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TIPD Qatar Traffic Manual & Guidelines
TIPD Qatar Traffic Manual & Guidelines
TIPD Qatar Traffic Manual & Guidelines
DOHA - QATAR
May 2011
REVISION 3
Document Control
Short title
Authors:
Version:
Revision 3
Created on:
February 2008
Last saved:
Location saved:
Approvals
Name
Position
Signed *
Author
Original signed
Reviewer
Nabeel Al-Rawi
Original signed
Approved for
Issue
Mohamed Abdah
Date
Original signed
Document Status
Rev No.
Date
Details
20/02/2008
Khalifa Buhazzaa
1/02/2009
Revision 1
Mohamed Abdah
15/05/2010
Revision 2
Mohamed Abdah
1/05/2011
Revision 3
Mohamed Abdah
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TABLE OF CONTENTS
1
Introduction ................................................................................................. 1
1.1
Policy .................................................................................................... 1
1.2
Objectives ............................................................................................. 1
1.3
1.4
1.5
Applicability........................................................................................... 3
1.5.1
1.5.2
1.5.3
1.5.4
1.5.5
1.5.6
Other Considerations.......................................................................... 7
1.6
Definitions ............................................................................................. 8
1.7
References ........................................................................................... 8
1.8
1.9
1.10
Quality Assurance................................................................................. 9
1.11
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
Overview............................................................................................. 18
3.2
3.2.1
3.2.2
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3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.2.9
3.2.10
3.3
3.4
Deliverables ........................................................................................ 25
Overview............................................................................................. 26
4.2
4.3
4.4
Car Parking......................................................................................... 27
4.4.1
4.4.2
4.4.3
4.5
Pedestrian .......................................................................................... 28
4.6
Bicycle ................................................................................................ 29
4.7
Public Transport.................................................................................. 29
4.8
4.8.1
4.8.2
4.8.3
4.8.4
4.8.5
4.8.6
4.8.7
4.8.8
4.8.9
4.8.10
4.8.11
4.8.12
4.8.13
Parking ............................................................................................. 36
4.8.14
4.8.15
4.9
4.10
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4.11
4.12
Deliverables ........................................................................................ 39
Overview............................................................................................. 40
5.2
5.3
5.4
5.5
5.6
5.7
5.7.1
5.7.2
5.7.3
5.8
5.9
5.10
5.11
5.12
5.13
5.13.1
General: ........................................................................................... 47
5.13.2
ATCs: .............................................................................................. 47
5.13.3
TMCs: .............................................................................................. 48
5.14
5.15
5.16
Deliverables ........................................................................................ 50
Overview............................................................................................. 51
6.2
6.3
6.4
6.5
6.5.1
6.5.2
6.5.3
6.6
6.6.1
6.6.2
Junction Modeling............................................................................. 60
6.7
6.8
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6.9
6.10
6.11
Procedure Parameter.......................................................................... 94
6.12
6.13
6.13.1
6.13.2
6.13.3
Concerned Files and Steps outside VISUM Master File ................. 105
6.13.4
6.13.5
6.13.6
6.14
6.14.1
6.14.2
6.14.3
6.14.4
6.14.5
6.14.6
6.14.7
6.14.8
6.14.9
6.14.10
6.14.11
6.14.12
6.14.13
6.15
6.15.1
6.15.2
6.15.3
6.15.4
6.15.5
6.15.6
6.15.7
6.15.8
6.15.9
6.15.10
6.16
6.17
6.18
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6.19
6.19.1
6.19.2
6.19.3
6.19.4
6.19.5
6.19.6
6.19.7
6.20
6.21
Overview........................................................................................... 125
7.2
7.3
7.4
7.4.1
7.4.2
7.4.3
7.4.4
7.4.5
7.5
7.6
7.7
7.7.1
Introduction..................................................................................... 134
7.7.2
7.7.3
7.7.4
7.7.5
7.7.6
7.7.7
7.7.8
7.7.9
7.7.10
7.7.11
7.7.12
7.7.13
7.7.14
7.7.15
7.7.16
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7.7.17
7.7.18
7.7.19
7.7.20
Queues........................................................................................... 144
7.7.21
7.7.22
7.8
7.9
7.10
7.11
7.11.1
7.11.2
7.12
7.12.1
7.13
7.13.1
7.14
7.15
7.16
7.16.1
7.16.2
7.16.3
7.16.4
7.16.5
7.16.6
7.16.7
7.16.8
7.17
7.18
8.1.1
8.1.2
8.1.3
8.1.4
8.1.5
8.1.6
8.1.7
8.1.8
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8.1.9
8.1.10
8.1.11
8.1.12
8.1.13
8.1.14
8.1.15
Recommendations.......................................................................... 157
8.1.16
Appendices..................................................................................... 158
8.2
8.3
2.
3.
4.
5.
6.
7.
8.
9.
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1 INTRODUCTION
Transport Studies and assessments are necessary tool in the analysis and mitigation
of the potential impacts of new land use developments and new projects on roadway
traffic flow and on sites adjacent to the roadway. The nature of the impacts, and what
to do about mitigating those impacts, are the subject of this guidance.
This guidance gives applicants, developers, consultants and Ministry of Municipality
and Urban Planning (MMUP) staff a better understanding of how to prepare an
assessment study together with an appreciation of the various factors involved in its
preparation. These studies are placed in the overall context of development control.
This guidance can be used as a legal foundation to assist the MMUP to assess
development applications, and imposing on developers the responsibility to address
thoroughly concerns about impacts on traffic-flow, the environment, non-motorized
travel and roadway safety due to their projects. All relevant impacts are to be
identified and assessed and appropriate action should be taken to ameliorate the effect
of any such impact.
New developments and projects invariably introduce new impacts so it is essential
that any proposed development can be fitted into the existing urban environment
without imposing undesirable effects on transport capacity, traffic congestion and
road safety for all users. Benefits of conducting an impact study accrue to developers,
the general population and the State of Qatar.
1.1 Policy
The following guidelines and procedures are established for the administration of the
Review and Approval process by the Ministry of Municipality and Urban Planning
(MMUP) of:
a. Transport Impact Studies (TIS) submitted by Applicants/ Developers as
part of planning approval for proposed development.
b. Transport Studies (TS) submitted by Consultants as part of the design
process of new highway project or the upgrading of existing
roads/highways.
c. Transport Impact Studies (TIS) submitted by Consultants as part of the
design process of new subdivision projects or the upgrading of existing
road network within an established area.
The guidelines included in this document are considered as the minimum
requirements for the Transport Studies and MMUP have the right to impose any
additional requirements or conditions at any stage during or after the study period
based on the proposed development and project location, size and effects on the
adjacent and surrounding roads network.
1.2 Objectives
The objectives of Transport Studies are to:
Ensure that all new developments and projects within the State of Qatar have
proper, adequate and safe accesses, for all modes of transport, from the
adjacent road and transport networks.
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Determine safety risks to all road users and measures to alleviate these risks.
Reducing the need for travel, reducing the length of the trips and promoting
multi-purpose or linked trips by achieving a more sustainable patterns of
development;
Maximizing the extent to which the new development can be made to fit into
the available capacity by managing access from the development into the
transport network; and
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safety for all users. Benefits of conducting a transport study accrue to developers,
the general population and the State of Qatar. The expected benefits of conducting
such studies and enforcing their findings are presented in Table 1-1.
Table 1-1: Assessment Benefits that Accrue to the Developer, Population and State
Stakeholder
Developer
Benefits
Good site access with less delays getting into and out of the
development
General
Community
Less congestion getting to and from the site or in driving past the
site
State of Qatar
1.5 Applicability
All projects within the State of Qatar that have an impact on road network and/or its
operation are required to submit a Transport Study as per the requirements of the
Transportation & Infrastructure Planning Department of the Ministry of Municipality
and Urban Planning (MMUP).
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Safety
Number of lanes
Parking
Land use
Table 1-2 provides guidance that can be used to identify the land use types and
intensities that are expected to generate 100 peak-hour trips and less than 500 peakhour trips for determining the needs and extent of the study, as discussed below. For
developments that generate less than 100 peak-hour trips, the developer may not be
required to conduct an impact study, but is required to be reviewed for consistency
with driveway and access management standards. If the development generates at
least 100 but less than 500 peak hour trips a reduced study may be required. A
detailed study will be required when the development generates 500 or more peak
hour trips.
Table 1-2 Land use Thresholds Based on Trip Generation Characteristics
Land Use
Units
100 Peak-Hour
Trips
500 Peak-Hour
Trips
Residential
Villa
Units
90
550
Apartments
Units
160
900
High Rise
Units
180
1250
Retail Shopping
Strip Mall
TBD
TBD
Outdoor Market
TBD
TBD
500
6,050
250
1,270
130 or 4 pumps
640 or 24 pumps
Bank
215
1,065
Hotel
Rooms
130
700
Shopping Centre
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Office
Single story
2,400
11,750
High Rise
4,030
35,600
Light Industry
n/a
43,000
Manufacturing
12,450
62,000
Table 1-3 provides additional guidance based on size above which the MMUP will
expect a development application to be supported by a transport impact study
(assessment). The MMUP reserves the right to always request an assessment in
other cases where the location and or the nature of the development are of a
particular sensitive nature.
Table 1-3 Land Use Thresholds Based on Size or Scale
Land Use
Size
No Assessment
Assessment
Food retail
GFA
<250 m
>250 m
Non-food retail
GFA
<800 m
>800 m
Financial and
professional services
GFA
<1,000 m
GFA
<300 m
>300 m
GFA
<250 m
>250 m or 50 parking
Cinemas and
conference facilities
GFA
<500 m
>500 m
Leisure facilities
GFA
<500 m
>500 m or 50 parking
>1,000 m
Commercial
8
Business
GFA
<1,500 m
>1,500 m
GFA
<1,500 m
>1,500 m
10
Research and
development
(laboratories, studios)
GFA
<1,500 m
>1,500 m
11
Light industry
GFA
<1,500 m
>1,500 m
12
General industry
GFA
<2,500 m
>2,500 m
13
Storage or distribution
GFA
<3,000 m
>3,000 m
14
Hotels
Rooms
<75
>75
15
Hospital
Beds
<200
>200
16
Residential institutions
(people with learning
Residents
<250
>250
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Land Use
Size
No Assessment
Assessment
Students
<250
>250
Seats
<1,500
>1,500
>50
disabilities)
17
Education
18
Stadium
19
Residential housing
Dwellings
<50
20
GFA
<500 m
>500 m
21
GFA
<500 m
>500 m or 50 parking
22
TBD
23
Mixed use
GFA
<500 m
24
Freight movements
Weight
<7.5 tonnes
25
26
All
>500 m
>7.5 tonnes
TBD
All
Two-way vehicle
movements: peak
hour and peak day
Vehicles
27
Parking
Spaces
>100
28
Any development
generating significant
freight movements
TBD
All
29
Inadequate transport
infrastructure
(roadway, transit,
bicycle and pedestrian
TBD
All
30
TBD
Discuss with
UPDA
31
Impact on utilities
(water, sewer, power
telecommunication)
TBD
Discuss with
UPDA
32
Impact on community
(scenic, historic,
archaeological and
recreation)
TBD
Discuss with
UPDA
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Safety
Traffic volume
Number of lanes
Parking
Land use
Existing transport problems in the local area, such as a high accident location,
complex intersection geometrics, or an intersection in need of a traffic signal;
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1.6 Definitions
For the purpose of this document:
The term "UPDS" shall mean the Urban Planning and Development Sector of
the MMUP.
The term "Section" shall mean the Traffic and Transportation Planning
Section of the Transportation & Infrastructure Planning Department.
Note: Any reference within this document or other related documents to UPDA
(Urban Planning and Development Authority) shall be changed to MMUP.
1.7 References
The consultant shall use the latest release of the following references when
preparing and submitting the transport study and report:
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Any other regional and international manuals and guidelines that are
accepted by MMUP.
VISUM
VISSIM
Synchro
SIDRA
TRANSYT F7
HCS+
AutoTURN
ParkCAD
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List all assumptions, data sources and calculations used to arrive at the
conclusions and recommendations in the transport study;
Ensure that the work meets all requirements specified in the approved
methodology report;
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j.
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2. MMUP requires that the following personnel be part of the Transport Study
Team:
a. Traffic/transport engineer/planner with at least 8 years of professional
experience in traffic/transport engineering and similar projects.
b. Traffic/transport engineer/manager with at least 15 years of professional
experience in traffic/transport engineering and similar projects.
c. Road design engineer with at least 15 years of professional experience in
similar projects.
d. Road safety auditor with a minimum of 8 years of professional experience
with working experience in at least 5 similar projects.
e. Road safety audit reviewer with a minimum of 15 years of professional
experience with working experience in at least 10 similar projects.
3. All personnel involve or participate in the Transport Study shall be qualified,
professional and have relevant working experience.
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Review any potential road and public transport network changes that are
being considered which the transport study should evaluate
j.
5. The comments and recommendations that arise from this initiation meeting
are aimed at clarifying for both sides the scope of the transport study.
6. Both parties must come away from this meeting with a clear understanding of
what must be included in the main headings of the final study report. In no
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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way does this meeting bind the MMUP, or the developer, in future decisions
that will arise from the formal submission of the study.
j.
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Other factors such as: Non-site traffic growth (background traffic) in the study
area, pedestrian traffic, school traffic, programmed transportation
improvements, and other miscellaneous factors shall be considered where
appropriate.
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Names of MMUP staff involve in reviewing the project application and design
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Update a limited area with the latest land-use, if they are different from the
TMPQ model
Update a limited area with the existing or proposed road network, if they are
different from the TMPQ model
Calibrate and validate a limited area using the latest land-use and traffic data
In case the Transport Study includes several projects or developments, a single subarea model shall be created to include all projects/developments within close
proximity to each other.
Detailed requirements and guidelines on the development of traffic model are
provided in other sections of this document.
All strategic modeling work shall be conducted in the entire model prior to generating
the sub-area cordoned model for the micro-simulation usage.
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For the internal links and intersections, the carriageway links are to be presented and
included in the transport sub-model. In effect, this means any link with a 20m right of
way or wider. In addition, there are two further criteria that will lead to a link or
intersection being assessed. These are:
a. any link whose traffic flow exceeds 500 vehicles per hour, as a two-way flow,
(one-way roads 300 vehicles per hour) ; and
b. any intersection whose approach traffic from all directions totals 800 vehicles
per hour or more.
Where the scheme limit of works is located mid-block between intersections, the next
major intersection shall also be included within the assessment. If the intersection
already exists and has not been recently improved, then a schematic design shall be
prepared, included within the model and assessed. However, if the intersection has
been recently upgraded or has a design proposal, then that will be included within the
model and the operation assessed. Where necessary, the Consultant shall suggest
schematic design for improvements to ensure appropriate intersection operation.
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3.4 Deliverables
The consultant shall submit two copies of the Methodology Report for review and
approval by the Transportation and Infrastructure Planning Department.
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Adjacent Streets;
Major developments;
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4.5 Pedestrian
Pedestrian path, facilities, analysis and design shall be considered and addressed in
the Development/Project plans and report.
The Consultant shall review and refer to the reference materials listed in Section 1.7,
especially the TMPQ Pedestrian Design Guidelines. Reference to other international
manuals and standards can be made.
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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4.6 Bicycle
Bicycle path, facilities, analysis and design shall be considered and addressed in the
Development/Project plans and report.
The Consultant shall review and refer to the reference materials listed in Section 1.7,
especially the TMPQ Bicycle Design Guidelines. Reference to other international
manuals and standards can be made.
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3. Identify on-site truck service bays, routes, turning points and roadway
access points (separate from those of patron or employee vehicles,
where possible);
4. In conjunction with site planners, identify optimal building locations; and
5. Identify appropriate building entrance locations and major parking
areas, and determine pedestrian and bicycle routes.
It must be understood that simply providing access to a site by means of curb cuts
does not necessarily mean that access to the development has been adequately
addressed. The quality of access as it relates to the internal site circulation and
design will have a direct effect on the quality of traffic flow in and around the site
development, and public safety. Other important factors in addition to traffic
considerations may ultimately necessitate compromise in the design of the on-site
circulation system. These factors include building design, economics and aesthetics.
Development Type
75
25
10
75
Office Centre
25
10
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Action
Comment
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Step
Action
Comment
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striped and signed in a manner consistent with best practices and be designed to
safely and efficiently deliver vehicles to their respective destinations.
The design, alignment and location of internal circulation roads should be carefully
reviewed. Horizontal and vertical alignments, internal intersections, and major points
of vehicle/pedestrian conflict should be very carefully located and designed. Close
adherence to the principles used in off-site roadway systems should be maintained.
Adequate sight distance must be provided at all locations. Horizontal and vertical
alignment should be designed to restrict vehicular speeds on roadways adjacent to
building faces and other areas where pedestrians will be present. Stop signs should
not be used for speed control, since motorists will tend to ignore such controls if they
feel they are unnecessary. In those cases where long, straight sections of internal
circulation roads may be unavoidable, it is important to place those alignments as far
as possible from major pedestrian crossing areas.
Improved roundabouts;
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Measure
Description
Speed control
devices
Intersection
treatments
Reduce connectivity
Pedestrian/bicycle
measures
Bus measures
External measures
Description
Design
Loading Dock
Provide the vehicle driver with the most direct route to the loading
dock
Number of loading berths provided should be sufficient to
accommodate anticipated activity
Where a great number of loading areas may exist, it may also be
necessary to establish different routes to different loading docks
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Criteria
Description
Each route should be signed separately, with the loading dock area
clearly identified by building or tenants served
Adequate number of loading docks and an appropriate mix of loading
dock sizes should be provided to handle typical peak-hour demand
on the internal circulation system
4.8.13 Parking
Adequate parking should be provided to meet site generated demands and be
consistent with applicable MMUP policies, which may be included in traffic demand
management programs. Specific dimensions, parking angles, and parking ratio
requirements are all issues addressed in detail.
In addition to affecting convenience, the number of parking spaces and the design of
parking facilities may have a bearing on the facilities efficiency and user safety.
Inadequate parking capacity tends to lead to:
1. Damage to parked cars;
2. Illegal parking;
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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3. Loss of customers;
4. Parking areas that could impair sight distances;
5. Decrease lane capacity; and
6. Impact internal circulation roads.
Excess parking can result in inefficient use of funds and could encourage unsafe
driving practices in almost-empty parking areas. Parking quantity should thus be
viewed not only within the context of what is required by local zoning ordinances, but
also in the context of how the facility itself will function.
Shared parking is a valid approach to the determination of total parking needs of any
mixed-use facility, as long as parking for all uses is conveniently shared. Close
building proximity and efficient internal circulation systems, ramping systems and
access drives are necessary for shared parking to be successful. A shared parking
area must be convenient to more than one destination.
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In case the Project/ Development Review Report and plans are returned as not
approved, the Consultant shall submit the revised report and plans within two weeks.
4.12 Deliverables
The Consultant shall submit the following:
The PRELIMINARY Development Plans, two hard copies A0 size.
The Project/ Development Review Report, two hard copies.
The Project/ Development Review Report, one digital copy.
The FINAL Development Plans, two hard copies A0 size.
The FINAL Development Plans, two digital copies
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Data
Traffic-related data
Peak period (site and street peaks) turning movement counts (in
good weather, on weekdays usually excluding Sundays and
Thursdays, when school is in session. Summer counts are acceptable, but may need to be "seasonally" adjusted)
Parking regulations
Street lighting
Lane widths
Street utility
Travel times
Bus stop locations and types, existing bus stop amenities, bus
scheduling, type/size of vehicles and existing bus occupancy
Parking availability
Sight distances
Right-of-way data
Data Related to
Roadway and
Proximity
Note: New data should be obtained from surveys consistent with procedures described in the latest edition of the ITE
Manual of Transport Engineering Studies (Robertson 2000).
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Any adjustments to survey data should be described and justified. Developers are
encouraged to provide data representing conditions appropriate for analysis, such as
average, design day, or seasonal peak traffic counts or surveys factored to represent
all members of a surveyed population. Procedures and factors used will be
explained in summary form.
Any seasonal adjustments will be based on seasonal variations determined from
counts of similar roadways in similar environments. The appropriate analysis period
will be selected by the MMUP and the developer. For peak-period analysis, the site's
anticipated design-hour volume will often occur during a seasonal peak period. Some
uses, such as shopping centres, will have significant seasonal peaks and others like
residential neighbourhoods will not. Specific characteristics of the development
under study will be reviewed before selecting the appropriate design day for which
counts are to be adjusted.
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out during their busiest business times during the week and on weekends.
Surveys for high-density residential areas should be carried out early morning
(between 5:00am and 7:00am) and late at night (between 8:00pm and
10:00pm).
Determine parking requirements for the existing areas identified above and
for the proposed Developments and Land Use.
Provide
options,
alternative
concept
designs,
strategies
and
recommendations that minimize or eliminate parking/ traffic safety and
circulation issues.
There is a wide usage of empirical data of observed parking operations as a basis for
estimating the parking requirements of different developments.
Car parking
information is collected by survey - the method depending on the level of information
which is required. Surveys can be broadly classified as:
Parking supply (availability)
Parking accumulation
Parking duration.
Information to be Collected
Off-Street
Off-street
Size of area
Time Restrictions
Charging policy
Free or charged
Enforcement measures.
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From the parking inventory and details of restrictions, an evaluation can be made of
the theoretically available space-hours of parking. This can assist in estimating
potential parking revenues and assessing alternative charging strategies.
5.7.2
This survey determines the actual number of vehicles parked at a given time at all
locations. When the survey area is a single off-street car park, the method of data
collection is as follows:
Define survey time period, start and end times;
Define survey time blocks, say every 15 or 30 minutes;
Count the number of parked cars at the start of each period;
Record the arrivals and departures over the survey period, for each time
block; and
Count number of parked vehicles at the end of survey period, as a check on
observed data.
For each time block, the number of observed arrival minus departures gives the net
increase in car parked, compared with the preceding time block. Therefore, the
number of cars parked at any time is known. New developments in the application of
intelligent transport systems (ITS) to off-street parking can provide a rich source of
data.
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The Consultant shall conduct Travel Time Survey using Moving Observer methods.
The Consultant shall use either Floating Car or Chase Car techniques to conduct and
collect travel time.
A passenger in the test vehicle shall record travel times at designated checkpoints
using computer instrumentation to record vehicle speed, travel times or distances at
preset checkpoints or intervals. A Global Positioning System (GPS) receiver coupled
with a portable computer can be used to record the test vehicles position and speed
at time intervals as frequent as every second. The methodology for conducting the
TTS shall be presented to, and agreed upon with, the Engineer.
The TTS shall be carried out at three separate counting periods of 3-hour each, total
of 9 hours. At least 6 runs per direction per peak period shall be achieved. These
runs shall be scheduled to capture the travel time of morning, mid-day and
afternoon/evening peak hours. The scheduling of the TTS shall be determined from
the Automatic Traffic Counts conducted along the study route or as agreed with
MMUP. The TTS shall be carried out on a weekday (Mondays, Tuesdays or
Wednesdays) or as agreed with the Engineer. The TTS shall be scheduled to capture
a realistic representation of typical traffic peak flow and to avoid holidays, special
events, nearby roads works, and other such disruptions to the normal daily traffic
patterns.
The results for the TTS shall be submitted by the Consultant, in both written and
electronic formats, in the standard format prescribed by MMUP, samples of which are
available from the Engineer.
In addition to the recording of travel time between intersections, which measured at
Stop or Give-Way lines, the survey shall record the delay and queuing times. It is
suggested that the survey vehicle is joining the back of the queue when the speed of
the survey vehicle drops to less than 10km/hr.
Furthermore, it might be required to record the travel time to a certain land-mark or
location such as a major side road or building.
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5.13.1 General:
1. Drawings shall be submitted that depict the locations of the traffic count and
shall be submitted in AutoCAD format.
2. Exact or approximate coordinates of the count locations shall be submitted.
3. The Consultant shall submit a program for the proposed traffic surveys. The
program shall identify all holidays and special events (Eid, schools, public,
religious, etc.) that expect to occur within the survey period. The traffic
surveys shall be completed one week before and/or started one week after
the specific holiday and any special events.
4. For the VISUM and VISSIM models Calibration/Validation process, MMUP
Model requirements shall be met.
5. The Consultant shall ensure the consistency in results between ATCs and
TMCs.
6. A comparison between the MCCs and ATCs conducted at the same
locations shall be carried out by the consultant. 10 % percent or less than 100
vehicles/hour is the allowable tolerance between the ATCs and MCCs
compared.
7. The Consultant shall observe/identify any road closure/diversion and ensure
that all roads and intersections are fully opened prior to any traffic survey.
Road closure/diversion shall be documented and discussed with MMUP. If
the intersection(s)/link(s) will be open within two weeks, then the consultant
has to postpone counting until the closed intersection/link is open or the
consultant can postpone counting the intersection/link until the end of the
counting program.
8. QA/QC shall be performed for all of the surveys collected. Any
inconsistencies or unrealistic values are subject to rejection by MMUP.
9. Row data shall be submitted to MMUP.
10. The required data shall be as in the attached templates as a minimum with
the requirements listed below.
11. The Consultants Traffic Engineer shall supervise all traffic surveys.
5.13.2 ATCs:
1. ATC Surveys shall be conducted for 7 days, broken down into 15 min
intervals with 1 hour totals.
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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M a y 2011
5.13.3 TMCs:
1. Peak periods shall either be specified fixed and agreed with MMUP then
amended in the Model (AM: 6:00 9:00, MD: 11:00 14:00, PM: 17:00
20:00) with half an hour before and after these periods, or follow peak periods
extracted from the ATC results.
2. TMC surveys shall be carried out during the peak periods for three Weekdays
(Monday Wednesday).
3. Outline the procedure for conducting the TMC surveys and specify if the
method will be videos or manual counts. In case of manual method, the
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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M a y 2011
number of personnel conducting the counts shall be outlined in the report and
agreed with MMUP and increased if needed.
4. Required data:
a. Traffic counts shall be conducted in 15 min intervals during the peak
periods and collected to 1 hour totals.
b. Classes shall be shown as (PC, LV and HV).
c. Summary table of the traffic volumes broken down to Intervals,
Vehicle types, and peak hour volumes.
d. A diagram showing a simple intersection configuration with the street
names in CAD format, the adjusted/unadjusted traffic volumes per
peak hour and the percentage of the Heavy Vehicles.
the
The Traffic Surveys Analyses Report shall be reviewed by either the Senior
Traffic/Transport Engineer or the Manager of the Transportation Section/ Department
of the Traffic Consultant Firm who has not been involved in preparing/writing the
report.
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M a y 2011
5.16 Deliverables
The consultant shall submit the following:
The traffic surveys data, one hard copy, usually prepared by the traffic count
surveyors.
The traffic surveys analyses report, two hard copies.
The traffic surveys data, one digital copy.
The traffic surveys analyses report, one digital copy.
The raw data of traffic surveys, one digital copy.
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M a y 2011
The TMPQ strategic models shall be used to build a base and future year scenarios
model. The model shall be run for the following peak periods:
Main
Zone
TAZ
Ref
Photo
Ref
Treatment to be
assumed for the
horizon year
Comment
Where land use details of any area are incomplete, the Consultant shall agree with
MMUP on appropriate assumptions.
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M a y 2011
and provides information that can be used to modify the population and employment
data in the TMPQ planning files provided separately to consultants.
MMUP has developed the following set of factors as outlined in Table 6.1, 6.2 and
6.3 to convert the land use data into the inputs required by the TMPQ. These
parameters shall be used where possible but the Consultant may propose alternative
parameters where considered appropriate. The source of the data and justification for
the relevancy of data to Qatar is to be provided.
Table 6-1: Population Conversion Factors (Production)
Activity
Residential
Description
Required
Units
Notes
Apartments
Townhouse
Villas/farms
Persons
Hotel guests
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M a y 2011
High tech offices are those primarily engaged in IT, research and development
Activity
Description
Required
Units
Notes
Hotels
Hotel Rooms
Jobs
Office
Jobs
Soug/shop/commercial
frontage
Jobs
Jobs
Building
Projects
Site area
Jobs
Farming
Farm area
Jobs
General industry
Jobs
Jobs
(m GFA)
Warehouse
Jobs
Retail
Employment
Jobs
Hypermarket
Jobs
Cinemas
Jobs
Jobs
Commercial
Employment
(m2 GFA)
Industrial
Employment
Leisure
2
(m GLA)
+++
++
(m GLA)
++
Restaurants
++
or
Hospital beds
Jobs
Clinic
Jobs
Jobs
University
Students
Jobs
Tourism
Locations
Jobs
Medical
Transportation Master Plan for Qatar, PTV/Scott Wilson Sept 2007, Villas figure from 1997 travel data
++
+++
Note 1
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M a y 2011
Land Use
Required
Units
Notes
Eating out
Restaurants
Visitors
Employer
s Business
Employment
Employee
s
Schools
Students
1 per student*
University
Students
1 per student
Visitors
Sport facilities
Visitors
Leisure &
Sport
Visitors
(Note 1)
Visitors
Community/cultural
Visitors
61 (27 inbound)/100m
Health clubs
Visitors
Assume 45 per100m
Marinas
Visitors
Mosque
Building
Inpatient
Visitors
Outpatient
Visitors
20 per 100m
Schools (parents
escorting)
Persons
Employee
s
Shopping
Retail
Visitors
Visiting
Friends
Total population
Population
Education
Place of
Worship
Personal
Business
(Note 1)
2+
Size irrelevant
2+++
2 ++
++
2+
Employment III includes wholesale and retail trade, personal and household goods, auto repair, transport storage
and communication, hotels and restaurants
Note 1: Land uses within each Activity Group are additive. For example, Personal Business is the sum of inpatient +
outpatient + school + no. of employees in Employment III sector for that zone
* A student population of 2.5 students per 100m of land area or 5 students per 100 m GFA may be assumed
Sources: +
++
+++
TMPQ Model
Page 55
M a y 2011
Qatari
3.2
Non-Qatari
7.9
Labourers
2.4
Total
5.9
Note: Growth rates vary by area and can differ from the above
2. Distribution of genders:
Population
group
Male
Female
2006
2026
2006
2026
Qatari
51%
51
49
49
Non-Qatari
57
55
43
45
Labourers
98
95
Description
2006
2026
Qatari Male
100%
100
12
40
89
90
37
45
81
85
13
35
19
Labourer
20
20
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M a y 2011
4. The active population of villas is distributed to groups 1-5, 13, 14, 17 and 18.
Groups
Description
Qatari Male
13 & 15
14 & 16
17
Students Male
18
Students Female
Description
10
11
15 & 16
17
Students Male
18
Students Female
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M a y 2011
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M a y 2011
5000 x 50% (coverage) x 2 (floor i.e. G+M) x 85% (usable area) x 85%
(GLA) / 50 (area per employee) = 72 employees
ii. Assume office on other floors:
5000 x 35% (coverage) x 15 (floor) x 85% (usable area) / 20 (area per
employee) = 1115 employees
Control Type
Unknown
Uncontrolled
2-way Stop
Signalised
All-Way Stop
Roundabout
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M a y 2011
main turn delays and capacities for every movement at the junction and input
these values for each turn. In practice, these values were shown to be not always
consistent in the model and also difficult to estimate or forecast for intersections
with unknown designs and capacities.
Turn delay,
Node VD function..
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M a y 2011
Control Type
Unknown
Uncontrolled
2-way Stop
Signalised
All-Way Stop
Roundabout
VDF
Number Control
Unknown
10
Uncontrolled
11
12
No. lanes of
incoming
Capacity
links
t0
VDF
99999
0s
constant
<= 4
2500
5s
Node
Uncontrolled
up to 6
3000
5s
Node
Uncontrolled
>6
3500
5s
Node
30
yield controlled
<= 4
2500
5s
Node
31
yield controlled
up to 6
3000
5s
Node
32
yield controlled
up to 8
3500
5s
Node
33
yield controlled
>8
4000
5s
Node
70
signal controlled
up to 6
3000
5s
Node
71
signal controlled
up to 10
5000
5s
Node
72
signal controlled
up to 14
6500
5s
Node
73
signal controlled
up to 18
7500
5s
Node
74
signal controlled
> 18
8000
5s
Node
80
Roundabout
up to 6
3000
5s
Node
81
Roundabout
up to 10
5000
5s
Node
82
Roundabout
up to 14
6500
5s
Node
83
Roundabout
>14
7500
5s
Node
A main node type is specified from the above table by taking into account the type of
control at the junction and the number of lanes on links entering the junction from all
directions.
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i. Signalised Junctions
For signalised junctions the uniform delay is calculated using Websters equation:
t cycle t green
t0
1
2 t cycle
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Rank 1: movements 1, 5, 6
Rank 2: movements 2, 3
Rank 3: movement 4
iii. Roundabouts
The turning delays for movements at a roundabout are obtained following similar
assumptions as for yield controlled junctions.
Table 3 below gives an overview of the standard turn delays used in the model. The
delays are depended on the type of node specified and the turning movement
performed. These delays apply to both the single node turns and the main turns
within the model. When creating new main nodes, it is important that the existing
node types are changed to type 90s. This prevents VISUM from adding up the turn
delays at each node within the main node when calculating the main turn delays.
Node control
0 &1
Unknown
10-12
Uncontrolled
Minor-Major (-+)
U
30
yield controlled
31
yield controlled
15
20
25
25
15
20
30
25
32
yield controlled
15
10
25
25
15
20
20
25
33
yield controlled
15
10
15
10
20
38
20
20
20
20
20
signal controlled
21
signal controlled
40
60
80
60
40
60
80
60
22
signal controlled
40
30
80
60
40
60
50
60
23
signal controlled
40
30
20
40
30
30
24
signal controlled
80
60
999
999
40
60
999
999
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M a y 2011
Minor-Minor (--)
Node type
Node control
41
Roundabout
42
Roundabout
43
Minor-Major (-+)
U
999
30
30
30
999
Roundabout
999
60
60
60
999
60
Special
999
999
70s
40
40
45
50
35
35
40
45
80s
10
10
10
10
10
10
10
10
90s
Dummy
Major-Minor (+-)
Node type
Node control
0 &1
Unknown
10-12
Uncontrolled
Major-Major (++)
U
30
yield controlled
31
yield controlled
10
15
20
25
32
yield controlled
10
15
10
25
33
yield controlled
10
15
10
38
20
signal controlled
21
signal controlled
20
60
60
40
20
40
40
40
22
signal controlled
20
60
30
40
20
40
40
23
signal controlled
20
40
10
20
20
24
signal controlled
20
80
999
999
40
40
999
999
41
Roundabout
999
999
42
Roundabout
43
Roundabout
999
999
60
Special
999
999
70s
30
30
35
40
25
25
30
35
80s
90s
Dummy
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VDF
Type
Control type
VDF Parameter
a
1* to 2*
Unknown/
13
16
16
Constant
Uncontrolled
3*
Yield control
4* to 6*
7*
Signalled
13
0.5
0.6
1.3
8*
Roundabout
13
16
16
Constant
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M a y 2011
Figure 6-4 below shows the relationship between traffic volume and delay based on
type of control at different junctions. It is evident that Giveway controlled intersections
experience the greatest drop in capacity.
VISUM calculates the Tcur for all main turn movements by summing each
component of the delay.
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Major Flows
The Tmodel requires the definition of major and minor approaches at signal
junctions, roundabouts and yield control junctions. Major flow directions are specified
within edit main node function. This is shown in the following figures Figure 6.6.
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Reference:
STPD003 Validation of RTA Transportation Model and Plans. Manual for the
Application of the RTA Dubai Strategic Transportation Model (DSTM), August 2009,
PTV
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Control
0&1
Unknown/neutral
10
Uncontrolled
11
No. lanes of
incoming links
Capacity
t0
VDF
99999
0s
constant
<= 4
2500
5s
Node
Uncontrolled
up to 6
3000
5s
Node
12
Uncontrolled
>6
3500
5s
Node
30
yield controlled
<= 4
2500
5s
Node
31
yield controlled
up to 6
3000
5s
Node
32
yield controlled
up to 8
3500
5s
Node
33
yield controlled
>8
4000
5s
Node
38
Sum of capacity of
outgoing links
5s
Node
70
signal controlled
up to 6
3000
5s
Node
71
signal controlled
up to 10
4000
5s
Node
72
signal controlled
up to 14
5000
5s
Node
73
signal controlled
up to 18
5500
5s
Node
74
signal controlled
> 18
6000
5s
Node
80
Roundabout
up to 6
3000
5s
Node
81
Roundabout
up to 10
4000
5s
Node
82
Roundabout
up to 14
5000
5s
Node
83
Roundabout
>14
5500
5s
Node
60
Roundabout signal
controlled
up to 6
3000
5s
Node
61
Roundabout signal
controlled
up to 10
4000
5s
Node
62
Roundabout signal
controlled
up to 14
5000
5s
Node
63
Roundabout signal
controlled
>14
5500
5s
Node
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M a y 2011
The other method is to copy the mentioned folders to VISUM Exe folder C:\Program
Files\PTV_Vision\VISUM110\Exe\AddIns instead of being dependent on the user
of the machine, but this other approach causes a lot of warning messages. Thus it is
more appropriate to use the first method.
In case some folders like the "AppData" do not appear, then edit the folder options in
the control panel to show hidden files.
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*"Filter" : Contains predefined filters that the consultants do not need to change.
*"Matrices" : Contains a set of matrices that will be used during the model run
process. Consultants are concerned only with the file called "Target_work" as shown
in the following snap shot.
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The other files called "Target_work - 2011" until "Target_work - 2031" will be
produced from the land use interface folder and pasted here as a reference to be
used when switching between different years of the master file scenario manager
(more explanation about the Target_work file is provided in the coming paragraphs).
*"Par" : Includes predefined procedure templates that should be replaced by the
content of the folder " Par-11.3" if VISUM 11.3 is used or by the content of the folder
" Par-11.5" if VISUM 11.5 is used.
*"Par-11.3: Contains predefined procedure templates that the consultants do not
need to change them. But only should be copied as described above.
*"Par-11.5: Contains predefined procedure templates that the consultants do not
need to change them. But only should be copied as described above.
*"Path: Contains two predefined paths. The first one to be used with VISUM 11.3
and the second with VISUM 11.5
The following snap shot shows the path file when opened as a text file. But usually
this file is accessed and edited in VISUM as will be shown in later parts of this
manual.
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*"py" : Contains python scripts that the consultants do not need to change.
*"Version": Contains the master version file "Masterversion_L6" in addition to the
Population & Land Use files. Model run output files are saved also under this folder.
The folders called "2011" until "2026" represent the model run output for each
scenario. They are manually created just to store and organize the model outputs per
year.
*"helpers" : this file represents the python scripts that ptv created with the recent
model structure in order to provide a better memory management for the model run.
And it should be copied to replace the same file under the following path:
C:\Python25\Lib\site-packages\VisumPy
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Planning data
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Kalif: is the sheet whose content should replace the following "Target_work" file:
C:\Model_Maintenance\Model\L6-CON-VISUM11\Matrices
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Once the planning data are finalized, the Target_work files for each scenario year
can be prepared (Target_work - 2011 until Target_work - 2026) by copying them
from the kalif sheet of the planning data interface workbook.
And when you switch between the scenario years, you can replace the content of the
Target_work master file with the file of scenario year you are dealing with.
Please note that Target_work 2031 is a copy of Target_work 2026, and it is not
extrapolated, since as mentioned above, only the structure of year 2031 is being
implemented.
Open the master version file "Masterversion_L6" under the following path:
C:\Model_Maintenance\Model\L6-CON-VISUM11\Version
If you get a read only message as shown below, press ok, and continue since this
master file is intended to generate modeling scenarios and save them in different
names, and not to save any information in the master file itself.
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Once the version file is displayed, please note that it refers by default to year 2011 as
it is considered the new base year model. Other years' scenarios should be
generated as shown in the next steps.
Open the project directories window, and read the predefined path file
("Path_VISUM_113" or "Path_VISUM_115" according to the VISUM version you are
using). You can browse to the path files under C:\Model_Maintenance\Model\L6CON-VISUM11\Path
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Edit the AddIns path as shown below. The AddIns folder should be under the
user application data
C:\Users\wissam\AppData\Roaming\Visum\110\AddIns. Different
machines and users will be generating different paths that will be simple to
find.
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The snapshot below shows how to switch links' layer to year 2016 by setting the
links' Type Number equal to the Type_2016-CON-1 attribute.
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M a y 2011
Once the Type Number is set, apply the standard link values as shown below.
Network changes can be observed when comparing the snapshot below with the
previous ones of 2011.
Switch the main nodes type (Type Number = CON-1-TYP-2016 , similarly for
other years)
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M a y 2011
Switch the main turns layer to the required scenario year. (TSys Set =
T_SYS_2016 , similarly for other years)
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M a y 2011
Once the "TMPQ Main" menu item is pressed, the below interface is displayed with a
message advising to wait 2 minutes after finalizing the settings and pressing the "OK"
button, in order to ensure that all settings are fully saved.
As shown in the screen shot, it is possible to choose the modeling year, time of day,
number of iterations, max number of un-converged links, and the recalculate skim
matrices option.
After setting your scenario, press "OK" and wait until all parameters are saved in the
procedures and network parameters.
Open the network parameters window and edit the Airport Zone cell based on
the following: (Airport Zone = 1048011 for year 2011 ; Airport Zone =
1049002 for years 2016 and above).
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Calculate - Procedures and the Execute button will be the last step to run
the model.
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The run time usually on a laptop with the specifications below is around or less than
21 hrs for the full day scenario and 2.5 hrs for each of the peak hours.
On a desktop machine with similar specifications, the duration for the daily model run
was around 2 hrs less than the same run on the laptop.
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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M a y 2011
Once the run is finished copy the output version files to a separate folder that
you manually create by the name of the scenario you are running.
For running the daily scenario, execute the assignment for the put file. (open the put
file; then calculate procedures; deselect all procedures except numbers 53 and 54;
and execute the assignment run.
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As illustrated in Figure 1, TMPQ model is setup is such a way that only three tourbased models are available:
-
Each model is provided with person groups, structural properties, activities, activity
pairs, activity chains and demand strata. The structure of the demand model data is
identical to VISEM files formerly used in the TMPQ VISUM 10 model.
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Population
Group
Q_m
Qatari Male
Q_f+c
Qatari Female
car available
Q_f-c
Qatari Female
NQh+c_m
Non-Qatari
high income
car available
Male
NQh+c_f
Non-Qatari
high income
car available
Female
NQm+c_m
Non-Qatari
medium income
car available
Male
NQm+c_f
Non-Qatari
medium income
car available
Female
NQh-c_m
Non-Qatari
high income
Male
NQh-c_f
Non-Qatari
high income
Female
NQm-c_m
Non-Qatari
medium income
Male
NQm-c_f
Non-Qatari
medium income
Female
NQl
Non-Qatari
low income
Q_P_m
Q_P_f
NQ_P_m
NQ_P_f
Stud_m
Students Male
Stud_f
Students Female
Labour+c
Labourer
car available
Labour-c
Labourer
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M a y 2011
Population
Empl
Restaurant
EmpBusn
Schoolplaces schools
Leisure
Mosque
mosque
PersBusn
Shopping
University
university
Visit
Person groups and structural properties are kept in an Excel file where they can be
prepared and updated. The content and changes made in the Excel file are read in
during the model run and are not explicitly managed in VISUM any longer.
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M a y 2011
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M a y 2011
Unlike person group data and structural properties that are managed outside VISUM,
skim and demand matrices are administrated directly within VISUM now. VISUM
version file now stores all independent (external) matrices for all scenarios, as well as
all calculated and auxiliary matrices. All the matrices can be viewed and accessed in
the menu Demand -> Matrices.
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M a y 2011
AddIn XLS2ZoneAttr
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Operation
Explanation
Edit attribute
Run script
10
11
12
13
14
Run script
15
Run script
16
17
Init assignment
18
Run script
19
Run script
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M a y 2011
20
21
22
23
24
25
Run script
26
27
28
Run script
29
30
31
Run script
32
33
34
35
36
37
38
39
Group Assignments
40
41
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M a y 2011
42
43
44
45
46
Run script
47
Assignment
48
Assignment
49
Run script
50
Run script
51
52
Save version
53
Init assignment
initialises assignment
54
Assignment
55
Save version
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M a y 2011
Attribute
Value
Comment
DIST_THRESHOLD
1000
PRM_NTRANSFER
-0.36
PRM_WAITT
-0.152
DIA_PKW
CONGESTIONCHARGE
PARKINGFEE
PARKINGDURATION
2.5
FUELCOSTPERKM
0.1
TAXIDISTX
TAXIFAREVARIABLE
1500
1.2
TAXIFAREFIXSTD
TAXIFAREAIRPORT
10
AIRPORTZONE
1049002
SHARETTC
0.25
TSYSFOOT
TSYSPUT
20
TSYSPRT
25
MSPLITFOOT
0.5
MSPLITPRT
0.5
MSPLITPUT
MSPLITPRT1
0.8
MSPLITPUT1
0.2
ACCEGRPRT
TAXIOCC
1.9
CBUSOCC
20
AM_VISEM
0.38
LU_VISEM
0.43
PM_VISEM
0.46
AM_EXTERN
0.07
LU_EXTERN
0.06
PM_EXTERN
0.06
AM_CT_HGV
0.06
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Attribute
Value
Comment
LU_CT_HGV
0.053
PM_CT_HGV
0.064
AM_CT_LGV
0.072
LU_CT_LGV
0.064
PM_CT_LGV
0.067
AM_CAR_AIR
0.084
LU_CAR_AIR
0.072
PM_CAR_AIR
0.072
MAXUNCONVERGEDLINKS
NO_LINKS_DIFF
20
filled during model run
YEAR
TOD
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"Parking_Fee" (ID Number 227) and "Congestion_Charge" (ID Number 228) should
also be considered. Most of the cells in these matrices are "1" or "0". The default
values are edited in case a different parking-fee or congestion-charge other than the
default values that were shown in the Network Parameters section will be applied to
certain areas.
Regarding the last three predefined matrices; MAE_Car(ID=237),MAE_Taxi
(ID=238), MAE_CarPas(ID=239), the new cells referring to the additional zones
should have a value of 4.
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Split the required zone in VISUM, and specify the weight of each sub-zone
since all the pre-defined matrices will be effected by the split weight of the
concerned sub-zones. Once done, adjust again the value of the cells in the
corresponding rows and columns of the "Parking_Fee" and
"Congestion_Charge" matrices. Using this method, you should determine in
advance the sub-zone split weights especially if you are doing successive
splits from the original zone in order to match the required disaggregation
level.
In both cases, the zone attribute called Resrticted should be revised for all
new zones. It will have a value of 1 if the new zone is restricted for HGVs,
otherwise the attribute value will be 0.
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Since the latest mode release has a master structure, then the number of zones
should be equal in the base year model to all the horizon years. Thus any
disaggregation /aggregation of the TMPQ zones should be consistent with this
structure. The zones that were added in the VISUM master file should be added in
the base year planning data sheet which is called "All zones_lower_limit" and the
2026 planning data sheet which is called "All zones_upper_limit". Corresponding
rows should be added in the next five sheets; "All zones", "GDA_VISUM11",
"notGDA_VISUM11", "EmpBusn_VISUM11", & "Kalif", and the formulas should be
maintained in the added rows of the last mentioned five sheets in order to reflect the
added planning data rows in the lower limit and upper limit sheets. The sorting of the
planning data based on the "TAZ-No." (Smallest ~ largest) should always be taken
into consideration while adding/ deleting zones in the planning data interface.
Once the disaggregation is done, the following outputs should be updated
correspondingly:
Population & Land Use Outputs: the following excel files should be updated in two
places whose snapshots are shown below.
* PopLandUse2011
* PopLandUse2016
* PopLandUse2021
* PopLandUse2026
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Kalif Part: the following files should be updated under the path shown in the snapshot
below
* TargetWork2011
* TargetWork2016
* TargetWork2021
* TargetWork2026
* TargetWork
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6.14.10
Review, without adjusting, the daily trip chains and mobility rates for the trip chains
involving the mentioned activity pairs for AM Peak and PM Peak above.
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6.14.11
After running the first group of procedures which reads the planning data, run only
the model to check the Production Trips from the relevant Mega Generator Main
Zones.
6.14.12
Compare the modeled and observed outgoing trips from the Mega Generators.
If after adjusting the time series percentages, the peak periods' durations, and the
peak hour factors, a sizable deviation still exist between TMPQ trip generation and
the field measurements, adjust iteratively the daily mobility rate of the relevant activity
pairs until it matches closely the outgoing counted values for most of the measured
residential blocks, and discuss the outcomes with MMUP prior to implementing them.
For example, the rates of Home-Work, Home Employers' Business, HomeEducation, and Home -University could be verified using the number of outgoing
Cars and Buses observed in the ATC surveys.
This process will be repeated by running the PM peak model to compare the
modeled and observed outgoing trips related to PM peak activities such as HomeLeisure, Home-Shopping and Home-Visiting Friends, and Home-Personal Business.
A 24h hour model run for the Trip Generation will be conducted with the refined
mobility rates for the activity chains showed above and a comparison will be made
with the total outgoing trips from the Mega Generators.
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Please note that by refining the rates of some activity chains that are originating
mainly in the AM and PM peaks, then the mid-day and the whole day trips are
automatically refined since we are dealing with the daily trip rates of the activity
chains, and not the activity pairs.
6.14.13
Model Validation
O M
2
GEH
O M
2
Where:
O = Observed Flow, and
M= Modeled Flow.
3. Modeled journey times to be within 15% of observed times for 85% of routes.
Journey time survey shall be carried out for the major access routes to the study
area, 6 runs to be carried out in the relevant time period for each route. The
length of the route should be more than 1.5km for built up areas and 3km for
other roads. Delays at signalized junctions may be recorded separately by
recording the time once vehicle speed falls <10km/h. A graph of travel time
versus distance shall be plotted to show the delay along the route of the survey.
Model travel time shall be plotted on the same graph and compared for
validation.
4. Plot and comparison of trip-length/frequency diagram before and after the
calibration.
5. A comparison of model area vehhrs, vehkm of travel and average speeds for the
initial and calibrated model.
6. Model calibration shall be revised many times by the consultant until the above
mentioned validation requirements are met, documented, and submitted to
MMUP for approval.
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1. To outline the requirements and the level of details required for consultants
undertaking transport studies;
2. To provide clarity, maintain uniformity and consistency in the updating of the
model as to expedite the approval of traffic and transportation applications.
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Count Location Number: (Consultant Code (first & second digits) Year
(third & fourth digits)- Project Number (fifth & sixth digits) ATC Number
(the remaining digits))
Consultant Code: (KEO:10, ATKINS:15, Hyder:20, Dar El Handasa:25,
Halcrow:30, Khatib & Alami:35, COWI:40, Parsons:50, TraffiConsult:60,
AECOM:70, ARUP:80, surbana:90).
Any un-mentioned consultant
should agree with MMUP on the code to be used for this purpose.
Project Number: is a sequential number of the project you are running
with MMUP for the corresponding year. If it is the first project, then the
number will be 01.
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6.15.7 Network
All are to be checked to ensure correct coding. This is done by (i) checking link
connections, attributes e.g. number of lanes and node data i.e. node types and
delays, etc. (ii) assignment results and (iii) convergence.
Network Checks:
1.
2.
3.
4.
5.
Check for unused links by plotting link flows. Links with zero flows may
represent incorrect link, connector location or attributes.
Check the main nodes by plotting CapPrT and TurnCurMean. Check for
high main node delays. High turn delays may indicate low main node capacity
or incorrect node types used within the main node polygon. In such cases,
change all node types to type zero or 99 (no delays) and assign standard turn
data to these nodes.
Plot speeds in color by range. Check for low or high speeds. They can be due
to network coding errors or over-assignment.
No more than one connector is to be connected to a node otherwise trips may
travel between zones without appearing on the network.
Overlay the existing with the future year network to check the accuracy of
coding network changes. This can be done using VISUMs Difference
Network.
Assignment Checks:
1.
2.
3.
4.
Assignment Convergence:
1.
2.
Slow or erratic convergence may indicate high number of trips in the trip
matrices.
3.
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a. Disaggregate the Transport Master Plan for Qatar (TMPQ) traffic analysis
zones (TAZs) to a level suitable for study area traffic circulation.
b. Review latest planning data based on recommended land use plan and
convert the data to the TMPQ format and input to new configured traffic
analysis zones for the base and future design years.
c. Produce input files for Demand Model for the base and future design
years scenarios.
d. Code the Proposed Roads, Intersections and Public Transport Network.
e. Refine the intersections coding for the main accesses.
f.
Code the Public Transport network connections for base and future
design years.
g. Produce Road and Public Transport (PT) networks for the base and
future design years scenarios.
2. Model Output and Analysis
a. Code the proposed road network based on each project plan
recommendation for the base and future design years scenarios.
b. Run the VISUM Demand Model and Assignment Models for the base and
future design years scenarios.
c. Validate and Calibrate the Model based on the data collected in the field.
d. Produce all data relating to traffic volumes, v/c ratios, intersection
congestion, modal split, directional splits, etc.
3. Validate in consultancy with MMUP the trip generation data and incorporate the
data into the model by utilizing land use data and conducting the calculation
based on the DM Trip Generation and Parking Rates Manual;
4. Distribute the newly generated traffic volumes (if applicable);
5. Perform the assignment process;
6. Generate the micro-simulation sub-network for each individual scheme by:
a. Defining the impact area for individual scheme.
b. Identifying the impact on various links to determine the impact area.
c. Defining the boundary.
d. Hold discussions with MMUP and amend the sub-network if necessary.
7. Add additional details to
coding/connector coding);
the
sub-network
model
(e.g.
Intersections
8. Review the model and add necessary modification for different time horizon and
different scenarios;
9. Perform again the assignment process;
10. Produce traffic volumes for all transport modes;
11. Use relevant data from the assignment process after it has been approved by
MMUP to perform roadway segments and intersections analysis.
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6.15.10
The following procedures shall be used to develop the future scenario VISUM
models:
1. Disaggregate the TAZs to the same level as the base model;
2. Review the planning data and input to the newly configured TAZs utilizing the
future TMPQ models;
3. Add additional details to the study area (e.g. new connectors, roads and
intersections refinement);
4. Add additional land use data in order to capture new trip generation;
5. Run the model to distribute and assign the generated traffic volumes;
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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6. Compare the refined model trip generation output with Dubai Trip Generation
Manual totals. If the TMPQ estimates are higher than the Dubai Trip
Generations estimates, then use the model as is and go to the next step, If
not, factor the model matrices by a percentage (to be agreed with MMUP)
that will make the model trip generation estimates approximately equal to
Dubai trip generation;
7. Produce input files for Demand model;
8. Code the proposed network modifications;
9. Run the assignment model;
10. Extract traffic volumes and review them with the MMUP for their comment
and approval; and
11. Use the approved link volumes and intersection turning movement to conduct
the link and intersection analyses.
12. Generate the micro-simulation sub-network; and add more details in terms of
major roads, minor roads, service roads, intersections geometry, zones
connectors, etc.,
13. Run assignment again, and export the sub-area network and demand as a
preparation for the later VISSIM dynamic assignment.
Notes:
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1. The Consultant shall use the most recent version of the Transport VISUM
Model.
2. The most recent version of the Model shall be officially obtained from MMUP.
Any Model that is not obtained from MMUP cannot be used by the
Consultant.
3. The final complete VISUM Model and sub-area Model files shall be provided
to MMUP upon completion of the project in order for MMUP to be able to
incorporate the project into the overall Model update.
Base year
Opening year
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6.21 Deliverables
The consultant shall submit the following:
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7 IMPACT ASSESSMENT
7.1 Overview
Following the acceptance of the traffic model report and the traffic design volumes,
the Consultant shall carry an assessment to the impact of the proposed development
or project on the road network and intersections within the study area.
This section describes the analytical techniques used to derive study findings,
conclusions and recommendations.
Capacity analyses should be performed at each of the major street and site access
intersection locations (signalized and unsignalized) within the study area. Other
locations may also be deemed appropriate for analysis (such as parking facility
access points), depending on the situation. Critical intersections are often those that
are immediately within the project itself, or that are key access points along the
perimeter of the project. Other important intersections are those that include
significant volumes of site traffic, are within the area of influence of the project, or are
judged critical because of existing or projected congestion.
Analyses should be completed for roadway segments or transport links that are
deemed to be sensitive to site traffic. These may include such elements as weaving
sections, ramps, major internal site roadways and on and off-site areas for vehicle
queuing.
In addition to analyses related to transport facility capacity, several other factors
should be considered, including but not limited to the following:
Safety;
Circulation patterns;
Neighbourhood impacts;
This section also reviews the types of analyses that should be employed and how
they lead to conclusions and recommendations. The objective of the analyses is to
obtain a clearer understanding of both the transport-related implications of the project
and the improvements necessary to ensure acceptable transport system service
levels.
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The most recent TMPQ demand model shall be used to determine the
total trip generation estimates for development not already included in
the overall model. The Dubai Trip Generation and Parking Rates
Manual shall be used to estimate overall trip generation and used as a
comparison with the TMPQ estimate;
For turn lanes, total capacities should be 1,500vph for one lane,
2,500vph for 2-lanes and 3,500vph for 3-lanes;
The maximum traffic signals cycle time length that should not exceed
150sec for Major Intersection and 120sec for Minor Intersection, unless
agreed with the Engineer;
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Urban Areas
Rural Areas
Inner CBD
Outer CBD
Non CBD
C/D*
C/D*
C/D*
D/E*
D/E*
Arterial
Collector
Other two-lane
* Major Road / Minor Road
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study area for all peak periods. If the arterial analysis is not appropriate, a
generalized capacity analysis shall be performed for the study roadway segments
using a reputable international standards or guidelines. The TIS shall comply with the
adopted key performance indicators outlined in Section 7.3 of this document or Dubai
Guidelines. If roadway segments or intersection are operating below the adopted
level of service outlined in Section 7.3 of this document or in Dubai Guidelines, then
a recommendation for mitigation shall be analyzed and developed.
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The following measures of performances for the three peak hour periods (morning,
afternoon, and evening) shall be included in the output from the analysis for the
existing and future conditions:
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Level of service for each link per direction based on the density method
in the Highway Capacity Manual (HCM);
The outcome of these analyses shall be used to develop the Preferred Option for
each scheme. The Consultant shall submit and present these options to MMUP for
their review and approval before proceeding with the next task.
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Demand flows and actual numbers of vehicles entering and exiting the
network;
In addition, the Consultant shall use the GEH test of goodness of fit, i.e. that the
model is deemed to be acceptable if 85% of compared values have a GEH value of
5.0 or less.
The Consultant shall compare outputs from the VISSIM model to those results from
SYNCHRO and/or SIDRA analyses to illustrate general agreement between the two
approaches.
The following sections provide MMUPs detailed guidelines for undertaking VISSIM
micro-simulation and documentation requirements.
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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7.7.1 Introduction
The major steps involved in creating a VISSIM micro-simulation model are:
a. Identification of Project Purpose, Scope, and Approach.
b. Site visits that should be performed by the Consultant prior to setting the data
collection plan.
c. Data Collection
This step involves the collection of input data for the micro-simulation model
as well selected output data for calibrating the model.
d. Coding
The model coding step is where the analyst converts the field data into inputs
for the micro-simulation model.
e. Error Checking
The error-checking step verifies the accuracy of the coded input data.
f.
Calibration
Calibration is where the analyst adjusts the default parameters in the
standard behavioral models contained in the micro-simulation software to
local conditions.
g. Validation
GEH and RMS calculations will validate the reliability of the model in
replicating existing conditions.
h. Alternatives Testing
This step is the purpose for which the micro-simulation model was developed.
i.
Documentation
This step involves documenting the assumptions, analytical steps, and results
of the analysis. It is important for ensuring that the decision makers
understand the assumptions behind the results and for enabling other
analysts to reproduce the results. Good documentation of a micro-simulation
analysis should include the following:
i.
ii.
iii.
iv.
v.
vi.
Description of Alternatives
vii.
Results
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Data Type
Network Data
1. Saturation flow.
Performance
Characteristics Data
Speed Data
1. Desired speed.
2. Right turning and left turning movements speed.
3. Reduced speed area.
1. Cycle length.
2. Offsets.
3. Phase direction.
4. Phase duration.
5. Priority rules.
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Demands
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The Consultant should code different colors for background and development
related traffic. Even if the project is not operational in the existing conditions,
its color coding will be used in the target year model.
7.7.10 Calibration
The objective of model calibration is to obtain the best match possible between
model performance estimates and the field measurements of performance. The
responsibility lies with the modeler to implement a suitable procedure which provides
an acceptable level of confidence in the model results. During VISSIM calibration,
model outputs should be compared against field data to determine if the output is
within acceptable levels.
The recommended calibration strategy is:
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ii.
S-shape curves should be deduced from ATC speed results and encoded
in the desired speed distribution interface in VISSIM.
Reduced speed areas should reflect the site measurements for the driving
speed at curves, entrance and exit links, as well as road humps reduced
speed.
b. Gap Acceptance
i.
ii.
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Driving Behavior
Driving vehicle model: should be chosen as wiedemann 74 for urban areas
traffic micro-simulation and wiedemann 99 for inter-urban areas.
i.
Stand still distance survey should be done within peak hours (can be done
simultaneously when surveying queue lengths), twice per approach for
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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ii.
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should not be updated unless the consultant can survey and justify other
values.
g. Acceleration and Deceleration Curves
These are VISSIM research outcomes that should not be updated unless the
consultant is able to survey and justify other values.
h. Traffic Demand Assignment
i.
ii.
Assignment Type
Dynamic Assignment
iii.
Static Assignment
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i.
Evaluation
Evaluation Parameters (interval 600 sec, and then averaged for the
whole peak hour).
ii.
Route Mean Square (RMS) to test flow rate / discharge rate with N
simulation runs with varying random seed; change random seed and
parameter sets.
Table 7-3: VISSIM Validation Guidelines
Validation Guidelines
Parameters
Average Travel Time
Description
Standard Deviation between
floating car average
Validation Criteria
One Standard Deviation
80-120% of Observed
Values
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i.
ii.
iii.
iv.
Traffic Control: should reflect the proposed traffic control plans for
different alternatives. Signal timing should be optimized in Synchro and
then coded into VISSIM. And mitigations should be discussed with MMUP
prior to testing them.
Assignment procedure parameters except the routes share split for static
routes, should inherit the base year model parameters.
ii.
iii.
Evaluation Parameters (interval 600 sec, and then averaged for the whole
peak hour)
ii.
Node Evaluation (average delay (s), average queue (m) and maximum
queues (m))
iii.
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7.7.15 Otput
VISSIM is capable of producing output that contains measures of effectiveness
including travel time, average link speed, total delay, stopped-time delay, stops,
queue lengths, fuel emissions, fuel consumption, etc,. One advantage VISSIM has is
that it can produce very detailed results on any time interval defined by the user. This
is a common need in research applications or when developing new control
algorithms.
Both types of output, animation displays and numerical output in text files are
reviewed to draw conclusions about traffic system performance. The animation
display shows the movement of individual vehicles through the network over the
simulation period. Text files report accumulated statistics on the performance of the
network. It is crucial that the Consultant review both numerical and animation
outputs, and not just one or the other, in order to gain a complete picture of the
results.
7.7.16 Volumes
Volumes may be reported as an accumulation (number of vehicles observed since
start of time period), or a rate (number of vehicles observed since start of time period
divided by the length of the time period, in hours)
7.7.18 Stops
The number of stops is a useful indicator of the quality of signal progression. The
fewer stops there are, the better the progression.
7.7.19 Density
Density is used as a measure of the quality of service on freeways and highways.
Density may be reported as an instantaneous snapshot value averaged over the
length of a link at different time points during the simulation. It is computed as the
length of the link multiplied by the number of lanes, divided by the number of vehicles
present on the link when the snapshot is taken.
7.7.20 Queues
Queue lengths are important for identifying locations of heavy congestion in the
system. Queue overflows indicate locations needing more storage.
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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The mean queue, maximum queue, maximum back of queue, or 95 percentile queue
may be reported.
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The time of day being modeled (if time-specific, e.g., PM peak period
from 3:00-7:00 PM)
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Summarize each link type, including the associated vehicle class and driver
behavior set.
5. Traffic Compositions
Summarize each traffic composition used (including pedestrian and bicycle
categories). Provide the source and date of the traffic composition data used
to produce the model composition.
6. Signal Controllers
Describe each controller type and the associated files. Provide signal timing
plans in a screen shot or by inclusion of the .vap file. Provide the source and
date of the signal timing data used to describe the model signal controllers.
7. Evaluation
Provide a description of any evaluation files or databases (include filename
and location).
8. Simulation Parameters
Describe parameters used to run the simulation, including simulation step
size, seeding, etc.
9. Background Image
Provide the source photo used to develop the model geometry, and describe
the photos source and date. Include the scale of the photo, if possible.
10. Links/Connectors
Identify any data used to define unique geometry elements in the model,
including lane closures, grade information, and lane change information.
11. Lane Assignments
Provide screen shots of all locations.
12. Traffic Volumes
Describe vehicle input locations and volume data. Include the source and
date of the information.
13. Routes and Relative Flow
Define each route and describe the source and date of relative flow data.
14. Desired Speed Decisions
Describe the locations of desired speed regions and define the associated
speed profiles and their rationale.
15. Reduced Speed Areas
Describe the locations of reduced speed areas and define the associated
speed profiles and their rationale.
16. Priority Rules for Non-Signalized Intersections
Describe the locations of non-signalized intersections. Also define the level of
detail of the priority rules, as follows:
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Capacity of footpaths and pedestrian queuing and waiting areas (e.g. bus
stops, platforms, ticketing facilities) to cope with the additional pedestrian
demands generated by the development;
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j.
Pedestrian studies reveal that there is a link between pedestrian delay and risk
taking. These studies reveal that as pedestrian delay increases the likelihood of risk
taking and non-compliance with traffic signals by pedestrians increases.
Similarly to pedestrians, LOS criteria have been developed for bicycle facilities.
Care in the use of these tables is recommended. An example is shown in Table
7-4. Additional criteria are found in Appendix F.
Table 7-4 Level of Service Criteria for Bicycle Lanes on City Streets
Level of Service
> 22
> 15-22
> 11-15
> 8-11
> 7-8
<7
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Refer to the Transport Planning and Parameters Report for additional information.
Adequacy of end of trip end facilities (parking, change rooms and showers)
Capacity of public transport services to meet the demands generated by the new
development; and
In any new development, opportunities to optimize the use of public transport must
be pursued. MMUP will ask the question of whether public transport services are
necessary and, if so, whether they are available and adequate for that development.
With retail and commercial developments, direct pedestrian routes to bus stops
should be considered. Wherever possible, the design should encourage the use of
public transport, and where significant public transport usage is likely, development
bonuses such as a reduction in the requirement for on-site parking, may be
considered.
Residential subdivisions should be located in proximity to existing development
where possible, to assist in the design of bus routes. Subdivisions should ideally
have at least two entrances to the major road network, to avoid circuitous bus
routing. Subdivision design should also seek to meet public transport, cycling and
walking accessibility targets.
In the case of bus routes, development designs should seek to locate the maximum
number of dwellings within safe walking distance from an existing or potential bus
route
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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Total travel time whilst in the deviation should not exceed 10 minutes;
Average travel time per passenger on the route should not increase more than
25 percent; and
Deviations should be located at the ends of the route rather than in the middle.
Fuel costs
Driver wages
Maintenance.
An extension to an existing route may also require an operator to increase fleet size
to meet peak period demands.
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The estimated MMUPs technical review time is 10 working days, where extra time
would be required according to the project size.
In case the Model Report is returned as not approved, the Consultant shall submit
the revised report within three weeks.
7.18 Deliverables
The consultant shall submit the following:
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The intersection capacity(s) shall be determined using the most recent update
of computer software based on the most recent edition of the Highway
Capacity Manual, (HCM, Transportation Research Board, Special Report 209).
8.1.14 Conclusions
8.1.15 Recommendations
The TIS shall recommend methods of mitigation. The recommendations shall be
presented in bullet format.
The study shall identify transportation system
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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improvements necessary for the project to meet the level of standards as outlined in
Section 7 of this document and Dubai Guidelines.
8.1.16 Appendices
The appendices of the study shall include:
1. Developments plans
2. Road networks and intersections plans
3. Detailed traffic data and surveys
4. Sketches showing distribution of trips for the project only and for the project with
background traffic.
5. The output reports for the software used and pertinent calculation worksheets.
6. Road Safety Audit Report.
8.3 Deliverables
The consultant shall submit the following:
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APPENDIX A
CONCEPT DESIGN SUBMITTAL AND REVIEW
GUIDELINES
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APPENDIX B
CONTEXT SENSITIVE DESIGN/SOLUTIONS
CSD/CSS
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1. INTRODUCTION
Application of Context Sensitive Design principles to the design of roadway
corridors can significantly improve roads' amenity and safety. Roads designed
for functionality alone usually have poor amenity, split communities and can be
dangerous to both motorists and pedestrians. In contrast roads that incorporate
urban design principles are more pleasant places to be in, more livable,
strengthen communities and are safer. Good connections enhance choice,
support social cohesion, make places lively and safe, and facilitate contact
among people.
In simple terms, Context Sensitive Design (CSD) or Context Sensitive Solutions
(CSS) is a concept that can be applied to plan or design a transportation facility
that is sensitive to the community values and its context while maintaining its
safety and efficient mobility. This process is usually initiated at the early stages
of the project development and continues throughout the design stages in order
to produce plans for a transportation facility that is in harmony with its "context",
a facility that enhances the sociability, economics and the environmental values
of the community while maintaining its safety, mobility and accessibility.
What is the "context"?
To better understand the context within which transportation project in located,
we have to better understand the following elements:
a.
b.
c.
d.
e.
f.
g.
h.
Aesthetics,
Archeology,
Community Economics,
Community culture,
Natural Environment,
Community historic values and elements,
Recreational facilities,
Scenic elements.
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2. STREETS AS PLACES
Movement is not the sole function of the road. Streets are also places which
serve communities and powerfully represent the identity and visual quality of the
areas public open space. To create memorable places that work on all these
levels and for all members of the community, a street should:
Be attractive and have its own distinctive identity which reflects the unique
context of the area
The checklist below helps predict the quality of the street as a public space:
Activities bordering the space surrounding land uses affected how much
activity the street will attract.
Proportion the degree of spatial containment will determine how well the
street is defined spatially. The visual quality and overall sense of place
will be adversely affected if there is little containment
Geometrics - the geometric layout of the street will determine how it can
accommodate all necessary elements to fulfill its intended objectives
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Street furniture
Specification should ensure fitness of function, and minimize clutter.
Many of the items in the street can be dispensed with. Quality should take
precedence of quantity. Essential items can be grouped together.
Signage and lighting can usually be tidied up by eliminating posts and
columns and fixing to buildings.
ii.
Street landscape
Generally, proper street landscape reduces wind speed, reduces polluted
air, improve appearance and create habitats. They can also add value to
housing bordering the street.
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Street hierarchy
Hierarchy determines the type and extent of urban design treatment. The
following aspects therefore need to be considered:
Traffic volume
Number of dwellings served
Type of vehicles accommodated
Whether or not there is direct access to properties
Scale
Enclosure
Carriageway and footpath widths
Street landscape
ii.
iii.
Walkable neighborhoods
Street pattern and connectivity are critical to making a neighborhood
more walkable. The following are important to consider when designing
for the pedestrian:
Pedestrian routes should be part of shared corridors and road space
Building frontages (doors and windows) should interact with the
streets, allowing enhanced informal surveillance
Street lighting for night time safety
Ensure routes are accessible for users of all abilities
Streets should be attractive places where people can interact socially
and enjoy recreational activities such as walking and cycling.
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iv.
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The project satisfies the purpose and needs as agreed to by a full range of
stakeholders.
This agreement is forged in the earliest phase of the project and amended as
warranted as the project develops.
The project is a safe facility for both the user and the community.
The project is in harmony with the community, and it preserves
environmental, scenic, aesthetic, historic, and natural resource values of the
area.
The project exceeds the expectations of both designers and stakeholders and
achieves a level of excellence in people's minds.
The project involves efficient and effective use of the resources (time, budget,
community) of all involved parties.
The project is designed and built with minimal disruption to the community.
The project is seen as having added lasting value to the community.
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CONSULTANT
MINISTRY OF MUNICIPALITY
AND URBAN PLANNING
Involvement of full
urban design team
Involvement of full
urban design team
Photographic Record
Urban designer
Corridor Analysis
Involvement of full
urban design team
SWOT Analysis
Involvement of full
urban design team
Concept Design
Options
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Detailed Concept
Design
Urban design,
landscape architectural
and urban planning
input required
throughout the process
to support detailed
design work.
Tender Documents
(not required for this
Tender)
Urban designer
required to check
agreed design
elements incorporated
into final tender
documentation.
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ii.
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ii.
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Project Initiation
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Buildings
Streetscape
Elements that promote visual quality, beautification and landscaping in
a desert climate
Existing Amenities (Restaurants, Sitting Areas, etc.)
View corridors and sightlines that should be protected, enhanced or
secured
Appropriate Landscaping
Signage
Street furniture (lighting, garbage bins, benches, etc)
Cross walks
Development Applications
Permits issued but development not yet commenced
Review of Development Applications currently under processing and
likely to be approved
Ministry of Municipality and Urban Planning
Transportation and Infrastructure Planning Department
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Overhead wires
Pavement,
Sightlines,
Visual distractions
Others
4) Study all available information related to the new developments within the
Study project area.
5) Clearly define the study area/corridors to be included in the study
Task 3- Photographic Record
A photographic overview/summary of the existing roads must be
completed including a photographic record of each plot, building and land
use, tied digitally to the GIS database.
Task 1, 2 & 3 Deliverables
Technical Memorandum - Inventory of the Corridor (with Study Area
Defined) Report and Plan
Technical Memorandum - Inventory of the Plots Report and Plan
Digital Photographic Record tied to GIS system(digital)
All submittal shall be in English language
The Consultant shall submit five (5) hardcopies of the reports, plans
(A0), etc.
The Consultant shall submit five (5) hardcopies of the digital format
submission
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ii.
Corridor Analysis
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APPENDIX C
PARKING DESIGN GUIDELINES
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APPENDIX D
PEDESTRIAN FACILITIES DESIGN GUIDELINES
APPENDIX E
BICYCLE FACILITIES DESIGN GUIDELINES