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

1. Renewing of Indonesia Highway
Capacity Manual (IHCM): Urban Street Segment;
With Microsimulation
By: Ocky Soelistyo Pribadi

2. History of IHCM
IHCM PROJECT
1994
FINAL
DOCUMENT
1997
2015
18 years
TRAFFIC DATA
1990 - 1994
Total vehicle amount: 132 million
Motorbike composition: 39,57%
The lenght of national street: 327.000 kms
NEVER BEEN
RENEWED
Total vehicle amount: over 430 million
Motorbike composition: over 80%
The lenght of national street: over 437.000 kms

3. IHCM Scope and Objectives
FACILITY TYPES
1. 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.

4. 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
IHCM Scope and Objectives

5. 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.
IHCM Scope and Objectives

6. 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
IHCM Scope and Objectives
Throughout the manual the traffic flow values reflect
traffic composition, by expressing flow in passenger car
units (pcu).

7. 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

8. 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

9. Capacity Calculation
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

10. Capacity Calculation
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

11. Traffic Data
Affandi Street, Yogyakarta, of 4 x 24 hours, on
October 31st, 2014 to November 3rd, 2014

12. Traffic Data
WR. Supratman Street, Bandung,
on December 29th, 2011

13. 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 TIME
Direction

14. Output of Vissim’s behaviour parameter default value
Development of Vissim Model

15. A warning in the end of simulation
Development of Vissim Model

16. Development of Vissim Model
Model calibration

17. Model validation
Development of Vissim Model

18. 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.
Development of Vissim Model

19. 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

20. Road Capacity Calculation

21. Road Capacity Calculation

22. Road Capacity Calculation

23. Road Capacity Calculation

24. y = -0.1391x + 39.837
R²= 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
Speed(kms/hour)
Density (pcu/km)
Road Capacity Calculation
WR. Supratman Street

25. 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
Speed(kms/hour)
Density (pcu/km)
NB
SB
IHCM Result

26. Road Capacity Calculation
y = -0.116x + 39.878
R²= 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
Speed(kms/hour)
Density (pcu/km)
AffandiStreet

27. 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
Speed(kms/hour)
Density (pcu/km)
SB
NB
IHCM Result

28. The Comparison

29. The Comparison

30. The Comparison

31. 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