5. renewing of indonesia highway capacity manual urban road segment with traffic microsimulation

Renewing of Indonesia HighwayCapacity Manual (IHCM): Urban Street Segment;

With Microsimulation

By: Ocky Soelistyo Pribadi

History of IHCM

IHCM PROJECT

1994

FINAL DOCUMENT

19972015

18 years

TRAFFIC DATA 1990 - 1994

Total vehicle amount: 132 millionMotorbike composition: 39,57%The lenght of national street: 327.000 kms

NEVER BEEN RENEWED

Total vehicle amount: over 430 millionMotorbike composition: over 80%The lenght of national street: over 437.000 kms

IHCM Scope and Objectives

FACILITY TYPES1. Two-lane two-way roads (2/2)2. Four-lane two-way roads (4/2)3. Without median (undivided)4. With median (divided)5. One-way roads (1-3/1)

For each of the defined road types, the calculation procedure may be

applied with confidence only in the following conditions:

- Flat or essentially flat terrain.

- Straight or essentially straight horizontal alignment.

- On segments of roads which are not affected by queuing caused by

intersections, nor by severe platooning downstream from signalised

intersections.

A road segment is defined as a length of road:

- between and unaffected by signalised or major

unsignalised intersections, and

- having similar characteristics along its length.

Points where road characteristics change

significantly automatically become the boundary of

a segment even if there is no nearby intersection


If a network or corridor is being analysed, it should be

broken down into its components, as follows:

- Road segments

- Signalised intersections

- Unsignalised intersections

- Weaving Sections

Calculations are then performed separately for each of

these facility types: they are then combined to give the

capacity and overall measures of performance for the

system as a whole.


Means of city size:

City size is the number of inhabitants in the city

Smaller cities exhibit less urgent driver behaviour and a

less modern vehicle fleet

It leading to reduced capacities and lower speeds at a given

flow, when compared with larger cities


Throughout the manual the traffic flow values reflect

traffic composition, by expressing flow in passenger car

units (pcu).

Calculation Types

1. Free flow speed

2. Capacity

3. Degree of saturation

4. Actual speed

5. The maximum flow of traffic a road segment can carry

while maintaining a specified level of performance

Point of research:

Capacity:

is defined as the maximum flow past a point on the road

that can be sustained on an hourly basis under prevailing

conditions

Capacity Calculation

C = Capacity (pcu / h)

Co = Base capacity (pcu / h)

FW = Carriageway width adjustment factor

FSP = Directional split adjustment factor (FSP is not valid for oneway

roads)

FSF = Side friction and kerb/shoulder adjustment factor

FCS = City size adjustment factor


Passenger car unit (pcu) for four-lane two-way roads

divided (4/2D)

Light vehicle (LV): 1

Heavy vehicle (HV): 1.2

Motor cycle (MC): 0.25

The impact of unmotorized vehicle is catagorized as a side friction

adjustment factor


Co = Base capacity for four-lane two-way roads

divided (4/2D): 1,650 pcu/hour/lane

Base road conditions:1. Carriageway width of 10.5 meters to 16 meters

2. Lane width of 3.5 meters

3. Space between kerb and the near obstacle in a sidewalk

over 2 meters

4. A median

5. Traffic directional split of 50:50

6. Low side friction

7. Citi size of 1 to 3 millions

8. Flat alignment

Traffic Data

Affandi Street, Yogyakarta, of 4 x 24 hours, on

October 31st, 2014 to November 3rd, 2014

Traffic Data

WR. Supratman Street, Bandung,

on December 29th, 2011

Development of Vissim Model

Vissim model’s data

Car Truck Bus Bike Motorbike Becak

1 Jl. WR. Supratman Bandung Thursday/29-12-2011 09.00-10.00 North 3511 1161 58 68 7 2215 3

bound 0.331 0.016 0.019 0.002 0.631 0.001

South 2846 893 50 8 30 1862 2

bound 0.314 0.018 0.003 0.011 0.654 0.001

2 Jl. Afandi Yogyakarta Monday/3-11-2014 07.00-08.00 South 5507 770 5 32 33 4656 11

bound 0.140 0.001 0.006 0.006 0.845 0.002

North 3499 472 5 33 40 2942 7

bound 0.135 0.001 0.009 0.011 0.841 0.002

Total

VOLUME

CompositionCITYSTREETNO DAY/DATE TIMEDirection

Output of Vissim’s behaviour parameter default value


A warning in the end of simulation



Model calibration

Model validation


The developed model:

1) Valid for variabel of total 2-way traffic volume and

vehicle’s mean speed;

2) Close to valid for variable of traffic per 10 minutes

because only few gap between X2 counting and X2 table;

and

3) Not valid for variable of time headway distribution and

vehicle’s speed distribution.


Road Capacity Calculation

1. Built Vissim model with some variation of traffic volume

value and different random seed, with an assumption if the

vehicle’s composition and speed distribution are constant;

2. Convert the traffic volume in passenger car unit;

3. Record the mean speed of each model;

4. Count the traffic density; and

5. Built a relationship graphic between density and mean speed

value and count the road capacity by the formula of “(Dj x

Vf) / 4”.

The steps of analysis

y = -0.1391x + 39.837R² = 0.4002

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

45.0

0.0 50.0 100.0 150.0 200.0 250.0 300.0 350.0

Spe

ed (

kms/

ho

ur)

Density (pcu/km)


WR. Supratman Street

0.0

10.0

20.0

30.0

40.0

50.0

60.0

0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0

Spe

ed (

kms/

ho

ur)

Density (pcu/km)

NB

SB

IHCM Result


y = -0.116x + 39.878R² = 0.5544

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

45.0

0.0 50.0 100.0 150.0 200.0 250.0 300.0 350.0

Spe

ed (

kms/

ho

ur)

Density (pcu/km)

AffandiStreet

0.0

10.0

20.0

30.0

40.0

50.0

60.0

0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0

Spee

d (

kms/

ho

ur)

Density (pcu/km)

SB

NB

IHCM Result

The Comparison

The summary of this research are:

1. The default value of Vissim software for driver behaviour need to be calibrate

for simulation process of WR. Supratman Street of Bandung and Affandi Street

of Yogyakarta. For the changing of the value, found that the driver behaviour

parameter is more aggresive than the default value.

2. Vissim model is valid for the variable of total volume assigned and the mean

speed of each vehicle type.

3. The Vissim result is so influenced by the desired speed distribution, the different

trend line of the scattered data of the relationship of density and speed for the

same road but different direction can occured.

4. Since Vissim’s model is statistically valid, it can says that KAJI is no longer

suitable to predict the traffic speed and road capacity of WR. Supratman Street

of Bandung and Affandi Street of Yogyakarta..

Summary

5. renewing of indonesia highway capacity manual urban road segment with traffic microsimulation

Engineering

Transcript of 5. renewing of indonesia highway capacity manual urban road segment with traffic microsimulation