of conditions in the traffic flow on the crossroad of the main road M4 and Milutin Milankovic Boulevard in Banja Luka." Put i saobraćaj 66, no. 1 (March 26, 2020): 31–46. http://dx.doi.org/10.31075/pis.66.01.08.
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The design and construction of roundabouts, as a solution that will replace the classic intersection, has great application in our area, because it has proven to be the best traffic solution. The aim of this paper is to determine whether the roundabout will provide better traffic conditions than a traffic light. Baseline data were collected by counting traffic at the intersection in question and then processed in the SIDRA INTERSECTION software program. The program analysis covers the following criteria: service level, time losses, costs and emissions. Reducing speed has increased the safety of all road users, which in addition to the environmental aspect is the most important positive effect. With traffic congestion, traffic intensity and service levels have been raised. The construction of the roundabout would continue the trend of construction of roundabouts in Banja Luka, which, in addition to traffic amenities, gives this city an aesthetically pleasing new dimension.
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Jamil, Wan Al-Junaidi, and Wan Hashim Wan Ibrahim. "An Analysis of Unsignalised Intersection Using aaSIDRA Software." Journal of Civil Engineering, Science and Technology 4, no. 2 (October 1, 2013): 13–17. http://dx.doi.org/10.33736/jcest.113.2013.
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This thesis discusses about the use of Akcelik & Associates Signalised & Unsignalised Intersection Design and Research Aid (aaSIDRA Intersection) Software in the analysis of unsignalised intersection in Sarawak, Malaysia. aaSIDRA Intersection software was used to analyse the data which were manually obtained through traffic volume study carried out at the two junctions during the morning peak period and also helps in producing the capacity and Level of Service of the intersection. Four parameters were analysed in this thesis: critical gap, follow-up time, proportion of heavy vehicles or motorcycles and total number of vehicles for each of the approaches of the intersection. Referring to the Highway Capacity Manual (HCM), these variable parameter values are determined and then the expected output of the aaSidra being used in the analysis of this study are average control delay, existing level of service, and capacity of the junction. Fixed values to be input into SIDRA Intersection are obtained from the traffic volume study. The input influences the value for the average control delay which assists in determining the Level of Service of the intersection. These output values are highly influenced by the respective input values. All factors analysed under four parameters to determine the level of service of the two junctions were contributing equally and correlates with each other and there was not one that exceeds the other factor. The critical factors affecting the level of service are critical gap and traffic volume.
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Viloria, Fadhely, Kenneth Courage, and Donald Avery. "Comparison of Queue-Length Models at Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 222–30. http://dx.doi.org/10.3141/1710-26.
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Several measures of effectiveness (MOEs) are associated with the queuing process at traffic signals, including delay, number of stops, fuel consumption, emissions, and queue length. The focus in this study is on queue length in general and on the storage requirements for left turns in particular. Queue length is an important MOE because queues that overflow the available storage space have an adverse effect on the overall operation of the intersection. Many traffic models now provide queue-length estimates, but the procedures used by these models are based on different queue definitions and have different computational approaches that lead to different results. A classification framework is developed for the existing models, their behavior is compared with that of the proposed Highway Capacity Manual (HCM) 2000 queue model, and queue conversion factors are provided for translating the various model outputs to their HCM 2000 equivalent. The proposed HCM 2000 model and its parent model from the Signalized and Unsignalized Intersection Design and Research Aid (SIDRA) provide a comprehensive treatment of the queuing process, accounting for control parameters such as controller type and progression quality as well as for the random and overflow effects associated with traffic flow. As such, the queue-length estimates from these models are more analytically defensible than those of the simpler theoretical models. The SIDRA and HCM 2000 queue estimates are generally higher than those of most other models and are somewhat higher than what conventional wisdom would suggest. It is suggested as a result of the comparisons presented that the queue estimates from some models are unduly optimistic when demand approaches capacity and that a goal of 90 percent confidence in the adequacy of left-turn storage lanes may be difficult to achieve under these conditions.
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Virkler, Mark R., and Murli Adury Krishna. "Gap Acceptance Capacity for Right Turns at Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 47–53. http://dx.doi.org/10.3141/1646-06.
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The capacity for right turns into gaps at signalized intersections, through right turn on red (RTOR) and free rights (with yield control), is examined. Current treatments provided by the Highway Capacity Manual (HCM), SIDRA, and a stop sign analogy (SSA) are examined. An adjustment to the SSA to eliminate capacity from gaps greater than the unsaturated flow period of the conflicting traffic is then described. The capacity for right turns into gaps is measured through a field study of seven right-turn-only lanes. The measured capacities are then compared with predicted capacities from the SSA and the adjusted stop sign analogy (ASSA). The data indicate that the HCM procedure to estimate RTOR volumes may not properly estimate those volumes. The SSA procedure tends to overestimate right-turn capacity by ignoring the effect of short phase lengths. The ASSA procedure provides lower estimates of capacity than the SSA, but may underestimate capacity. The results of the study can significantly increase the accuracy and usefulness of signalized intersection analysis by helping to answer questions about right-turn capacity, which now cannot be adequately addressed.
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Said, Mohd Sani. "Determination of Peak Hours And Level Of Service At An Unsignalised Intersection Using aa SIDRA 2.0." IOSR Journal of Mechanical and Civil Engineering 13, no. 05 (May 2016): 53–59. http://dx.doi.org/10.9790/1684-1305075359.
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Aslan, Hakan, and Suhrab Ahadi. "Investingating the Effect of Signal Coordination on Delay Time: Case Study Mazer-e-Sharif, Afghanistan." Academic Perspective Procedia 2, no. 3 (November 22, 2019): 1152–66. http://dx.doi.org/10.33793/acperpro.02.03.128.
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In this study; delay times and queue length parameters were analysed for the new structure obtained by revising the current geometric situation and signalling system at two intersections in an important city of Afghanistan, Mezar-i-Sheriff, using two different VISSIM and SIDRA softwares. In addition to present and improved geometry scenarios, the traffic characteristics of the current and future cases to improve the service level of the network by reducing delay time and queue lengths through signal coordination were also investigated. According to the analytical findings of the study, it was found that if the coordination is carried out between the first and the second intersection of Marmul Street before the improved geometric design, the total vehicle delays for the system decreased by up to 3.36 percent. After improving the geometric design, total vehicle delays for the system decreased by up to 8.85 percent. When the current and the improved situation are compared, it was seen that, in the improved case, the delays in the total vehicle delays for the pre-coordination and after coordination system (network) decreased 51.78 and 54.51 percent, respectively.
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Flannery, Aimee, Lily Elefteriadou, Paul Koza, and John McFadden. "Safety, Delay, and Capacity of Single-Lane Roundabouts in the United States." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 63–70. http://dx.doi.org/10.3141/1646-08.
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Roundabouts are a form of at-grade intersection control that is used frequently around the world and is becoming popular in the United States. Roundabouts are being used to replace two-way and all-way stopcontrolled intersections and traffic signals in the United States. Roundabouts have also been used recently in Vail, Colorado, to improve an existing stop-controlled freeway interchange system. In this study, five single-lane roundabouts are studied to assess their safety and operational performance. All five sites were stop-controlled before roundabouts were installed, and overall the sites experienced a reduction in accident frequencies, rates, and also control delay. Aside from a review of safety and delay data before and after installation of the roundabouts, this study includes a comparison of field-measured control delay with that predicted by SIDRA, an analytically based software package that can analyze at-grade sign- and signal-controlled intersections as well as roundabouts. This study will help agencies better understand their ability to predict delay at American roundabouts. Finally, findings are presented regarding the accuracy of the roundabout capacity model contained in the 1997 update to Chapter 10 of the Highway Capacity Manual. Because of the lack of roundabout entries that are operating at capacity in the United States, an approximation of potential capacity based on available gaps in the circulating stream was made. These findings indicate that the manual may be optimistic in its prediction of capacity for single-lane roundabouts in the United States; however, it should be noted that the lack of roundabout entries operating under capacity in the United States only allows for an approximation of field capacity to be made at this time.
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Akbar, Said Jalalul, Zulfhazli Zulfhazli, and Andi Syahputra Sinulingga. "PERENCANAAN ULANG SISTEM MANAJEMEN LALU LINTAS DARI TIGA FASE MENJADI EMPAT FASE." Teras Jurnal 7, no. 1 (February 21, 2018): 223. http://dx.doi.org/10.29103/tj.v7i1.128.
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<p>Untuk meningkatkan pelayanan suatu jaringan jalan, mengurangi potensi konflik, pengurangan panjang antrian serta peningkatkan kapasitas simpang perlu dilakukan sebuah perencanaan ulang sistem manajemen lalu lintas yang baik dan terpadu. Adapun tujuan dalam penelitian ini adalah untuk mengidentifikasi dan menentukan sistem bersinyal untuk mengurangi potensi konflik lalu lintas yang terjadi. Analisis menggunakan Metode (MKJI) 1997 dengan bantuan program <em>Sidra Intersection 5.1.</em> Data primer terdiri dari volume lalu lintas, sedangkan data sekunder terdiri dari kondisi lingkungan, termasuk ukuran kota dan jumlah penduduk. Hasil pada kondisi eksisting didapatkan nilai derajat kenjenuhan 0.60<em>, </em>panjang antrian 61 m, tundan 31.5 detik, dan <em>level of service </em>(LOS)<em> </em>C dimana arus lalu lintas pada persimpang tersebut masih stabil, tetapi kecepatan perjalanan dan kebebasan bergerak dipengaruhi oleh besarnya volume lalu lintas, sehingga pengemudi tidak dapat lagi memilih kecepatan yang diinginkan. Sedangkan hasil yang didapatkan setelah dilakukan perubahan fase dari 3 (tiga) fase ke 4 (empat) fase didapatkan nilai DS<em> </em>0,87<em>, </em>panjang antrian<em> </em>135 m, tundan 53,3 detik, dan LOS<em> </em>D, artinya arus lalu lintas mulai tidak stabil, perubahan volume lalu lintas sangat berpengaruh terhadap besarnya kecepatan perjalanan, hal ini menunjukkan perubahan Sistem Manajemen Lalu Lintas pada Simpang Empat Baiturrahim Kota Lhokseumawe belum tepat dilakukan perubahan jumlah fase dari 3 (tiga) fase ke 4 (empat) fase</p>
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Indhiradevi, P., P. Ranjith kumar, M. Mary Cecily Amala, and S. Kowsalya. "ROUNDABOUT AS AN ATERNATIVE FOR SIGNALIZED INTERSECTION AT SITRA JUNCTION, COIMBATORE (EAST)." International Journal of Engineering Applied Sciences and Technology 4, no. 2 (June 30, 2019): 130–34. http://dx.doi.org/10.33564/ijeast.2019.v04i02.023.
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Albrka Ali, Shaban Ismael, Rifat Reşatoğlua, and Hudaverdi Tozan. "Evaluation and Analysis of Traffic Flow at Signalized Intersections in Nicosia Using of SIDRA 5 Software." Jurnal Kejuruteraan 30, no. 2 (September 1, 2018): 171–78. http://dx.doi.org/10.17576/jkukm-2018-30(2)-06.
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Nisar, Muhammad Azfar. "Phenomenology of the stop: street-level bureaucracy and everyday citizenship of marginalized groups." International Review of Administrative Sciences 86, no. 2 (July 5, 2018): 316–32. http://dx.doi.org/10.1177/0020852318776363.
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Limited access to public space for marginalized groups remains an understudied theme in citizenship research in public administration. To address this important research gap, using ethnographic research methods, this article investigates the influence of street-level policing on the everyday citizenship of the Khawaja Sira – a marginalized genderqueer group in Pakistan. Everyday citizenship is conceptualized as the inalienable, equal right of every citizen to be present, visible, and mobile in the public space of a polity. The discussion highlights that through selective implementation of law, hyper-surveillance and moral policing, frontline workers can contribute to curtailing the citizenship of marginalized social groups. Theoretical and practical implications that underscore the intersections of mobility, everyday spaces and administrator–citizen interactions are also discussed. Points for practitioners • Through selective implementation of law, hyper-surveillance and moral policing, frontline workers can contribute to curtailing the citizenship of marginalized social groups. • Access to public space is often disproportionately denied to marginalized social groups like the members of the LGBT community. • The frontline workers of various departments should be educated about the unique identity and requirements of marginalized groups to improve street-level service delivery.
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Sinha, D. D., A. N. Singh, and U. S. Singh. "Site Suitability Analysis for Dissemination of Salt-tolerant Rice Varieties in Southern Bangladesh." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XL-8 (November 28, 2014): 961–66. http://dx.doi.org/10.5194/isprsarchives-xl-8-961-2014.
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Bangladesh is a country of 14.4 million ha geographical area and has a population density of more than 1100 persons per sq. km. Rice is the staple food crop, growing on about 72 % of the total cultivated land and continues to be the most important crop for food security of the country. A project "Sustainable Rice Seed Production and Delivery Systems for Southern Bangladesh" has been executed by the International Rice Research Institute (IRRI) in twenty southern districts of Bangladesh. These districts grow rice in about 2.9 million ha out of the country’s total rice area of 11.3 million ha. The project aims at contributing to the Government of Bangladesh’s efforts in improving national and household food security through enhanced and sustained productivity by using salinity-, submergence- and drought- tolerant and high yielding rice varieties. Out of the 20 project districts, 12 coastal districts are affected by the problem of soil salinity. The salt-affected area in Bangladesh has increased from about 0.83 million ha in 1973 to 1.02 million ha in 2000, and 1.05 million ha in 2009 due to the influence of cyclonic storms like "Sidr", "Laila" and others, leading to salt water intrusion in croplands. <br><br> Three salinity-tolerant rice varieties have recently been bred by IRRI and field tested and released by the Bangladesh Rice Research Institute (BRRI) and Bangladesh Institute of Nuclear Agriculture (BINA). These varieties are BRRI dhan- 47 and Bina dhan-8 and - 10. However, they can tolerate soil salinity level up to EC 8−10 dSm<sup>−1</sup>, whereas the EC of soils in several areas are much higher. Therefore, a large scale dissemination of these varieties can be done only when a site suitability analysis of the area is carried out. The present study was taken up with the objective of preparing the site suitability of the salt-tolerant varieties for the salinity-affected districts of southern Bangladesh. Soil salinity map prepared by Soil Resources Development Institute of Bangladesh shows five classes of salinity. viz., non-saline with some very slight saline soil, very slightly saline with some slight saline soil, slightly saline with some moderately saline soil, strongly saline with some moderately saline soil, and very strongly saline with some strongly saline soil. The soil EC level of different classes range from 2 dSm<sup>−1</sup> to >16 dSm<sup>−1</sup>. The soil map was geo-referenced and digitized using Arc GIS. Salinity tolerance characteristics of the rice varieties were matched with the soil characteristics shown on the map. Three suitability classes were made; soils suitable for salt-tolerant varieties, not suitable for salt-tolerant varieties due to high soil salinity, and suitable for other high yielding varieties due to slight salinity. The <i>mauza</i> (smallest revenue unit) boundary provided by the Bangladesh Agriculture Research Council was also geo-referenced and digitized in the same projection. Overlaying and intersecting the <i>mauza</i> boundary on the soil suitability map provided the suitable and not suitable <i>mauza</i>. A total of 4070 mauzas in the 12 salinity-affected districts were listed and maps showing suitability of <i>mauza</i> prepared. About 0.6 million ha out of total 0.87 million ha salinity affected area were found suitable for growing the salinity-tolerant BRRI dhan-47, Bina dhan-8 and -10 in these districts. The maps and other generated information have helped the Dept. of Agriculture Extension (DAE) of Bangladesh in large scale dissemination of seeds of the salinity-tolerant rice varieties in different districts during the past two years.
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Che Puan, Othman, Mustapha Mamadi Nabay, and Muttaka Na’iya Ibrahim. "Effect of Vehicular Traffic Volume and Composition on Carbon Emission." Jurnal Teknologi 70, no. 4 (September 9, 2014). http://dx.doi.org/10.11113/jt.v70.3483.
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Road intersection is one of the causes of air pollution or toxic gases emission because at such location vehicular traffic are either required to slow down or completely stop for them to secure a safe and acceptable gap to perform a particular type of manoeuvre. The level of gaseous emissions usually increases with corresponding increase in traffic. The level of the environmental pollution depends on the type of intersection. This study evaluated the amount of carbon monoxide (CO) emissions from vehicular traffic for both morning and afternoon peak periods at roundabout and priority intersections. Carbon monoxide emissions at the intersections were first measured using GrayWolf Sensing Solution (GWSS) upon which the results obtained were used in calibrating SIDRA software for estimation of CO emission. SIDRA emission estimates were derived from traffic flow parameters; traffic volume, compositions, speeds and turning movements, as well as road geometry. Calibration factors were then derived in order to make SIDRA a reliable means for measurement of vehicle emission. Further, CO emissions traffic models were developed for the two types of intersections evaluated in this work for both morning and afternoon peak periods for two different observations periods (5 minutes and 1 hour traffic volumes) using multiple regression analysis. The models developed described how vehicular traffic volume and compositions affect CO emissions at road intersections. Further analysis revealed that roundabout is a better form of intersection as it reduces the amount of CO emission when compared to simple priority intersection.
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"Performance Analysis of a Roundabout and a 3-leg Intersection Under Heterogeneous Traffic." Regular 9, no. 3 (September 30, 2020): 354–59. http://dx.doi.org/10.35940/ijrte.c4432.099320.
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This paper addresses the analysis of the operational performance of a roundabout and a 3-legged intersection located in quite a busy area of the Aligarh city. The city has an urban population of around 0.9 million people. The roundabout and 3-legged intersection are located in the close proximity of busy commercial areas and schools. Roundabout that has been taken under consideration is un-signalized and 3- legged intersection is priority controlled. The Current study has been undertaken analyze the operational execution of the two intersections and to pave the way for forthcoming investigations related to improvement of the intersections in the Aligarh District region. Traffic data was accumulated on weekdays during peak periods (5:30 pm to 6:30 pm). Video recording was taken in consideration to accomplish this task. The traffic was categorized in 3 classes; light vehicles, heavy vehicles and bicycles. To execute the evaluation of functioning performance of both intersections, SIDRA INTERSECTION software has been used. Results have shown that both the roundabout and 3-legged intersection are operating nearly at their maximum capacities and Level of Service (LOS) is not adequate for such amount of traffic influx into both the intersections. Volume to capacity (v/c) ratio has revealed that both the roundabout and 3-legged intersection are in an unstable state and roundabout condition is worse than the 3-legged intersection as the heavy vehicle volume influx is quite higher for the roundabout
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MANUKA, Dagimwork Asele. "Implementation of 5.1 Sidra Intersection Software for Appraisal of Road Corridors under Current Form." Walailak Journal of Science and Technology (WJST) 18, no. 18 (September 13, 2021). http://dx.doi.org/10.48048/wjst.2021.9703.
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The major goal of this study was to compute the flow appearances of the chosen midblock and to evaluate the road sections using various performance metrics that analyzed these road sections in both current and future conditions. Performance measure of flow parameters was at the operational period of the road. Therefore, this work examined the 2-way 2-lane roads with various performance measures. The capacity of mid blocks was also determined by plotting capacity curves and the level of service arrived and Sidra Intersection 5.1 tools were used for the analysis. All midblock evaluated with different performance measures both in current and future conditions with basic considerations. The analysis was done by adopting Sidra Intersection 5.1 tool and showed that 2-way 2-lane roads in future conditions were studied and the result indicated that their average travel speed, degree of saturation, practical spare capacity, total effective capacity, demand of flow, and level of service (LOS) displayed major changes from the base condition. HIGHLIGHTS Compute the flow appearances of the chosen midblock To evaluate the road sections using various performance metrics that analyzed these road sections in both current and future conditions Performance measure of flow parameters was at the operational period of the road. Therefore, this work examined the 2-way 2-lane roads with various performance measures The capacity of mid blocks was also determined by plotting capacity curves The level of service arrived and Sidra Intersection 5.1 tools were used for the analysis GRAPHICAL ABSTRACT
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Muhammet Mevlüt Akmaz and Osman Nuri Çelik. "Examination of Signalized Intersections According to Australian and HCM (Highway Capacity Manual) Methods Using Sidra Intersection Software." Journal of Civil Engineering and Architecture 10, no. 2 (February 28, 2016). http://dx.doi.org/10.17265/1934-7359/2016.02.013.
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"Making Evidence-based Crash Risk Estimation Routine by using the SESA Process." Journal of Road Safety 31, no. 1 (February 1, 2020): 40–50. http://dx.doi.org/10.33492/jrs-d-19-00125.
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Achieving safe system or vision zero outcomes at high-risk urban intersections, especially priority cross-roads and high volume traffic signals, is a major challenge for most cities. Even after decades of crash analysis and improvement works many of these intersections still perform poorly. While best practice for optimising the efficiency of intersections requires the use of modelling tools, like Sidra, this is rarely the case with optimising road safety outcomes. This is despite the large number of evidence-based safety analysis models and tools that are now available to understand intersection crash risk. This paper outlines the SESA (Site-specific Evidence-based Safety Analysis) Process that has been developed to enable transport professionals to estimate and predict crash risk at intersections and other sites. This process utilises existing crash risk estimation tools (based on crash prediction models and crash reduction factors), relevant road safety research, crash severity factors, professional judgement and crash data to predict the underlying crash risk at intersections (and other sites) and the effectiveness of improvement options. The output includes both the number and return period of ‘all injury’ and ‘fatal and serious injury (FSI)’ crashes for each option. The paper includes three applications of the process to high risk intersections in three New Zealand cities, consisting of two priority cross-roads and one high speed roundabout. The case studies demonstrate how the process can be used to assess intersection features and improvement options that are not covered within the available crash estimation tools.
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Tariq, Khawaja Adeel, Hadhi Hassan Khan, Shuja Zaib Afghan, and Arslan Raza. "Evaluation and Improvement of Major Intersection on Eastern Corridor of Gujranwala, Pakistan using SIDRA." Journal of Engineering and Applied Sciences, 2021. http://dx.doi.org/10.17582/journal.jeas/40.1.1.7.
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"Safety and Operational Performance of Roundabouts." International Journal of Engineering and Advanced Technology 8, no. 6S3 (November 22, 2019): 198–203. http://dx.doi.org/10.35940/ijeat.f1032.0986s319.
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When there are two or more roads meet, there is higher tendency of conflicts among vehicles. Roundabout is not a new concept to manage conflict points at at-grade intersection. However, improper motorist behaviours especially during peak hour affect safety and operational performance of a roundabout. This paper compares the safety and operational performance evaluation of a conventional non-signalized roundabout and a conventional signalised roundabout and explores the potential of turbo roundabout to replace the conventional ones. Three characteristics used to evaluate safety performance of the roundabouts include entry lane selection, use of entry and exit indicators, and weaving activities. These behaviours create the possibility of conflict, hence, risk of fatalities. On the other hand, delay and total time travel are used as indicators of operational performance of the roundabouts. We used SIDRA INTERSECTION Software to determine the theoretical delays and Level of Services. High delay, a time factor, affects motorists’ emotion, might have contributed to the safety performance. Similarly, motorists’ non-compliance behaviours affected the operational performance.
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Minhans, Anil, Nazir Huzairy Zaki, and Rakesh Belwal. "Traffic Impact Assessment: A Case of Proposed Hypermarket in Skudai Town of Malaysia." Jurnal Teknologi 65, no. 3 (October 15, 2013). http://dx.doi.org/10.11113/jt.v65.2139.
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This paper deals with traffic impact assessment (TIA) of a proposed commercial development in the neighbourhoods of Skudai Town in the Johor Bahru region. We used three regimes: Trip Rate Analysis, Cross-Classification Analysis, and Regression Analysis to assess the future traffic expected to be caused by a development – a proposed Tesco hypermarket (TH) in Skudai. The obtained mean trip rates were critically examined for forecasting traffic. The results indicated no significant variances from the estimated mean entry trip rates as mentioned in the Trip Generation Manual, Highway Planning Unit (HPU) of Malaysia. The estimated mean trip rates were used to measure the performance of a critical intersection in the immediate vicinity the development. The critical Intersection was analyzed using SIDRA software to estimate the delay – a criterion for determining the level-of-service (LOS) provided to motorists. Traffic projections made for horizon year 2025 depicted a LOS ‘F’ with 2716.9s of average delay. Traffic improvements were also proposed to mitigate the impact of future development and traffic conditions. The study provided a framework for the estimation of trip rates for Malaysian conditions along with some guidelines for their adoption. These insights to TIA can assist developers or local authorities in decision making.
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Chong, Elizabeth Eu Mee, and Rahma Naser Saif Al-Mamari. "Characteristics of Drivers’ Lane Choice at Large Multi-lane Roundabout." International Journal of Integrated Engineering 12, no. 9 (December 26, 2020). http://dx.doi.org/10.30880/ijie.2020.12.09.021.
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The use of modern roundabout as an intersection treatment is a popular choice. To increase the capacity, large multi-lane roundabout has been implemented to solve traffic congestions. Comparatively to small single-lane roundabouts, where many studies have been devoted to, the maneuver at multi-lane roundabout is a highly complex situation due to drivers’ behavior in lane choosing. Little is known on the drivers’ behavior at large multilane roundabouts. This paper aims to explore the drivers’ lane choice behavior and its impact on the performance of large multi-lane roundabout. Traffic data were collected at three-lane roundabout on a normal day at peak traffic hours by using voice recorders and video cameras. Drivers’ behavior had been characterized by assessing their lane choices from entry lanes to circulating lanes and from circulating lanes to exit lanes. Two models of drivers’ lane choices were generated, the first representing reality and the second depicting standard roundabout lane discipline. Both models had been analyzed by using SIDRA Intersection software. Results indicated that the large number of lanes provides high freedom for drivers on their behavior which cannot be fully controlled. Also, drivers tend to follow the natural movement path to go through the roundabout correctly. Lane discipline marking is effective for multi-lane roundabout especially for roundabout with equal number of entry and circulating lanes in improving the traffic performance.
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Mohamed Irtema, Hamza Imhimmed, Amiruddin Ismail, Shaban Ismael Albrka, Mohd Azizul Ladin, and Hussin A. M. Yahia. "Evaluating the Performance of Traffic Flow in Four Intersections and Two Roundabouts in Petaling Jaya and Kuala Lumpur Using Sidra 4.0 Software." Jurnal Teknologi 72, no. 4 (January 8, 2015). http://dx.doi.org/10.11113/jt.v72.3906.
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Delays represent one of the indirect costs in terms of frustration, loss of time and discomfort to the drivers. On the other hand, it represents a direct cost in terms of fuel consumption/wastage on road networks during idleness and inactivity. Extreme delay at signalized intersections reflects the incompetence in the signal timing because of consecutive signalized intersections on the particular site. The traffic parameters performance is not a feasible method or practice. Furthermore, one of the significant ways to improve the performance of the network is by coordinating traffic signal in intersections. This study was done to highlight the ability of improving the level of service (LOS) of four intersections; two of them with four legs and two with three legs as well as two roundabouts in Kuala Lumpur and Petaling Jaya using SIDRA software version 4.0. In addition, the study aims to compare the results between each peak hour in terms of percentage of change in the variables and the delay. Moreover, consideration of geometric delay should be taken into account when comparing delays in peak hours in the morning and the evening peak hours. The results obtained show that the morning period is better than the evening period for the value of delay, queue, journey time and speed that was obtained from practical measuring in the study area. The average reduction of delay in the study area before and after optimization of SIDRA software is from 3489 Sec to 1571 Sec in the morning period as well as 5093 Sec to 1663 Sec in the evening period. The percentage of reduction was about 45% and 33% -respectively.