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

THE REAL WORLD DRIVING CYCLE OF MOTORCYCLE ON AN ARTERIAL URBAN ROUTE IN MAKASSAR - INDONESIA
M. Andry Azis 1, M. Isran Ramli 2 and S. Hamid Aly 3 ABSTRACT: The present paper attempts to understand the real world driving cycle of motorcycle on an arterial urban route in Makassar City, Indonesia. The arterial road is one of the important routes which connected the western part and eastern part of the city. This study carried out a survey to describe the motorcycle driving cycle on the route for each traffic direction in the three peak-hour periods of the traffic condition, i.e. morning peak, noon peak, and evening peak periods. The survey used a global position system (GPS) equipment in order to capture the motorcycle travel speed second by second. By using the GPS, the survey adopted the floating car survey method, where three times tracking were conducted for each traffic direction and peak-hour period. Furthermore, we analyzed eight parameters of the motorcycle driving behavior, 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 diriving cycle of the motorcycle is dominated by the acceleration and the decelaration behavior mode, while the cruise behavoir mode is superior to the idling mode. In addition, the average speed of the motorcycle is only below 40 km/hour. These fenomena indicate that the motorcycle on the traffic situation in the route could be catgerozied as steady flow on the low average speeds. The results provide a basis for an extentesion survey of the motorcycle driving behavior in all urban arterial routes in Makassar city. We also expect that the results are useful in development an prediction model for motorcycle emission in further studies. Keywords: Real world driving cycle, motorcycle, urban arterial route, Makassar - Indonesia.

INTRODUCTION The vehicle driving cycle is an important micro traffic behavior, which represent a speedtime sequenced profile developed for a certain road, route, specific area or city. In other words, the driving cycle is a sequence of vehicle operating conditions (idle, acceleration, steady state and deceleration) developed to represent typical pattern in an urban area. It is widely used to estimation transport air pollutant emissions and in the building of databases for building emission inventories (Aly et al., 2012; Saleh et al., 2009). For instance, driving cycles for light vehicle (LGV) are to enhance traffic management systems, estimating fuel consumption patterns and reduce transport impacts on health and environment (Tzirakis et al., 2006; Saleh, 2007; Hung et al., 2007; Aly et al., 2012). Regarding the major composition of motorcycle in Makassar City, Indonesia, approximately 70% - 80% (Zakaria et al., 2011; Henny et al., 2012; Hustim et al., 2012), the motorcycle driving cycle seems important to

be grasp in order to improve traffic management systems and to estimate the motorcycle emission in the city. There are some previous researches addressed to the driving cycle of motorcycle. For example, Saleh et al. have developed the motorcycle driving cycle for Edinburg (2009), and Delhi (2010). As well as, Oanh et al. (2012) evaluated driving cycle of motorcycle in Hanoi. Furthermore, Kumar et al. (2011) and Oanh et al. (2012) estimated motorcycle emission based on the motorcycle driving cycle for Edinburg and Hanoi, respectively. According to the above background and the insight from the previous researches, this paper purposes to understand and to analyze the real world driving cycle of motorcycle on an urban arterial route 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 results of the survey and of the parameters of the

1 2

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

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motorcycle driving cycle. The final section, Section 4 provides discussion related to the result and concludes

vehicle test in this study is that the type is one of major type motorcycles available in Makassar City.

THE STUDY METHODS The study methods consist of the route location, the equipment survey, the survey method of driving cycle, and the analysis method. We will explain these methods in the following sub sections. The Route Location of the Driving Cycle Survey The study has chosen one of the important urban arterial routes in Makassar City, Indonesia as target of the survey location. The route, the red line as shown in Fig. 1, is the main corridor which connected western part and eastern part of the city. The route consists of two urban arterial roads, i.e. Jl. Urip and Jl. Pettarani. The length of each road is 2.5 km and 4.2 km respectively. Both roads are categorized as six lanes and two direction road type, which each direction is separated by physical median in the middle of the roads. In the route, there is a fly over facility that connect both roads each other and also with two others roads.

a. GPS (Etrex 30) b. Motorcycle (Yamaha) Fig. 2 Equipments driving cycle survey The Survey Method for the Motorcycle Driving Cycle The present study adopts a floating car survey method using a vehicle test in order to capture the nature of the traffic flow situation on the route. The method results a floating car data (FCD), also known as floating mobile data, is a method to determine the traffic 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. These data are the essential source for traffic information and for most intelligent transportation systems (ITS). This means that every vehicle with an active mobile source (such as GPS or hand-phone) acts as a sensor for the road network. Based on these data, traffic congestion can be identified, travel times, speed second by second can be calculated, and traffic reports can be rapidly generated.

The Tracking Route: Jl. Urip ? Jl. Pettarani

Fig. 1 The route of the driving cycle survey The Equipments of the Driving Cycle Survey The driving cycle survey uses a global position system (GPS) equipment to track the driving behavior of motorcycle along through the route. The GPS type which used in this survey is Garmin Etrex 30 as shown in Fig. 21. This GPS is suitable to record the motorcycle speed second by second in order to describe the driving cycle. The other one of the main equipments for driving cycle survey in this study is a motorcycle. The type of the motorcycle which used in this study is Yamaha Jupiter which has engine size 110 cc and year production 2011. Fig. 2b shows the visual of the motorcycle type. The main reason in choosing the motorcycle type as the

Fig. 3 Tracking Results using GPS By using the GPS and the motorcycle as the vehicle test, we conducted the survey of the motorcycle driving cycle on the route in October, 16 th, 2012. The tracking survey is started from the starting point and finished at the end point of the route location. The motorcyclist drives the route at the natural speed of the surrounding traffic, while at the same time the motorcyclist sets the GPS to record the motorcycle speed second by second

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and the travel time over the route. 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. The survey was repeated three times using the same vehicle test for each traffic direction and for each peak hour period of the traffic. We considered three peak hour periods, i.e. morning peak, noon peak, and evening peak periods to capture variation of the traffic situation.
60 Data Track-1 Data Track-2 Data Track-3

The Data Analysis Method In the data analysis, firstly, the data tracking are transferred from GPS to a computer using mapping software. Then, the data are tabulated in spreadsheet analysis. Next, using the descriptive statistic, the driving cycle is described, and eight parameters of the driving cycle are analyzed. The eight parameters consist of average speed including all motorcycle behavior mode (V1), average speed without idling mode (V2),
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Data Track-1 Data Track-2 Data Track-3

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e. Evening peak period for direction-A f. Evening peak period for direction-B Fig. 4 The Driving cycle of motorcycle

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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).

Figures 4 shows that mostly driving cycle on the route are around 800 seconds until 900 seconds, except the noon peak period for direction-B which achieved around 1,000 seconds. The Parameters of the Motorcycle Driving Cycle

THE RESULTS The Tracking Results using GPS The data tracking which was transferred from GPS to a computer using mapping software is shown visually in Fig. 3. The figure shows the track point in second by second along the route survey. The Driving Cycle of Motorcycle By using the data tracking, the figures of the motorcycle driving cycles for each traffic direction and each peak hour period were plotted as shown in Figure 4. The driving cycle figures of the motorcycle show the fluctuation of the motorcycle travel speed in second by second along the route. In order to understand the behavior of the motorcycle driving cycle, we have analyzed the eight parameters of the motorcycle patterns. The analysis results are presented in Table 1 and Fig. 5. Table 1 shows that the average speed including all motorcycle behavior mode (V1) and the average speed without idling mode (V2) are around 24 kmhr-1 until 38 kmhr-1. Both speeds mostly similar due to the percentage of idling (Pi) of the driving cycle is very small as shown in Fig. 5. In addition, the acceleration (A) and the deceleration (D) are around 0.4 ms-2 until 0.6 ms-2, while the motorcycle spent time for cruise (C) for each period and tarffic direction have 140 seconds for the smallest value and 402 seconds for the largest value.

Table 1 Parameters of the motorcycle driving cycle on the arterial urban road in Makassar Data Track V1 (Kmhr-1) V2 (Kmhr-1) D (ms-2) 0.57 0.62 0.64 0.62 0.59 0.60 0.66 0.61 0.62 0.57 0.57 0.47 0.55 0.62 0.69 0.57 0.60 0.62 A (ms-2) 0.48 0.53 0.52 0.51 0.51 0.52 0.53 0.56 0.60 0.54 0.53 0.42 0.52 0.51 0.54 0.48 0.54 0.60 C (Sec) 167.0 183.0 131.0 180.0 175.0 203.0 140.0 156.0 213.0 189.0 264.0 402.0 157.0 156.0 181.0 211.0 220.0 168.0 Pi (%) 0.16 8.01 0.40 6.05 1.01 1.55 6.26 7.88 3.81 6.01 2.09 3.65 0.73 3.25 7.02 9.98 3.61 3.69 Pd (%) 33.54 30.97 36.71 31.71 35.82 34.36 32.64 34.84 34.01 33.20 34.36 30.01 36.90 34.01 31.31 30.05 32.93 37.69 Pa (%) 40.25 37.01 45.21 38.55 41.01 39.95 40.24 38.66 35.15 34.97 37.34 33.74 39.39 41.60 40.12 33.99 37.02 39.24 Pc (%) 26.05 24.02 17.68 23.68 22.15 24.14 20.86 18.62 27.03 25.82 26.22 32.60 22.99 21.14 21.55 25.99 26.44 19.38

Morning peak period for direction-A Track-1 37.53 37.92 Track-2 24.46 26.43 Track-3 32.27 33.08 Morning peak period for direction-B Track-1 31.40 33.69 Track-2 30.17 30.52 Track-3 28.59 29.29 Noon peak period for direction-A Track-1 34.94 37.72 Track-2 27.79 30.18 Track-3 30.12 30.12 Noon peak period for direction-B Track-1 31.95 34.13 Track-2 20.02 19.98 Track-3 19.04 19.74 Evening peak period for direction-A Track-1 33.22 33.52 Track-2 29.93 30.95 Track-3 27.23 29.38 Evening peak period for direction-B Track-1 26.90 30.01 Track-2 26.10 26.87 Track-3 25.88 27.07

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Percentage Time Spent

80% 60% 40% 20% 0%

26.05

24.02

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38.55 6.05 41.01 1.01 39.95 1.55 23.68 22.15 24.14

33.54

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36.71

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35.82

34.36

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37.01 8.01

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b. Morning peak period for direction-B

Percentage Time Spent

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40.24 6.26 38.66 35.15 7.88 3.81 20.86 32.64 18.62 34.84 34.01 27.03

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34.97 6.01 37.34 2.09 33.74 3.65 25.82 26.22 32.60

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39.39 0.73 22.99 21.14

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21.55
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30.05

32.93

37.69

41.60 3.25

40.12 7.02

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e. Evening peak period for direction-A f. Evening peak period for direction-B Fig. 5 The driving cycle of motorcycle Furthermore, Fig. 5 shows that the percentage of acceleration (Pa) and percentage of deceleration (Pd) are the two largest fraction on the driving cycle mode. Both parameters have values from 30% until 40%, where the percentage of acceleration (Pa) a slightly larger than the percentage of deceleration (Pd). Meanwhile, the percentage of cruise (Pc) has fraction about 20% until 30%. However, the percentage of idling (Pi) is very small in all the motorcycle driving cycle. Regarding the percentage of each driving cycle mode, the traffic flow of the motorcycle in the route is steady, eventhough its speed is low. DISCUSSION AND CONCLUSION The real world driving cycle of motorcycle on an arterial urban route in Makassar City, Indonesia has been analyzed in this study. By using GPS equipment and floating car survey method, the driving cycle was described the fluctuation of motorcycle speed in second by second. Then, eight parameters of the driving cycle i.e. the average speed including all motorcycle behavior mode (V1), the average speed without idling mode (V2), the acceleration (A), the deceleration (D), the motorcycle spent time for cruise (C), the percentage of acceleration

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(Pa), the percentage of deceleration (Pd), the percentage of cruise (Pc), and the percentage of idling (Pi) were analyzed. The analysis on data survey of the eight parameters of the motorcycle driving cycle behavior shows that the motorcycle has the average vehicle speed below 40 kmhr-1, however the fraction of accelereration, deceleration and cruise parameters dominated the driving cycle. Overall, the fenomena of the motorcycle driving cycle in the route could be catgerozied as steady flow on the low average speeds. This results confirmed 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. In conclusion, the mototrcycle driving cycle on the route provide a basis for an extentesion survey of the motorcycle driving behavior in all urban arterial routes in Makassar city. We also expect that the results are useful in development an prediction model for motorcycle emission in further studies.

REFERENCES Abulebu, H., Ramli, M.I., and Harianto, T., (2012), A Study on the Motorcycle Speed of One-Directional Urban Roads in Makassar. Proceeding of the 15 th FSTPT International Symposium. 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.

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