Guidelines

for
Transportation Survey

Transport Research Laboratory

2018
Edited by :
Yodya Yola Pertiwi, S.T., M.Sc. (FTUI, 2011; Leeds University, 2013)
S 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 model
The 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) traffic
o 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 positioning
The 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

Trip Rate
Transportation
Engineering
 Module 1
Spot Speed (Manual Method)
Objective

Determine 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 Cumulative Cumulative Speed

Vehicles Frequency Percent 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
i.n
- Fk
Pi = Li + [ 100 ] c
f

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 :

Spot Speed (km/h) Spot Speed (km/h)

No No
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)
Objective

Determine 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 Cumulative Cumulative Speed

Vehicles Frequency Percent 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
i.n
- Fk
Pi = Li + [ 100 ] c
f

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 :

Spot Speed (km/h) Spot Speed (km/h)

No No
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)
Objective

Determine 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)
Average flow rate
PHF =
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 4 th Edition. Virginia.
Cengage Learning
 WORKSHEET 2
TRAFFIC COUNTING
Time :
Date/Month/Year :
Weather :
From :
To :
Location :
Surveyor :

Passenger Public
15 Small Bus (Elf,
Time Car, Jeep, Transportation, Big Buses Truck (2 as) Truck (3 as) Motorcycle Unmotorized
mins Colt, L-300)
Pick up Minibus

1st

2nd

3rd

4th

5th

6th

Total
 Module 4
Traffic Counting (Manual Kapasitas Jalan Indonesia)
Objective

Determine 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 0,00 – 0,20
volume
B Stable flow, but the operational speed began to be limited by 0,21 – 0,44
traffic condition
C Stable flow, but speed and vehicles movement have to be 0,45 – 0,74
controlled
D Slightly stable flow, the speed still can be controlled and V/C can 0,75 – 0,84
be accepted
E Unstable flow and sometimes vehicles have to stop. Traffic 0,85 – 1,00
demand approaching the maximum capacity
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 :

Passenger Public
15 Small Bus (Elf,
Time Car, Jeep, Transportation, Big Buses Truck (2 as) Truck (3 as) Motorcycle Unmotorized
mins Colt, L-300)
Pick up Minibus

1st

2nd

3rd

4th

5th

6th

Total
 Module 5
Travel Time
Objective

To 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
60 (O+M-P)
V=
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 : Route :
Date/Month/Year : Surveyor :
Time Started at : Time Ended on :

Route Total Vehicles

No
From To Overtaking Opposing Passing
 Module 6
Parking Study
Objective

To 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
 Parking Accumulation
D=
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

 Number of parking bay
Parking Capacity =
Average Parking Duration
 Determine parking index
Parking Accumulation
Parking Index = x 100%
Parking Capacity
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
Nt
TR =
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 4 th 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)
Objective

To 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
Objective

To 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
Objective

To 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 tape
 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 W e
 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
8 x (DS - 0.5)
NQ1 = 0.25 x C x [(DS – 1) + √(DS - 1)2+ ]
C
If DS < 0.5
NQ1 = 0
 Total of passenger car which came during the red signal (NQ2)
 Total vehicle Queuing
 Queuing Length (QL)
 Module 11

Trip Rate

Objective

To determine the model of relation between land use and arrival or departure to or from an area/zone.

Literature Review

In evaluating the travel characteristics of a development, two terms that should be understood are trip generation
and trip rates. Trip generation refers to the trips which enter and leave a particular development while trip rates
refers to the intensity of travel due to the development which can either be defined by the number of trips in
comparison to the size of the development or by the number of trips for a particular time period. Transport
generated trips are divided into two types: trip production and trip attraction which can be seen on Figure 1. The
selection of a trip rate is important in estimating the travel generation of a site. Various factors that need to be
taken into account in selecting a rate for the size of the development are the following: the propensity to walk or
cycle; the type, quality and frequency of public transportation; the level of on-site parking restraint; whether there
are parking controls in the vicinity of the scheme; the potential for linked trip opportunities; and for retail sites,
the competition within the locality.

In order to be able to use the linear regression method, the independent variables or the data required include
following:

 Gross floor area

 Amount of beds
 Amount of doctor’s practice rooms
 Amount of employees
 Parking Area
 Number of access point
 Etc.

Equipment

1. Stopwatch
2. Survey Form
3. Stationary
Data Required

a. Secondary Data (Independent variables)

b. Primary Data
1. Number of arriving vehicles (within 6 x 15 minutes)
2. Number of departing vehicles (within 6 x 15 minutes)
3. Vehicle Type (Heavy, Light, or Motorcycle)
4. No. of passenger/vehicle

Procedure

1. Determine the trip rate observation area.

2. Count arriving and departing vehicle within area for 15 minutes
3. Continue the counting for 15 minutes, with 50minute windows (separated by 3 times data collection)

Data Processing

1. Determine peak hour from arriving and departing vehicle

2. Make an analysis of relation between the peak hour from arriving and departing vehicle and the
secondary data
 WORKSHEET 6
TRIP RATE
Date :
Day :
Starting Time :
Location :
Area :

Time In Out Vehicle Type