A study on the traffic impact of the road corridors due to flyover construction at Surabaya intersection, Banda of Sofyan M. Saleh, Sugiarto Sugiarto, Almira Hilal, and Dedek Ariansyah

Citation: AIP Conference Proceedings 1903, 060005 (2017); doi: 10.1063/1.5011559 View online: https://doi.org/10.1063/1.5011559 View Table of Contents: http://aip.scitation.org/toc/apc/1903/1 Published by the American Institute of Physics

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Sofyan M. Saleh b), Sugiarto Sugiarto a), Almira Hilal c), Dedek Ariansyah d)

Department of Civil Engineering, Syiah Kuala University, Darussalam, Banda Aceh 23111, Indonesia . a)Corresponding author: [email protected] b)[email protected] c)[email protected] d)[email protected]

Abstract. The urbanest areas are suffering from unmaintained externalities such as excessive travel time, unnecessary fuel consumption and even serious economic loss due extraordinary growth in automobile traffic (i.e. motorcycle and car), and as consequence of automobile ownership and usage have continued rapid growth into recent days including in Banda Aceh, a capital of Aceh Province. An increasing of automobile usage leads to induce traffic congestion in the city centers including in Surabaya intersection. To counter the negative effects of the congestion, the Government of Aceh (GoA) decided to build a flyover at the congested intersection mentioned above. However, during the construction period, traffic congestion is severe along this corridor, and traffic is randomly distributed to the road network in surrounding construction site without any traffic arrangement by the authority. It is, therefore, this research aims to analyze the traffic impact due to flyover’s construction. The study was conducted at three corridors which are considered as the most congested corridors due to exiting of bottleneck traffic. Those corridors are Teuku Muhammad Hasan Rd., Prof Ali Hasyimi Rd., Tgk. Imum Lueng Bata Rd. The findings from the analysis revealed that the traffic loading has increased accounting up to 34% and 37% for Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd., respectively. Furthermore, the results of the level of service (LOS) analyses show that dropped in LOS from B to C during the construction period for Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd.

INTRODUCTION

Car ownership and car usage have continued rapid growth into the current decade in Indonesia. Consequently, most urban areas are suffering from unmaintained externalities such as excessive travel times, air pollution, unnecessary energy consumption, and even serious economic loss due to the extraordinary traffic congestion [1]. Aforementioned phenomena also have evoked urban transportation problem in several big cities in Indonesia including Banda Aceh, a capital of Aceh province. Rapid development and an increasing of automobile usage lead to induce traffic congestion in big cities Indonesia such as [2, 3]. Traffic congestion problem has been considered as the critical problem in the city centers in Banda Aceh mainly at Surabaya Intersection. To counter the negative effects of the congestion, the Government of Aceh (GoA) decided to build a flyover to reduce travel time due to unendurable delay in the intersection. The flyover itself connected two main national road which is the busiest as it is the central road to connect suburban area into city centers. The flyover segment has 850.9 meters length and 17.5 meters width. The objective of this construction is to save travel time and reduce vehicle operating cost, particularly during peak hour traffic. However, during the construction, traffic congestion severe due to high traffic demand pass through the intersection, and it is randomly distributed in surrounding corridors nearby construction site which is bottlenecks exist. It is, therefore, the purpose of this study is to analyze the traffic impact caused by the construction of flyover during the construction period. The traffic assessment used in this study is Indonesian Highway Capacity Manual [4]. This

Proceedings of the 3rd International Conference on Construction and Building Engineering (ICONBUILD) 2017 AIP Conf. Proc. 1903, 060005-1–060005-7; https://doi.org/10.1063/1.5011559 Published by AIP Publishing. 978-0-7354-1591-1/$30.00 060005-1 traffic code sounds out of date, however, this code is used as a formal traffic manual in Indonesia till recent days. The traffic impact in this study is done by comparing the observation data during construction and the data before construction of Surabaya Intersection from the study done by [5]. Traffic congestion observed happened because of the narrowed road and partially lane closures as referred as so-called bottlenecks. Furthermore, the traffic impact in this paper only taking into account during morning and afternoon peak hours as these two peak hours is reflected as the critical traffic demand during weekdays. The remainder of this paper is organized as follows. The next section describes the existing references used related to this study. In the following section, the methodology and results are then offered. Finally, the discussions and conclusions of the study are presented at the end of the paper.

LITERATURE REVIEW

According to [6] about the Practice of Traffic Impact Analysis, the analysis of traffic impact is set of investigation activities on the impact of activity centers, residency, and infrastructure which the result is written in the document of the analysis result of traffic impact. With respect to infrastructure, it is mentioned in [6] article f (flyover) and g (underpass) must be conducted an assessment of traffic impact during construction (base year) and after construction (forecasting within at least five years after construction).

The phenomena of Traffic Impact

A construction of infrastructure will bring both positive and negative impacts on its surrounding including the impacts on traffic around the construction site. The phenomena traffic impact will generate quite significant of generating traffic volume such as office center, shopping center, bus terminal, etc. According to [11], generally speaking, traffic impact consists of two stages, that is:

x Under construction stage At this stage, there will be an increase in traffic because of the material transportation and heavy equipment that load the roads in the material route, road diversion and narrowed road. x Post construction/while operating At this stage, there will be increase of traffic from the visitor, worker, and transport service that will load certain roads and there will be an increase of vehicles parking lot. Every activity room will generate and creates mobility that its intensity depends on the land’s function.

The goal of analysis of traffic impact has four focuses, which are:

1. Evaluating and formulating traffic impact that is caused by new construction zone to the surrounding road system/external road system, especially roads that form the main system. 2. Synchronizing effort on the government policy with the provision of road infrastructure, especially plan to increase road infrastructure and junctions around the main construction is expected to lessen conflicts and traffic jams. 3. Providing solutions that can minimize traffic jams caused by the new road construction. 4. Arranging the recommendation of internal road system management, access points to and from built land, the necessity of parking lot facility and providing access as easy as possible to the land that will be constructed. The technical approach in analyzing the impacts.

Traffic Characteristic

The phenomena of traffic stream can be described and observed using macroscopic or microscopic parameters. At the microscopic level, the analysis is done by observing the behavior of driver individually while in macroscopic level, the analysis is assumed done in the group [7]. An early study by [8, 9, 10] used macroscopic parameter such as volume and speed to assess and explain traffic breakdown mechanism at an urban arterial road due to median opening and on- street parking activities. The result of assessment clearly demonstrated that traffic stream characteristics using macroscopic measures. Basically, macroscopic parameters such as traffic volume and speed can be determined as following descriptions.

060005-2 x Speed According to [12], speed is defined as a rate of movement in distance in a particular time unit. Moreover, [13] mentioned that there are two methods to analyze spot speed data, which are trap length and radar gun. In trap length method, the data obtained is space mean speed while by using radar gun method, the data obtained is time mean speed. Furthermore, spot speed data analysis also can give speed percentiles in cumulative frequency 15% for minimum speed, and 85% for maximum speed by using speed profiles in order to get the confidence interval. The equation for time mean speed and space mean speed is as following:

TMS = ଵ x ∑fᵢVᵢ (1) σ௙᤺

SMS = ଵ x ∑fᵢ / Vᵢ (2) ଵȀσ௙᤺

Where Vi is a median of the speed group, Fi is a frequency, Vt is a Time Mean Speed, and Vs is a Space Mean Speed. x Capacity Capacity is defined as the maximum volume of vehicles per hour that can pass a certain point or section of a road in a given time under the certain condition. For two-lane and two-way highways, the capacity is determined for two-way flows (two-way combination) but for many-lane highways, the flows are separated for every way and the capacity is determined in every lane [14]. According to [4], the capacity can be determined by the following equation:

C = Co x FCw x FCSP x FCSF x FCCS (3)

Where C is a Capacity (pcu/h), Co is an ideal/base capacity (pcu/h), FCw is a road width adjustment factor, FCSP is a separated way adjustment factor, FCSF is a side friction adjustment factor, and FCCS is a city size adjustment factor. As for detail how to determine aforementioned adjustment factors can be referred to the chapter 5 of traffic manual [4]. x Degree of Saturation (DS) and Level of Service (LOS) The degree of saturation (DS) is defined as the ratio of traffic volume and capacity, which is used as the main factor in determining the level of service of intersections and segments [4].

DS = ௠௔௫௜௠௨௠௩௢௟௨௠௘ሺ௣௖௨Ȁ௛ሻ (4) ௖௔௣௔௖௜௧௬ሺ௣௖௨Ȁ௛ሻ

Level of service based on [14] is the qualitative measure used to describe traffic condition and evaluation at certain facilities. It is stated in speed, time, traffic interruption and comfort. The LOS is determined by using exhibit 15-2 urban street LOS, which it can be found in chapter 15 of traffic code [14].

METHODOLOGY

The study was conducted at Teuku Muhammad Hasan Rd., Tgk. Imum Lueng Bata Rd., and Prof. Ali Hasyimi Rd. The primary data obtained is highway geometric, traffic composition and spot speed within morning (07:30-09:30 am) and afternoon (4:30-6:30 PM) peak hours in each targeted observed corridors during two weekdays namely, Monday and Wednesday. The secondary data used is the map of Banda Aceh, the map of the study site and secondary data of traffic volume before the construction at Surabaya Intersection, which is obtained from the previous research done by [5]. Traffic impact analysis in this study was done by applying Indonesian traffic manual [4]. In processing traffic volume, traffic compositions are converted into the uniform unit so-called passenger car unit (PCUs) using the converting unit of passenger car equivalence (PCEs) for the urban street. The PCEs used in this analysis based on the recommendation of traffic code [4], particularly for the urban street. To process speed profiles, the obtained spot speed in the observation was processed in order to get speed per vehicle by comparing vehicles speed with cumulative frequency percentage (%) in a graphic, thus, will result in recommended maximum speed, recommended minimum speed, space mean speed, time mean speed. For instance, speed profile for the light vehicle (LC) and motorcycle (MC) is shown in Fig. 1 and 2, respectively at Muhammad

060005-3 Hasan Rd. Fig. 1 and 2 disclose that minimum speed is about 20 to 22 kph for Muhammad Hasan Rd. and Tgk. Imum Lueng Bata Rd., respectively. Moreover, considering maximum speed, Fig. 1 and 2 depict that maximum speed is about 30 to 36 kph for Muhammad Hasan Rd. and Tgk. Imum Lueng Bata Rd., respectively.

cxvcxx dh (a) (b) FIGURE 1. (a) Speed profile for Light Vehicle (LC) at at Muhammad Hasan Rd; (b) speed profile for Motorcycle (MC) at Tgk. Imum Lueng Bata Rd.

Overall, we determine minimum speed, maximum speed, average time mean speed and average space mean speed for each targeted corridors based on their speed profiles. The summary of speed profile can be described as it is shown in Table 1. TABLE 1. Summary of speed profile Speed (kph) Road Average Time Mean Average Space Mean Minimum Speed Maximum Speed ID Speed (TMS) Speed (SMS) LV MC HV LV MC HV LV MC HV LV MC HV 22.2 20.6 21.9 36.4 30.7 33.8 32.0 41.0 29.5 30.4 45.1 28.6 A 21.6 33.6 34.2 34.7 30.5 27.2 22.3 42.0 42.5 33.0 39.2 38.0 30.8 38.3 36.4 30.4 B 26.7 39.2 36.0 35.0 26.4 28.5 25.5 49.2 55.0 41.0 41.0 42.4 41.3 45.1 51.2 40.2 C 26.8 48.4 41.5 45.5 Note: A (T. Muhammad Hasan Rd.); B (Tgk Imum Lueng Bata Rd.); B (Prof Ali Hasyimi Rd.)

After processing the traffic volume and speed profile, the next step is analyzing the highway capacity, the Degree of Saturation (DS) and level of service. Level of service can be obtained from the level of highway quality service that is bounded to the degree of saturation or plan speed and means speed as mentioned in chapter 15 of traffic code [13]. Regarding the traffic impact analysis, the traffic data during construction when compared with the data from the same corridor before flyover’s construction. From the comparison, the extent of traffic impact caused by the flyover construction on the surrounding will be revealed and measured.

RESULT AND DISCUSSION

The following descriptions are the analysis of data that is obtained from the field observation such as geometric conditions, traffic volume, and speed.

Highway Geometric

The existing geometric conditions were measured directly from the site and it can be found in Table 2.

060005-4 TABLE 2. Existing geometric conditions Road Lane Width Number of Lane* T. Muhammad Hasan Rd. 3.0 m 4/2 D Tgk Imum Lueng Bata Rd. 3.5 m 4/2 D Prof Ali Hasyimi Rd. 3.0 m 4/2 D Note: D (divided); 4/2 four lane two directions with separated lane.

Data Analyzing

The following descriptions are the analysis of data of traffic volume and spot speed.

x Traffic Volume Data of traffic volume is obtained by writing down all kinds of vehicles that cross the observation point with 15 minutes of time interval then it was converted into traffic volume with one hour of time interval then converted into Passenger Car Unit (PCU) by multiplying the number of vehicles with the PCEs. The summary of traffic volume during peak hour observation can be found in Table 3. TABLE 3. Summary of peak hour traffic Road Traffic volume (pcu/h) T. Muhammad Hasan Rd. 1,475 Tgk Imum Lueng Bata Rd. 1,162 Prof Ali Hasyimi Rd. 1,201

TABLE.4.. Recapitulation of speed profile Speed (kph) Road Min. Max. Time Mean Speed Space mean Speed T. Muhammad Hasan Rd. 21.6 33.6 34.2 34.7 Tgk Imum Lueng Bata Rd. 26.7 39.2 36.0 35.0 Prof Ali Hasyimi Rd. 26.8 48.4 41.5 45.5

x Speed Profile Data used in analyzing speed profile is the spot speed data that was obtained by field observation using speed gun (radar gun) during peak hour observations. Table 4 shows the summary of speed profiles for each corridor.

Data Analysis

Based on the research method, after processing the data of traffic volume and speed profiles, analysis data is done, which is, highway capacity, the degree of saturation and level of service.

x Capacity The value of highway capacity is influenced by several factors, namely, road type and basic capacity to determine the road basic capacity, the width of effective traffic lane to determine the capacity of road width adjustment factor (Co) for the width of traffic lane (FCW), the percentage of separated way to determine capacity of separated way adjustment factor (FCSP), types of side friction to determine capacity of side friction adjustment factor (FCSF), and the size of the city to determine the capacity of city size adjustment factor (FCCS). The value of the capacity of the observed road can be seen in Table 5. x Degree of saturation and level of service The degree of saturation is the ratio of traffic volume and capacity of the certain road. It was obtained by comparing the maximum volume of a road with the capacity. The capacity is determined using physical conditions of the particular road using traffic manual IHCM [4]. After obtaining the degree of saturation, the level of service (LOS) can be directly determined. The findings from the DS and LOS analysis can be shown in Table 6.

060005-5 TABLE 5. Capacity calculation Road Co FCw FCsp FCsf FCcs C Muhammad Hasan Rd 3,300 0.92 1 0.92 0.9 2,514 Tgk Imum Lueng Bata Rd. 3,300 0.92 1 0.92 0.9 2,514 Prof Ali Hasyimi Rd. 3,300 0.96 1 0.92 0.9 2,623

TABLE 6. The result of degree of saturation and level of service based on traffic volume criteria Road ID* Traffic Volume (PCU) Capacity (PCU/h) DS LOS Muhammad Hasan Rd 1,475 2,514 0.58 C Tgk Imum Lueng Bata Rd. 1,162 2,514 0.46 C Prof Ali Hasyimi Rd. 1,201 2,623 0.46 C

TABLE 7. Level of service Road Average Speed LOS Muhammad Hasan Rd 34.71 C Tgk Imum Lueng Bata Rd. 35.04 C Prof Ali Hasyimi Rd. 45.49 C

Level of service (LOS) also can be determined using speed parameter as it is mentioned in traffic code [13]. LOS based on traffic manual [13] criteria can be seen in Table 7.

Analysis Traffic Impact

The result of comparison between the traffic data during the construction period and the data pre-construction obtained from research conducted by [5] shows that there is an increase in demand of traffic in surrounding corridors of flyover construction particularly at Teuku Muhammad Hasan Rd., and Prof. Ali Hasyimi Rd. However, as for Tgk. Imum Lueng Bata Rd has dropped in traffic volume due to lane closures and existing of the bottleneck. TABLE 8. Comparison between traffic volume pre-construction and under-construction Road ID Pre- Construction (PCU/h) Under- Construction (PCU/h) Deviation (%) T. Muhammad Hasan Rd 9,63 1,475 34,0 (+) Tgk Imum Lueng Bata Rd. 1,209 1,162 0,7 (-) Prof Ali Hasyimi Rd. 7,29 1,201 37,0 (+)

Increasing traffic volume at Teuku Muhammad Hasan Rd., and Prof. Ali Hasyimi is caused by traffic diversion. The amount of traffic impact caused by the traffic nearby due to the flyover construction can be seen by comparing pre-construction at the intersection data gotten from previous research on the observed road with under-construction traffic volume data, as stated in following Table 8 and Table 9. TABLE.9. Comparison between level of service pre-construction and under-construction Pre-construction Under-construction Road DS LOS DS LOS T. Muhammad Hasan Rd 0.38 B 0.58 C Tgk Imum Lueng Bata Rd. 0.46 C 0.46 C Prof Ali Hasyimi Rd. 0.29 B 0.46 C

Discussion

In accordance with the result in the previous chapter, it can be seen that there is an increase of traffic volume at Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd. However, the decrease in traffic volume has occurred at Tgk. Imum Lueng Bata Rd. As aforementioned, the increase of traffic volume is because those roads become alternative corridors to accommodate diverting traffic at surrounding flyover construction site. The traffic congestion at Teuku Muhammad Hasan Rd. happen in the morning and afternoon. In the morning, the traffic jam happening at the road to Surabaya intersection is due to the effect of mobility from Darussalam and Lima

060005-6 intersection. The road users from Lambaro, Lampeneurut, Kayee Lheu and surroundings before the construction of flyover would pass the Tgk. Imum Lueng Bata Rd. However, when the construction is in the process, they prefer passing the Muhammad Hasan Rt. because there is lane closure Tgk. Imum Lueng Bata Rd. Furthermore, in the afternoon the traffic congestion occurs at the road to Soekarno-Hatta intersection. It is because of the highway user’s return to their origin place after doing daily activities. At the Tgk Imum Lueng Bata Rd. there is traffic congestion on the road to BPKP intersection and trough Tgk Imum Lueng Bata Rd. It is because of the road diversion and narrowing road in Tgk Imum Lueng Bata Rd. Therefore, the highway users from Lueng Bata, Cot Mesjid, Panteriek, Pagar Air, and surroundings prefer passing the Pango’s bridge if they wish to reach Darussalam. Those factors cause the burden of road corridor at Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd. in terms of traffic volume. However, the level of service at the three roads are still decent, so further traffic management act for the roads is not needed.

CONCLUSIONS

By comparing the observation data in Surabaya intersection’s flyover mid-construction and pre-construction period, it is found that the traffic loading has increased accounting up to 34% and 37% for Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd., respectively, while at Tgk. Imum Lueng Bata, the volume of traffic decreases about 0,7%. Further result from the level of service analysis shows that dropped in LOS from B to C during the construction period for Teuku Muhammad Hasan Rd. and Prof. Ali Hasyimi Rd. However, the level of service at the three roads are still decent (lower than D) or DS less than 0.75, so further traffic management act for the roads is not needed in order to reduce diverted traffic and to avoid road users enter bottleneck at Tgk. Imum Lueng Bata Rd.

REFERENCES

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