Transport model of Belgrade – preparation and assesment of

Transcription

Transport model of Belgrade – preparation
and assesment of main street network
professor Jadranka Jovi , Ph.D.
Maja Popovi , M.Sc.
Transport and Traffic Engineering Faculty, University of Belgrade,
Serbia
Abstract
This paper presents the main activities and results of Transport model of Belgrade
upgrading, especially focused on main street network. Since it was created the Transport model
was used as official planning-design basis for several studies, analyses and expertise of transport
system of Belgrade. During 2005. the activities on Model upgrading were continued and several
surveys were conducted (Household interview, Drivers interview, Freight transport survey,
Traffic counting).The main activities in model were to provide: street network, network of
passenger public transportation and network of freight transport network, new basic matrix of
passenger vehicle work trips (based on traffic surveys), new basic matrix of passenger public
transportation work trips (based on traffic surveys), assignment of street network with adequate
basic matrix, assignment of public transportation network by adequate basic matrix. Establishing
of street network was achieved by: new classification and description of street and road ,
establishing the VD functions, updating relevant data from traffic surveys and other, updating of
relevant attributes of street network (section capacity was done using modified HCM procedure,
running and current speed were established according to new classification of street network)
Povzetek
Ta lanek predstavlja glavne aktivnosti in rezultate nadgradnje Prometnega modela
Beograda in se posebej osredoto a na omrežje glavnih ulic. Odkar je bil narejen, je bil Prometni
model uporabljen kot glavna osnova za projektiranje na rtov za ve je število študij, analiz in
strokovnih poro il o prometnem sistemu Beograda. Leta 2005 so se nadaljevale aktivnosti
nadgradnje modela, izvedenih je bilo ve raziskav (intervjuji v gospodinjstvih, intervjuji z
vozniki, raziskava o tovornem prometu, štetje prometa). Glavne aktivnosti v modelu naj bi
zagotovile: omrežje cest, omrežje potniškega javnega prometa in omrežje tovornega prometa,
novo osnovno matrico za prevoz na delo z osebnim prometom (na osnovi prometnih raziskav),
novo osnovno matrico za prevoz na delo z javnim prometom (na osnovi prometnih raziskav),
dolo itev cestnega omrežja z ustrezno osnovno matrico, dolo itev javnega prevoznega omrežja z
ustrezno osnovno matrico. Osnovano omrežje ulic je bilo doseženo z novo klasifikacijo in opisom
ulice in ceste, osnovanjem VD funkcij, posodabljanjem ustreznih podatkov iz prometnih raziskav
in drugo,ter posodabljanjem ustreznih lastnosti omrežja ulic (z uporabo HCM postopka, nove
klasifikacija omrežja ulic).
Jovi , J., Popovi , M.: Prometni model Beograda – priprava in ocena omrežja glavnih ulic
Jovi , J., Popovi , M.:
Transport model of Belgrade – preparation and assesment of main street network
1 Introduction
During last few years’ considerable
activities on developing city transportation
system have been initiated in Belgrade. These
activities are related to reconstruction and
revitalization of the existing elements of
traffic infrastructure, as well as to preparation
of the study, planning and design
documentation for investments into further
development of the transport system.
For the purpose of establishing optimal
development of the transport system in
Belgrade, it was necessary, using existing
resources, to create a modern transport model,
which enables determination of various
development strategies in relation to changes
in transport demands.
Considering this issue respective city
authorities, the City Council – Traffic
Department, and Directorate for City
Development and Land Use, in public tender
procedure awarded the Faculty of Transport
and Traffic Engineering and CEP – Center for
Town Development Planning, to develope the
Belgrade Transport Model (BeTraMod)
The primary requirement of the
Transport Model was that it be used as a
functional tool in the process of effecting
balance between benefits and the costs
invested into transportation infrastructure of
the city.
Another task of the Transport Model was
to provide basis for transportation planning in
terms of medium-term and long-term
investments into transport system.
The Transport Model of Belgrade was
first established in 2003. The main work was
done by research team from University of
Belgrade, Transport and Traffic Engineering
Faculty.
During 2005. The activities on Model
upgrading were continued and several surveys
were conducted (Household interview,
Drivers interview, Freight transport survey,
Traffic counting).
2
2 Activities for model
upgrading
The main activities in model were to
provide:
Street network, network of passenger
public transportation and network of
freight transport network,
Street network
Traffic volume in
Passenger vehicles in peak hour – a detail
new basic matrix of passenger vehicle
work trips (based on traffic surveys)
new basic matrix of passenger public
transportation work trips (based on
traffic surveys)
8. SLOVENSKI KONGRES O CESTAH IN PROMETU, Portorož, 25.-27. oktobra 2006
Trip purpose distribution - daily
10.5%
6.0%
Work
16.7%
4.9%
7.8%
9.2%
45.0%
assignment of street network with
adequate basic matrix
assignment of public transportation
network by adequate basic matrix.
Upgrade Model consists:
345 urban zones and 200 suburban
zones
1685,8 km street network, 601.7 km
suburban network and 1084.1km urban
network (5900 links and 2398 nodes)
639.2
public transport network and
153 public transport lines
Street network is based on the Master
Plan of Belgrade. Besides that, a portion of
lower-category street network used on the
route ends by various sub-systems of Public
City transportation was added to it.
Public transport network has been
formed according to data obtained from all
modes: bus, trolleybus, tram and rail.
Basic OD matrices in Belgrade Transport
Model are based on the traffic surveys
(household interview). Those matrixes relate
to spatial distribution 345 x 345 traffic zones.
Two peak-hour matrices have been
obtained, as follows:
passenger vehicle matrix, and
public transport trip matrix
Matrices were calibrated according to the
result of count and survey in the public city
transportation and on the street network.
Bussines
School
Home
Shopping
Recreation
Other
3 Preparation and
asssment of main
street network
Establishing of street network was
achieved by:
new classification and description of
street and road network (for different
purposes)
according
to
functional
characteristic of sections
according to technical characteristic
of sections
according Master plan of Belgrade
establishing
the
VD
functions
according to local conditions
updating relevant data from traffic
surveys and other
updating of relevant attributes of street
network (section capacity was done
using modified HCM procedure,
running and current speed were
established
according
to
new
classification of street network)
Street and road network classification
system was designed specially for this
Transport Model on the basis of route
capacity and speed, traffic management
system, composition of traffic flow, number
of lanes per direction, etc.
Main street network
classification procedure
Street network classification is based on
criteria given in Table 1, related to criteria of
3
HCM 2000 (service speeds, traffic regimes,
traffic management and control, valid flow
structure and traffic load, number of lanes per
direction etc.). Statements of Belgrade Master
plan 2021. were also included.
Street network classification preferences
in Master plan are:
For highways: continuity of route
running through urban area, making
connection with other roads and routes,
taking guidance of transit freight and
passenger traffic, absolute priority
established by regime and regulatory
measures;
For main roads: leading main and
regional roads into urban area and
connecting each other, connecting
zones with different urban activities,
priority in leading destination freight
flows, priority in leading public and
other means of transport, priority
measures relative to functionally lower
network categories;
For primary streets: connecting bigger
residential zones with each other,
downtown area and other more
important activities, leading local
suburban routes into urban area,
distributing destination traffic to
functionally lower network categories;
For secondary streets: to directly serve
contents of residential and work zones
and city centres, to enable supply of
urban structures, minor priority
measures relative to functionally higher
network categories.
Categorization procedure was carried out
through next steps.
Step 1
Defining primary and secondary urban
network, based on functional characteristics
(Table 1).
Step 2
Traffic parameters analysis based on data
from available documentation as well as from
results of traffic surveys in order to adjust
basic capacity values to local conditions.
Step 3
Definite determination of street category
based on criteria (given in next table) and
adding attributes: capacity and, provisionally
called, free flow speed. Depending on
functional,
technical
and
service
characteristics, street class is determined.
Table 1. Functional classification
Criteria
Mobility
Access control
Connecting
Secondary network
Very important
Low
Important
Satisfactory
Greatest traffic generators, highways
Origin-destination, transit, local
Dominant flows
Criteria
Access density
Network profile
Parking
Separate left turn lanes
Signals per km
S (km/h) limit
Pedestrian influence
Route zone
deployment
4
Primary network
High speed
road
Very low
Multiple
lanes per
directions,
separated
physically or
not
No
Yes
0.3-1.2
70-90
Very low
Low density
Primary streets
Between smaller, non-distant zones
Sub-urban road
Periphery street
City centre street
Low
Multiple lanes per
directions,
separated
physically or not
Medium
Multiple lanes per
directions, separated
physically or not, one
way streets with two
lanes
No
Yes
0.6-3
65-75
Low
Low to medium
density
Occasionally
Usually
2-6
50-65
Occassionally
Medium to high
density
High
Physically non
separated, one way
streets, two way
streets with
multiple lanes per
direction
Significant
Occasionally
4-8
40-55
Usually
High density
Capacity determination
procedure
of intersections per kilometer, Signals control
and menagement, Parking method.
Calculation of capacity is based on
relation:
Input data for capacity
calculation
C= C basic * Product of influence factors *
(green time / cycle)(veh/h)
Data from Traffic counting on sections
and intersections: Traffic volume data were
used as a base for calculation of volume
capacity ratio and level of service on
intersections. Used traffic volume data in
design hour were collected on 110 census
points. According to this data, actual design
hour situation on sections, intersections and
corridores was formed.
Traffic signals data: Data necessary for
capacity calculation were gathered by
processing actual traffic signal phase plans.
Capacity is calculated by network
sections and then grouped by routes (streets
or roads). Base capacity value used in
calculation is 2000 PuT/h, as it is given in
HBS manual (Handbuch fur die Bemessung
von Strasenverkehrsanlagen). Base values
between 1700 and 1900 PuT/h, given in HCM
2000, are relatively low concidering our
conditions. Analysis of data and base values,
given in new german manual (HBS), is
indicating that HBS recommended values are
far more appropriate for our conditions.
That’s the reason why the author settled for
base values of 2000 PuT per lane in ideal
conditions. Node and section definitions are
completly compatible with Transport model
of Belgrade – phase I.
As a base network elements for capacity
calculation, sections are described with
following components: Section name, Free
flow speed, Number of lanes per direction,
Public transport vehicles treatment, Number
Speed – volume relation
Speed – volume relation was determined
according to basic relations given in HCM
2000 and modified by results obtained from
travel time survey on Belgrade main street
network. The survey results were analyzed
and 4 main relationships established as four
classes of dependance between V/C ratio,
traffic signals density and flow speed.
Next table and picture presents survey
results for one class of streets. Those results
served for determination of CR function.
Class 11
q/C
0.0
0.2
0.4
0.6
0.8
1.0
1
0.5/km
67
65
63
61
58
50
1/km
54
52
50
49
44
34
20
2/km
38
36
32
30
27
Remark: 0.5/km, 1/km 2/km represents the number of intersections per street kilometer
5
In the next step these relationships were
adjusted to the known mathematical relations
between traffic volume and flow speed, which
were inputs for transport model made in PTV
VISION package (VISUM module). After
few tests the relations were adjusted to BPR
function type 1 with constants a, b and c
classified in the 8 classes.
BPR (American Bureau of Public Roads)
- type 1
Output results
Output results are: Street rank, Speed on
level of service A (conditionally named free
flow speed), Street profile – number of lanes,
Base capacity value, Public transport
influence factor, Parking influence factor,
Other influence factors (intersections
frequency per kilometer), Traffic signal
timing, Operational capacity per direction.
4 Experience in
application
One of the first experiences in the
application of the Belgrade Transport Model
was in the General Project and the PreFeasibility Study of the Inner-city Ring Road
together with the associated studies during
2003.
The Urban -Traffic Study, among other
things, comprises the following:
Definition of the impact of ICRR on
the existing and planned urban tissue in
its corridor and immediate vicinity:
Establishing urban and traffic elements,
criteria, conditions and limitations for
the preparation of the General Design;
Establishing impacts of ICRR on
operating characteristics of the existing and
planned primary road and street network.
From the Transport Model the following
was used: network categorization, macro
traffic regime, link capacity (section
directions), speed or travel time, zone system,
adequate movement matrix.
The work on the Pre-Feasibility Study of
the construction of the first line of the First
Line of Light Rail Transport with the General
Project (with the elements of conceptual
6
design), which was initiated during 2004, is
now in its final phase.
The main purpose of this Study is to
establish main characteristics needed in the
process of decision making related to the
investment into development of the light rail
transit in Belgrade.
Within Phase I of the General Project,
the transport system has been analyzed on the
basis of available documentation with the aim
to provide design base which will be used in
the system dimensioning and adequate
forecast for the subsequent period. The
Belgrade Transport Model (BeTraMod)
served as the basis for the survey of the
existing conditions of the public transport in
Belgrade, as well as for generating options for
the public transport by introducing a new
system (light rail transit line).
Transport model of Belgrade was also
used for expertise and analysis of transport
demand on section Bulevar Kralja Aleksandra
from Terazije to Ustani ka street. Purpose of
this analysis was creating an overview of
changes in transport system, as a result of
introducing the first LRT line.
Transport demand analysis included
three different variations:
existing street network with its
characteristics
two variations of street network for
year 2021. (with and without
Ruzveltova street)
Analysis outcome showed that the
observed section is of an extreme importance
for Belgrade street network. For example,
network length of this section is 4,8% of
overall classified network length and it serves
36% of all passenger cars assigned in peak
hour. After course reconstruction in year
2021, 40% of all assigned passenger cars in
peak hour appears at this part of network.
According to simulations2 done for
existing state 2005 and future state 2021, 2%
of street network in corridore has volume
capacity ratio Q/C >=0.95, while 11% of
future network with Ruzveltova street has the
same ratio. Network alternative without
Ruzveltova street has Q/C >=0.95 on 15% of
network.
Operational
indicator
in
vehiclekilometers and vehiclehours are given
in 3 variations.
Analysis was performed and variations
were compared in terms of vehiclekilometers
and vehiclehours, volume capacity ratio Q/C,
average travel time and average travel length.
Comparing all three variations with each
other the following results were obtainned:
For both alternatives of future state
operational idicator in vehiclekilometers
increses over 75% and in vehiclehours
increses over 95%. Travel time increses over
20% for both alternatives.
Next project where Transport Model of
Belgrade was used is Transport demand
analysis for Inner – halfring in Belgrade from
Omladinskih Brigada to Pastroviceva. The
objective of analysis was to overview changes
in traffic volume regarding new bridge across
Sava river. Three variations were considered:
existing street network with its
characteristics
two variations of street network for
year 2021. (with and without Belgrade
bypass)
According to simulations2 done for
existing state 2005 and future state 2021, 52%
of street network in corridore has volume
capacity ratio Q/C >=0.95, while 5% of future
network with and without Belgrade bypass
same ratio.
Comparing all three variations with each
other the following results were obtainned:
For both alternatives of future state
operational idicator in vehiclekilometers
increases over 31% and in vehiclehours
increases over 35%. Travel time increases
over 4% for both alternatives.
Comparison of variations of future
network 2021, with and without Belgrade
bypass, showed that operational indicator in
vehiclekilometers is higher without bypass for
2.5% and 3.8% in vehiclehours. Average
travel time is 4% lower for alternative with
bypass.
In order to determine design volumes for
loop ramps, an overview of volumes on
Senjak side has been carried out. Due to
activities in Belgrade fair area it is clear that
morning peak hour volume is not significant
towards New Belgrade. However, in these
circumstances, morning peak hour volume is
not the only valid volume for design, because
activities in that area (or special events on
fair) are more significant in afternoon peak
hour. That is why the two time periods were
included.
Traffic volume in morning peak hour (7 - 8 AM) year 2021
Traffic volume in afternoon peak hour
(3 - 4 PM) – year 2021
Conclusion
Generally, Transport model is forming
continually, through longer time period
Recommendations for further priority
activities are: incorporation of street network
of 2021,, generation of OD matrices of 2021.,
survey of outer trips characteristics
(interviews on bus terminals train stations and
airport), impact analysis of specific location
(e.g. markets, schools) on transport demand.
Over next period Transport Model of
Belgrade will be used for verification of
existing projects as well as a tool for
development of strategies for improvement of
traffic conditions in the city.
According to this it has already become
the official database for Master plan of
Belgrade and next phase of implementation of
first line of LRT in Belgrade.
7
Literature
Jovic, J. (2003.) Modern Tools in Transportation
Planning: Transport Model of Belgrade,
Trasporti Europei, No 24, 31-36.
Jovic, J. and others, (2003.) Transport Model of
Belgrade – I phase, Faculty of Transport and
Traffic Engineering, University of Belgrade
Jovic, J. (1996.) Transportation Planning in Cities
and Towns, Faculty of Transport and Traffic
Engineering, University of Belgrade
Vukanovic, S. and others, (2003) Optimization of
traffic flow conditions on primary road
network in Belgrade, Faculty of Transport and
Traffic Engineering, University of Belgrade.
Vukanovic, S. and others, Faculty of Transport
and Traffic Engineering, University of
Belgrade (2002.) Research on Traffic
Characteristics in the Area of Belgrade.
Vukanovic, S. (1997)Traffic Networks 1, Faculty
of Transport and Traffic Engineering,
University of Belgrade
8
Belgrade City Planning Institute, (2003) Master
Plan of Belgrade 2021.
Preliminary design of Inner-halfring in Belgrade section OMLADINSKIH BRIGADA –
PAŠTROVI EVA with infrastructure, CPV,
Novi Sad, 2005.
Preliminary design of I Boulevard of king
Aleksandar
–
section
TERAZIJE
–
USTANI KA
with
infrastructure,
transportation
demand
analysis,
CEP,
Belgrade, 2005.
Travel demand analysis for Boulevard of king
Aleksandar
–
section
TERAZIJE
–
USTANI KA - using Transport Model of
Belgrade, TTEF, Belgrade, 2006.
Travel demand analysis for Inner-halfring in
Belgrade
–
section
OMLADINSKIH
BRIGADA - PAŠTROVI EVA using
Transport Model of Belgrade, TTEF, Belgrade,
2006.

Transport model of Belgrade – preparation and assesment of

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