Karakteristik Lalu Lintas

Kuliah ke - 3
SJ-5121 Rekayasa Lalu Lintas

Harun alRasyid Lubis

Program Magister Sistem & Teknik Jalan Raya ITB

 Outline
• Introduction
• Basic Traffic Flow Theory
• Definitions ; LHR, VJP
• PHF (Peak Hour Factor)
• Speed (space mean speed Vs time mean
speed)
• Traffic Density, Headway and spacing
• Basic Relationship
• Simple Car following theory
• Queueing theory
Volume Jam Perencanaan
(VJP)
Basic Relationship (S,D,V)
ILLUSTRASI LOS
 Traffic Flow Concepts
• Volume, speed and density
• Average travel speed or space mean speed and time mean speed
• If travel times t1, t2, t3,...,tn are measured for n vehicles traversing a
segment of length L, the average travel speed (space mean speed) would
be
n
(1/ n) ∗ ∑ l
u= L n∗L 1 i
n = n Generally speaking, u = n
(1 / n ) ∗ ∑ t ∑ ti (1/ n) ∗ ∑ t
1 i 1 1 i,l i

• 5 vehicles over a given one-mile section with travel times (in minutes) of
1.0, 1.2, 1.5, 0.75 and 1.0 respectively. Average travel time = 5.45/5=1.09
min = 0.0182 hr. u = 1/0.0182 = 55.05 mph.
• Time mean speed is the arithmetic average of all vehicles passing a given
“spot” on a roadway section. Space mean speed < time mean speed
 Speed-Flow-Density
Relationships
• Density is defined as the number of vehicles occupying a given
length of a lane or roadway at a particular instant; density can be
computed using the relationship: k = n/l. Alternatively, if q is the
rate of flow and u is average travel speed, k = q/u. Unit of density
is vehicles per mile (vpm).
• Spacing is defined as the distance (ft) between successive vehicles
in a traffic stream, as measured from front bumper to front bumper;
headway is the time (sec) between successive vehicles, as their
front bumpers pass a given point. Headway (sec/veh) = spacing
(ft/veh)/speed (ft/sec). Density = 5,280/spacing. Flow rate or
practical capacity = 3,600/average headway.
⎛ ⎞
⎛ k2 ⎞ um = u / 2 q m = u m ∗ k m
⎜ ⎟ ⎛
u 2 ⎞⎟ f
u = u 1- k q = u ⎜k - ⎟
⎜
⎜
⎜
⎟
⎟ q=k u-u ⎟
⎜
u ∗k
f k f⎜ k ⎟ j ⎜⎜ ⎟
f ⎟⎠
⎜
⎜ j
⎟
⎟
⎝ j⎠
⎝ km = k / 2 q = f j
⎝ ⎠ j m 4
 Greenshields’ Model (1935)

uf
Speed

Alternative Functional Forms

0 kj
Density
 Flow-Density
Relationship
Optimal flow
or
capacity,qmax
Flow (q)

Uncongested Congested
flow flow
Jam
Density (k) Optimal
density, kj
density, ko
 Speed-Flow
Relationship
Free-Flow
Uncongested
Speed, uf
flow
Speed (u)

Congested
flow
Flow (q)
 Empirical Speed-Flow
Relationship

Traffic flow is not uniform. Rather may follow a Poisson process

described by p(n) = e-λt (λt)n /n! Poissonian arrivals also imply a
negative exponential distribution for vehicle headways
 Speed-Flow relationships
Speed(S) Figure 1: A typical speed-flowrelationship

S0

SF

SC

F C Flow(V)
 Equation of S-F Relationship
• S1(V) = A1 – B1V V < F ........................ (2)
• S2(V) = A2 – B2V F<V<C ............ (3)

• A1 = S0 B1 = (S0 – SF) / F
• A2 = SF + {F(SF – SC)/(C – F)} B2 = (SF – SC) / (C – F)

– S1(V) and S2(V) = speed (km/h)

– V = flow per standard lane (veh/h)
– F = flow at ‘knee’ per standard lane (veh/h)
– C = flow at capacity per standard lane (veh/h)
– S0 = free-flow speed (km/h)
– SF = speed at ‘knee’ (km/h)
– SC = speed at capacity (km/h)
 Flow-Delay Curves
• Exponential function appropriate to represent effects of
congestion on travel times.
• At low traffic, an increase in flows would induce small increase in
delay.
• At flows close to capacity, the same increase would induce a
much greater increase in delays.
Time (t) Figure 2: Effects of Congestion on Travel Times
tC

t0

C Flow (V)
 Equation of F-D Curve
• t(V) = t0 + aVn V<C ........................ (4)

– t(V) = travel time on link t0 = travel time on link at free flow

– a = parameter (function of capacity C with power n)
– n = power parameter input explicitly V = flow on link

• Parameter n adjusts shape of curve according to link type. (e.g.

urban roads, rural roads, semi-rural, etc.)

• Must apply appropriate values of n when modelling links of

critical importance.
 Converting S-F into F-D
• If time is t = L / S equations 2 and 3 could be written:

– t1(V) = L / (A1 – B1V) V<F .......................... (5)

– t2(V) = L / (A2 – B2V) F<V<C ............. (6)

• These equations represent 2 hyperbolic (time-flow) curves of a

shape as shown in figure 3.

• Use ‘similar areas’ method to calculate equations. Tables 1 in

paper gives various examples of results.
Time (t) Figure 3: Conversion of Flow-Delay Curve
tC

tF

t0
F C Flow (V)
Fundamentals of Queuing Theory
• Arrivals – uniform or random
• Departures – uniform or random
• Service rate – departure channels
• Discipline – first-in-first-out (FIFO) and last-in-
first-out (LIFO) being popular
• Notation of queues: X/Y/N
– X – arrival rate nature
– Y – departure rate nature
– N – number of service channels
• Popular notations: D/D/1, M/D/1, M/M/1, and in
general M/M/N
Simple Queuing Theory Applications
• Use D/D/1 only when absolutely sure that both arrivals and departures are
deterministic
• Use M/D/1 for controls unaffected by neighboring controls
• Use M/M/1 or M/M/N as general case
• Factors that could affect your analysis:
– Neighboring system (system of signals)
– Time-dependent variations in arrivals and departures
• Peak hour effects in traffic volumes, human service rate changes
– Breakdown in discipline
• People jumping queues! More than one vehicle in a lane!
– Time-dependent service channel variations
• Grocery store counter lines
 Graphically Analyzing Queues
Delaymax
D/D/1

Qmax
Queue
Dissipation
Vehicles

Total Vehicle
Delay

Delay of nth
Queue at arriving vehicle
time t1
t1 Time
Queuing Components
Multi-Channel Queues
 Numerically Analyzing
Queues
ρ = λ/μ, and <1 Average Arrival
Rate
λ Average Departure
Rate
μ
M/D/1 M/M/1 M/M/N

2 Q= ρ
Q= 2ρ - ρ
(1- ρ)
Q= P0 ρN+1 ⎡ 1 ⎤
⎢ ⎥
N!N ⎣(1− ρ N)2 ⎦
+ρ
2(1- ρ)
⎡ ⎤
1
w= ⎢ ⎢ ρ ⎥ 1 ⎡⎢ λ ⎤⎥ 1 1
P0 =
⎥
2μ ⎢⎣1−ρ ⎥⎥⎦
⎢
w= ⎢ ⎥ w = Q
− N −1
ρn ρN
μ ⎢⎣ μ −λ ⎥⎥⎦ ∑n
C
⎢ λ
μ +
C!
ρ
nC = 0
N !(1 − )
N

⎡⎤
1 ⎡⎢ 2 - ρ ⎤⎥ 1 Q P0 ρ N +1
t= ⎢ t= t = ⎥⎥⎢
P =
n>N
⎥ ⎢
N! N(1 − ρ N )
2μ ⎣⎢1−ρ ⎥⎦⎥
⎢ μ -λ λ ⎥⎦⎥
⎢
⎣⎢