Abstract. In overcome the problem of traffic jam which happening at Medan-Tebing Tinggi
pathway, especially at a certain point such as in at Pasar Bengkel and Kayu Besar intersection
during peak hours, an infrastructure has been built in, that is highway which connecting Medan-
Kualanamu-Tebing Tinggi. Medan-Kualanamu-Tebing Tinggi Highway (MKTT) will connect
Medan City with Tebing Tinggi, so that driver from Medan who will go to Tebing Tinggi won’t
pass the main road that is prone to traffic jams.
There is intersection which connecting arterial roads with every MKTT highway gate. At the
intersection, there is a conflict between vehicle flow from opposite direction and inter-crossing,
so that cause the delay and queue of vehicles along the intersection. That conflict happened
because an inaccurate design of intersection which drain off of flow vehicle from highway gate
to arterial road or vice versa. This problem needs consideration because traffic jam cause queue
and delay, especially at the peak hours and holiday, so that this intersection problem needs
evaluation of intersection performance at concourse between arterial road and ramp of Medan-
Kualanamu-Tebing Tinggi highway and design the geometric of intersection which appropriate
with this intersection.
From the result of the evaluation analysis, obtained the degree of saturation (DS) from
intersection at concourse between arterial road and ramp of Lubuk Pakam highway is 0,71 with
level of service is C, which means still worth using, so there is no need to change the intersection
geometry. While for intersection at Sei Rampah, the degree of saturation is 0,79 with level of
service is D, which means not feasible, requires a change in the geometry of the intersection
with a roundabout and traffic light signal. With the designed roundabout geometry, the degree
of saturation is 0,5 which means it is feasible to use.
4200
4000
3800
3600
3400
3200
Volume (smp/hour)
3000
2800
2600
2400
2200
2000
1800
1600
1400
1200
1000
800
600
400
200
13.00 - 14.00
00.00 - 01.00
06.00 - 07.00
07.00 - 08.00
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
11.00 - 12.00
12.00 - 13.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
19.00 - 20.00
20.00 - 21.00
21.00 - 22.00
22.00 - 23.00
23.00 - 24.00
01.00 - 02.00
02.00 - 03.00
03.00 - 04.00
04.00 - 05.00
05.00 - 06.00
Time
23-Mei-18 31-Jul-18
Fig. 3. Results of the LHR Survey at the intersection of the Arterial Road and Ramp Toll
Road in Lubuk Pakam
Source:Result of LHR Survey
2900
2800
2700
2600
2500
2400
2300
Volume (smp/hour)
2200
2100
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
06.00 - 07.00
07.00 - 08.00
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
11.00 - 12.00
12.00 - 13.00
13.00 - 14.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
19.00 - 20.00
20.00 - 21.00
21.00 - 22.00
22.00 - 23.00
23.00 - 24.00
00.00 - 01.00
01.00 - 02.00
02.00 - 03.00
03.00 - 04.00
04.00 - 05.00
05.00 - 06.00
Time
Fig. 4. Results of the LHR Survey at the intersection of the Arterial Road and Ramp Toll
Road in Sei Rampah
Source: Result of LHR Survey
IV.2 Geometric of Intersection the existing state can be seen in Fig. 5 and the
At the intersection that was reviewed geometry data can be seen in Table 1 and Fig.
was a signalized intersection with three arms. 6 in the Sei Rampah location and geometry
At the intersection of arterial roads and toll data can be seen in Table 2.
roads Lubuk Pakam, the geometry image in
Fig. 5. Existing Geometry of Intersection at the Intersection of Arterial and Ramp Roads of
Lubuk Pakam Highway
Sumber: Result of Survey and documentation
Table 1. Geometric Data on Arterial Road Intersection with Lubuk Pakam Toll Road Ramp
Approach to Minor Road Appro
the Main Road Appro Approach
Road Roads ach Road Roads
ach
Amou marki ide Amoun Width marki ide
Medi Width
nt of ngs (m) t of Median (m) ngs (m)
an (m)
lane lane
Fig. 5. Existing Geometry of Intersection at the Intersection of Arterial and Ramp Roads of
Sei Rampah Highway
Sumber: Result of Survey and documentation
Table 2. Geometric Data Intersection of Arterial Roads with Ramp Toll Sei Rampah
Approach to Minor Road Approa
the Main Road Appro Approach
Road Roads ch Road Roads
ach
Amou marki ide Amoun Width marki ide
Medi Width Med
nt of ngs (m) t of (m) ngs (m)
an (m) ian
lane lane
IV.3 Analysis results comes from the results of the LHR survey
The calculation of the signalized that has been carried out in a state of
intersection is carried out to determine the maximum LHR.
capacity and behavior of traffic. Data used
Table 3. Results of Recapitulation of Traffic Capacity and Behavior at the Intersection of
Arterial and Ramp Roads in Lubuk Pakam Highway
Averag Servic
Degr Average Average
Level e e
Capacity ee of Geometri Traffic
Appro Flow (Q) of intersec Level
(C) satur c Delay Delay
ach Servic tion of
ation (DG) (DT)
e delay Inters
(DS)
smp/hour smp/hour sec/smp sec/smp sec/smp ection
North 201,1 282,9 0,71 4,00 31,23 D
East 709,4 997,9 0,71 4,00 20,81 C 21,29 C
West 978,1 1375,9 0,71 3,85 12,01 B
Averag Servic
Degr Average Average
Level e e
Capacity ee of Geometri Traffic
Appro Flow (Q) of intersec Level
(C) satur c Delay Delay
ach Servic tion of
ation (DG) (DT)
e delay Inters
(DS)
smp/hour smp/hour sec/smp sec/smp sec/smp ection
North 320,7 408,5 0,79 4,00 36,56 D
East 778,4 991,5677 0,79 4,00 25,10 C 26,15 D
West 971,2 1237,167 0,79 3,60 15,42 B
2100
1900
1700
1500
1300
1100
900
700
500
300
13.00 - 14.00
00.00 - 01.00
06.00 - 07.00
07.00 - 08.00
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
11.00 - 12.00
12.00 - 13.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
19.00 - 20.00
20.00 - 21.00
21.00 - 22.00
22.00 - 23.00
23.00 - 24.00
01.00 - 02.00
02.00 - 03.00
03.00 - 04.00
04.00 - 05.00
05.00 - 06.00
Time
Fig. 8. Average Volume of LHR at the Intersection of Arterial and Ramp Roads Sei Rampah
Highway
Sumber: Survey LHR dan Hasil Analisa
IV.5.1 Roundabout Planning QDH,B = 15.521 × 0,07 = 1086 vehicle/hour
Determine the appropriate roundabout Major road currents = 902 + 1086 = 1.989
type based on life cycle cost analysis (BSH) vehicle/hour Minor road currents = 511 + 341
and traffic behavior for the following = 352 vehicle/hour
conditions: Considered turn ratio LT/RT = 15/15
Separation of directions = 1.989/352 = 5,66
Traffic: LHRU = 5.024 vehicle/day To choose an economical roundabout, the
LHRT = 12.891 vehicle/day total intersection must be adjusted.
LHRB = 15.521 vehicle/day Q1 = (1.989 + 352) × (1 + 0,0127) / (1 +
Annual traffic growth: 1,27% 0,065) = 2.226 vehicle/hour
(North Sumatra Province Transportation Based on Table 2.3.3: 1 pages 4-15 in MKJI
Agency) 1997 book, the roundabout needed to flow
Environment: Commercial 2,226 vehicle/hour is R10-11 with condition
Low side resistance LT/RT = 25/25 and ratio QMA/QMI = 1/1.
City size> 3 million people After determining the type of roundabout,
manufacture: then roundabout planning calculations.
Traffic flows in the LHR are converted to
plan clock currents (QDH) with factor k in 1. Geometric Roundabout Planning
Table A-2: 1 page 4-25 MKJI 1997 book. In planning a roundabout, planned
QDH,U = 5.024 × 0,07 = 352 vehicle/hour geometric roundabouts. The sketch of the
QDH,T = 12.891 × 0,07 = 902 vehicle/hour location geometry can be seen in Figure 9.
Fig. 9 Geometry Roundabout Sketches at the Intersection of Arterial and Ramp Roads Sei
Rampah Highway
Source: Results of Analysis