DISUSUN OLEH :
Christoporus A 18/431528/SV/15499
Puji syukur penyusun panjatkan kehadiran Allah SWT, yang telah memberikan rahmat
dan hidayahNya, sehingga kami dapat menyelesaikan Laporan Praktikum Teknik Perbaikan
Infrastruktur Transportasi ini dengan baik. Tujuan penulisan laporan ini agar mahasiswa dapat
memahami dan menerapkan semua ilmu dan teori perbaikan infrastruktur trasnportasi di masa
mendatang.
Dalam hal ini penyusun menyadari tanpa adanya pembimbingan, pengarahan, dan
bantuan dari semua pihak tentunya laporan ini tidak akan terselesaikan. Penyusun
menyampaikan terima kasih kepada :
1. Bapak Dr. Ir. Sindu Nuranto, M.S.,CWS selaku Kepala Departemen Teknik Sipil
Sekolah Vokasi Universitas Gadjah Mada.
2. Bapak Ir. Heru Budi Utomo, M.T. selaku Dosen Mata Kuliah Praktikum Gambar
Geometri Jalan Universitas Gadjah Mada.
3. Rekan – rekan mahasiswa/i Program Diploma Teknik Sipil Universitas Gadjah Mada,
atas kerja samanya dalam penyusunan laporan ini.
Laporan ini disusun sebagai persyaratan kelulusan mata kuliah Praktikum Teknik
Perbaikan Infrastruktur Transportasi. Semoga laporan ini dapat memberikan manfaat dan
menambah wawasan bagi kita semua. Apabila ada kesalahan dalam penulisan laporan ini,
penyusun mohon maaf kepada semua pembaca. Untuk itu penyusun memohon saran dan kritik
yang dapat membangun guna memperbaiki dan melengkapi penyusunan laporan ini.
Kelompok 9
ii |
DAFTAR ISI
COVER........................................................................................................................................ i
KESIMPULAN ............................................................................................................ 4
PERMASALAHAN ..................................................................................................... 5
PEMBAHASAN ........................................................................................................ 19
KESIMPULAN .......................................................................................................... 22
iii |
BAB III. SIMPANG TAK BERSINYAL................................................................................. 23
PERMASALAHAN ................................................................................................... 23
PEMBAHASAN ........................................................................................................ 34
KESIMPULAN .......................................................................................................... 35
PERMASALAHAN................................................................................................... 37
PEMBAHASAN ........................................................................................................ 40
PEMBAHASAN ........................................................................................................ 43
KESIMPULAN .......................................................................................................... 44
SARAN ...................................................................................................................... 44
iv |
DAFTAR TABEL
v|
DAFTAR GAMBAR
vii |
BAB I
ARUS, VOLUME, DAN KECEPATAN
DATA ANALISIS
Tabel 1. 1 Data arus, volume, dan kecepatam
Us k
Jenis Kendaraan q Arus
Periode Smp Kecepatan Kerapatan
LV HV MC UM Smp/Jam Km/jam Smp/km
08.40-08.45 55 0 140 3 111 1332 23,5 56,681
08.45-08.50 53 0 157 0 115,8 1389,6 16,571 83,855
08.50-08.55 42 1 150 3 103,3 1239,6 18,111 68,444
08.55-09.00 44 0 164 2 109,6 1315,2 15,893 82,754
09.00-09.05 56 0 156 1 118,4 1420,8 16,571 85,738
09.05-09.10 65 1 131 0 118,7 1424,4 15,143 94,064
09.10-09.15 72 0 170 0 140 1680 14,893 112,806
09.15-09.20 63 1 118 0 111,5 1338 14,885 89,891
09.20-09.25 56 0 168 1 123,2 1478,4 15,036 98,326
09.25-09.30 72 1 165 0 139,3 1671,6 14,714 113,604
09.30-09.35 59 2 158 2 124,8 1497,6 16,107 92,977
09.35-09.40 66 0 174 1 135,6 1627,2 14,464 112,498
09.40-09.45 70 0 169 4 137,6 1651,2 18,786 87,897
09.45-09.50 67 2 143 1 126,8 1521,6 19,536 77,888
09.50-09.55 70 1 160 0 135,3 1623,6 17,464 92,967
09.55-10.00 64 1 194 0 142,9 1714,8 19,929 86,047
10.00-10.00 73 3 161 2 141,3 1695,6 18,893 89,748
10.00-10.10 58 2 160 0 124,6 1495,2 22,357 66,878
10.10-10.15 53 0 191 0 129,4 1552,8 22,464 69,123
10.15-10.20 71 0 169 0 138,6 1663,2 22,393 74,274
10.20-10.25 65 3 162 1 133,7 1604,4 19,714 81,383
10.25-10.00 64 1 187 0 140,1 1681,2 20,393 82,441
10.30-10.35 55 1 139 1 111,9 1342,8 27 49,733
1|
10.35·10.40 59 2 163 1 126,8 1521,6 16,429 92,619
10.40-10.45 53 1 165 0 120,3 1443,6 16,286 88,642
10.45 10.50 55 0 176 3 125,4 1504,8 17,25 87,235
10.50-10.55 74 2 181 2 149 1788 18,857 94,818
10.55-11.00 75 3 151 0 139,3 1671,6 15,643 106,860
11.00-11.05 84 1 163 1 150,5 1806 16,714 108,051
11.05-11.10 66 8 102 0 117,2 1406,4 16,000 87,9
11.10-11.15 77 1 107 2 121,1 1453,2 16,692 87,058
11.15-11.20 72 1 121 1 121,7 1460,4 16,571 88,128
11.20-11.25 71 2 136 0 128 1536 17,464 87,951
11.25-11.30 71 2 101 0 114 1368 20,179 67,795
11.30-11.35 62 0 115 1 108 1296 17,333 74,769
ANALISIS STATICA
Berdasarkan hasil analisis ulang dilakukan menggunakan software Statistica,
maka diperoleh hasil sebagai berikut.
2|
Gambar 1. 2 Grafik Hubungan Antara Arus dan Kerapatan 31,9105(98) – 0,161 x (98)2
3|
KESIMPULAN
1. Nilai Us = 31,9105 – 0,161(x)
2. Nilai Kj = 198,201863354
3. Arus maksimum = 31,9105(98) – 0,161 x (98)2
= 1580,985 smp/jam
4|
BAB II
SIMPANG BERSINYAL
PERMASALAHAN
Sebuah simpang perlu dilakukan analisa terhadap kinerjanya untuk mengetahui
tingkat pelayanannya. Karena pentingnya fungsi simpang yang menjadikan tingkatan
pelayannya perlu diperhatikan. Tingkat pelayanan pada suatu simpang dapat dilihat dari
kinerja simpang tersebut. Kinerja simpang ditunjukkan oleh beberapa aspek, seperti
kapasitas, derajat kejenuhan, tundaan, dan juga antrian. Analisa terhadap simpang,
diperhitungkan dengan menggunakan metode Manual Kapasitas Jalan Indonesia (MKJI)
yang diterbitkan tahun 1997. MKJI telah dikemas dalam bentuk software, untuk
mempermudah perhitungan, yang bernama KAJI. Software tersebut dapat menganalisis
kinerja simpang bersinyal maupun tidak bersinyal. Untuk simpang bersinyal, formulir
yang diisikan mulai dari SIG 1 sampai dengan SIG 5. Pada kasus ini, simpang Jl. Dr.
Sardjito (Jembatan Jetis) akan di analisa kinerjanya dengan menggunakan software
KAJI.
5|
Interval Waktu : 09.00-09.15, 09.15-09.30, 09.30-09.45, 09.45-10.00, dan
seterusnya (setiap 15 menit).
Jumlah Penduduk : 500.000 jiwa
Geometri Simpang
Simpang Jl. Dr. Sardjito (Jembatan Jetis) ini memiliki geometri jalan
seperti pada gambar 2.1 yang memiliki 4 kaki simpang dan arah pergantian
gerakan kendaraan mengikuti arah jarum jam/clockwise (CW). Berdasarkan
geometri simpang tersebut, didapatkan jarak konflik dari stop line ke konflik
yang kritis pada setiap fase. Seperti pada gambar 2.2 dan diperjelas pada tabel
2.1
6|
Gambar 2. 2 Jarak konflik dari stop line ke konflik yang kritis
Tabel 2. 1 Jarak konflik
Jarak Konflik T S B U
U 20,65+5-16,9
S 20,15+5-14,4
T 24,05+5-13,95
B 15,025+5-14,45
Kondisi di Lapangan
Tabel 2. 2 Formulir kondisi lapangan
Tipe Jarak ke Lebar pendekat (m)
Hambatan Belok kiri
Kode pendekat lingkungan Median Kelandaian kendaraan Pendekat Masuk Belok kiri langsung Keluar
samping langsung
jalan parkir (m) WA WENTRY WLTOR WEXIT
U com R Y 0 Y - 6,575 4,3 2,5 4,3
S com R Y 0 Y - 6 3,5 2,5 3,5
T com R Y 0 Y - 6,9 4,4 2,5 4,4
B com R Y 0 Y - 6,575 6,575 0 6,575
Tipe Lingkungan
Kriteria
Jalan
Lahan yang digunakan untuk kepentingan komersial,
misalnya langsung baik bagi pejalan kaki maupun
Komersial (Com) kendaraan, pertokoan, rumah makan, perkantoran,
dengan jalan masuk langsung baik bagi pejalan kaki
maupun kendaraan.
Lahan yang digunakan untuk tempat tinggal dengan
Pemukiman jalan masuk langsung baik bagi pejalan kaki maupun
kendaraan.
Lahan tanpa jalan masuk langsung atau sangat terbatas,
Akses terbatas misalnya karena adanya penghalang fisik, akses harus
melalui jalan samping.
Sumber : Manual Kapasitas Jalan Indonesia 1997
8|
Arus berangkat pada tempat masuk dan keluar
Rendah (L) simpang tidak terganggu dan tidak berkurang oleh
hambatan samping
Sumber : Manual Kapasitas Jalan Indonesia 1997
Pengaturan Simpang
Tabel 2. 5 Pengaturan simpang
Durasi Sinyal
Pendekat/
Fase Cycle Loss
Approach Merah Kuning Hijau Intergreen Allred
time time
Lengan Utara 1 133 2 41 5 2 176 5
Lengan Selatan 3 136 3 38 6 2 177 5
Lengan Timur 2 156 2 17 5 2 175 5
Lengan Barat 4 153 2 21 5 2 176 5
Volume Kendaraan
Dari semua kendaraan yang tercatat, dikelompokkan berdasarkan
kelompok kendaraan (LV, HV, UM, MC) dan juga arah (LT/LTOR, ST, RT)
per interval 60 menit (1 jam). Kemudian diambil jam puncak yang memiliki
volume kendaraan paling banyak pada masing-masing kelompok waktu untuk
dimasukkan kedalam analisis dengan software KAJI, yaitu pada formulir SIG 2.
Pada kasus ini, volume puncak terjadi pada jam 06.15-07.15 WIB.
9|
Tabel 2. 6 Jam puncak pagi pukul 06.15-07.15
Kendaraan
Kendaraan Sepeda Motor Kendaraan tak
Lengan/ kaki Ringan
ARAH Berat (HV) (MC) bermotor (UM) JUMLAH
simpang (LV)
(kend/jam) (kend/jam) (kend/jam)
(kend/jam)
LT/LTOR 8 99 584 6 697
ST 3 257 779 9 1048
UTARA (U)
RT 0 31 95 1 127
TOTAL 11 387 1458 16 1872
LT/LTOR 4 65 180 10 259
ST 13 214 868 8 1103
SELATAN (S)
RT 2 105 716 13 836
TOTAL 19 384 1764 31 2198
LT/LTOR 1 76 395 7 479
ST 0 63 209 6 278
TIMUR (T)
RT 1 29 203 1 234
TOTAL 2 168 807 14 991
LT/LTOR 3 51 184 5 243
ST 10 219 707 0 936
BARAT (B)
RT 2 26 134 2 164
TOTAL 15 296 1025 7 1343
6404
ANALISIS DATA
Analisa dengan menggunakan bantuan software KAJI dilakukan untuk membantu
perhitungan kinerja simpang.
10 |
Kemudian tampilan berikut akan muncul, lalu mengklik “Begin New Case”
11 |
Gambar 2. 6 SIG-1 Pengisian identitas simpang
c) Pada bagian kiri tengah, mendefinisikan pendekat menggunakan Utara, Timur,
Selatan, dan Barat untuk menamakannya
12 |
Gambar 2. 8 SIG-1 Pengisian pengaturan sinyal
e) Pada bagian bawah, memasukkan data kondisi lainnya seperti, tipe lingkungan
jalan, jenis hambatan samping, median, kelandaian, belok kiri langsung, dan
seterusnya seperti data pada tabel 2.2.
13 |
Gambar 2. 10 SIG-2 pengisian jumlah kendaraan
4) Waktu antar hijau dan waktu hilang
Pada formulir SIG-3 (Lost time) ini mengisikan :
a) Pada baris tabel atas, terdapat pendekat yang sudah didefinisikan pada formulir
SIG-1 dimasukkan kembali di tabel ini.
14 |
Gambar 2. 12 SIG-3 mengisi data jarak arus konflik
c) Pada bagian bawah, memasukkan data urutan fase dan juga Amber (waktu
kuning) dan Allread (waktu merah) berdasarkan tabel 2.5.
Gambar 2. 13 SIG-3 mengisi urutan fase serta waktu “Amber” dan “Allread”
5) Penentuan waktu sinyal dan kapasitas
Pada formulir SIG-4 (Analysis) ini, tidak mengubah atau memasukkan data
apapun.
15 |
Gambar 2. 14 Hasil pada SIG-4
6) Panjang antrian, kendaraan terhenti, dan tundaan
Pada formulir SIG-5 (Result) merupakan rangkuman hasil analisis dari model
simpang ini dan merupakan formulir terakhir dalam rangkaian hitungan software
KAJI.
16 |
+----------+-----------+----------+--------+--------+---------+---------+------------------------------------+-------+---------+
| | | Side | Median |Gradient|Left-turn|Distance | -------- W I D T H S (m) -------- | Sepa- | |
| Approach | Road | friction | Y/N | + or - | on red |to parked|Approach| Entry |LTOR-lane| Exit | rate | One-way |
| code |environment| Hi/Med/Lo| | in % | Y/N | veh (m) | W,appr |W,entry | W,LTOR | W,exit |RT-lane| street |
| (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (Y/N) | (Y/N) |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| N2 U | COM | Low | Yes | 0.00 | Yes | NA | 6.58 | 4.30 | 2.50 | 4.30 | Yes | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| S2 S | COM | Low | Yes | 0.00 | Yes | NA | 6.00 | 3.50 | 2.50 | 3.50 | Yes | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| E2 T | COM | Low | Yes | 0.00 | Yes | NA | 6.90 | 4.40 | 2.50 | 4.40 | Yes | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| W2 B | COM | Low | Yes | 0.00 | Yes | NA | 6.58 | 6.58 | 0.00 | 6.58 | Yes | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| | | | | | | | | | | | | |
+----------+-----------+----------+--------+--------+---------+---------+--------+--------+---------+--------+-------+---------+
| Program version 1.10F| Date of run: 210320/10:18 | |
+----------------------+----------------------------+--------------------------------------------------------------------------+
+----------------------------+-----------------------------------------------------------------+----------------------------------+
| K A J I | City : Yogyakarta | Date : 16 Februari 2017 |
| SIGNALISED INTERSECTIONS +-----------------------------------------------------------------+ Handled by: Kelas B 2015 |
| Form SIG-2 : TRAFFIC FLOWS | Intersection: Jl. Dr. Sardjito (Jembatan Jetis) | Case : 4 Fase |
| Purpose : Operation | | Period : Jam 09.00-12.00 |
+--------+-------+-----------+-----------------------------------------------------------------+-------------------+--------------+
| | | - - - - - - T R A F F I C F L O W M O T O R I S E D V E H I C L E S ( M V ) - - - - - - | UNMOTORISED |
|Approach| Move- | Light Vehicles | Heavy Vehicles | Motorcycles (MC) | T O T A L | | VEHICLES |
| | ment |pce,protected = 1.00|pce,protected = 1.30|pce,protected = 0.20| Motor Vehicles | Ratio of |(pce,prot=0.5)|
| | |pce,opposed = 1.00|pce,opposed = 1.30|pce,opposed = 0.40| MV | turning |(pce,opp.=1.0)|
| | +------+-------------+------+-------------+------+-------------+------+-------------+------+------+ | Ratio |
| | | | pcu/h | | pcu/h | | pcu/h | | pcu/h | p | p | UM | UM/MV |
| | | veh/h| Prot.| Opp. | veh/h| Prot.| Opp. | veh/h| Prot.| Opp. | veh/h| Prot.| Opp. | LT | RT |veh/h |(12/17)|
| (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | (15) | (16) | (17) | (18) |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
|N2 U|LT/LTOR| 8 | 8 | 8 | 99 | 129 | 129 | 584 | 117 | 234 | 691 | 254 | 370 | 0.32 | | 6 | 0.01 |
| | ST | 3 | 3 | 3 | 257 | 334 | 334 | 779 | 156 | 312 | 1039 | 493 | 649 | | | 9 | 0.01 |
| | RT | 0 | 0 | 0 | 31 | 40 | 40 | 95 | 19 | 38 | 126 | 59 | 78 | | 0.07 | 1 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | 11 | 11 | 11 | 387 | 503 | 503 | 1458 | 292 | 584 | 1856 | 806 | 1097 | | | 16 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
|S2 S|LT/LTOR| 4 | 4 | 4 | 65 | 85 | 85 | 180 | 36 | 72 | 249 | 125 | 161 | 0.14 | | 10 | 0.04 |
| | ST | 13 | 13 | 13 | 214 | 278 | 278 | 868 | 174 | 347 | 1095 | 465 | 638 | | | 8 | 0.01 |
| | RT | 2 | 2 | 2 | 105 | 137 | 137 | 716 | 143 | 286 | 823 | 282 | 425 | | 0.32 | 13 | 0.02 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | 19 | 19 | 19 | 384 | 500 | 500 | 1764 | 353 | 705 | 2167 | 872 | 1224 | | | 31 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
|E2 T|LT/LTOR| 1 | 1 | 1 | 76 | 99 | 99 | 395 | 79 | 158 | 472 | 179 | 258 | 0.47 | | 7 | 0.01 |
| | ST | 0 | 0 | 0 | 63 | 82 | 82 | 209 | 42 | 84 | 272 | 124 | 166 | | | 6 | 0.02 |
| | RT | 1 | 1 | 1 | 29 | 38 | 38 | 203 | 41 | 81 | 233 | 79 | 120 | | 0.21 | 1 | 0.00 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | 2 | 2 | 2 | 168 | 219 | 219 | 807 | 162 | 323 | 977 | 382 | 544 | | | 14 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
|W2 B|LT/LTOR| 3 | 3 | 3 | 51 | 66 | 66 | 184 | 37 | 74 | 238 | 106 | 143 | 0.18 | | 5 | 0.02 |
| | ST | 10 | 10 | 10 | 219 | 285 | 285 | 707 | 141 | 283 | 936 | 436 | 578 | | | 0 | 0.00 |
| | RT | 2 | 2 | 2 | 26 | 34 | 34 | 134 | 27 | 54 | 162 | 63 | 89 | | 0.10 | 2 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | 15 | 15 | 15 | 296 | 385 | 385 | 1025 | 205 | 411 | 1336 | 605 | 810 | | | 7 | 0.01 |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| |LT/LTOR| | | | | | | | | | | | | | | | |
| | ST | | | | | | | | | | | | | | | | |
| | RT | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| | Total | | | | | | | | | | | | | | | | |
+--------+-------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+------+-------+
| Program version 1.10F | Date of run: 210320/10:18 | |
+-----------------------+---------------------------+-----------------------------------------------------------------------------+
17 |
+-------------------------------+---------------------------------------------------+----------------------------------+
| KAJI- SIGNALISED INTERSECTIONS| City : Yogyakarta | Date : 16 Februari 2017 |
| Form SIG-3: CLEARANCE TIME, +---------------------------------------------------+ Handled by: Kelas B 2015 |
| LOST TIME | Intersection: | Case : 4 Fase |
| Purpose : Operation | Jl. Dr. Sardjito (Jembatan Jetis) | Period : Jam 09.00-12.00 |
+---------------+---------------+---------------------------------------------------+---------------------------+------+
| EVAC. TRAFFIC | A D V A N C I N G T R A F F I C | |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+Allred|
|Approach| Speed|Approach | T ST| S ST| B ST| U ST| | | | | time |
| | Ve +-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+ |
| | m/sec|Speed Va m/sec | 10.0 | 10.0 | 10.0 | 10.0 | 10.0 | | | | (sec)|
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
|N2 U| 10.00|Dist Evac+Vehlen-Adv(m)|21+ 5-17| 0+ 0- 0| 0+ 0- 0| 0+ 0- 0| + - | + - | + - | + - | |
| | |Time evac-adv (sec) | 2.6-1.7| 0.0-0.0| 0.0-0.0| 0.0-0.0| - | - | - | - | 0.90 |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
|S2 S| 10.00|Dist Evac+Vehlen-Adv(m)| 0+ 0- 0| 0+ 0- 0|20+ 5-14| 0+ 0- 0| + - | + - | + - | + - | |
| | |Time evac-adv (sec) | 0.0-0.0| 0.0-0.0| 2.5-1.4| 0.0-0.0| - | - | - | - | 1.10 |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
|E2 T| 10.00|Dist Evac+Vehlen-Adv(m)| 0+ 0- 0|24+ 5-14| 0+ 0- 0| 0+ 0- 0| + - | + - | + - | + - | |
| | |Time evac-adv (sec) | 0.0-0.0| 2.9-1.4| 0.0-0.0| 0.0-0.0| - | - | - | - | 1.50 |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
|W2 B| 10.00|Dist Evac+Vehlen-Adv(m)| 0+ 0- 0| 0+ 0- 0| 0+ 0- 0|15+ 5-14| + - | + - | + - | + - | |
| | |Time evac-adv (sec) | 0.0-0.0| 0.0-0.0| 0.0-0.0| 2.0-1.4| - | - | - | - | 0.60 |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
| | |Dist Evac+Vehlen-Adv(m)| + - | + - | + - | + - | + - | + - | + - | + - | |
| | |Time evac-adv (sec) | - | - | - | - | - | - | - | - | |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
| | |Dist Evac+Vehlen-Adv(m)| + - | + - | + - | + - | + - | + - | + - | + - | |
| | |Time evac-adv (sec) | - | - | - | - | - | - | - | - | |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
| | |Dist Evac+Vehlen-Adv(m)| + - | + - | + - | + - | + - | + - | + - | + - | |
| | |Time evac-adv (sec) | - | - | - | - | - | - | - | - | |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
| | |Dist Evac+Vehlen-Adv(m)| + - | + - | + - | + - | + - | + - | + - | + - | |
| | |Time evac-adv (sec) | - | - | - | - | - | - | - | - | |
+--------+------+-----------------------+--------+--------+--------+--------+--------+--------+--------+--------+------+
| Dimensioning times between phases (sec) | Amber |Allred|
+------------------------------------------------------------------------------------------------------+--------+------+
| Phase 1 ---> Phase 2 | 3.0 | 2.0 |
| Phase 2 ---> Phase 3 | 3.0 | 2.0 |
| Phase 3 ---> Phase 4 | 3.0 | 2.0 |
| Phase 4 ---> Phase 1 | 3.0 | 2.0 |
| Phase 0 ---> Phase 0 | 0.0 | 0.0 |
| Phase 0 ---> Phase 0 | 0.0 | 0.0 |
+------------------------------------------------------------------------------------------------------+--------+------+
| Lost time (LTI) = Total allred + amber time (sec/cycle) | 20.00 |
+-----------------------+---------------------------+--------------------------------------------------+---------------+
| Program version 1.10F | Date of run: 210320/10:18 | |
+-----------------------+---------------------------+------------------------------------------------------------------+
+-------------------------------------------+--------------------------------------------------------------------+--------------------------------------+
| K A J I - SIGNALISED INTERSECTIONS | City : Yogyakarta | Date : 16 Februari 2017 |
| Form SIG-4 : SIGNAL TIMING, +--------------------------------------------------------------------+ Handled by: Kelas B 2015 |
| CAPACITY | Intersection : Jl. Dr. Sardjito (Jembatan Jetis) | Case : 4 Fase |
| Purpose : Operation | | Period : Jam 09.00-12.00 |
+-------------------------------------------+--------------------------------------------------------------------+--------------------------------------+
| Traffic flows, pcu/h (Protected + Opposed)| EXISTING SIGNAL SETTINGS DISPLAY (no arrows for zero flows) |
| +-----------------+-----------------+-----------------+-----------------+-----------------+-----------------+
| |Phase 1 |Phase 2 |Phase 3 |Phase 4 |Phase 5 |Phase 6 |
| | U | U | U | U | | |
| U | | | | | | | |
| P:59 | P:254 | <-+-> | LTOR | LTOR | LTOR | | |
| O:78 -+- O:370 | v | | | | | |
| P:493 | | | | | | |
| O:649 | | | | | | |
| | | | | | | |
| | | | | | | |
| P:106 P:79 | | | | | | |
| O:143 O:120 | | | | | | |
| B --+- P:436 P:124 -+-- T | B T| B T| B T| B T| | |
| P:63 O:578 O:166 P:179 | | ^ | | ^ | | |
| O:89 O:258 | LTOR LTOR | LTOR <-+-- | LTOR LTOR | --+-> LTOR | | |
| | | v | | v | | |
| | | | | | | |
| | | | | | | |
| P:465 | | | | | | |
| O:638 | | | | | | |
| P:125 -+- P:282 | | | | | | |
| O:161 | O:425 | | | | | | |
| S | | | ^ | | | |
| | LTOR | LTOR | <-+-> | LTOR | | |
| | | | | | | | |
| | S | S | S | S | | |
+--------+---------+----+-----------------+-+-------+-------+-+-----------------+-----------------+------------+----+----+-----+-----++----+-----+------+
|Approach|Green in |Appr| Ratio of turn- | RT-flow |Effect.| Base | Saturation flow correction factors|Adjust.| Traffic |Flow |Phase|Green|Capa-|Degree|
| code |phase |type| ing vehicles | pcu/h | width | satu-| All approach types |Only type P| sat. | flow |ratio|ratio|time |city | of |
| |no.|Split| +-----+-----+-----+----+----+ (m) |ration|City| Side |Grad-|Park-|Right|Left | flow | |LT,| FR | PR= |(sec)|pcu/h| satu-|
| | |if 2-| |p | p | p | Own|Opp.| '*' if| flow |size|frict.|ient | ing |turns|turns|pcu/hg |pcu/h|ST,| |FRcr | | S*g |ration|
| | |phase| | LTOR| LT | RT | dir|dir | W,exit| So |Fcs | Fsf | Fg | Fp | Frt | Flt | S | Q |or | Q/S | /IFR| g | =C | Q/C |
| (1) |(2)|green| (3)| (4) | (5) | (6) | (7)|(8) | (9) | (10) |(11)| (12) | (13)| (14)| (15)|(16) | (17) |(18) |RT |(19) |(20) |(21) |(22) | (23) |
+--------+---+-----+----+-----+-----+-----+----+----+-------+------+----+------+-----+-----+-----+-----+-------+-----+---+-----+-----+-----+-----+------+
|N2 U| 1 | | P | 0.32| 0.00| 0.07| 59| 0| 4.07 | 2445|0.88| 0.946| 1.00| 1.00| 1.00|1.00 | 2035 | 552| SR|0.271| | 41.0| 605| 0.912|
|S2 S| 3 | | P | 0.14| 0.00| 0.32| 282| 0| 3.50 | 2100|0.88| 0.943| 1.00| 1.00| 1.00|1.00 | 1743 | 747| SR|0.429| | 17.0| 215| 3.474|
|E2 T| 2 | | P | 0.47| 0.00| 0.21| 79| 0| 4.40 | 2640|0.88| 0.943| 1.00| 1.00| 1.00|1.00 | 2191 | 203| SR|0.093| | 38.0| 603| 0.337|
|W2 B| 4 | | P | 0.18| 0.00| 0.10| 63| 0| 6.58 | 3945|0.88| 0.948| 1.00| 1.00| 1.00|1.00 | 3289 | 605|LSR|0.184| | 21.0| 501| 1.208|
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | | | | | | | | | | | |
+--------+---+-----+----+-----+-----+-----+----+----+-------+------+----+------+-----+-----+-----+-----+-------+-----+---+-----+-----+-----+-----+------+
| Total lost time, LTI : 21.0 sec | Unadj. cycle time Cua : 138.0 sec | Correction factors are NOT shown if | IFR : 0.976 (= sum of FRcrit) |
| | Adjusted cycle time, c: sec | adj. saturation flow is user input. |Efficiency: 1.129 (= IFR + LTI/c) |
+-----------------------------------+-----------------------------------+--------------------------------------+----------------------------------------+
| Comments: Form SIG-1 settings used for calculations! |
| Comments: |
+-----------------------+---------------------------+---------------------------------------------------------------------------------------------------+
| Program version 1.10F | Date of run: 210320/10:18 | |
+-----------------------+---------------------------+---------------------------------------------------------------------------------------------------+
18 |
+----------------------------------+-------------------------------------------------------------------+----------------------------------+
| KAJI - SIGNALISED INTERSECTIONS | City : Yogyakarta | Date : 16 Februari 2017 |
| | Intersection: Jl. Dr. Sardjito (Jembatan Jetis) | Handled by: Kelas B 2015 |
| Form SIG-5: QUEUE LENGTH, +-------------------------------------------------------------------+----------------------------------+
| STOP RATE, DELAY | Cycle time : 138.0 sec | Case : 4 Fase |
| Purpose : Operation | Prob. for overloading: 5.00 % | Period : Jam 09.00-12.00 |
+--------+-------------+------+----+---+-----+---------------------------+------+------+------+--------+----------------------------------+
| | FLOW (pcu/h)| Capa-| Degree |Green|No of queuing vehicles(pcu)|Queue | Stop |No. of| Delay |
|Approach| | Q | city |of satu-|ratio+-----+-----+--------+------+Length| Rate |stops +-----------+-----------+---------+---------+
| code |Qentry| Used | | ration | | | | Total | | | NS | | Avg.Delay | Avg.Delay |Avg.Delay|Tot Delay|
| | excl.| in | | | gr= | NQ1 | NQ2 | NQ = |NQmax | Ql(m)|stops | NSV | Traffic | Geometric | D=DT+DG | D * Q |
| | LTOR | SIG-4| | DS=Q/C | g/c | | | NQ1+NQ2| | | /pcu| pcu/h|DT(sec/pcu)|DG(sec/pcu)| sec/pcu | sec |
| (1) | | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | (15) | (16) |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|N2 U| 552 | 552 | 605 | 0.912 |0.297| 4.08|20.40| 24.48 | 34 | 158 | 1.041| 575 | 71.04 | 4.00 | 75.04 | 41424 |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|S2 S| 747 | 747 | 215 | 3.474 |0.123|267.2|43.89| 311.09 | 432 | 2469 | 9.778| 7304 | 4566.7 | 4.00 | 4570. | 3414337 |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|E2 T| 203 | 203 | 603 | 0.337 |0.275| 0.00| 6.22| 6.22 | 9 | 41 | 0.719| 146 | 39.93 | 3.53 | 43.47 | 8824 |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|W2 B| 605 | 605 | 501 | 1.208 |0.152|55.21|24.09| 79.30 | 110 | 335 | 3.077| 1862 | 457.49 | 4.00 | 461.4 | 279199 |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
| | | | | | | | | | | | | | | | | |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|LTOR,all| 558 | 558 | | | | | | | | | | | 0.00 | 6.00 | 6.00 | 3348 |
+--------+------+------+------+--------+-----+-----+-----+--------+------+------+------+------+-----------+-----------+---------+---------+
|Flow adj(Qadj): 0 | | Total: 9887 | Total delay(sec): 3747132 |
+----------------------+ +------------------------------------+-------------------------------------------+
|Tot flow : 2665(Qtot)| | Mean number of stops/pcu: 3.71 | Mean intersection delay(sec/pcu): 1406.05 |
+----------------------+ +------------------------------------+-------------------------------------------+
| Comments Results indicate US-HCM85 level-of-service F |
+-----------------------+---------------------------+-------------------------------------------------------------------------------------+
| Program version 1.10F | Date of run: 210320/10:18 | |
+-----------------------+---------------------------+-------------------------------------------------------------------------------------+
PEMBAHASAN
Kapasitas Simpang (C)
Kapasitas adalah kemampuan simpang untuk menampung arus lalu
lintas maksimum per satuan waktu dinyatakan dalam smp/jam.
Tabel 2. 7 Nilai kapasitas hasil analisis
19 |
Tabel 2. 8 Hasil analisis derajat kejenuhan
Panjang Antrian
Panjang antrian adalah jumlah dari kendaraan yang tersisa pada fase
sebelumnya (NQ1) dengan jumlah kendaraan yang datang pada saat lampu
merah (NQ2).
Tabel 2. 9 Hasil analisa antrian kendaraan
Waktu Arah NQ1 (smp) NQ2 (smp) Total NQ (smp) NQmax (smp) Panjang Antrian (m)
U 4,08 20,4 24,48 34 158
S 267,2 43,89 311,09 432 2469
06.15-07.15
T 0 6,22 6,22 9 41
B 55,21 24,09 79,3 110 335
Tundaan (Delay)
Tundaan adalah rata-rata waktu tunggu tiap kendaraan yang masuk
dalam pendekat. Tundaan tersebut terdiri dari 2 komponen, yaitu tundaan lalu
lintas (DT) dan tundaan geometrik (DG).
DT DG D Total delay
Waktu Arah
(detik/smp) (detik/smp) (detik/smp) (detik)
U 71,04 4 75,04 41424
06.15-07.15 S 4566,7 4 4570,7 3414337
T 39,93 3,53 43,47 8824
20 |
B 457,49 4 461,4 279199
Hasil dari analisis dengan software KAJI, didapatkan hasil tertera pada
rekapan tabel berikut ini:
Tabel 2. 12 Rekapan hasil analisis dengan KAJI
Derajat Tingkat
Waktu Arah D
Kejenuhan Pelayanan
U 0,912 75,04 E
S 3,474 4570,7 F
06.15-07.15
T 0,337 43,47 D
B 1,208 461,4 F
Dari data diatas, simpang Jl. Dr. Sardjito (Jembatan Jetis) memiliki
tingkat pelayanan D, E dan F (dominan F), yang memiliki kondisi seperti
berikut, (berdasarkan Permenhub No. KM 14 Tahun 2006)
21 |
2) Kepadatan lalu lintas rendah hambatan internal lalu lintas belum
mempengaruhi kecepatan
3) Pengemudi masih punya cukup kebebasan untuk memilih kecepatannya dan
lajur jalan yang digunakan.
KESIMPULAN
Analisis simpang Jl. Dr. Sardjito (Jembatan Jetis) dengan bantuan software KAJI
ini memberikan beberapa kesimpulan, yaitu:
1) Simpang Jl. Dr. Sardjito (Jembatan Jetis) memiliki tingkat pelayanan B, E dan F
(dominan F), berdasarkan derajat kejenuhan dan juga tundaan.
2) Perlunya alternatif pemecah masalah pada simpang Jl. Dr. Sardjito (Jembatan Jetis),
untuk meningkatkan tingkat pelayanan jalan.
22 |
BAB III
SIMPANG TAK BERSINYAL
PERMASALAHAN
Sebuah simpang perlu dilakukan analisa terhadap kinerjanya untuk mengetahui
tingkat pelayanannya. Karena pentingnya fungsi simpang yang menjadikan tingkatan
pelayannya perlu diperhatikan. Tingkat pelayanan pada suatu simpang dapat dilihat dari
kinerja simpang tersebut. Kinerja simpang ditunjukkan oleh beberapa aspek, seperti
kapasitas, derajat kejenuhan, tundaan, dan juga antrian. Analisa terhadap simpang,
diperhitungkan dengan menggunakan metode Manual Kapasitas Jalan Indonesia (MKJI)
yang diterbitkan tahun 1997. MKJI telah dikemas dalam bentuk software, untuk
mempermudah perhitungan, yang bernama KAJI. Software tersebut dapat menganalisis
kinerja simpang bersinyal maupun tidak bersinyal. Untuk simpang tak bersinyal, formulir
yang diisikan mulai dari USIG 1 sampai dengan USIG 2. Pada kasus ini, simpang Jl.
Selokan Mataram dan Jl. Perumnas akan di analisa kinerjanya dengan menggunakan
software KAJI.
Tipe Lingkungan
Kriteria
Jalan
Lahan yang digunakan untuk kepentingan komersial,
Komersial (Com) misalnya langsung baik bagi pejalan kaki maupun
kendaraan, pertokoan, rumah makan, perkantoran,
24 |
dengan jalan masuk langsung baik bagi pejalan kaki
maupun kendaraan.
Lahan yang digunakan untuk tempat tinggal dengan
Pemukiman jalan masuk langsung baik bagi pejalan kaki maupun
kendaraan.
Lahan tanpa jalan masuk langsung atau sangat terbatas,
Akses terbatas misalnya karena adanya penghalang fisik, akses harus
melalui jalan samping.
Sumber : Manual Kapasitas Jalan Indonesia 1997
Volume Kendaraan
Dari semua kendaraan yang tercatat, dikelompokkan berdasarkan
kelompok kendaraan (LV, HV, UM, MC) dan juga arah (LT/LTOR, ST, RT)
dalam periode 60 menit (1 jam) dan bergeser setiap 15 menitan. Kemudian,
diambil jam puncak yang mempunyai volume kendaraan paling banyak pada
masing-masing kelompok waktu untuk dimasukkan ke dalam analisis dengan
software KAJI, yaitu pada formulir USIG 1.
25 |
Tabel 3. 3 Volume lalu lintas pada jam puncak (pukul 16.00-17.00 WIB)
ANALISIS DATA
Analisa dengan menggunakan bantuan software KAJI dilakukan untuk membantu
perhitungan kinerja simpang.
1) Operasional Program Kaji
Membuka software KAJI lalu mengklik “Enter”
26 |
Gambar 3. 2 Tampilan awal software KAJI
Kemudian tampilan berikut akan muncul, lalu mengklik “Begin New Case”
27 |
Gambar 3. 4 Memilih analisis simpang tak bersinyal
28 |
2) Geometri dan Kondisi Lingkugan
Data yang akan diisikan pada formulir USIG-1 (Input) adalah :
a) Pada bagian kanan atas, mengisikan tanggal, nama yang mengerjakan, kasus,
dan periodenya yang digunakan pada analisis ini. Lalu, mengisikan tipe
lingkungan dan jenis hambatan samping sesuai asumsi sebelumnya.
29 |
c) Pada bagian kiri tengah, mendefinisikan simpang menggunakan A (Utara), B
(Timur), C (Selatan), D (Barat). Dan mengisikan lebar jalan pada masing-masing
lengan. Serta mengisi “None” pada kolom “Median”
30 |
Gambar 3. 10 USIG-1 pengisian jumlah kendaraan
3) Hasil/Output
Pada formulir USIG-2 (Analysis) merupakan rangkuman hasil analisis dari
model simpang ini dan merupakan formulir terakhir dalam rangkaian hitungan
software KAJI. Formulir ini memberitahukan kapasitas simpang dan juga performa
kinerjanya.
31 |
Gambar 3. 11 Output/hasil pada USIG-2
32 |
+--+------------------------------------+---------------------+-----------------------------------------+
| | TRAFFIC REGULATION Minor - A: TWO, C: TWO (ENT= entry only from arm to intersection) |
| | FOR THE ARMS Major - B: TWO, D: TWO (TWO= two-way traffic, EXT= exit only from intersection)|
+--+------------------+----------+----------+----------+------------------+----------------+------------+
| 1|MOTOR VEH COMP(%):|LV:0.194% |HV:13.13% |MC:86.67% | Pcu factor: |K-factor: |Unmot:0.000%|
| | Program defaults:| (63.00%)| ( 2.50%)| (34.50%)|(norm value: 0.85)|(default: )|(def :5.00%)|
+--+-----------+------+----------+----+-----+---------++--------------+---+----------------++-----------+
| | TRAFFIC |Direc-| Light veh., LV| Heavy veh., HV|Motorcycles, MC|Total motor vehicles |Unmot.,UM |
| | FLOW | tion | |pce=1.00| |pce=1.30| |pce=0.50| | |Turn |pce=1.00 |
| | Approach | |veh/h | pcu/h |veh/h | pcu/h |veh/h | pcu/h | veh/h | pcu/h |Ratio|veh/h | |
| | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11)| (12) | |
+--+-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
| 2|Minor | LT | 0 | 0 | 59 | 77 | 148 | 74 | 207 | 151 | 0.24| 0 |A,LT|
| 3|road: A | ST | 0 | 0 | 52 | 68 | 323 | 162 | 375 | 230 | | 0 |A,ST|
| 4| | RT | 0 | 0 | 18 | 23 | 442 | 221 | 460 | 244 | 0.39| 0 |A,RT|
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
| 5|Total, minor A | 0 | 0 | 129 | 168 | 913 | 457 | 1042 | 625 | | 0 | äA |
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
| 6|Minor | LT | 0 | 0 | 24 | 31 | 152 | 76 | 176 | 107 | 0.24| 0 |C,LT|
| 7|road: C | ST | 0 | 0 | 84 | 109 | 288 | 144 | 372 | 253 | | 0 |C,ST|
| 8| | RT | 1 | 1 | 19 | 25 | 115 | 58 | 135 | 84 | 0.19| 0 |C,RT|
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
| 9|Total, minor C | 1 | 1 | 127 | 165 | 555 | 278 | 683 | 444 | | 0 | äC |
| +------------------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|10|Tot minor road A+C| 1 | 1 | 256 | 333 | 1468 | 735 | 1725 | 1069 | | 0 | äAC|
+--+-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|11|Major | LT | 1 | 1 | 32 | 42 | 132 | 66 | 165 | 109 | 0.15| 0 |B,LT|
|12|road: B | ST | 0 | 0 | 113 | 147 | 735 | 368 | 848 | 515 | | 0 |B,ST|
|13| | RT | 0 | 0 | 40 | 52 | 121 | 61 | 161 | 113 | 0.15| 0 |B,RT|
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|14|Total, major B | 1 | 1 | 185 | 241 | 988 | 495 | 1174 | 737 | | 0 | äB |
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|15|Major | LT | 0 | 0 | 21 | 27 | 331 | 166 | 352 | 193 | 0.19| 0 |D,LT|
|16|road: D | ST | 1 | 1 | 115 | 150 | 997 | 499 | 1113 | 650 | | 0 |D,ST|
|17| | RT | 6 | 6 | 30 | 39 | 223 | 112 | 259 | 157 | 0.16| 0 |D,RT|
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|18|Total, major D | 7 | 7 | 166 | 216 | 1551 | 777 | 1724 | 1000 | | 0 | äD |
| +------------------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|19|Tot major road B+D| 8 | 8 | 351 | 457 | 2539 | 1272 | 2898 | 1737 | | 0 | äBD|
+--+-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|20|Major+minor| LT | 1 | 1 | 136 | 177 | 763 | 382 | 900 | 560 | 0.20| 0 | äLT|
|21|ä(A+B+C+D) | ST | 1 | 1 | 364 | 474 | 2343 | 1173 | 2708 | 1648 | | 0 | äST|
|22| | RT | 7 | 7 | 107 | 139 | 901 | 452 | 1015 | 598 | 0.21| 0 | äRT|
| +-----------+------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
|23|Total major+minor | 9 | 9 | 607 | 790 | 4007 | 2007 | 4623 | 2806 | 0.41| 0 | All|
+--+------------------+------+--------+------+--------+------+--------+-------+-------+-----+------+----+
| | Ratio minor/(minor+major) [normal value is 0.25]: 0.373 |UM/MV: 0.000 |
+--+-----------------------+---------------------------+------------------------------+-----------------+
| | Program version 1.10F | Date of run: 210322/4:46 | |
+--+-----------------------+---------------------------+------------------------------------------------+
+----------------------------------------------+-------------------------------------+------------------------------------+
| K A J I | Province : D.I.Yogyakarta | Date : 21 Maret 2021 |
| UNSIGNALISED INTERSECTIONS | City : Yogyakarta | Handled by : Kelompok 9 |
| | Case : Simpang Tak Bersinya | Period : 16.00-17.00 |
| Form USIG-II: ANALYSIS +-------------------------------------+------------------------------------+
| | Major road (B+D) : Jl. Selokan Mataram |
| Purpose Operation | Minor road (A+C) : Jl. Perumnas |
+----------------------------------------------+--------------------------------------------------------------------------+
| PLANNING/DESIGN OBJECTIVES: Degree of saturation (0.80) : < 0.00 |
| (defaults in parentheses) Average delay (10.0 sec) : < 0.0 sec |
| Queue probability (35%) : < 0 % |
+-------------------------------------------------------------------------------------------------------------------------+
| 1. Approach widths and intersection type |
| +------+----------+---------------------------------------+-------+-----------------+------------+ |
| |Alter-|No. of in-| APPROACH ENTRY WIDTHS (m) |Average| Number of lanes |Intersection| |
| |native|tersection|--- Minor road ----|--- Major road ----| width | (Fig C-1:2) | type | |
| | | arms | A | C |(A+C)/2| B | D |(B+D)/2| (m) |Minor rd|Major rd|(Table C1:1)| |
| | | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | |
| +------+----------+-----+-----+-------+-----+-----+-------+-------+--------+--------+------------+ |
| | Main | 4 | 7.60| 5.20| 6.40 | 6.00| 6.30| 6.15 | 6.28 | 4 | 4 | 444 | |
| | | | | | | | | | | | | | |
| | | | | | | | | | | | | | |
| | | | | | | | | | | | | | |
| | | | | | | | | | | | | | |
| +------+----------+-----+-----+-------+-----+-----+-------+-------+--------+--------+------------+ |
| Comment: Warning! Unusual intersection type, outside empirical base for method! |
| 2. Capacity |
| +------+----------+----------------------------------------------------------------------+----------+ |
| |Alter-| Base | C A P A C I T Y A D J U S T M E N T F A C T O R S (F) | Actual | |
| |native| capacity |Approach|Major road |City size|Side friction| Left | Right | Ratio | capacity | |
| | |Co (pcu/h)|width,Fw|median (Fm)| Fcs | Frsu |turning|turning|minor/tot| C | |
| | |Table C2:1|Fig C3:1| Tab C-4:1 |Tab C-5:1| Table C-6:1 |Fg C7:1|Fg C8:1|Fig C-9:1| pcu/h | |
| | | (20) | (21) | (22) | (23) | (24) | (25) | (26) | (27) | (28) | |
| +------+----------+--------+-----------+---------+-------------+-------+-------+---------+----------+ |
| | Main | 3400 | 1.074 | 1.000 | 0.880 | 0.950 | 1.161 | 1.000 | 0.850 | 3016 | |
| | | | | | | | | | | | |
| | | | | | | | | | | | |
| | | | | | | | | | | | |
| | | | | | | | | | | | |
| +------+----------+--------+-----------+---------+-------------+-------+-------+---------+----------+ |
| Comment: |
33 |
| 3. Traffic performance |
| +------+-------+----------+-------------------------+---------+----------+----------+-----------------+---------------+ |
| |Alter-|Flow,Q |Degree of | TRAFFIC DELAY (sec/pcu) |GEOMETRIC| INTERSEC-|Queue pro-| Objectives ful- | Comment | |
| |native|(pcu/h)|saturation|Intersec-| Major | Minor | DELAY |TION DELAY| bability | filled (Yes/No) | | |
| | |USIG-I,| DS=Q/C |tion, DTi|Rd,DTma| road |(sec/pcu)| (sec/pcu)| QP(%) | Deg | | | | |
| | |R23,C10| (30)/(28)| Fig E:1 |Fig E:2| DTmi | DG | (32)+(35)| Fig F:1 | of |Delay|Queue| | |
| | | (30) | (31) | (32) | (33) | (34) | (35) | (36) | (37) | sat.| |prob.| (38) | |
| +------+-------+----------+---------+-------+-------+---------+----------+----------+-----+-----+-----+---------------+ |
| | Main | 2806 | 0.930 | 12.33 | 9.04 | 17.69 | 4.02 | 16.35 | 35- 69% | No | No | No |All USIG-I data| |
| | | | | | | | | | - % | | | | | |
| | | | | | | | | | - % | | | | | |
| | | | | | | | | | - % | | | | | |
| | | | | | | | | | - % | | | | | |
| +------+-------+----------+---------+-------+-------+---------+----------+----------+-----+-----+-----+---------------+ |
| Comment: Very high degree of saturation! Use results with caution! |
+-----------------------+---------------------------+---------------------------------------------------------------------+
| Program version 1.10F | Date of run: 210322/4:46 | |
+-----------------------+---------------------------+---------------------------------------------------------------------+
PEMBAHASAN
Tingkat pelayanan atau kinerja simpang tak bersinyal mengacu pada tingkat
pelayanan ruas jalan, terutama pada jalan mayornya. Nilai yang digunakan sebagai acuan
indikator kinerja dari simpang tak bersinyal adalah nilai data kejenuhan (DS), tundaan
rata-rata, peluang antrian rata rata (QP), dan Rasio arus jalan minor (Pmi)
Derajat Kejenuhan
Derajat kejenuhan (DS) didefinisikan sebagai perbandingan antara arus
lalu lintas dengan kapasitas dan dinyatakan dalam smp/jam. Nilai derajat
kejenuhan menunjukkan apakah segmen jalan tersebut memiliki masalah pada
kapasitasnya atau tidak. Besarnya derajat kejenuhan secara teoritis tidak boleh
melebihi nilai 0,8 (HCM,1985). Berdasarkan MKJI 1997, ditakukan akan terjadi
risiko penutupan simpang (simpang penuh) oleh kendaraan yang berpotongan dari
berbagai arah, maka disarankan untuk menghindari nilai DS > 0,75 selama jam
puncak pada semua tipe simpang tak bersinyal.
34 |
Tabel 3. 4 Persimpangan prioritas “STOP”
KESIMPULAN
Analisis simpang tak bersinyal pada simpang Jl. Selokan Mataram dan Jl.
Perumnas dengan bantuan software KAJI ini memberikan beberapa kesimpulan, yaitu:
1) Simpang ini tidak memenuhi standar tingkat kenyamanan jalan berdasarkan nilai
derajat kejenuhan (<0,75/0,8), peluang antrian (<35%), dan rasio arus minor
(0,15>x>0,50). Ditakutkan akan terjadi resisko penutupan jalan oleh kendaraan dari
berbagai arah.
35 |
2) Sedangkan berdasarkan tundaan rata-rata simpang, secara keseluruhan tingkat
pelayanan pada simpang tersebut dapat disimpulkan berada pada tingkat pelayanan
C.
3) Maka dari itu diperlukan upaya untuk mengatasi permasalahan yang terjadi, seperti
pelebaran jalan, penambahan lampu lalu lintas, dan sebagainya.
36 |
BAB IV
RUAS JALAN PERKOTAAN
PERMASALAHAN
Kinerja suatu ruas jalan sangat mempegaruhi perkembangan suatu daerah. Karena
ketika kinerja ruas jalan tersebut baik, maka baik pula kelancaran aktivitas manusia.
Sehingga pentingnya membuat suatu ruas bekerja dengan baik. Kinerja suatu ruas jalan
perkotaan dapat dinilai dari nilai kapasitas, derajat kejenuhan (DS), kecepatan tempuh
aktual kendaraan, kecepatan arus bebas, dan waktu tempuh kendaraan ringan.
Jl. Teuku Cik Di Tiro mempunyai arah pergerakan kendaraan dari arah Selatan
menuju Utara dan sebaliknya. Pengumpulan data primer dan data sekunder yang
dibutuhkan untuk melakukan analisis terhadap kinerja ruas jalan perkotaan. Data-data
tersebut antara lain: geometri jalan, kondisi lingkungan jalan, dan volume kendaraan yang
telah disurvey, jumlah penduduk, dan lainnya.
37 |
HASIL ANALISIS SOFTWARE KAJI
+------------------+----------------------------------+-----------------------------------+
| KAJI-URBAN ROADS | Province : YOGYAKARTA | Date : AT, 23 FEBRUARI 2018 |
| | City : SLEMAN | Handled by : KELOMPOK 9 |
| FORM UR-1: INPUT | City size: 1.22 millions | Checked by : Ir. Heru Budiutomo |
| +----------------------------------+-----------------------------------+
| GENERAL DATA, | Link no/Road name: Jl. Teuku Cik Di Tiro|
| ROAD GEOMETRY | Segment between : SMP N 1 YOGYAKARTA and PP PUSAT |
| +------------------------------------+---------------------------------+
| Purpose: | Segment code: 082 | Area type: COMmercial |
| Operation | Road type : 4/2D | Length : 0.100 km |
| | Time period : 10.00-11.00 | Case : OPERATION |
+------------------+------------------------------------+---------------------------------+
| SITUATION PLAN |
| +--> A |
| * * * * * * * * * * *|* * * * * * * * * * -----> |
| | |
| <----- * * * * * * * * * * *|* * * * * * * * * * Indicate |
| +--> B -+-N north(N) |
| |
+-----------------------------------------------------------------------------------------+
| CROSS SECTION |
| |
| Divided road |||###==========###|||###==========###||| |
| side A WsAo WcA WsAi WsBi WcB WsBo side B |
| +---+--------+---+ +---+--------+---+ |
| 1.00 6.00 0.50 0.50 6.00 1.00 |
| Note. Widths should be effective widths (in m), i.e. with consideration to walls, |
| ditches, trees, warungs etc |
| +--------------------------------------------+--------+--------+--------+--------+ |
| | WIDTHS AND DISTANCES | Side A | Side B | Total | Mean | |
| +--------------------------------------------+--------+--------+--------+--------+ |
| | Average carriageway width, Wc (m) | 6.00 | 6.00 | 12.00 | 6.00 | |
| | Kerb (K) or Shoulder (S) | Kerb| Kerb+--------+--------+ |
| | Distance kerb to obstacles (m) | 1.00 | 1.00 | 2.00 | 1.00 | |
| | Effective shoulder width (innner+outer) (m)| 0.50 | 0.50 | 1.00 | 0.50 | |
| +--------------------------------------------+--------+--------+--------+--------+ |
| Comment: |
| +--------------------------------------------------+-----------------------------+ |
| | Median continuity (No gaps/Few gaps/Many gaps) | Few gaps | |
| +--------------------------------------------------+-----------------------------+ |
+-----------------------------------------------------------------------------------------+
| TRAFFIC CONTROL CONDITIONS |
| +--------------------------------------------------------------------------------+ |
| | Speed limit : 0 km/h | |
| | Restricted access to vehicle type/s/: | |
| | Parking restrictions (time period) : | |
| | Stopping restrictions (time period) : | |
| | Other traffic control conditions : | |
| | : | |
| +--------------------------------------------------------------------------------+ |
+-----------------------+---------------------------+-------------------------------------+
| Program version 1.10F | Date of run: 210324/23:18 | |
+-----------------------+---------------------------+-------------------------------------+
38 |
+------------------+----------------------------------+-----------------------------------+
| KAJI-URBAN ROADS | Province : YOGYAKARTA | Date : AT, 23 FEBRUARI 2018 |
| | City : SLEMAN | Handled by : KELOMPOK 9 |
| FORM UR-2: INPUT | City size: 1.22 millions | Checked by : Ir. Heru Budiutomo |
| +----------------------------------+-----------------------------------+
| TRAFFIC DATA, | Link no/Road name: Jl. Teuku Cik Di Tiro|
| SIDE FRICTION | Segment between : SMP N 1 YOGYAKARTA and PP PUSAT |
| +------------------------------------+---------------------------------+
| Purpose: | Segment code: 082 | Area type: COMmercial |
| Operation | Road type : 4/2D | Length : 0.100 km |
| | Time period : 10.00-11.00 | Case : OPERATION |
+------------------+------------------------------------+---------------------------------+
| TRAFFIC DATA: |
| +----------------------+ +------------------------------+ +-------------------+ |
| | Type of traffic data | | ANNUAL AVERAGE DAILY TRAFFIC | | DIRECTIONAL SPLIT | |
| +----------------------+ | AADT | K-factor | | Dir1 - Dir2 | |
| | CLASSIFIED-HOURLY | | (veh/day) |(default: 0.075)| | (normal: 50 - 50) | |
| | | +-------------+----------------+ +-------------------+ |
| | (CLass/AAdt/UNclass) | | | | | NA - NA % | |
| +----------------------+ +-------------+----------------+ +-------------------+ |
| +-----------+------------------+------------------+-----------------+-----------------+ |
| | TRAFFIC |Light vehicles, LV|Heavy vehicles, HV| Motorcycles, MC | Total | |
| |COMPOSITION+------------------+------------------+-----------------+-----------------+ |
| | (defaults)| NA% (60.00%) | NA% ( 8.00%) | NA% (32.00%) | NA%(100.00%)| |
| +-----------+------------------+------------------+-----------------+-----------------+ |
| |
| Traffic flow data for divided urban road : |
| +---+------+----------------+----------------+----------------+-----------------------+ |
| |Row|Direc-| Light vehicles | Heavy vehicles | MotorCycles | Total flow Q | |
| | | tion +----------------+----------------+----------------+ | |
| |1.1| | pce,1 = 1.000 | pce,1 = 1.300 | pce,1 = 0.400 +-------+-------+-------+ |
| |1.2| | pce,2 = 1.000 | pce,2 = 1.300 | pce,2 = 0.400 | | | | |
| | | +--------+-------+--------+-------+--------+-------+ Split | veh/h | pcu/h | |
| | | | veh/h | pcu/h | veh/h | pcu/h | veh/h | pcu/h | (%) | | | |
| | 2 | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 3 | Dir1 | 0 | 0 | 0 | 0 | 0 | 0 | NA | 0 | 0 | |
| | 4 | Dir2 | 0 | 0 | 0 | 0 | 0 | 0 | NA | 0 | 0 | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 5 |Dir1+2| 0 | 0 | 0 | 0 | 0 | 0 | | 0 | 0 | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 6 | | Directional split, SP = Q1/(Q1+Q2) = | NA%| NA%| |
| | 7 | | Pcu-factor, Fpcu = | | NA | |
| +---+-----------------------+-----------------------------------------+-------+-------+ |
+-----------------------------------------------------------------------------------------+
| SIDE FRICTION CLASS: If detailed data are available, use first table to determine |
| weighted frequency of events and then use second table. |
| If no detailed data, use second table only. |
| |
| 1. Determination of frequency of events |
| +------------------------+-------+-----------+---------------+-----------+ |
| Calculation | Side friction | Symbol| Weighting | Frequency | Weighted | |
| of weighted | type of events | | factor | of events | frequency | |
| frequency | (20) | (21) | (22) | (23) | (24) | |
| of events +------------------------+-------+-----------+---------------+-----------+ |
| per hour | Pedestrians | PED | 0.5 | 334 / h,200m | 167 | |
| and 200 m. | Parking, stopping veh. | PSV | 1.0 | 709 / h,200m | 709 | |
| | Entry+exit of vehicles | EEV | 0.7 | 466 / h,200m | 326 | |
| Frequencies | Slow-moving vehicles | SMV | 0.4 | 45 / h | 18 | |
| are for +------------------------+-------+-----------+---------------+-----------+ |
| both sides | Total: | 1220 | |
| of the road. +------------------------------------------------------------+-----------+ |
| |
| 2. Determination of side friction class |
| +------------------+--------------------------------------+--------------+ |
| |Weighted frequency| Typical conditions | Side fric- | |
| | of events (30) | | tion class | |
| +------------------+--------------------------------------+--------------+ |
| | < 100 | Residential area, very few activities| VL= very low | |
| | 100 - 299 | Residential area, some public | L= low | |
| | | transports etc.| | |
| | 300 - 499 | Industrial area, some roadside shops | M= medium | |
| | 500 - 899 | Commercial, high roadside activity | H= high | |
| | > 900 | Commercial area with very high | VH= very high| |
| | | roadside market activity | | |
| +------------------+--------------------------------------+--------------+ |
| | For current case indicate side friction class: NA (VH is default) | |
| +------------------------------------------------------------------------+ |
+-----------------------+---------------------------+-------------------------------------+
| Program version 1.10F | Date of run: 210324/23:18 | |
+-----------------------+---------------------------+-------------------------------------+
39 |
+------------------+----------------------------------+-----------------------------------+
| KAJI-URBAN ROADS | Province : YOGYAKARTA | Date : AT, 23 FEBRUARI 2018 |
| | City : SLEMAN | Handled by : KELOMPOK 9 |
| FORM UR-3: | City size: 1.22 millions | Checked by : Ir. Heru Budiutomo |
| +----------------------------------+-----------------------------------+
| ANALYSIS OF | Link no/Road name: Jl. Teuku Cik Di Tiro|
| SPEED, CAPACITY | Segment between : SMP N 1 YOGYAKARTA and PP PUSAT |
| +------------------------------------+---------------------------------+
| Purpose: | Segment code: 082 | Area type: COMmercial |
| Operation | Road type : 4/2D | Length : 0.100 km |
| | Time period : 10.00-11.00 | Case : OPERATION |
+------------------+------------------------------------+---------------------------------+
| FREE FLOW SPEEDS |
| Option to enter other free flow speeds: No |
| +------+-------------------+-----------+-------+--------------------+-----------------+ |
| |Direc-| Base free-flow |Adjustment | FVo | Adjustment factors |Actual free-flow | |
| | tion | speed | for | + +----------+---------+ speed (km/h) | |
| | | FVo (km/h) |carriageway| FVw | Side |City size| | |
| | | Table B-1:1 |width, FVw | | friction | | (4)*(5)*(6) | |
| | +----+----+----+----+Table B-2:1|(2)+(3)| FFVsf | FFVcs | (7) | |
| | | (2)| | |All | (km/h) |(km/h) |Table B3:1|Tab. B4:1+-----+-----+-----+ |
| | (1) | LV | HV | MC |veh.| (3) | (4) | (5) | (6) | LV | HV | MC | |
| +------+----+----+----+----+-----------+-------+----------+---------+-----+-----+-----+ |
| | 1 |57.0|50.0|47.0|55.0| -4.0 | 53.0 | 0.850 | 1.000 |45.05|39.51|37.14| |
| | 2 |57.0|50.0|47.0|55.0| -4.0 | 53.0 | 0.850 | 1.000 |45.05|39.51|37.14| |
| +------+----+----+----+----+-----------+-------+----------+---------+-----+-----+-----+ |
| Comments: FFV input, dir 1: None! |
| dir 2: None! |
+-----------------------------------------------------------------------------------------+
| CAPACITY, C = Co x FCw x FCsp x FCsf x FCcs |
| +------+-------------+-----------------------------------------------+----------------+ |
| |Direc-|Base Capacity| Adjustment factors for capacity | Actual capacity| |
| | tion | +-----------+-----------+-------------+---------+ C | |
| | | Co |Carriageway|Directional|Side friction|City size| (pcu/h) | |
| | | Table C-1:1 |width, FCw |split, FCsp| FCsf | FCcs | (11)*(12)*(13) | |
| | | pcu/h |Table C-2:1|Table C-3:1| Table C-4:1 |Tab C-5:1| *(14)*(15) | |
| | (10) | (11) | (12) | (13) | (14) | (15) | (16) | |
| +------+-------------+-----------+-----------+-------------+---------+----------------+ |
| | 1 | 3300 | 0.920 | 1.000 | 0.850 | 1.000 | 2581 | |
| | 2 | 3300 | 0.920 | 1.000 | 0.850 | 1.000 | 2581 | |
| +------+-------------+-----------+-----------+-------------+---------+----------------+ |
+-----------------------------------------------------------------------------------------+
| ACTUAL SPEED and TRAVEL TIME for light vehicles |
| +------+------------+----------+--------------+---------+-----------+ +---------------+ |
| |Direc-|Traffic flow|Degree of | Actual speed | Road |Travel time| | ACTUAL SPEEDS | |
| | tion | Q |saturation|light veh, Vlv| segment | TT | | for other | |
| | | Form UR-2 | DS=Q/C | Fig D-2:1/:2 |length, L| (24)/(23) | | vehicle types | |
| | | pcu/h |(21)/(16) | km/h | km | sec | +-------+-------+ |
| | (11) | (21) | (22) | (23) | (24) | (25) | | HV | MC | |
| +------+------------+----------+--------------+---------+-----------+ +-------+-------+ |
| | 1 | 0 | 0.000 | 45.05 | 0.100 | 7.99 | | 39.51 | 37.14 | |
| | 2 | 0 | 0.000 | 45.05 | 0.100 | 7.99 | | 39.51 | 37.14 | |
| +------+------------+----------+--------------+---------+-----------+ +-------+-------+ |
| Space for user remark: |
+-----------------------+---------------------------+-------------------------------------+
| Program version 1.10F | Date of run: 210324/23:18 | |
+-----------------------+---------------------------+-------------------------------------+
PEMBAHASAN
Berdasarkan hasil analisis Jalan Teuku Cik Ditiro yang dilakukan pada pukul
09.00 – 12.00 WIB diperoleh jam puncak pada pukul 11.00 -12.00 WIB. Adapun hasil
evaluasi menggunakan program kaji diperoleh hasil sebagai berikut.
40 |
1. Jalan Teuku Cik Ditiro merupakan salah satu jalan dengan tipe 4/2D (4 lajur 2 arah
terpisah) dengan panjang efektif ±0,75 kilometer dan lebar ± 17 meter dan terdapat
kerb.
2. Kapasitas diperoleh sebesar 2581 pcu/jam (Selatan – Utara) dan 2581 pcu/jam (Utara
– Selatan)
3. Dikarenakan tidak adanya data arus pada jalan tersebut, sehingga arus kendaraan
tersebut pada jalan tersebut bernilai 0 pcu/jam serta nilai derajat kejenuhan juga 0.
Berdasarkan nilai derajat kejenuhan yang didapatkan, maka nilai tersebut masih
dalam kategori belum jenuh. Suatu ruas jalan dikatakan jenuh apabila derajat
ekjenuhan menunjukkan nilai lebih dari 0,75 (MKJI 1997)
41 |
BAB V
RUAS JALAN PERKOTAAN
DATA ANALISIS
Tabel 5. 1 Data Hambatan Samping Jam Puncak 11.00 – 12.00
42 |
| Traffic flow data for divided urban road : |
| +---+------+----------------+----------------+----------------+-----------------------+ |
| |Row|Direc-| Light vehicles | Heavy vehicles | MotorCycles | Total flow Q | |
| | | tion +----------------+----------------+----------------+ | |
| |1.1| | pce,1 = 1.000 | pce,1 = 1.300 | pce,1 = 0.400 +-------+-------+-------+ |
| |1.2| | pce,2 = 1.000 | pce,2 = 1.300 | pce,2 = 0.400 | | | | |
| | | +--------+-------+--------+-------+--------+-------+ Split | veh/h | pcu/h | |
| | | | veh/h | pcu/h | veh/h | pcu/h | veh/h | pcu/h | (%) | | | |
| | 2 | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 3 | Dir1 | 0 | 0 | 0 | 0 | 0 | 0 | NA | 0 | 0 | |
| | 4 | Dir2 | 0 | 0 | 0 | 0 | 0 | 0 | NA | 0 | 0 | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 5 |Dir1+2| 0 | 0 | 0 | 0 | 0 | 0 | | 0 | 0 | |
| +---+------+--------+-------+--------+-------+--------+-------+-------+-------+-------+ |
| | 6 | | Directional split, SP = Q1/(Q1+Q2) = | NA%| NA%| |
| | 7 | | Pcu-factor, Fpcu = | | NA | |
| +---+-----------------------+-----------------------------------------+-------+-------+ |
+-----------------------------------------------------------------------------------------+
| SIDE FRICTION CLASS: If detailed data are available, use first table to determine |
| weighted frequency of events and then use second table. |
| If no detailed data, use second table only. |
| |
| 1. Determination of frequency of events |
| +------------------------+-------+-----------+---------------+-----------+ |
| Calculation | Side friction | Symbol| Weighting | Frequency | Weighted | |
| of weighted | type of events | | factor | of events | frequency | |
| frequency | (20) | (21) | (22) | (23) | (24) | |
| of events +------------------------+-------+-----------+---------------+-----------+ |
| per hour | Pedestrians | PED | 0.5 | 528 / h,200m | 264 | |
| and 200 m. | Parking, stopping veh. | PSV | 1.0 | 319 / h,200m | 319 | |
| | Entry+exit of vehicles | EEV | 0.7 | 354 / h,200m | 248 | |
| Frequencies | Slow-moving vehicles | SMV | 0.4 | 31 / h | 12 | |
| are for +------------------------+-------+-----------+---------------+-----------+ |
| both sides | Total: | 843 | |
| of the road. +------------------------------------------------------------+-----------+ |
| |
| 2. Determination of side friction class |
| +------------------+--------------------------------------+--------------+ |
| |Weighted frequency| Typical conditions | Side fric- | |
| | of events (30) | | tion class | |
| +------------------+--------------------------------------+--------------+ |
| | < 100 | Residential area, very few activities| VL= very low | |
| | 100 - 299 | Residential area, some public | L= low | |
| | | transports etc.| | |
| | 300 - 499 | Industrial area, some roadside shops | M= medium | |
| | 500 - 899 | Commercial, high roadside activity | H= high | |
| | > 900 | Commercial area with very high | VH= very high| |
| | | roadside market activity | | |
| +------------------+--------------------------------------+--------------+ |
| | For current case indicate side friction class: 825 ( H is default) | |
| +------------------------------------------------------------------------+ |
+-----------------------+---------------------------+-------------------------------------+
| Program version 1.10F | Date of run: 210412/18:17 | |
+-----------------------+---------------------------+-------------------------------------+
PEMBAHASAN
Berdasarkan analisis pada Jalan Cik Ditiro Yogyakarta pada pukul 09.00 -12.00
WIB maka diperoleh hasil hambatan sebagai berikut.
1. Jam puncak diperoleh pukul 11.00 – 12.00 WIB.
2. Kondisi area pada jalan tersebut berupa daerah komersil.
3. Hambatan samping berupa pejalan kaki yaitu 528 (178 penyebrang dan 350 di
trotoar).
4. Hambatan samping berupa parkir kendaraan terhenti yaitu 319.
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5. Hambatan samping berupa kendaraan masuk dan keluar yaitu 354.
6. Hambatan samping berupa kendaraan lambat yaitu 31.
7. Adapun faktor pengali sebgaai berikut.
Pejalan kaki = 0.5
Parkir kendaraan terhenti =1
Kendaraan masuk dan keluar = 0.7
Kendaraan lambat = 0.4
8. Total hambatan samping = (528 x 0.5) + (319 x 1) + (354 x 0.7) + (31 x 0.4)
= 843
Berdasarkan hasil analisis menggunakan KAJI pada ruas jalan Teuku Cik Di Tiro
diperoleh bahwa kelas hambatan samping masuk dalam kelas H (high) (berada pada range
500-899) pada area komersial. Dapat diartikan bahwa memiliki aktifitas hambatan
samping yang sangat tinggi. Hal ini ini terjadi karena jumlah pejalan kaki, parkir
(kendaraan berhenti), kendaraan masuk dan keluar jalan, dan kendaraan lambat berjumlah
843 yang masuk dalam klasifikasi High.
KESIMPULAN
Menunjukan bahwa tingginya aktifitas sisi jalan atau hambatan samping dapat
mempengaruh kecepatan kendaraan. Hal ini disebabkan karena Jl, Teuku Cikdi Tiro
terletak di daerak komersial, dan terdapat juga sekolah, rumah sakit dan tempat beribadah.
SARAN
Maka disarankan untuk dipasang rambu-rambu lalu lintas seperti dilarang parkir
di sepanjang ruas jalan yang berpengaruh terhadap kinerja dan kapasitas jalan, dan parkir
hanya pada salah satu sisi jalan, agar supaya tidak terlalu menganggu arus lalu lintas.
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