Pemodelan Transportasi II

Kuliah 11
CAPACITY RESTRAINT ASSIGNMENT
Philosophy
o As the volume on a roadway link in any
path increase, travel time increases
o Therefore, not just the link travel time, but
also its capacity is important
o AON assignment has no regard for capacity
o Capacity restraint can be worked into
stochastic assignment, but gets even more
complicated
Speed vs. Flow … if …

Km/hr
Flow increases
speed goes down

u
q Flow veh/hr
Travel time vs. Traffic flow

Route travel time

Free-flow
travel time

0 Traffic flow
Speed vs. Flow

q capacity

u
Parabolic relationship
q
Travel time vs. Traffic flow
Asymptote Capacity

Route travel time

Free-flow
travel time

0 Traffic flow
 𝑇 =𝑇 0 [1+ 0,15 ( 𝑣 / 𝑐 ) ]
4

Capacity restraint Where:

T = congested link travel time

o Volume-delay relationship
T0 = original link (freeflow) travel time
o Average travel speed decrease with v = assigned traffic volume
increased flow (volume) c = the link capacity
o Average travel time increases as the
volume-to-capacity ratio on a link
increase
o The Bureau of Public Roads (BPR)
formula, used as default in most model
packages shows this relationship
o (Travel time depends on the loading,
but the loading depends on the travel
time – it’s an iterative process)
General form of BPR function

( ( ))
𝛽
o Essentially – travel time is a power 𝑣
𝑡 =𝑡 0 1+𝛼
function of the volume to capacity 𝑐
ratio
o @  = 1,  = 4 a = 1 for an LOS E capacity
 if v/c = 1, t = 2t0 For LOS D capacity,  is closer to 0,15
 if v/c = 0, t = t0
 if v/c = 0,5, t = 1,06t0
o In capacity restraint assignment, travel
time and volume depend on each
other
The steps can be summarized as below:
o First calculate the shortest path from each origin to all destinations (usually
the minimum time path is used) based on the impedance coded on links of
network
o Trips for each O-D pair are then assigned to the links in the minimum path and
the trips are added up for each link
o The assigned trip volume is then compared to the capacity of the link to see if
it is congested
o If a link is congested the travel time is adjusted to result in a longer travel time
on that link. Changes in travel time means that the shortest path may change
o In such case, the whole process is repeated several times (iterated) until there
is an equilibrium between travel demand and travel supply i.e. trips on
congested links will be shifted to uncongested links until this equilibrium
condition occurs
 Once you reach this point
travel time exponentially Capacity restraints
increases attempts to balance the
assigned volume, the
Impedance

capacity, and the related

speed (translated to
travel time)

Flow/lane
Capacity

Travel time increases as traffic volume on the Several methods are

link increases because of interaction between available, but the most
the drivers and their perception of safety popular one is the Bureau
because they slow down as volume increases of Public Roads model
Bureau of Public Roads (BPR) method
This traffic-flow-dependent travel-time relationship is represented by the
general polynomial function:

Where, Tq & T0 are travel time at “Q” traffic flow and zero flow respectively
T0 = Travel time at practical capacity *0,87
Q = Traffic flow
Qmax= Practical capacity = 3/4th of saturation flow
 &  = constant parameter usually 0,15 and 4 is adopted
Level of service parameter depends on type of road, road width,
frequency of signals, pedestrians crossing, parked vehicles etc.
Blunden and Black has suggested following  values for following
types of roads:

= 0 – 0,2 for freeway

= 0,4 – 0,6 for urban arterials
= 1 – 1,5 for collector roads