International Seminar on Infrastucture Development in Cluster Island Eastern Part of Indonesia, Baubau, Indonesia

THE DRIVING CYCLE OF LIGHT VEHICLES ON AN URBAN ROAD IN MAKASSAR - INDONESIA

M. Reza Hasrul 1, S. Hamid Aly 2 and M. Isran Ramli 3 ABSTRACT: The vehicle driving cycle as representative of traffic behavior is the important component in development a traffic emission model. Regarding this, the present paper aims to grasp the driving cycle of light vehicle under real world situation on an urban road in Makassar Indonesia. The road is the biggest arterial urban road which connected the western area and eastern area of the city. The driving cycle on the road was constructed using the floating car survey method. The vehicle speed measurement in second by second was tracked using a GPS (Global Position System) equipment and one types of light vehicles as the test vehicle. The survey conducted three times tracking for each traffic direction in the road for three peak-hour periods of the traffic condition, i.e. morning peak, noon peak, and evening peak periods. We plotted the survey results in speed-time diagram as representative of the driving cycle. The study analyzed eight parameters of the light vehicle driving cycle, i.e. average speed including all motorcycle behavior mode ( V1), average speed without idling mode (V2), acceleration (A), deceleration (D), motorcycle spent time for cruise (C), percentage of acceleration (Pa), percentage of deceleration (Pd), percentage of cruise (Pc), and percentage of idling (Pi). The analysis results show that the acceleration, the decelaration and the cruise behavior mode dominate the diriving cycle of the light vehicle. The idling driving behavior has very small proportion on the cycle. Under the condition, the average speed of the light vehicle below 35 km/hour. These justify that the traffic situation in the road is catgerozied as steady flow on the low average speeds. The results need to be compared to other arterial roads in the city through an extentesion survey for the light vehicle driving cycle in all arterial roads in Makassar city. The results are also useful in the prediction model development of light vehicle emission in further studies. Keywords: Driving cycle, light vehicle, urban road, Makassar - Indonesia.

INTRODUCTION In recently years, the increasing of traffic volume and change in travel related characteristics, leads to the condition that vehicular emissions and energy consumption have increased significantly in many cities in developing countries such as Makassar City in Indonesia. Regarding the heterogeneous traffic situation in the cities, current vehicular emissions models are not capable of estimating the vehicular emissions accurately due to inadequate representation of real-world driving. The critical component of all emission models is a driving cycle representing the traffic behavior. Driving cycle is a sequence of vehicle operating conditions (idle, acceleration, steady state and deceleration) developed to represent typical pattern in an urban area. There are many previous researches related to the driving cycle pattern. The previous studies have considered various variables in order to develop and characterize the driving cycles. For example, Kent et al (1978) developed their driving cycle using average speed,
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root mean square acceleration, and idle time fraction. Kuhler and Karstens (1978) considered average acceleration and deceleration, mean length of driving period, idle and cruising fraction in order to develop a driving cycle of the real-world. Watson (1995) used positive kinematic energy (PKE) as one of important factor that influenced vehicle exhausted emission. Next, Lyon et al. (1986) developed a driving cycle based on Knights Tour in order to grasp the dynamics of urban driving. Matzoros and Vliet (1992) have added creeping mode to differ short acceleration and deceleration in driving cycle of various modes. Regarding the above background and an extension and revision of the one previous research from Aly et al. (2012), the present paper aims to understand and to analyze the real world driving cycle of light vehicle on an urban road in Makassar City, Indonesia. The rest of this paper is organized as follows. Section 2 describes the study methods such the route location, the equipment survey, and survey method of driving cycle, and the analysis method. Section 3 presents the

Undergraduate Student, Hasanuddin University, mrezahasrul13@yahoo.com, INDONESIA Associate Professor, Hasanuddin University, marni_hamidaly@yahoo.com, INDONESIA 3 Associate Professor, Hasanuddin University, muhisran@yahoo.com, INDONESIA

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results of the survey and of the parameters of the light vehicle driving cycle. The final section, Section 4 provides discussion related to the result and concludes

based on the collection of localization data, speed, directions of travel and time information from mobile source in vehicles that are being driven. In this method, the test vehicle with an active mobile source (such as GPS) acts as a sensor for the road The Survey Method

THE STUDY METHODS This section will explain the study methods in the following sub sections. The Survey Location The survey location is the critical arterial road and the main corridor in Makassar City, called Jl. Pettarani, which connected western part and eastern part of the city. The road is the young blue line as shown in Fig. 1. The length of the road is 4.2 km respectively and is categorized as eight lanes and two direction road type, which each direction is separated by physical median in the middle of the roads.

Fig. 1 The tracked road location of the driving survey The Equipments of the Survey The survey light vehicle driving cycle uses a global position system (GPS) equipment to track the vehicle velocity in second by second along through the road. We use the GPS Garmin Etrex 30 as shown in Fig. 2a. The test vehicle in this survey uses AVANSA, a light vehicle type for passenger cars, which produced by TOYOTA which many people are using it in the city.

The driving cycle survey adopts a floating car survey method using the vehicle test in order to capture the real world traffic flow situation on the road. The method is to determine the vehicle speed on the road network. It is based on the collection of localization data, speed, directions of travel and time information from mobile source in vehicles that are being driven. In this method, the test vehicle with an active mobile source (such as GPS) acts as a sensor for the road. By using the equipments and the method, we carried out the driving cycle survey of the light vehicle on the road in October, 15th, 2012. The survey tracks from the starting point until the end point of the road location. The light vehicle driver drives on the road at the natural speed of the surrounding traffic. At the same time, the driver or one passenger or assistant sets the GPS to record the vehicle speed second by second and the travel time over the road. The driver drives at the ambient speed which the driver did not travel faster, (overtaking more vehicles than overtook the test car), or slower (being overtaken by more vehicles than were overtaken by the test car) than the surrounding traffic. We repeat the survey for three times using the same vehicle for each traffic direction and for each peak hour period of the traffic. The survey considers three peak hour periods, i.e. morning peak, noon peak, and evening peak periods in capturing the variation of the road traffic situation. The Data Analysis Method The analysis data consists of some activity analysis. Firstly, the tracked data are transferred from GPS to a computer using mapping software and tabulated in the spreadsheet analysis. Secondly, the driving cycle of the light vehicle is described using the descriptive statistic. Finally, eight parameters of the driving cycle are analyzed. The parameters involve the average speed including all motorcycle behavior mode (V1), the average speed without idling mode (V2), the acceleration (A), the deceleration (D), the light vehicle spent time for cruise (C), the percentage of acceleration (Pa), the percentage of deceleration (Pd), the percentage of cruise (Pc), and the percentage of idling (Pi).

a. GPS (Etrex 30) b. Light Vehicle (TOYOTA) Fig. 2 Equipments driving cycle survey The Survey Method The driving cycle survey adopts a floating car survey method using the vehicle test in order to capture the real world traffic flow situation on the road. The method is to determine the vehicle speed on the road network. It is

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The Driving Cycle of Light Vehicles

THE RESULTS The Tracking Results using GPS The tracked data after transferred to a computer using mapping is shown visually in Fig. 1. The figure shows the track point in second by second along the road survey. The Driving Cycle of the Light Vehicle Figure 3 shows the driving cycles plotting of the light vehicle for each traffic direction and each peak hour period. The driving cycle figures shows that the travel speeds of the vehicle fluctuate in second by second along the road. Figures 3 shows that mostly driving cycle on the road are around 500 seconds until 700 seconds, for all time periods and traffic directions.

The Parameters of the Motorcycle Driving Cycle The parameter values of the vehicle driving cycle are presented in Table 1. Table 1 shows that the average speed including all light vehicle behavior mode (V1) and the average speed without idling mode (V2) are around 20 kmhr-1 until 30 kmhr-1. The two types of the vehicle speed are mostly similar due to the percentage of idling (Pi) of the driving cycle is very small as shown in Table 1. In addition, the acceleration (A) and the deceleration (D) are around 0.4 ms-2 until 0.6 ms-2, while the light vehicle spent time for cruise (C) for each period and tarffic direction have 125 seconds for the smallest value and 206 seconds for the largest value. Further, Table 1 shows that the percentage of acceleration (Pa), the percentage of deceleration (Pd) and the percentage of cruise (Pc) are the three largest fraction on the driving cycle mode. Both parameters have values around 30%,

a. Morning peak period for direction-A

b. Morning peak period for direction-B

c. Noon peak period for direction-A

d. Noon peak period for direction-B

e. Evening peak period for direction-A

f. Evening peak period for direction-B

Fig. 4 The Driving cycle of the light vehicle

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Table 1 Parameters of the motorcycle driving cycle on the arterial urban road in Makassar
V1 V2 Data Track (Kmhr-1) (Kmhr-1) Morning peak period for direction-A Track-1 26.40 26.87 Track-2 23.54 24.00 Track-3 23.60 24.00 Morning peak period for direction-B Track-1 32.05 32.19 Track-2 31.91 32.15 Track-3 22.80 23.29 Noon peak period for direction-A Track-1 25.43 25.87 Track-2 25.52 25.94 Track-3 25.54 25.97 Noon peak period for direction-B Track-1 31.93 31.98 Track-2 30.78 30.92 Track-3 29.39 29.65 Evening peak period for direction-A Track-1 20.10 20.45 Track-2 16.23 16.30 Track-3 15.24 15.25 Evening peak period for direction-B Track-1 33.15 33.48 Track-2 32.57 33.06 Track-3 27.18 27.29 D (ms-2) 0.52 0.51 0.48 0.51 0.51 0.54 0.50 0.49 0.49 0.52 0.55 0.51 0.50 0.41 0.41 0.61 0.59 0.47 A (ms-2) 0.44 0.49 0.48 0.48 0.48 0.48 0.53 0.53 0.53 0.58 0.54 0.54 0.53 0.44 0.42 0.60 0.59 0.43 C (Sec) 147.0 148.0 145.0 142.0 141.0 125.0 153.0 154.0 154.0 134.0 139.0 124.0 179.0 206.0 185.0 135.0 136.0 173.0 Pi (%) 0.52 0.00 0.00 0.21 0.00 0.18 0.17 0.00 0.17 0.21 0.00 0.20 0.83 0.16 0.17 0.43 0.64 0.41 Pd (%) 34.02 37.86 37.81 33.76 33.76 36.72 38.24 38.14 38.14 36.02 35.60 38.60 35.71 34.95 34.67 34.27 34.26 30.83 Pa (%) 40.07 39.54 39.66 35.68 36.11 40.82 35.70 35.76 35.59 35.38 36.60 36.40 33.72 32.76 34.33 36.27 36.17 33.67 Pc (%) 25.39 22.60 22.53 30.34 30.13 22.28 26.89 26.10 26.10 28.39 27.80 24.80 29.73 32.14 30.83 29.28 28.94 35.09

where the values of the three parameters are mostly similar. Meanwhile, the percentage of idling (Pi) is very small in all the vehicle driving cycles. These driving cycle parameters indicate that the traffic flow of the vehicle in the road is steady, eventhough its speed is low.

REFERENCES Aly, S.H., Selintung, M., Wunas, S., Sasmita, S.A., and Ramli, M.I., (2012), Running Vehicle Emission Factors of Vehicle Fleet in Makassar, Indonesia. Proceeding of the 8th International Symposium on Lowland Technology. Hustim, M., and Fujimoto, K., (2012), Road Traffic Noise under Heterogeneous Traffic Condition in Makassar City, Indonesia. Journal of Habitat Engineering and Design, Vol. 4, No. 1, pp. 109 118. Kent, J.H., Allen, G.H., and Rule, G., (1978). A Driving Cycle for Sydney, Transportation Research, Vol. 12, No. 3, pp. 147 152. Kuhler, M., and Karstens, D., (1978) Improved Driving Cycle for Testing Automotive Exhaust Emission, Society of Automobile Engineers, Inc., SAE Technical Paper Series No. 78050. Lyon, T.J., Kenworthy, J.R., Autin, P.I., and Newman, P.W.G., (1986) The Development of a Driving Cycle for Fuel Consumption and Emission Evaluation, Transporation Research, Part A, Vol. 20, No. 6, pp. 447 462. Matzoros, A., and Villet, D.V., (1992), A Model of Air Pollution from Road Traffic, Based on Characteristics of Interrupted Flow and Junction Control: Part I-Model Description, Transportation Research, Part A, Vol. 26, No. 4, pp. 315, 330. Watson, H.C., (1995) Effects of a Wide Range of Drive Cycles on the Emission from Vehicles of of Technology, Society of Automobile Engineers, Inc., SAE Technical Paper Series No. 950221, pp. 119 132.

CONCLUSION The driving cycle of light vehicles on an urban road in Makassar City, Indonesia under real world situation has been analyzed in this study. By floating car survey method using a GPS equipment and a test vehicle, the fluctuation of light vehicle speeds in second by second was described as the driving cycle. Eight parameters have been analyzed in understanding the driving cycle. The driving cycle shows that the light vehicle has the average vehicle speed around 30 kmhr-1, however the fraction of accelereration, deceleration and cruise parameters are majority in the driving cycle. Overall, the fenomena could be catgerozied as steady flow on the low average speeds. The results are in line with the Hustim et al. (2012) research about the characteristic of the heterogeneous traffic condition in Makassar City, as well as Aly et al. (2012) research for the driving cycle of passenger cars on an arterial road in the city. Briefly, the light vehicle driving cycle on the road provide a basis for an extentesion survey for the light vehicle driving behavior in all urban roads in Makassar city. The results are useful in development an prediction model for light vehicle emission in further studies.

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