‫ە‬A Case of Utilizing ResultsApplication of Probe Data to theEvaluation of Traffic Smoothness

HASHIMOTO Hiroyoshi, Researcher
KAWANO Tomohiko, Guest Researcher
MONMA Toshiyuki, Senior Researcher
UESAKA Katsumi, HeadTraffic Engineering Division, Road Department(Key words) Probe data, traffic smoothing, lost time
1. Application to the front line of policy planning(1) Preparing a common nationwide traffic smoothingevaluation index The Ministry of Land, Infrastructure, Transport andTourism has announced the results of a trial
calculation of total lost time nationwide performed at
the 12th session of the Road Subcommittee (August 3,2010) of the Panel on Infrastructure Development (Fig.
1).
This trial calculation was performed applying a losttime calculation method using probe data (drivingrecord data) obtained by ordinary automobiles whichis the object of research by the NILIM.
䖃 The඲ᅜ䛾䠍ᖺ㛫䛾ᦆኻ᫬㛫ྜィ䛿䚸⣙㻡㻜൨᫬㛫zannual total lost time nationwide is approximately 5 billion hours
۵Equivalent to about 40 hours per capita (approximately one week’s working hours)䕿ேཱྀ㻝ே䛒䛯䜚䚸⣙㻠㻜᫬㛫䠄䛚䜘䛭㻝㐌㛫ศ䛾ປാ᫬㛫䠅䛻┦ᙜ۵ Converted to money, it is approximately 11 trillion yen, which is equivalent to about䕿㔠㢠᥮⟬䛷䛿䚸⣙㻝㻝඙෇䚸㻳㻰㻼䛾⣙㻞䠂䛻┦ᙜ2% of GDPz
nationwide hourly loss rate is about 37%.
䖃 The඲ᅜ䛾᫬㛫ᦆኻ⋡䛿䚸⣙㻟㻣䠂

Standard required hours: approx. 8.3 ᦆኻ᫬㛫
Lost time:⣙㻡㻜൨᫬㛫
approx. 5ᇶ‽ᡤせ᫬㛫 ⣙㻤㻟൨᫬㛫billion hours
billion hours(time䠄᫬㛫ᦆኻ⋡loss rate: approx.
37%)⣙ 㻟㻣䠂䠅
Nationwide
hours of automobile use: approx.
13.3 billion hours඲ᅜ䛾⮬ື㌴฼⏝᫬㛫⣙㻝㻟㻟൨᫬㛫
Lost hours:䈜ᦆኻ᫬㛫䠖῰⁫➼䛜䛺䛔⮬⏤㉮⾜᫬䛻ẚ䜉䛶వィ䛻䛛䛛䜛᫬㛫
extra hours required compared with unrestricted driving free from congestion

Figure 1. Results of Trial Calculation of Total Lost
Time Nationwide(2) Clarifying the results of implementing measuresnationwide
Research findings obtained from the Public Test ofToll-free Operation of Expressways in 2010 have beenused to clarify the traffic smoothing effects ofwide-area change of the traffic flow (Fig. 2).Before public experiment♫఍ᐇ㦂๓

During♫఍ᐇ㦂୰public experiment

Kyoto-Tanba Roadி㒔୹Ἴ㐨㊰Kyoto-TanbaRoad Sections㻟㻜㼗㼙㻛㼔௨ୗி㒔୹Ἴ㐨㊰with speed less

Kyoto-TanbaRoadி㒔୹Ἴ㐨㊰than 30km/h halved䛾༊㛫䛜༙ῶ䛆ซ౛䛇
Legend:㻜䡚㻞㻜㼗㼙㻛㼔㻞㻜䡚㻟㻜㼗㼙㻛㼔㻟㻜䡚㻠㻜㼗㼙㻛㼔㻠㻜㼗㼙㻛㼔䡚䈜㻴㻞㻞㻚㻣㻚㻣ሗ㐨Ⓨ⾲㈨ᩱ
ͤ
From July 7, 2010 Press Release Document䛂ᖹᡂ㻞㻞ᖺᗘ㧗㏿㐨㊰↓ᩱ໬♫఍ᐇ㦂≧ἣ➼䡚䛃䜢Preparedbased on, “State of Traffic onᐇ㦂㛤ጞᚋ㻝㐌㛫䛾ᖹ⾜䛩䜛୍⯡㐨䛾஺㏻≧ἣ䛻䛴䛔䛶䡚㻵㼀㻿䜢ά⏝䛧䛯ほOrdinary Roads Running Parallel to Expressways During First Week after Beginningof䜒䛸䛻సᡂ
PublicTest of Toll-free Operation of Expressways in 2010 —State of Observations Using ITS—”


Figure 2. Example of Application to a Public Testof Toll-Free Operation of Expressways2. Application to the front line of project
implementation
(1) Diagnosis of state of congestion before and after anew road begins service Figure 3 shows the temporal and spatial distributionof traveling speed on National Highway No. 1 (sectionwith length of about 17km), which runs parallel to theDaini-Keihin Expressway (from the Hirakata-Higashi
IC to the Kadoma Junction) which was prepared usingprobe data obtained on this section of National
Highway No. 1 during two periods of about 1 month
before and 1 month after this section of theDaini-Keihin Expressway opened for service on
March 20, 2010.
 The distribution before the start of service hasshown that (1) taking the bottleneck intersection as thestart point of congestion, (2) congestion occurs fromafter 6:00 a.m. to 7:00 p.m. and (3) the longest
congestion occurs after 6:00 p.m.
The distribution after the start of service has shownthat almost all the congestion which occurred before
the start of service ended after service started,improving traffic smoothness.
To
Before start of⮳Kyotoி㒔౪⏝๓
service(3) Longest congestion䐡᭱䜒㛗䛔῰⁫䐟䝪䝖䝹䝛䝑䜽஺ᕪⅬ(1) Bottleneck
traffic point䠍

To⮳ Osaka኱㜰䠌᫬Beginning

6䠒hours᫬㻝㻥
19 hours䐠῰⁫䛾Ⓨ⏕᫬㛫(2) Congestion

occurrence hours᫬㻞㻟 hours23
᫬After start ofservice
౪⏝ᚋ





Travelingspeed (km/h)
᪑⾜㏿ᗘ䠄㼗㼙㻛㼔䠅㻜 㻝㻜 㻞㻜 㻟㻜 㻠㻜 㻡㻜 㻢㻜 㻣㻜 㻤㻜

Figure 3. Example of Diagnosis of Occurrence ofTraffic Congestion
3. Application to the front line of technical policy
research The NILIM is using probe data not only to support
the work cited above, but also for technical policy
research from the medium-term perspective, such as
research and development on time reliability
evaluation methods to achieve the final goal of
calculating convenience in order to evaluate projects(Fig. 4).‫ە‬A Case of Utilizing ResultsProbabledensity☜⋡ᐦᗘ

Requiredtime distribution after introductionᩚഛᚋ䛾ᡤせ᫬㛫ศᕸRequired time distribution before introductionᩚഛ๓䛾ᡤせ᫬㛫ศᕸᖹᆒAveragetime᫬㛫
reduction▷⦰Time
required when㻞㻜᪥䛻㻝ᅇ䛾๭ྜ䛷
Time
reliability improvement congestion᫬㛫ಙ㢗ᛶྥୖ౽┈occurs at abenefits (95% tile valueⓎ⏕䛩䜛῰⁫᫬䛻
of once in 20 days䠄䠕䠑䠂䝍䜲䝹್䛾▷⦰䠅 ratereduction)
せ䛩䜛᫬㛫

Averagevalue Average value㻥㻡㻑䝍䜲䝹್
95% tile value
ᖹᆒ್

ᖹᆒ್

95% tilevalue㻥㻡㻑䝍䜲䝹್

Requiredtime in a specified time period≉ᐃ᫬㛫ᖏ䛾ᡤせ᫬㛫

Figure 4. Image of Time Reliability Improvement
Benefits
(Traffic Engineering Division) HP:
http://www.nilim.go.jp/lab/gbg/index.htmࠚ

