The Evaluation of Intersection Traffic Characteristics and Analysis

by the Micro Simulation Program

Nafilah El Hafizah

, Al-Aliy Hamdi

and Mutiara Firdausi

Departement of Civil Engineering, Institut Teknologi Adhi Tama Surabaya,

Jl. Arief Rachman Hakim 100, Surabaya, East Java, Indonesia

Keywords: Unsignalized, Intersection, MKJI, VISSIM.

Abstract: This study evaluated the performance of an unsignalized intersection converted into a signalized intersection

using the MKJI 1997 method and the VISSIM software. The stage began with conducting a traffic survey and

calculating the capacity, degree of saturation, and queue length. Meanwhile, by the VISSIM method, Demak

Road (1) gained 374.36 m, Kalibutuh Road (2) got 219.73 m, and Tembok Dukuh (3) obtain 295.24 m. LOS

(Level of Service) went from F to D. Therefore, several alternatives should be carried out, such as allocating

space to street vendors who use the roadside area. The average queue length from an unsignalized intersection

to a signalized intersection on the three roads had decreased after analysis using the MKJI 1997 method and

the VISSIM software simulation: from 206 m to 123.81 m on (1), 191 m to 164 m on (2), and 786 m to 203.33

m on (3). Meanwhile, by the VISSIM method, Demak Road gained 374.36 m, Kalibutuh Road got 219.73 m,

and Tembok Dukuh gained 295.24 m. LOS (Level of Service) went from F to D. Therefore, several

alternatives should be carried out, such as allocating space to street vendors who use the roadside area.

1 INTRODUCTION

Surabaya, the capital of East Java Province, cannot be

separated from the density problems. Surabaya has a

dense population reaching 2.9 million people and

various activities such as government, economics,

trade, education, industry, and other activities. This

results in a very high level of transportation activity

in the city of Surabaya. Particularly at unsignalized

crossroads, traffic difficulties and vehicle disputes

often occur in numerous locations.

A deficient transportation system not only creates

barriers to economic events but also obstructs

development. As developing countries are facing

overpopulation, they also need to develop their

economic activities to face the need of the extra

population, and for this reason, they need to have

good transportation facilities (Chowdhury, Raihan,

Fahim, & Bhuiyan, 2016).

Urban traffic congestion has become an urgent

problem to be solved in cities around the world.

https://orcid.org/0000-0003-3558-1186

https://orcid.org/0009-0007-5257-3803

https://orcid.org/0000-0002-1129-322X

Problems such as air pollution and noise pollution

caused by traffic congestion have seriously damaged

human health and the urban (Tong, Liu, Wang, &

Fang, 2020)ecological environment, reduced the

quality of life of residents and social welfare

(Lelieveld, Evans, Fnais, Giannadaki, & Pozzer,

2015).Congestion caused by parking on the road will

affect the vehicle’s operational costs (Firdausi et al.,

n.d.).

Intersections are the most collision-prone

locations in transportation systems, due to the

inherent nature of the heterogeneous movement of

conflicting traffic (eg, different types of vehicles,

pedestrians, bicycles). Intersections use signals to

regulate the regular movement of conflicting traffic to

minimize the risk of collisions and improve

operational efficiency (Majhi & Senathipathi, 2021).

However, developing a signal timing plan that will

simultaneously maximize operational efficiency and

reduce traffic conflicts at intersections) is an own

challenge (Dey, Rahman, Das, & Williams, 2023)

342

El Haﬁzah, N., Hamdi, A. and Firdausi, M.

The Evaluation of Intersection Trafﬁc Characteristics and Analysis by the Micro Simulation Program.

DOI: 10.5220/0012109100003680

In Proceedings of the 4th International Conference on Advanced Engineering and Technology (ICATECH 2023), pages 342-347

ISBN: 978-989-758-663-7; ISSN: 2975-948X

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

Road intersections (Signalized or Un-sig nalized)

in urban areas are an important part of road

transportation networks because they are hot spots

where vehicles usually have accidents and points of

traffic congestion (Olayode, Tartibu, Okwu, &

Uchechi, 2020) (Rao, Dai, Dai, & He, 2021)

(Tong et

al., 2020) (Jiao, Wang, Zhang, Jin, & Liu, 2020)

(Mehdi, Kim, Seong, & Arsalan, 2011) At

intersections, not the speed of the vehicle, their delay

indicators are the main measure (Abdurakhmanov,

2022).

This issue is present at the unsignalized

intersections on Jalan Demak – Kalibutuh – Tembok

Dukuh, which is one of the unsignalized in Surabaya.

On the Demak - Kalibutuh - Tembok Dukuh route,

the research aims to compare the performance of an

unsignalized intersection to a signalized intersection.

Traffic management at the intersection is cycle

timing, yellow box junction management, and

particular stopping areas for motorcycles.

Previous studies concluded that there is a close

relationship between delay rates and violations of

YBJ markings. This shows that there is a close

relationship between the effectiveness of the presence

of YBJ markings on intersection performance. If the

YBJ marking violation changes, the delay rate will

also increase or decrease following the direction of

the change in the violation number (Firdausi, Putra,

& Hafizah, 2022). Proposed a methodology to

control the flow of vehicles at intersections with great

results promising, the methodology became very

complicated and it became necessary to employ

different techniques more suitable for handling the

flow of vehicles. For this reason, it was decided to use

microsimulation (Medina, Morena, & Cabrera,

2009).

In this research using micro simulation with

VISSIM and MKJI 1997 method. The appropriate

modeling of the examined road network or

intersection section can solve many ambiguities and

show the most optimal solution to many transport

problems. One possibility is to use microsimulation

models to study the capacity of intersections with

trafﬁc lights(Ziemska-Osuch & Osuch, 2022).

The various parameters that can be calibrated in

VISSIM are acceleration, desired speed, and

clearance distance (Asamer & Heilmann, n.d.). In the

simulation model, every vehicle is represented by an

individual autonomous agent that is governed by a set

of attributes and predefined behavior rules. Vehicles’

attributes those remain unchanged throughout the

simulation, e.g., length and width of the vehicles, are

fixed attributes whereas the values of the dynamic

attributes change over time during the simulation

process, e.g., speed, acceleration, and deceleration

(Rahman, Zhou, & Rogers, 2019).

In transportation modeling especially at

intersections, different approaches based on the level

of detail are considered in the modeling. One of the

microscopic models in which individual vehicles and

their interactions with the Algorithm is considered.

On the other hand macroscopic models exist where

aggregate quantities such as vehicle density, vehicle

speed, flow network. The side of the macroscopic

model exists where aggregate quantities are like

Density, speed, flow and the relationship between

them are used to assign vehicles to the network. For

microscopic and macroscopic and the relationship

between them is used to assign vehicles to the

network (Ehlert, Schneck, & Chanchareon, 2017).

2 METHODOLOGY AND

ANALYSIS

There are two types of intersections, signalized and

unsignalized, based on the traffic flow management

at the intersection.

Figure 1: Sketch of Demak-Kalibutuh-Tembow Dukuh

intersection.

2.1 Signalless Intersection

Unsignalized Intersection is a street intersection that

does not use signals in its settings or Traffic Light. A

regulation known as "General Priority Route" applies

at unsignalized intersections, meaning that the first

vehicle to arrive at or enter the intersection has the

right of way.

Table 1: Peak Hour Volume at 16.45-17.45.

Road Total

(Vehicle/hour)

(smp/hour)

Dema

5332 2912,7

Kalibut 2423 1327,7

Tembok Dukuh 4571 2545,1

The Evaluation of Intersection Trafﬁc Characteristics and Analysis by the Micro Simulation Program

343

Table 2: Capacity calculation (1).

Basic

Capac

ity

(C0)

(smp/

hour)

Average

Approach

Width

(FW)

Main

Street

Median

(FM)

City

Size

(FCS)

Side

resistance

(FRSU)

3200 1.0722 1.05 1.00 0.88

Table 3: Capacity calculation (2).

Turn

Right

(FRT)

Turn Left

(FLT)

Total

Minor

Ratio

(FMI)

Capacity

(C)

(smp/hour)

1.413 0.697 1,010 3155,2

After doing these calculations at the Demak-

Kalibutuh-Tembok Dukuh road intersection, it was

determined that the capacity was 3155,2 smp/hour.

Table 4: Calculation of degrees of saturation, delays, and

queuing probability (1).

Traffic

Flow

(Q)

(smp/h

)

Degree

Saturatio

n (DS)

Interchan

Traffic

Delay

(DT

)

Primar

Traffic

Delay

(DT

MA)

Minor

Traffic

Delays

(DT

MI)

6785,5 2,151 − 4,067 − 3,667 − 5,710

Table 5: Calculation of degrees of saturation, delays, and

queuing probability (2).

Interchange

Geometric Delay

(DG)

Interchange Delay

(D)

Queuing

Opportunities

4 − 0.067 550,143

Based on the analysis above, it can be indicated

that in the existing condition of the unsignalized

intersection during the Monday afternoon peak hour,

the degree of saturation (DS) = 2.151 > 0.85, and the

probability of a queue occurring between 219.292%

and 550.143%, the intersection's performance does

not meet the requirements of MKJI" 1997.

2.2 Signalized Intersection

A Signalized Intersection is an intersection with a

Traffic Signaling Tool (APILL) installed as a traffic

controller. At signalized intersections, the flow of

vehicles entering the intersection alternates obtaining

priority by using a Traffic Light.

Table 6: Peak covered vehicle volume at 16.45-17.45.

Roa

Total (Kend/hour) (smp/hour)

Demak 5332 1481.9

Kalibu

2423 681.5

Tembok Dukuh 4571 1361.6

Table 7: Planning of phase sequence and direction of traffic

movement.

Phase

Sequen

1 2 3

Directi

on of

Traffic

Movem

Table 8: Calculation of real saturated current (S).

Approach We S0

FCS FSF FG

10.5 m 6300

1.00 0.91 1.00

4.5 m 2700

1.00 0.91 1.00

6 m 3600

1.00 0.91 1.00

FP FRT FLT S

1.00 1,211 0.902 6266.73

1.00 1.00 0.917 2479,28

1.00 1,299 1.00 4255.86

After doing these calculations, it is found that the

Real Saturated Current is approach A which is

6266.73, approach B is 2479.28, and approach C is

4255.86.

Table 9: Calculation of current ratio, phase ratio, and green

time.

Approach S Q FR

6266.73

1481.9

0.236

2479,28

681.5

0.275

4255.86

1361.6

0.320

IFR =

∑FRcrit

0.831

PR Cua LTI g c

0.284

74,089 5

0.331 23

0.385 26

In this calculation, it is obtained that the specified

cycle time is 74 seconds, which means that according

to MKJI'1997 requirements for 3 phases, it is 50-100

seconds.

The signal time division is described as follows:

ICATECH 2023 - International Conference on Advanced Engineering and Technology

344

Table 10: Calculation of Capacity (C) and Degree of

Saturation (DS).

Appr

oach

S g c Q C DS

6266.73

20 74 1481.9 1662.36 0.89

2479,28

23 74 681.5 764.49 0.89

4255.86

26 74 1361.6 1527.41 0.89

These calculations result in a Degree of Saturation

of 0.89 or < 0,9.

Figure 2 Calculation of the Number of Queues (NQmax).

Table 11: Calculation of the Number of Queues (NQ) and

Queue Length (QL)

Approa

NQ1 NQ2 NQ NQmax QL (m)

17,571 29,300 46,856 65 123.81

12,232 13,355 25,578 37 164

17,290 26,367 43,644 61 203,33

Table 12: Calculation of Stopping Numbers (NS) and

Number of Stopped Vehicles (NSV).

Approach NS nsv

1,384 2051,525

1,643 1119,885

1.403 1910,903

The table demonstrates that approach A has the

most number of stopped vehicles per hour (2051.525)

and approach B has the highest stopping rate (1.643

smp/hour).

Table 13: Comparison of signalized and non-signalized

intersections recapitulation.

Parameter Approach

Non-

Signalized

intersection

Signalized

Intersection

Capacity

3123.5

1662.36

B 764.49

C 1527.41

Degree of Saturation 2.151 0.89

Queue

Length(m)

A 206 123.81

B 191 164

C 786 203.33

Average 394.3 163.71

Level of Service (LOS) F D

A comparison of signalized and non-signalized

intersections may be seen in the table, According to

the findings, from the results above where using

Signalized Intersections or using APILL (Traffic

Signing Auxiliary Equipment) assistance can reduce

the impact of density that occurs at these intersections

which can be seen in the Degree of Saturation (DS)

which decreased from 2.151 to 0.89 and the average

queue length at an unsignalized intersection to a

signalized intersection was 394.3 meters to169.89

meter, which shows that the use of APILL is possible

at the Demak – Kalibutuh − Tembok Dukuh.

Table 14. Comparison of Queue Length between Existing

Data, MKJI'1997 Method, and Vissim.

Queue

Length

Eksisting

Data

MKJI'1997

Method

Signalized

Intersection

VISSIM

Signalized

Intersection

206 123.81 374.36

191 164 219.73

786 203.33 295.24

Average

394.3 163.71 296.44

Based on the result of this research, the degree of

saturation at an unsignalized intersection converted to

a signalized intersection decreased from 2.151 to

0.89, and the level of service improved from category

F to category D, Consequently, the comparison

between queue lengths has dropped, with the existing

data receiving 394.3 meters and the simulation

software receiving 296.44 meters, while for

calculations using MKJI'1997 to obtain 163.71

meters in the technique represented the difference in

results between MKJI'1997 and the method and

Vissim likely because on account of the usage of

VISSIM SOFTWARE's for student , which may be

less thorough in conducting the analysis, the obtained

results are unsatisfactory; still, there is a reduction in

the queue length at the DEMAK-KALIBUTUH-

TEMBOK DUKUH intersection.

The Evaluation of Intersection Trafﬁc Characteristics and Analysis by the Micro Simulation Program

345

Figure 3 Vissim Analysis Results.

3 CONCLUSIONS AND

SUGGESTION

Conclusion

1) Existing conditions at the intersection indicate

that its performance does not fulfill the

requirements of MKJI'1997 for an

unsignalized intersection or existing

conditions where DS= 2.151 > 1 and then in

signalized intersection conditions where DS=

0.89 ≤ 0.9. From no signal to signal, the degree

of service (Level Of Services) at the

intersection ranges from category F to

category D.

2) In comparison to the Vissim program with

existing data calculations and calculating data

utilizing MKJI'1997 computations, the queue

length has decreased, with the existing data

now measuring 394.3 meters than for

calculations using MKJI'1997, the result is

163.71 meters while the vissim software

returns 296.44 meters.

3) Comparing the existing data to the planning

data reveals that restrictions or limitations can

be placed on parking spaces at the intersection

for traffic management.

Suggestion

1) Additional research can be conducted on other

ways to enhance the intersection performance

at Jl. Demak – Jl. Kalibutuh – Jl. Tembok

Dukuh.

2) It is evident from the decline in the degree of

saturation, or DS (Degree Of Saturation)., that

traffic engineering, in the form of a Traffic

Light, is necessary on Jl. Demak, Jl. Kalibutuh,

and Jl. Tembok Dukuh.

3) To avoid interfering with traffic activities, it

can be designated for street sellers or street

vendors who utilize surrounding lanes, such as

selling or parking in the area on Jalan Tembok

Dukuh, and adding traffic signs that state that

parking is not permitted in the intersection

area.

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