International Civil Engineering Conference "Towards Sustainable Civil Engineering Practice" Surabaya, August 25-26, 2006

THE IMPACT OF PARKING ACTIVITY ON SIDE OF STREET

Fransiscus Mintar FERRY S.1

ABSTRACT: This paper is to depict the impact from parking activity on side of street. In urban or suburban area is often seeing that parking activity directly on side of streets. The parking activity needs the times for entering or going out from parking area. Therefore, the parking activity can hold up the current traffic flow on that street. Direct impact that can be seen or analyzed is queue length of vehicle. The occurred vehicle queue length is very influenced by the current traffic flow passing on the street. The relation between vehicle queue length with traffic flow and time required of each vehicles for entering and going out from parking area, become a focus of attention in this paper. This paper also pay attention to the queue model which is possibly occurred on streets. KEYWORDS: Traffic flow, traffic glow pattern, parking condition, model of queuing, average vehicle queue length. 1. INTRODUCTION. In urban area, the sides of streets activities always make conflicts, which the impact of the activities is related to traffic flows. The kinds of the conflicts that usually we can see in urban such as: pedestrian, public transport and cars can be stopped immediately because of motorcycle and bicycle will enter or go out from parking area on the side of street. In urban area is often found that the shoulder of street and pavement, being a parking area. The activities on this parking area will make traffic jam. This traffic jam is mostly resulted by vehicles entering or going out from parking area. The traffic jam on this street will make queuing length of vehicles. The queuing length that be occurred relating to time of the traffic jam [1]. The traffic jam will be occurred by side activities of street as reducing of the traffic flow which passing on that street. The reduction will have an impact to the reduction of streets capacity. Related to the definition, it is said that the capacity of the street is maximum traffic flow passing a point on the street which can be held out in unit of times of typical condition [2]. 2. TRAFFIC FLOW. Traffic flow represent the traffic load on transportation system and the interaction between these loading and the facility capacity determines the operational performance of the system [3]. Hence it is extremely important to know the flow rates, their temporal, spatial, modal variation and the composition of the traffic stream. Traffic flow rate vary over time. Traffic flow rates also vary by the days of the week, by time of day. Beside, traffic flow rates also vary within the hour period. These three traffic flow pattern can be described as random, constant intermediate traffic flow pattern.

Lecturer, Civil Engineering Department, University of Pelita Harapan, Indonesia.

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Random traffic flow pattern are observed when the traffic demand is small in comparison with the facility capacity. The random pattern is most often encountered on low-volume rural highway [3]. Constant flow rate are observed when the traffic demand exceeds the facility capacity and the flow rates are indicative of capacity rather than demand. The third traffic flow pattern is intermediate, where demands do not exceed capacities but flow is not random. Then, this paper will give description about traffic flow pattern in Jalan Barito (Barito Street) in South Jakarta. Barito Street is a sample of many streets in Jakarta which its sides have activity. One side of this street is for parking area and the other is for bird market area. The situation along Barito Street can be seen on Figure 1.

Figure 1. Jl. Barito in South Jakarta

The result of observation in each Sunday on October 2005 can be seen on Figure 2.
Traffic Flow Pattern on October 2005
600 Rt o Ta i F w pu h ) a f rf c l ( c / r e f o

575

in First Sunday in Second Sunday in Third Sunday in Forth Sunday in Fifth Sunday

550

525

500 09:00 10:00

10:00 11:00

11:00 12:00

12:00 13:00

13:00 14:00

The Time of Obse rva tion

Figure 2. Traffic Flow Pattern in each Sunday on October 2005

The first and fifth Sunday have relatively similar pattern on the rate of traffic flow. The second and the third Sunday have relatively similar pattern. The forth Sunday have a different pattern, but relatively closed to the first or fifth Sunday. 3. PARKING CONDITION. The clearest place and usually most compatible to drivers for parking their vehicles are on the side of street, but it has many losses (Hobbs. 1995). First, the current traffic flow through the street may be blocked; hereinafter it will generate a delay and traffic jam to all vehicles. Parking index is around 20% or less, it means that there is a reduction of vehicle speed that around 0,75 km/hour on urban street for each addition 10 parking vehicle alongside the street. A street which has wide 20 meter with parking place on its both sides, will have equal capacity to street which has wide 12 meter which parking place is prohibited.

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The average time for entering or going out from parking area on side of Barito Street can been seen on next figures.
The Average Time of Entering Parking Area
6.0 5.8 T e ( s c) im s e in First Sunday 5.6 5.4 5.2 5.0 09:00 10:00 in Second Sunday in Third Sunday in Forth Sunday in Fifth Sunday

10:00 11:00

11:00 12:00

12:00 13:00

13:00 14:00

Time of Observation

Figure 3. Average Time of Entering Parking Area in each Sunday

The Average Time of Going Out Parking Area
6.0 5.8 T e ( s c) ims e in First Sunday 5.6 5.4 5.2 5.0 09:00 10:00 in Second Sunday in Third Sunday in Forth Sunday in Fifth Sunday

10:00 11:00

11:00 12:00

12:00 13:00

13:00 14:00

Time of Obse rva tion

Figure 4. The Average Time of Going Out Parking Area in each Sunday

Based on above figures, average parking time pattern in the first and fifth Sunday have relatively similar pattern. Like traffic flow pattern, average parking time pattern in the second and third Sunday have relatively similar pattern. The forth Sunday have a different pattern, but relatively closed to the first or fifth Sunday. 4. MODEL OF QUEUEING. In transportation system, when demand exceeds capacity for a period of time or arrival time headway is less than the service time at a specific location, a queue is formed [3]. The queue may be a moving queue or a stopped queue. There are numerous examples of queuing processes in highway system, such as at parking facilities, merge area or slow moving vehicle. The queue discipline refers to the order in which members of the queue are selected for service [4]. For example, it may be first-come-first-out (FIFO), last-in-first-out (LIFO), service-in-random-order (SIRO), according to some priority procedure, or some other order. In highway system, first-come-first out usually is assumed by queuing model.

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Many of queuing model assume that all inter-arrival times are independent and identically distributed and that all service times are independent and identically distributed [4]. Taha said that queuing parallel is labeled conventionally as follows [5]: (a/b/c):(d:e:f) where: a b c d e f = distribution of inter-arrival times. = distribution of service times. = number of servers (c = 1,2,3,) = queue discipline. = maximum of customer in the system. = number of customers in queuing system. (1)

In observation area, exactly to Barito Street, distribution of inter-arrival time is exponential distribution (M). Distribution of service time is variation (M), based on to the capacity of parking-man who giving help to driver. The variation of service time in this paper can be illustrated to average parking time (entering time and going out time). The number of server is one line. And the queue discipline which applied on that street is FIFO. 5. VEHICLE QUEUE LENGTH. The assumption of exponentially distributed times between the arrival of successive vehicle in some cases, will give more realistic representation of traffic flow than the assumption of uniformly distributed arrival time [1]. A queuing model that assumes one departure channel and exponentially distributed departure time pattern in addition to exponentially distributed arrival times is also useful in some traffic application. For Barito Street, based on data, exponentially distributed departure pattern might be reasonable assumption at a point on the street where the vehicle entering or going out. M/M/1 model assumes that all inter arrival time are independently and identically distributed according to an exponential distribution, that all service times are independent and identically distributed according to another exponential distribution and that the number of server is a single server (s=1). When the mean service rate per busy server is , the overall mean rate of service completions for n busy servers must be n [4]. Therefore, = n. when n < s; whereas = s. n s when n > s, so that all s server are busy. If s exceeds the mean arrival rate , when

<1 s

(2)

so a queuing system fitting this model will eventually reach a steady-state condition. For this condition, Mannering [1] gave equation to the average length of queue (in vehicles):

2 Q= 1

(3)

Next, there are relatively similar pattern in average queue length (pcu/hr) between based on survey with based on using Equation (3). The similar pattern of average queue length can be shown on some figures below.

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The Average of Street's Vechicles Queueing Length based on Entering Time to Parking Area ( based on Formula )
7.00 6.50 6.00 5.50 5.00 09:00 10:00 in First Sunday in Second Sunday in Third Sunday in Forth Sunday in Fifth Sunday

N broVh l (pu u e f ei e c ) m c

10:00 11:00

11:00 12:00

12:00 13:00

13:00 14:00

Time of Obse rva tion

Figure 5. The Average of streets Vehicles Queuing Length based on Entering Time to Parking Area (based on Formula )
The Average of Street's Vechicles Queueing Length based on Going Out Parking Area ( based on Formula )
Nm roVc i l (pu u b f eh e c ) e c 7.50 7.00 6.50 6.00 5.50 5.00 09:00 10:00

in First Sunday in Second Sunday in Third Sunday in Forth Sunday in Fifth Sunday

10:00 11:00

11:00 12:00

12:00 13:00

13:00 14:00

Time of Obse rva tion

Figure 6. The Average of streets Vehicles Queuing Length based on Going Out Time to Parking Area (based on Formula )

6. ANALYSIS OF QUEUE LENGTH. Queue length on Barito street along parking site is appeared from some factors, for example: 1. The rate of traffic flow passing through the street. 2. The time which be needed of each vehicle for entering or going out from parking area. The relationship between traffic flow and time for parking with queue length can be analyzed by multiple linear regression. The complexity of most scientific mechanism is such that in order to be able to predict an important response [6]. When the model is linear in coefficients, it is called multiple linear regression model. The simple multiple linear regression equation can be wrote:

Y = b0 + b1 x1 + ...... + bk x k
where k is the number of independent variables.

(4)

Coefficient of correlation between X with Y in the simple multiple regression is written as r xy . The equation of r xy is written as:

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rxy =
where:

x .y x y
i i 2 i

(5)
2 i

xi = x1 , x 2 ,... xi = X i X y i = Yi Y

By using equation (4), the relationship between traffic flow and time for entering to parking area with queue length can said with next equation:

Y1 = 108,79 + 0,10 x1 + 10,16 X2

where: Y = Dependent Variable for The Average of streets Vehicles Queuing Length based on Entering Time to Parking Area. x1 = Independent Variable for traffic flow. x2 = Independent Variable for Average Time of Entering Time to Parking Area

(6)

With the same way, the relationship between traffic flow and time for going out from parking area be known on equation:

Y 2 = 88,68 + 0,084 x1 + 8,196 X2

where: Y = Dependent Variable for The Average of streets Vehicles Queuing Length based on Going Out Time to Parking Area. x1 = Independent Variable for traffic flow. x2 = Independent Variable for Average Time of Going Out Time to Parking Area At Equation (6), there are two correlation coefficient, those are: 1. r ( correlation between X1 with Y1 ) = 2. r ( correlation between X2 with Y1 ) = And at equation (7) has two correlation coefficient, those are: 1. r ( correlation between X1 with Y1 ) = 2. r ( correlation between X2 with Y1 ) = 7. CONCLUSIONS 0,76 -0,56. 0,80 -0,60

(7)

Based on analytics of data around Traffic Flow Pattern passing through Barito street, Average Parking Time Pattern on some points at parking side and Queue Length Equation at the points: 1. The Longest of streets Vehicles Queuing Length based on Entering / Going Out Time Parking Area is around 7 (seven) vehicles. 2. The average of streets vehicles Queuing Length based on Entering Time to Parking Area is influenced by traffic flow passing through the street for around 76 %. 3. The Average of streets Vehicles Queuing Length based on Going Out Time to Parking Area is influenced by traffic flow passing through the street for around 80 %.

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4. The average of streets vehicles Queuing Length based on Entering Time to Parking Area is influenced by Average Time of Entering Time to Parking Area for around -56 % ( in different directions). 5. The Average of streets Vehicles Queuing Length based on Going Out Time to Parking Area is influenced by Average Time of Going Out Time to Parking Area for around -60 % ( in different directions). 8. REFERENCES 1. Mannering, Fed L., Walter P. Kilareski., Principles of Highway Engineering and Traffic Analysis. John Wiley & Sons, Inc, 1998. 2. Ashley, C.A., Traffic and Highway Engineering for Development. Blackwell Scientific Publications, 1994. 3. May, Adolf D., Traffic Flow Fundamentals. Prentice Hall, 1990. 4. Hillier, Frederick S., Gerald J. Lieberman., Introduction to Operation Research. McGraw-Hill, 2005. 5. Taha, Hamdy A., Operation Reseach. Prentice-Hall, 1997. 6. Walpole, Ronald E., Raymond H. Myers, Sharon L. Myer, Keying Ye., Probability & statistics For Engineer & Scientist. Prentice Hall, 2002. 7. Hobbs, F.D., Traffic Planning and Engineering. Pergamon Press, 1995.

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