Guidelines for
Transportation Survey
Transport Research Laboratory 2018
Edited by :
Yodya Yola Pertiwi, S.T., M.Sc. (FTUI, 2011; Leeds University, 2013) Silvanus Nohan Rudrokasworo, S.T., M.T. (FTUI, 2010; ITB, 2015) Robby Yudo Purnomo, S.T. (FTUI, 2017)
Acknowledge by :
Ir. Tri Tjahjono, M.Sc., Ph.D. (FTUI, 1981; Leeds University, 1987, 2004) Ir. Ellen Sophie Tangkudung, M.S. (FTUI, 1982; ITB, 1992)
Ir. Alan Marino, M.Sc. (FTUI, 1984; Wisconsin Madison University, 1989) Ir. Heddy R. Agah, M.Eng (FTUI, 1978; Asian Institute of Technology, 1984) Ir. Alvinsyah, MSCE. (FTUI, 1986; University of Michigan, 1990)
Foreword
Transportation Laboratory conducted field practicum to support transportation-related course corresponding to 2016 academic curriculum such as Transportation Engineering and Traffic Engineering. These courses consist some materials that require general knowledge about traffic, transportation, and parking studies.
This book is guidance for both bachelor (transportation engineering) and master (traffic engineering) degree student in the process to learn a study related to transportation science. This book explains to collect and process data also analysis process needed for particular studies
All of these modules are still far from perfection. Any improvement and evaluation will always do for the completion of the book. Furthermore, any suggestion and criticisms are still expected from readers and users of this manual therefore that authors can always improve this book
Depok, June 2018
Head of Transport Laboratory
Ir Tri Tjahjono, M.Sc, Ph.D.
NIP 195611221983031001
The Need for Traffic and Parking Surveys
The results of traffic surveys are used in traffic planning, traffic management, economics studies, traffic and environmental control, road-safety studies, land use transport interaction studies, and in monitoring trends (i.e. in vehicle design and use) for establishing and revising design standards and systems models. In addition, surveys of vehicle parking accumulation form necessary inputs for traffic generation and impact studies.
Traffic engineers need information about traffic for many purposes as they plan, design, construct and operate traffic systems. Estimates are required of the likely impacts of changes.
The techniques for making such estimates are based on a range of theories and models which need to be tested against observations of behaviour in real-world traffic systems. Thus the purposes for which traffic data is required may be summarised as (Young, Taylor, and Gipps 1989):
Monitoring. The collection of information about the traffic conditions prevailing at any time, and as they change over time.
Forecasting. The use of data on existing traffic systems as one of the inputs to a procedure for estimating what the traffic would be like under different conditions, either now or in the future
Calibration. The use of traffic data to estimate the values for one or more parameters in a theoretical or simulation model
Validation. The verification of a theoretical or simulation model against information independent of that used to calibrate the modelThe first two items are primarily the concern of practitioners, whereas the last three items lie more in the area of interest of researchers, traffic theorist, and model developers.
Information sought in traffic and parking can vary enormously. Information collected may include:
Counts of vehicles (possibly classified by vehicle type), cyclists, and pedestrians, including:o
On-road and off-road (shared pathways) traffico
Turning movement counts
Number of waiting vehicles or pedestrians
Number of occupants in vehicles
Speed of vehicles
Travel times, delays, queues, and their components
Fuel consumption and emissions
Vehicle mass and dimensions
Origins and destinations of journeys, including path tracing and duration within a cordon
Compliance with curfews, permits, signage, and signals
Parking supply, occupancy, compliance, accumulation, and/or duration
Trip generation rates
Market research an array of data type and collection via passive and interactive technique
Interview surveys, mode choice, trip purpose, endless data capture more suited to complex understandings beyond the scope of passive observations
Street light illuminance surveys, using light sensors, and GPS positioningThe information may be sought at a number of levels of detail, from a broad indication of traffic conditions over a region to detailed measurement of individual vehicle movements at a chosen location.
Table of Content Spot Speed (Space Mean Speed)
Spot Speed (Time Mean Speed) Traffic Counting (HCM)
Traffic Counting (MKJI) Travel Time
Parking Study
Traffic Counting (Intersection HCM) Traffic Counting (Intersection MKJI) Traffic Signal Phase
Traffic Queuing
Transportation
Engineering
Module 1
Spot Speed (Manual Method)
ObjectiveDetermine the spot speed of particular road segment and develop a cumulative speed distribution curve
Literature Review
Time Mean Speed : Arithmetic average speed of vehicles passing a point on a highway Space Mean Speed : Harmonic average speed of vehicles passing a point on a highway
Free Flow Speed : Theoretical speed when the density and flow rate on the study segment are both zero
Equipment
1. Measuring Tape 2. Stopwatch 3. Survey Form 4. Stationary Data Requirement 1. Travel time (s) Procedures
Determine the location of the survey and measure and measure the length of the road that will be used as survey road segment
Table 1 Recommended Trap Length
Average Speed of Traffic (km/h) Recommended Trap Length (meter)
<40 25
40-65 50
>65 75
Mark the start and end point of the road segment
Stay in such a good position so that can see the upcoming vehicles clearly
Start and stop the stopwatch as the vehicles enters and departs the starting and ending points of the marked section
Write down the data collection in the worksheet
Data Processing
Convert all the data into appropriate required data (s into km/h)
Where:
𝑉 = spot speed (km/h) 𝐷 = the trap length (meter)
𝑇 = the travel time of each vehicle which is pass the trap length (second)
Make a frequency distribution table to determine speed percentiles
Speed (mph) Frequency of Vehicles
Cumulative Frequency
Cumulative Percent
Speed Percentile
15 1 1 1%
18 2 3 3%
21 6 9 9%
24 12 21 21%
27 13 34 34% 50th
30 20 54 54%
33 18 72 72%
85th
36 14 86 86%
39 6 92 92%
42 6 98 98%
45 1 99 99%
48 1 100 100%
Determine the 50th and 85th percentile speed from the cumulative percent column
Pi = Li + i . n
100 - Fk
f c
Where:
Pi = Percentile-i Li = Lower limit n = Number of data Fk = Cumulative frequency f = Frequency
c = Range of class Future Readings
CTRE. 2009. Traffic Studies Module 2: Spot Speed. Iowa State University. Institute for Transportation
Link : http://www.ctre.iastate.edu/pubs/traffichandbook/2SpotSpeed.pdf (last accessed L 24 Augsut 2015)
MassSAFE 2005. Spot Speed Study Workshop Instruction Manual. University of Massachusetts, Amberst.
Link : http://bit.ly/massSAFEspotspeed (last accessed : 24 August 2015)
Roess, R. 2011. Traffic Engineering 4th Edition. New York. United States
Khisty, J; Mohammadi, J. 2012. Systems Engineering with Economics, Probability, and Statistics 2nd Edition. Fort Lauderdale. J.Ross Publishing
WORKSHEET 1 SPOT SPEED STUDY
Date :
Locations : Duration :
No Spot Speed (km/h)
No Spot Speed (km/h)
MC LV HV MC LV HV
1 26
2 27
3 28
4 29
5 30
6 31
7 32
8 33
9 34
10 35
11 36
12 37
13 38
14 39
15 40
16 41
17 42
18 43
19 44
20 45
21 46
22 47
23 48
24 49
25 50
Module 2
Spot Speed (Automatic Method)
ObjectiveDetermine the spot speed of particular point of road segment and develop a cumulative speed distribution curve
Time Mean Speed : Arithmetic average speed of vehicles passing a point on a highway Space Mean Speed : Harmonic average speed of vehicles passing a point on a highway
Free Flow Speed : Theoretical speed when the density and flow rate on the study segment are both zero
Equipment
1. Speed Gun/ Radar Gun 2. Survey Form
3. Stationary Data Requirement
1. Vehicles Speed (km/h) Procedures
Determine the location of the survey and determine the spot to shoot the vehicles
Stay in such a good position so that can see the upcoming vehicles clearly
Press the speed gun as the vehicles pass by to determine the speed of the vehicles
Write down the data collection in the worksheet Data Processing
Make a frequency distribution table to determine speed percentiles
Speed (mph) Frequency of
Vehicles Cumulative
Frequency Cumulative
Percent Speed Percentile
15 1 1 1%
18 2 3 3%
21 6 9 9%
24 12 21 21%
27 13 34 34% 50th
30 20 54 54%
33 18 72 72% 85th
36 14 86 86%
39 6 92 92%
42 6 98 98%
45 1 99 99%
48 1 100 100%
Determine the 50th and 85th percentile speed from the cumulative percent column Pi = Li +
i . n
100 - Fk
f c
Where:
Pi = Percentile-i Li = Lower limit n = Number of data Fk = Cumulative frequency f = Frequency
c = Range of class Future Readings
CTRE. 2009. Traffic Studies Module 2: Spot Speed. Iowa State University. Institute for Transportation
Link : http://www.ctre.iastate.edu/pubs/traffichandbook/2SpotSpeed.pdf (last accessed : 24 Augsut 2015)
MassSAFE 2005. Spot Speed Study Workshop Instruction Manual. University of Massachusetts, Amberst.
Link : http://bit.ly/massSAFEspotspeed (last accessed : 24 August 2015)
Roess, R. 2011. Traffic Engineering 4th Edition. New York. United States
Khisty, J; Mohammadi, J. 2012. Systems Engineering with Economics, Probability, and Statistics 2nd Edition. Fort Lauderdale. J.Ross Publishing
WORKSHEET 1 SPOT SPEED STUDY
Date :
Locations : Duration :
No Spot Speed (km/h)
No Spot Speed (km/h)
MC LV HV MC LV HV
1 26
2 27
3 28
4 29
5 30
6 31
7 32
8 33
9 34
10 35
11 36
12 37
13 38
14 39
15 40
16 41
17 42
18 43
19 44
20 45
21 46
22 47
23 48
24 49
25 50
Module 3
Traffic Counting (Highway Capacity Manual)
ObjectiveDetermine the capacity and the performance (Level of Service) of particular road segment based on Highway Capacity Manual 2010
Literature Review
Flow (q) is the number of vehicles passing a fixed point per unit time. Typical units for 1 are veh/hour Density (k) or concentration is the distance travelled by a vehicle per length of lane or roadway at a given instant of time (veh/km)
Speed (u) or velocity is the distance travelled by a vehicle per unit time Headway (h) is the time gap between successive vehicles in a traffic stream Spacing (s)
Occupancy
Level of Service (LOS) expresses the performance of a highways facilities at traffic volume less than capacity. LOS is used to analyse highway and intersection by categorizing traffic flow and assigning quality levels of traffic based on performance measure like speed, density, and congestion.
Level of Service A : the highest quality of service that can be achieved. Motorists are able to travel at their desired speed. The need for passing other vehicles is well below the capacity for passing and few platoons of three or more cars are observed. 40%
Level of Service B : at this level of service, if vehicles are to maintain desired speeds, the demand for passing other vehicles increases significantly. At the lower level of LOS B
range, the passing demand and passing capacity are approximately equal. 40- 55%
Level of Service C : further increases in flow beyond the LOS B range results in a noticeable increase in the formation of platoons and an increase in platoon size. Passing opportunities are severely decreased. 55-70%
Level of Service D : flow is unstable and passing manoeuvres are difficult, if not impossible, to complete. Since the number of passing opportunities is approaching zero as passing desires increase, each lane operates essentially independently of the opposing lane. It is uncommon that platoons will form that are 5 to 10 consecutive vehicles in length. 70-85%
Level of Service E : passing has become virtually impossible. Platoons are longer and more frequent as slower vehicles are encountered more often. Operating condition are unstable and are difficult to predict, 85-100%
Level of Service F : traffic is congested with demand exceeding capacity. Volumes are lower than capacity and speeds are variable.
Peak Hour Factor
Peak Hour Factor is used to convert the hourly volume into the volume rate representing the busiest 15 minutes of the hour. Highway Capacity Manual (HCM) recommends a PHF of 0.88 for rural areas and 0.92 for urban areas (Tarko, 2005)
PHF = Average flow rate 4 x peak 15 minutes flow rate
Equipment 1. Counter 2. Survey Form 3. Stopwatch 4. Stationary 5. Measuring Tape Data Requirement
1. Volume of vehicles (pch) 2. Lane width (ft)
3. Left-side lateral clearance (ft)
4. Peak Hour Factor (PHF) : 0.85 – 0.98
5. Road classification (number of lane and direction) Procedures
Determine the location of the survey and determine the spot to count the upcoming vehicles
Stay in such a good position so that can see the upcoming vehicles clearly
Count or record every passing vehicle based on vehicles classification (motorcycle, passenger car, heavy vehicles)
Do the counting process until the specified duration (15 or 30 minutes) Data Processing
Compute Free Flow Speed (FFS)
Where,
FFS = FFS of basic freeway segment (mi/h) fLW = adjustment for lane width (mi/h)
fLC = adjustment for left-side lateral clearance (mi/h)
TRD = total ramp density
Select FFS curve based on the FFS calculation before (exhibit 11-3)
Adjust demand volume by consider adjustment factor for heavy vehicles
Where,
vp = demand flow rate under equivalent base conditions (pc/h/ln) V = demand volume under prevailing conditions (ve/h)
PHF = peak hour factor
N = number of lanes in analysis direction
fHV = adjustment factor for presence of heavy vehicles in traffic stream fp = adjustment factor for unfamiliar driver population
Where,
fHV = heavy-vehicle adjustment factor
Pt = proportion of trucks and buses in traffic stream PR = proportion of RV in traffic stream
Et = passenger-car equivalent (PCE) of one truck or bus in traffic stream Er = PCE of one RV in traffic stream
Estimate speed and density
D = Density (pc/mi/ln)
vp = demand flow rate (pc/h/ln)
S = mean speed of traffic stream under based conditions (mi/h)
Determine LoS
Future Readings
CTRE. 2009. Traffic Studies Module 3: Traffic Volume Count. Iowa State University. Institute for Transportation
Link : www.ctre.iastate.edu/pubs/traffichandbook/3trafficcounts.pdf (last accessed: 24 August 2015)
Leduc, Guillaume. 2008. Road Traffic Data: Collection Methods and Applications. European Commission. Joint Research Centre – Institute for Prospective Technological Studies
Link: ftp.jrc.es/EURdoc/JRC47967.TN.pdf (last accessed: 24 August 2015)
Transportation Research Board. 2010. Highway Capacity Manual Volume 2 : Uninterrupted Flow. TRB. Washington DC
Garber, Nicholas; Hoel, Lester. 2009. Traffic & Highway engineering 4th Edition. Virginia.
Cengage Learning
WORKSHEET 2 TRAFFIC COUNTING
Time :
Date/Month/Year :
Weather :
From :
To :
Location :
Surveyor :
15
mins Time Passenger Car, Jeep, Pick up
Public Transportation,
Minibus
Small Bus (Elf,
Colt, L-300) Big Buses Truck (2 as) Truck (3 as) Motorcycle Unmotorized 1st
2nd 3rd 4th 5th 6th
Total
Module 4
Traffic Counting (Manual Kapasitas Jalan Indonesia)
ObjectiveDetermine the capacity and the performance (Level of Service) of particular road segment based on Manual Kapasitas Jalan Indonesia (MKJI) 1997
Equipment 1. Counter 2. Survey Form 3. Stopwatch 4. Stationary 5. Measuring Tape Data Requirement
1. Volume of vehicles (pch) 2. Road wide (m)
Literature Review
The selection of study method should be determined using the count period. The count period should avoid special event or compromising weather condition. Count period may range from 5 minutes to 1 year. Typical count periods are 15 minutes or 2 hours for peak periods.
Level of Service City Size Factor (FCS) V/C Range
A Traffic condition is free with high average speed and low traffic volume
0,00 – 0,20 B Stable flow, but the operational speed began to be limited by
traffic condition
0,21 – 0,44 C Stable flow, but speed and vehicles movement have to be
controlled 0,45 – 0,74
D Slightly stable flow, the speed still can be controlled and V/C can
be accepted 0,75 – 0,84
E Unstable flow and sometimes vehicles have to stop. Traffic
demand approaching the maximum capacity 0,85 – 1,00 F Forced flow, low speed, volume beyond the capacity, long queue >1,00
Average Daily Traffic (ADT) counts represent a 24-hour count at any specified location. These counts are obtained by placing an automatic counter at the analysis location for a 24-hour period. Accuracy of the ADT data depends on the count being performed during typical roadway, weather, and traffic demand conditions. Local levels of government will typically conduct this type of count.
Annual Average Daily Traffic (AADT) counts represent the average 24-hour traffic volume at a given location averaged over a full 365-day year. AADT volume counts have the following uses:
Measuring or evaluating the present demand for service by the roadway or facility
Developing the major or arterial roadway system
Locating areas where new facilities or improvements to existing facilities are needed
Programming capital improvements Procedures
Determine the location of the survey and determine the spot to count the upcoming vehicles
Stay in such a good position so that can see the upcoming vehicles clearly
Count or record every passing vehicle based on vehicles classification (motorcycle, passenger car, heavy vehicles)
Do the counting process until the specified duration (15 or 30 minutes)
Data Processing
Classify vehicles into 3 group (Light Vehicles, Heavy Vehicles, and Motorcycle)
Count the number of vehicle based on the result of the survey
Count the traffic flow (Q) and the capacity (C)
Q = QLV + (QHV x pceHV) + (QMC x pceMC) C = Co x FCW x FCSP x FCSF x FCCS
Where,
C = Capacity (pcph) Co = base capacity (pcph)
FCW = Adjustment factor for wide road
FCSP = Adjustment factor for separation direction (only for undivided roads) FCSF = Adjustment factor for side barriers and roadside
FCCS = Adjustment factor for city size
Determine degree of saturation (DS)
DS = Q/C
Determine the Level of Service (LoS0 of the road
Compare the result with LoS from previous survey Future Readings
CTRE. 2009. Traffic Studies Module 3: Traffic Volume Count. Iowa State University. Institute for Transportation
Link : www.ctre.iastate.edu/pubs/traffichandbook/3trafficcounts.pdf (last accessed: 24 August 2015)
Leduc, Guillaume. 2008. Road Traffic Data: Collection Methods and Applications. European Commission. Joint Research Centre – Institute for Prospective Technological Studies
Link: ftp.jrc.es/EURdoc/JRC47967.TN.pdf (last accessed: 24 August 2015)
SWEROAD and PT Bina Marga. 1997. Manual Kapasitas Jalan Indonesia. Jakarta. Direktorat Jenderal Bina Marga
WORKSHEET 2 TRAFFIC COUNTING
Time :
Date/Month/Year :
Weather :
From :
To :
Location :
Surveyor :
15
mins Time Passenger Car, Jeep, Pick up
Public Transportation,
Minibus
Small Bus (Elf,
Colt, L-300) Big Buses Truck (2 as) Truck (3 as) Motorcycle Unmotorized 1st
2nd 3rd 4th 5th 6th
Total
Module 5 Travel Time
ObjectiveTo evaluate the traffic movement quality or characteristics along a route and to determine the location type, and length of traffic
Literature Review
Methodology of Travel Time Study
Floating Car Method : Floating car data are position of vehicles traversing city streets throughout the day. The driver tries to float in the traffic stream. The number of vehicle that observer vehicles overtake should be as many vehicle that pass the observer vehicles.
Average Speed Method : In this method the driver is instructed to travel at the average speed of the majority of the vehicles in the traffic stream regardless of the number of the vehicles.
Moving-vehicle Method : In this method, the observer moves in the traffic stream and make round trip on the test section. The observer starts from particular direction i.e. west to east and turn the vehicle around in the opposite direction. (This method is used for the module)
Maximum-car Method : the driver is instructed to drive at the maximum speed that still in the range of design speed of the facility.
Elev-Observe Method : the observer choose high buildings or other elevated points that considerable length may be observed. The observer select random vehicles and record necessary data i.e. time or cause-of delay
License Plate Method : Observer stationed at control point along the route enters, on a time control basis, the license-plate numbers of passing vehicles recorded. On the end of the route, another observer stationed to record the license-plate numbers of passing vehicles. At the end of observation. Both of the observer match the recorded data to obtain the travel time between to point
Photographic Method : This method is primarily a research tool for studies of interrelationship of several factors such as spacing, speeds, lane usage, acceleration rates, merging, and crossing manoeuvres, and delays at intersections.
Interview Method : This method may be useful where a large amount of material is needed in a minimum of time and at little expense for field observation. Usually the
employees of a farm or establishment are asked to record their travel time to and from work on a particular day
Travel Time : total time to pass particular road segment (including running time, stopped time and delay)
Running Time : Part of Travel Time which means total time when a vehicle move Travel Time Delay : Differences time between travel and running time
Travel Speed : Mean speed on particular road segment (= distance/travel time) Running Speed : Mean speed on particular road segment that include delay time (=
distance/running time)
Stopped Time Delay : Delay due to acceleration/ deceleration Equipment
1. Test Vehicles 2. Stopwatch 3. Survey Form 4. Stationery
Data Requirement
1. Travel Time (minutes) 2. Distance (m)
3. Stop and/or Delay Time (m) 4. Traffic Volume
a. Opposing traffic b. Overtaking traffic c. Passed traffic
Procedures
Marked the start and end point of the road that observed
Activate the stopwatch to record the travel time
Write and record for every check point in accordance with operational criteria
Record the duration of the stop using stopwatch, the location, time, and the reason of obstacles
See and count the vehicles that pass (P), oppose (M), and Overtake (O)
Switch off the stopwatch and write down the total travel time from starting point to end point Data Processing
Calculate the volume of the vehicles for every travel time V = 60.D / T Where,
S = Travel Speed (km/h) D = Length of the study (km) T = Travel Time (hr)
Calculate the average of travel time and space mean speed S = 60.N.D / T
Where,
S = Average Travel Speed (km/h) D = Length of the study (km) T = Total Travel Time (hr)
N = Number of the test
Calculate the traffic volume
V = 60 (O+M-P)T1+T2 Where,
V = Traffic Volume (Veh/Km/h) M = Opposing vehcles
O = Overtaking vehicles P = Passed vehicles
T1, T2 = Travel Time (minus delayed time) Future Readings
Roess, R. 2011. Traffic Engineering 4th Edition. New York. United States
Travel Time Data Collection Handbook – FHWA-PL-98-035
(https://www.fhwa.dot.gov/ohim/tvtw/natmec/00020.pdf)
WORKSHEET 3 MOVING OBSERVER FORM
City :
Date/Month/Year : Time Started at :
Route :
Surveyor :
Time Ended on :
No Route Total Vehicles
From To Overtaking Opposing Passing
Module 6 Parking Study
ObjectiveTo evaluate the characteristics of an existing parking area to determine the demand and supply of the parking area
Literature Review Parking Index Parking Turnover In-out Survey
License Plate Method Survey Equipment
1. Stopwatch 2. Survey Form 3. Stationary Data Requirement
1. Number of vehicles (in/out) 2. Number of parking slot 3. Duration of parking (hr) Procedures
Determine the location of the survey (middle size parking area)
Count and record the entering and departing vehicles in the parking area Data Processing
Calculate parking volume
Volume = Nin + X Where,
Nin = Number of entering vehicles X = Number of existing/stayed vehicles
Calculate parking accumulation
Ai = Ai-1 + Ii – Oi Where,
Ai = Accumulation in ith period (veh) Ai-1 = Accumulation in i-1th period (veh) Ii = Entering vehicles in ith period (veh) Oi = Departing vehicle in ith period (veh)
Calculate the average of parking duration
D = Parking Accumulation Volume Where,
D = Average of parking duration (hr/veh)
Category Information
1 Short Term Duration (<30 minutes)
2 Middle Term Duration (2-4 hours)
3 Long Term Duration (12-16 Hours)
4 More than one night
Determine parking capacity
Parking Capacity = Number of parking bay Average Parking Duration
Determine parking index
Parking Index = Parking Accumulation
Parking Capacity x 100%
Where,
PI < 1, parking facility has no problems, where parking demand do not exceed parking supply/capacity
PI = 1, parking demand meet the equilibrium with parking supply/capacity
PI > 1, parking facility has problems, where parking demand exceed parking supply/capacity
Calculate parking turnover
TR = Nt S.Ts Where,
TR = Parking Turnover (veh/slot/hr)
Nt = Number of total vehicles during survey period (veh) S = Number of parking slot
Ts = Duration of analysis/survey (hr)
Category Example
Low Turnover All-day parking
Medium Turnover Parking duration between 2-12 hours (apartment and hotel)
High Turnover Short term parking duration (Department Store)
Future Readings
Iitb.vlab.co.in. 2011. Parking Analysis. NME ICT Initiative of MHRD (Licensing Terms)
Link : iitb.vlab.co.in/?sub=42&brch=132&sim=466&cnt=1 (last accessed: 24 August 2015)
Abubakar, I. 1998. Pedoman Perencanaan dan pengoperasian Fasilitas Parkir. Jakarta.
Direktorat Bina Sistem Lalu Lintas dan Angkutan Kota Direktorat Jenderal Perhubungan
Oppenlander, J; Box. P. 1976. Manual of Traffic Engineering Studies 4th Edition. Washington DC. Institute of Transportation Engneering Washington DC
WORKSHEET 4 PARKING STUDY
Date :
Day :
Starting Time : Location :
Time In Out Accumulation Occupancy Parking Load
Traffic Engineering
Module 7
Traffic Counting (Intersection HCM)
Module 8
Traffic Counting (Intersection MKJI)
ObjectiveTo evaluate the traffic movement quality along a route and to determine the location type, and length of traffic
Literature Review Definition
C = Co x FW x FM x FCS x FRSU x FLT x FRT x FMI
Module 9
Traffic Signal Phase
ObjectiveTo calculate and analyse the cycle time at a signalized intersection.
Literature Review
There are three types of traffic signal controllers: pre timed, fully actuated, and semi actuated. Many signalized intersection in Indonesia using pre timed controllers which have a preset sequence of phases displayed in repetitive order. Each phase has a fixed green time and change interval that are repeated in each cycle to produce a constant cycle length. The most critical aspect of setting of signal timing selection of an appropriate phase plan. Determination of the cycle time can be made by the Webster method (1996) to minimize the total delay on an intersection, using the formula
After determining the cycle time, it can be determined effective green time. Because the allocation of green time is an important for the estimation of delay. Effective green time is the time during which a given traffic movement or set of movements may proceed at saturation flow rate; it is equal to the cycle length minus the effective red time.
The graphic above illustrates effective green time. Effective green time excludes start-up delay that occurs at the beginning of the phase as well as any lost time that might occur near the end of the phase.
Equipment 1. Stopwatch 2. Work Sheet 3. Stationary Data Requirement
1. Phase Movement of Vehicles 2. Green time (s)
3. Amber time (s) 4. All red (s) Procedure
Prepare the necessary equipment for survey at field
Describing the movement of vehicles at field
Calculate the length of green time and yellow time (amber time) on each approach by using stopwatch
Calculate the total length of all red time with stopwatch
Take the results of the survey the length of signal time on the survey sheet Data Processing
Calculate the cycle time before adjustments, using the following formula
Co = Optimum Cycle Legth (s) L = Total Lost Time (s)
Y = Total Critical Volume/Saturation Flow (Q/S)
Calculate the effective green time per phase, using the following formula
gi = effective green time per phase (s) gt = green time (s)
Y = amber time (s)
Y total = Total critical volume/saturation flow (Q/S)
Calculate the green time is adjusted based on the time summing green obtained and have been rounded to the total lost time, with the following formula
C = cycle time (s) L = total lost time (s) g = total green time (s) References
SWEROAD and PT Bina Marga. 1997. Manual Kapasitas Jalan Indonesia. Jakarta: Direktorat Jenderal Bina Marga
Transport Research Board. 2010. Traffic Signal Retiming Practices in the United States.
National Cooperative Highway Research Program. Wasington DCL National Avademy of Sciences
WORK SHEET 5 TRAFFIC PHASE SIGNAL
City From
Time To
Date/Month/Year Location
Node Surveyor
Module 10 Traffic Queuing
ObjectiveTo determine the length of queue at the signalized intersection when the beginning of the green time (signal) and also to determine the average vehicle stops, include the vehicle that repeated stop in the queue
Literature Review
A queue of vehicles is a disorder that occurs regularly due to signals or traffic lights at the intersection or in the other words, a queue is the number of vehicles that waiting at an intersection that expressed in vehicle (veh) or units of passenger cars (pcu).
Distributions
Arrival Distribution – Deterministic (Uniform) or Random (Poisson) Service Distribution – Deterministic or Random
Service Method:
First Come First Served (FCFS) or First in First out (FIFO)
Last Come First Served (LCFS) or Last in First out (LIFO)
Priority (i.e. HOV bypasses at ramp meters) Equipment
1. Traverse Tapes
2. Measuring Tape/Digital Roller 3. Hand Counter
4. Stopwatch Data Requirement
1. Intersection geometric data 2. Effective road wide (m) 3. Green time (s)
4. Cycle time (s) 5. Traffic flow (pcu/hour) Procedures
Measuring the intersection geometric data by using a transverse tapes
Counting the green time and the cycle time for each traffic light by using a stopwatch
Counting the traffic flow for each arm of the intersection by using a counter
Queue length data is got by measuring length of the vehicle that queuing at the end of green time and red time with digital roller, then make a mark so the observer can see the mark clearly Data Processing
Base Saturation flow (So)
So = 600 x We
Saturation flow rate for lane group (S)
S = So x FCS x FSF X FG X FP X FRT X FLT
Where:
S =Saturation flow rate lane group (pcu/hour) So = Base saturation flow rate (pcu/hour) FCS = Adjustment factor for city size FSF = Adjustment factor for side barriers FG = Adjustment factor for approach grade
FP = Adjustment factor for existence of parking lane and parking activity adjacent to lane group
FRT = Adjustment factor for right turn lane group FLT = Adjustment factor for left turn lane group
Capacity (C)
C = S x g/c Where:
C = Capacity of lane group (pcu/hour)
S = Saturation flow rate for lane group (pcu/hour) g/c = Effective green ratio for lane group
Degree of Saturation (DS)
DS = Q/C Where:
Q = traffic flow (pcu/hour) C = Capacity (pcu/hour)
Total of passenger cars from previous green signal (NQ1) If DS > 0.5
NQ1 = 0.25 x C x [(DS – 1) + DS - 1 2 8 x (DS - 0.5)
C ]
If DS < 0.5 NQ1 = 0
Total of passenger car which came during the red signal (NQ2)
Total vehicle Queuing
Queuing Length (QL)
