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Manajemen Lalu Lintas pada

Persimpangan

Pengantar

Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Capaian Belajar
Mahasiswa memahami berbagai metoda manajemen lalu
lintas pada persimpangan

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Definisi simpang
• Definisi simpang (junction/intersection)→ suatu area dimana dua atau
lebih jalan bertemu atau bersilangan
• Simpang merupakan komponen penting dari jaringan jalan:
✓Banyak kecelakaan yang menyebabkan kematian dan luka berat terjadi pada
simpang
✓Umumnya kapasitas simpang lebih kecil daripada kapasitas jalan-jalan yang
dihubungkan oleh simpang tersebut → kinerja simpang memiliki pengaruh
yang besar terhadap efisiensi jaringan jalan
• Simpang harus dapat mengatasi pergerakan lalu lintas yang saling
berkonflik:
✓Macam-macam kendaraan dan pejalan kaki
✓Merupakan sumber masalah keselamatan dan efisiensi

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Titik Konflik pada Simpang

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Manajemen Lalu Lintas pada
Persimpangan

Jenis-Jenis Simpang

Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Jenis Simpang
• Pergerakan lalu lintas yang berkonflik pada simpang dapat
dipisahkan dengan cara:
✓Pemisahan dalam ruang (grade separation)
✓Pemisahan dalam waktu (pengaturan simpang menggunakan
aturan prioritas dan lampu lalu lintas)
• Jenis dan desain simpang akan sangat berpengaruh terhadap
efisiensi, keselamatan, dan kapasitas jaringan jalan secara
keseluruhan

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Jenis Simpang
• Simpang sebidang (at-grade intersection):
❑Simpang tanpa lampu lalu lintas (Unsignalised intersection):
✓Rambu STOP atau GIVE WAY
✓Bundaran
❑Simpang dengan lampu lalu lintas (Signalised intersection)
• Simpang tak sebidang (grade-separated intersection):
❑Simpang tak sebidang tanpa ramp (misal fly over, underpass)
❑Simpang tak sebidang dengan ramp (interchanges)

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Simpang Sebidang

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Simpang Tak Sebidang tanpa Ramp

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Interchanges

an interchange is a road junction that

uses grade separation, and typically
one or more ramps, to permit traffic on
at least one highway to pass through
the junction without interruption from
other crossing traffic streams.

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Jenis Simpang tak bersinyal

• Basic turn treatments

• Auxiliary lanes turn treatments
• Channelized turn treatments
• Intersection treatments – rural divided road
• Intersection treatments – urban divided road
• Staggered T intersections
• Seagull treatments
• Wide median treatments
• Channelized intersections with right turn restrictions
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Manajemen Lalu Lintas pada
Persimpangan

Basic turn treatments

Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Basic turn treatments
• the simplest layouts
• designed to be as compact (and inexpensive) as possible
• most appropriately used where the volume of turning and through traffic
is very low and where a channelized treatment is not able to be
implemented (only used on two-lane, two-way roads, i.e. it does not apply
to multilane roads)
• comprised of carriageways that intersect with an appropriate corner radius
and taper to suit the swept path of the design vehicle
• required to be installed with adequate delineation (regular maintenance
may be required)
• required to be located where adequate sight distance is available and
good perception of the treatment is provided.

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Basic turn treatments
Basic (BA) turn treatments comprise:
• basic right-turn treatments (BAR) on major roads (two-lane undivided
roads only)
• basic left-turn treatments (BAL) on major roads (two-lane undivided
roads and multilane roads)
• basic left-turn treatments (BAL) on minor roads (lane also used for
right-turn movements).
• Multi-lane Undivided Road (MNR)

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BAR on major roads
• BAR turn treatments are used on two-lane roadways only (i.e. they do not apply to
multi-lane roadways)
• A feature of the BAR turn treatment is a widened shoulder on the major road that
allows through vehicles, having slowed, to pass turning vehicles

Rural Urban
by removing parking space
a bicycle lane on a major road may be incorporated
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BAL on major roads
(two-lane undivided roads and multilane roads)
• A feature of the BAL turn treatment on the major road is a widened shoulder,
which assists turning vehicles to move further off the through carriageway
making it easier for through vehicles to pass.
Rural

Urban

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BAL on minor roads
(lane also used for right-turn movements).
widened shoulder, which assists turning vehicles
to move further off
Rural

Urban

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Basic Right-turn Treatment – Multi-lane
Undivided Road

• The basic right-turn treatment has occasionally been applied to

multi-lane undivided roads. I
• It is essentially a multi-lane undivided road with no right-turn facility
(i.e. no separate right-turn lane) and is sometimes referred to as an
MNR treatment
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Basic Right-turn Treatment – Multi-lane
Undivided Road
• Research (Arndt 2004) has found that MNR turn treatments record the
highest rear-end major vehicle crash rate of all the turn treatments.
• They are intuitively unsafe in that the central lanes of a four-lane
undivided road attract the faster drivers who use them for overtaking.
• Consequently, vehicles that stop in the central lane are particularly
vulnerable.
• MNR treatments are not favored and should not be included in designs
for new roads or road improvements.

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Manajemen Lalu Lintas pada
Persimpangan

AUXILIARY LANE TURN

TREATMENTs
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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AUXILIARY LANE TURN TREATMENTs
• Safer than a basic treatment, but not as safe as channelised
treatment.
• Allows traffic to bypass a vehicle waiting to turn right, or may
provide a lane for left-turning traffic, or both
• Can only be used on roads which have a sealed surface
• A sealed road is one which has been formed using surface treatments
such as tar, bitumen, concrete or asphalt.
• Can be confused with an auxiliary lane for overtaking and should only
be used at locations where the driver can appreciate the purpose of
the lane (e.g. situating such intersections near auxiliary lanes used for
overtaking must be avoided)
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AUXILIARY LANE TURN TREATMENTs
• Has been used where an arterial road meets with sub-arterials,
collectors, or local roads
✓(particularly in rural areas where there is a low volume of high-speed through
traffic and the volume of turning traffic is sufficient to make a conflict likely)
• Is more expensive than basic treatments, however, it can be more
cost-effective when long-term crash costs are included in the
economic analysis.

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AUXILIARY LANE TURN TREATMENTs

Rural

Urban

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AUXILIARY LANE TURN TREATMENTs

Rural

Urban

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AUXILIARY LANE TURN TREATMENTs

Rural

Urban

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AUXILIARY LANE TURN TREATMENTs
✓a vehicle standing in
the right lane
obscures the view of
drivers in the left
lane
✓on the minor road is
not preferred at rural
or urban sites,
particularly at four-
way unsignalised
intersections.
✓desirable that the
minor road approach
has only one stand-
up lane

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Manajemen Lalu Lintas pada
Persimpangan

Channelized turn
treatments
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Channelized (CH) turn treatments
• The CH turn treatment has conflicting vehicle travel paths
separated by raised, depressed, or painted medians and/or
islands
• Auxiliary lanes are often used in conjunction with channelization

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Channelized (CH) turn treatments
Channelization has application in the following areas:
• Intersections at odd angles (Y junctions, skewed crossroads),
• Sites where turning traffic movements are particularly heavy,
• Locations where the safety record of an intersection is shown
to be susceptible to accident types,
✓such as opposing side swipe and head on crashes, right turn
opposing, and high-speed rear end collisions
• Sites where a refuge area for pedestrians is desirable.
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Channelized (CH) turn treatments
The advantages of using CHR turn treatments include:
• reduction in ‘rear-end major road’ crashes and ‘overtaking-
intersection’ vehicle crashes (where a vehicle turning right is
hit by an overtaking vehicle)
• provision of a refuge for pedestrians crossing a major road

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Channelized (CH) turn treatments

Rural

Urban

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Channelized (CH) turn treatments

Rural

Urban

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Channelized (CH) turn treatments

Rural

Urban

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Manajemen Lalu Lintas pada
Persimpangan

Left-in/left out turn

treatment (LILO)
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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A left-in/left out turn treatment (LILO)
• is a form of channelised left turn treatment (CHL) that also
incorporates right-turn bans
• LILO treatments generally improve safety by reducing the
number of conflict points
• They can be implemented in urban or rural environments

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Manajemen Lalu Lintas pada
Persimpangan

Intersection
Treatments – Rural
&Urban Divided Road
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Two-staged crossing-Rural
allows right turning
traffic from the minor
road of an unsignalized
intersection to
undertake the
manoeuvre in two
stages

suitable on roadways with wide medians when the volume

of right-turning traffic is small and the traffic volumes on
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Offset right-turn lanes-Rural

a wide median exists at an intersection, a treatment involving

offset right-turn lanes may be appropriate

they provide improved sight lines for a right-turning driver to

see past a vehicle waiting to turn right from the opposite
direction
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Basic median opening-Urban

Median should be ≥ 7 m wide to shelter cars.

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Offset right-turn lanes-Urban

can be used at un-& signalised intersections.

advantage of preventing overlapping of the right-turning
movements

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Intersection layouts with service roads
• Service roads are often provided adjacent to divided roads to
separate local access traffic movements from traffic on the main
carriageways.
• Service roads should generally operate as one-way carriageways
because of the operational problems associated with intersections
and headlight glare to the left of drivers on major carriageways.

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Intersection layouts with service roads

Exits from the

service road to
the major
carriageway
should desirably
be angled at 70°

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Manajemen Lalu Lintas pada
Persimpangan

Staggered Intersection
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Staggered t-intersections
• Unsignalised cross-intersections (i.e. four legs) record high crash
rates for the through movements from the minor road.
• Staggered T-intersections are used as a safer alternative to four-
way unsignalised intersections either by:
✓setting out the alignment of the minor roads on new major roads to
form a staggered T-intersection
✓realigning one or both minor road legs of an existing intersection.

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Staggered t-intersections
• There are two types of staggered T-intersections defined by the order
of the turning movements of drivers crossing the major road from the
minor roads, namely:
✓a left-right staggered T-intersection (preferred configuration)
✓a right-left staggered T-intersection

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Left-right staggered t-intersection
where motorists initially turn left onto the
major road, then right onto the opposite
minor road leg
Rural

Urban

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Left-right staggered t-intersection
• A left-right staggered T-intersection treatment may be
selected where:
✓there is a high risk of high-speed right-angle crashes at a basic cross-
intersection, and the provision of a grade separation or roundabout is
not feasible
✓the direction of stagger of minor roads is conducive to its use
✓land acquisition is acceptable.

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Left-right staggered t-intersection
• The left-right staggered T-intersection may be safer than the
right-left staggered T because:
✓Drivers moving from minor roads across the major road do so by selecting
gaps in two one-way traffic streams and crossing one lane at a time, rather
than a gap in two-way traffic across a much larger distance.
✓Manoeuvres are relatively simple compared to the ‘reverse curve’ type of
manoeuvre required in the right-left stagger.

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Right-left staggered t-intersection
where motorists
initially turn right onto the major road, then
left onto the opposite minor road leg

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Right-left staggered t-intersection
• The right-left staggered T-intersection treatment requires drivers to
initially turn right into the major road, then left into the opposite
minor road leg. This treatment is suitable only for low-volume
situations.
• A right-left staggered T-intersection treatment may be selected
where:
✓there is a high risk of high-speed right-angle crashes at a basic cross-
intersection, and the implementation of a grade separation, roundabout or
left-right staggered T is not feasible.
✓the aim is to minimise land acquisition from abutting property.

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Manajemen Lalu Lintas pada
Persimpangan

Seagull Treatment
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Seagull treatments
Turner, 2018
• seagull treatments is recommended, particularly in high-speed areas

used on roads to reduce traffic delays as they

allow right-turning traffic from the side road to
give way to traffic flow on the main road one
direction at a time (without impeding the through
traffic).
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Seagull treatments

Turner, 2018

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Wide Median Treatment

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Channelisation to ban right-turns

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Manajemen Lalu Lintas pada
Persimpangan

Roundabout
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Bundaran
• Pada dasarnya bertindak sebagai rangkaian
simpang tiga:
✓Mengurangi tundaan pada waktu tidak sibuk
relatif terhadap lampu lalu lintas
• Mengurangi titik konflik, sehingga
seringkali mengurangi kecelakaan namun
pejalan kaki dan pengendara sepeda tidak
terlalu aman berada pada bundaran.
• Timbul masalah pada saat arus pendekat
tidak imbang:
✓Menggunakan rambu pada salah satu pendekat
✓Menggunakan lampu lalu lintas
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3-Leg 5-Leg

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Kinerja keselamatan dari bundaran
• When replacing priority intersections, roundabouts can achieve
strong crash reductions (Austroads 2015d):
✓63–100% for fatal crashes
✓37–84% for severe crashes
✓ 45–87% for casualty crashes.
• However, evidence exists to show that there are safety concerns for
motorcyclists and cyclists at roundabouts ‘due to issues such as
complexity of negotiation, visibility to drivers and the relatively high
speed of entering vehicles’ (Austroads 2015d).

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Kinerja keselamatan dari bundaran
From the Safe System perspective roundabouts act predominantly by reducing severity of
impacts because:
• entry and circulating speeds of traffic are moderated by horizontal deflections
• impact angles in adjacent-direction crashes are lower than at other intersection forms (≤
70º)
• of the reduction in the number of conflict points
• of the relative simplicity of decision-making at the point of entry
• on undivided roads, in high-speed areas, long curved splitter islands can provide good
‘advance warning’ of the presence of the intersection and type of intersection
• an expectation that entering drivers may have to stop to give way to vehicles within the
roundabout may also contribute to lower speeds and increased driver alertness.

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Manajemen Lalu Lintas pada
Persimpangan

Perencanaan Simpang
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Perencanaan Simpang
• Tujuan perencanaan simpang adalah untuk mengurangi potensi konflik antar
kendaraan (dan juga pejalan kaki) dengan tetap menjaga kemudahan dan
kenyamanan pergerakan
• Pemilihan jenis simpang yang sesuai umumnya tergantung dari besarnya volume
lalu lintas yang melalui simpang tersebut

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Pemilihan Jenis Simpang

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Pertimbangan Perencanaan Simpang
•Faktor manusia
✓ Kebiasaan perilaku dalam mengemudi, waktu mengambil keputusan dan waktu
reaksi
•Faktor lalu lintas
✓ Kapasitas, kecepatan, ukuran dan distribusi kendaraan
•Faktor fisik
✓ Karakteristik tata guna lahan, jarak pandang, karakteristik dan batasan
geometrik
•Faktor ekonomi
✓ Biaya, manfaat, konsumsi energi, dampak lingkungan, dsb.
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Manajemen Lalu Lintas pada
Persimpangan

Pengaturan Belok
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Pengaturan Belok
• Pertimbangan:
✓Kendaraan yang akan berbelok, yang harus memberikan hak jalan kepada
kendaraan yang datang dari arah depan, seringkali menghalangi kendaraan
yang berada di belakangnya, kecuali terdapat lajur khusus untuk membelok.
✓Adanya pengaturan belok mengharuskan pengemudi untuk mencari rute
alternatif lain, yang biasanya berarti pengendara harus menempuh jarak
yang lebih jauh sehingga kendaraan-km dalam jaringan jalan akan bertambah.

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Pengaturan Belok
• Pelarangan belok pada suatu simpang mungkin hanya memindahkan
masalah ke tempat yang lain, sehingga pelarangan belok pada suatu
simpang harus didahului dengan kajian mendalam akan alternatif rute yang
akan ditempuh pengendara.
• Pelarangan belok dapat dilakukan sepanjang hari, maupun hanya pada
waktu-waktu tertentu saja.
• Pada simpang bersinyal, pergerakan belok dapat dibatasi pada fase
tertentu saja dengan menggunakan sinyal yang terpisah.

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Pengaturan Belok
• Pertimbangan sebelum implementasi pembatasan belok:
✓Tentukan derajat kemacetan dan tundaan akibat kendaraan yang berbelok
✓Evaluasi jumlah tabrakan yang melibatkan kendaraan yang berbelok
dibandingkan jumlah seluruh kecelakaan pada simpang tersebut
✓Sediakan rute alternatif
✓Estimasi dampak kemacetan, kecelakaan, dan lingkungan pada rute alternatif
✓Pelajari kelayakan alternatif lainnya seperti pemberian lajur khusus berbelok
dan fase khusus berbelok pada simpang bersinyal
✓Keuntungan yang diperoleh bagi pemberian fase berbeda untuk kendaraan
berbelok harus dibandingkan dengan kerugian akibat berkurangnya kapasitas
kendaraan yang lurus

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Pengaturan Belok
• Alat-alat:
✓Rambu larangan belok
✓Rambu pesan berubah (variable message signs)
✓Indikasi pada sinyal lampu lalu lintas
✓Marka jalan, sebagai pelengkap rambu/sinyal
✓Kanalisasi

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Manajemen Lalu Lintas pada
Persimpangan

Pengaturan Rambu Stop dan

Yeild
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Simpang dengan Prioritas
Pemberian prioritas dengan cara:
• Menggunakan hukum hak jalan (di Indonesia sesuai dengan UULLAJ No. 22
Tahun 2009)
• Menggunakan rambu YIELD atau GIVE WAY
• Menggunakan rambu STOP →
✓ Two-way stop control
✓ Four-way stop control (All-way stop control)

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Pengaturan dengan Rambu YIELD
• Rambu YIELD digunakan untuk melindungi lalu lintas pada suatu
lengan simpang tanpa mengharuskan lalu lintas pada lengan
untuk berhenti dengan sempurna
• Dapat digunakan pada kondisi berikut :
✓Seluruh konflik potensial pada simpang dapat terlihat oleh pengemudi
yang berjalan pada kecepatan yang disarankan/diwajibkan atau pada
kecepatan 85-th percentile sehingga pengemudi tersebut dapat melalui
simpang atau berhenti dengan aman
✓Kondisi geometrik pada lengan yang dituju tidak layak untuk merge

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Pengaturan dengan Rambu STOP
• Rambu STOP meminta kendaraan untuk berhenti, meskipun tidak ada kendaraan
yang berkonflik pada simpang atau yang mendekati simpang
• Two-way stop → rambu STOP dipasang hanya pada dua lengan simpang (pada
jalan minor)
• Four-way stop(all-way) → rambu STOP dipasang pada keempat lengan simpang;
digunakan jika volume lalu lintas pada keempat lengan simpang imbang

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Pengaturan dengan Rambu STOP
Penggunaan rambu STOP :
✓Pada persimpangan antara jalan minor dengan jalan utama
✓Pada jalan yang memasuki jalan yang lebih besar
✓Pada simpang tak bersinyal yang ada di sekitar simpang bersinyal
✓Pada jalan dengan kecepatan tinggi, jarak pandang terbatas, dan tingkat
kecelakaan yang tinggi

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Pengaturan dengan Rambu STOP
Pertimbangan menggunakan rambu all-way STOP :
• Saat lampu lalu lintas sedang dipertimbangkan untuk dipasang, rambu all-
way STOP dapat dipasang sementara
• Jika terdapat masalah keselamatan, diindikasikan dengan 5 atau lebih
kecelakaan dalam jangka waktu 12 bulan
• Minimum vol lalu lintas:
✓ 300 kend/jam selama 8 jam dalam suatu hari yang mewakili (untuk jalan utama)
✓ Kombinasi volume kendaraan, pejalan kaki, sepeda yang memasuki simpang dari
jalan minor paling tidak 200 unit/jam selama 8 jam dalam suatu hari yang mewakili,
dengan delay untuk kendaraan pada jalan minor paling tidak 30 det/kend pada jam
puncak
✓ Namun jika kecepatan 85th percentile dari lalu lintas pada jalan utama melebihi 65
km/jam, maka minimum volume kendaraan menjadi 70% dari yang disebutkan di
atas

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Pengaturan dengan Rambu STOP
Kriteria lainnya:
✓ Adanya kebutuhan untuk mengendalikan konflik dengan kendaraan yang belok
kanan
✓ Adanya kebutuhan untuk mengendalikan konflik antara kendaraan-pejalan
kaki
✓ Lokasi dimana pengendara, setelah berhenti, tidak dapat melihat lalu lintas
yang berkonflik dan tidak dapat memasuki simpang dengan aman kecuali lalu
lintas yang bersilangan berhenti
✓ Suatu simpang dari dua jalan kolektor dengan tingkat kepentingan yang sama,
dimana rambu all-way STOP dapat meningkatkan karakteristik operasional lalu
lintas pada simpang tersebut.

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Manajemen Lalu Lintas pada
Persimpangan

Pengaturan dengan Lampu

Lalu Lintas
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Pengaturan dengan Lampu Lalu Lintas
Lampu lalu lintas:
• Meningkatkan keselamatan:
✓Tabrak sudut dan tabrak samping seringkali berkurang, tapi tabrak belakang
mungkin meningkat
✓Tabrakan dengan pejalan kaki biasanya berkurang
• Meningkatkan kapasitas, sehingga mengurangi waktu tempuh
menyeberangi simpang:
✓Manfaat pengurangan konsumsi bahan bakar dan emisi
• Berusaha mengatur kualitas pelayanan untuk seluruh (atau
sebagian besar) lalu lintas yang menggunakan simpang:
✓Membantu usaha manajemen lalu lintas

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Jenis Pengaturan dengan Lampu Lalu Lintas
• Pretimed Signals
• Semi Actuated Signals
• Fully Actuated Signals

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Pretimed Signals
• Waktu nyala setiap lampu dan fase sudah di atur di awal, tetapi dapat
dioperasikan pada waktu yang berbeda (misalkan pada jam sibuk dan jam tidak
sibuk)
• Waktu siklus konstan
• Dapat digunakan untuk koordinasi lampu lalu lintas sepanjang rute tertentu untuk
mengurangi tundaan
• Sederhana dan paling murah diantara opsi lampu lainnya
• Kurang efisien jika demand berfluktuasi

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Semi Actuated Signals
• Detektor kendaraan ditempatkan pada jalan minor
• Waktu hijau selalu diberikan untuk jalan utama kecuali jika terdapat kendaraan
pada jalan minor
• Biasanya terdiri dari dua fase:
• Satu fase untuk jalan utama
• Satu fase untuk jalan minor
• Mungkin membutuhkan beberapa batasan operasi jika lampu pada jalan utama
dikoordinasikan

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Fully Actuated Signals
• Bentuk pengaturan dengan lampu yang paling fleksibel
• Detektor terdapat pada semua pendekat
• Setiap fase memiliki waktu minimum dan maksimum
• Beberapa fase dapat di lewat jika tidak ada demand yang terdeteksi
• Waktu siklus bervariasi
• Dapat digunakan untuk koordinasi simpang,

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Manajemen Lalu Lintas pada
Persimpangan

Keuntungan dan Kerugian

Pemasangan Lampu Lalu
Lintas
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Keuntungan Pemasangan Lampu Lalu Lintas
• Memberikan pergerakan lalu lintas yang teratur
• Mengurangi konflik antar pergerakan kendaraan dan antara pergerakan
kendaraan dengan pejalan kaki
• Mengurangi frekuensi dari kecelakaan jenis tertentu (misal tabrak sudut,
tabrak samping)
• Dapat dikoordinasikan untuk memberikan pergerakan lalu lintas yang
menerus atau hampir menerus pada kecepatan tertentu sepanjang rute
tertentu
• Menghentikan pergerakan kendaraan pada selang waktu tertentu untuk
memberikan waktu kepada kendaraan yang lain atau pejalan kaki untuk
memasuki atau menyeberang jalan

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Kerugian Pemasangan Lampu Lalu Lintas
• Tundaan yang berlebihan
• Ketidakpatuhan pengemudi pada lampu lalu lintas
• Meningkatkan penggunaan rute yang tidak layak karena pengemudi berusaha
menghindari lampu lalu lintas
• Meningkatkan frekuensi kecelakaan (khususnya tabrak belakang)
• Mengurangi kapasitas simpang
• Meningkatkan kemacetan

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Alternatif Selain Lampu Lalu Lintas
• Memasang rambu peringatan sepanjang jalan utama untuk
memperingati pengendara yang akan mendekati simpang
• Relokasi marka garis stop dan melakukan perubahan lain untuk
meningkatkan jarak pandang pada simpang
• Memasang marka garis tepi dan marka garis kanalisasi sepanjang
pendekat jalan utama untuk mempersempit lebar lajur, sehingga
dapat menurunkan kecepatan kendaraan pada pendekat
• Memasang lampu kedip pada simpang untuk mendukung
keberadaan rambu STOP

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Alternatif Selain Lampu Lalu Lintas
• Menambah satu lajur pada pendekat jalan minor untuk pergerakan
belok kiri sehingga terpisah dari pergerakan lurus dan belok kanan,
yang pada akhirnya akan mengurangi delay total
• Memperbaiki geometrik simpang dengan cara melakukan kanalisasi
pergerakan kendaraan
• Membatasi satu atau lebih pergerakan belok jika tersedia alternatif
rute
• Memasang bundaran
• Memasang rambu all-way STOP jika dijustifikasikan oleh hasil studi

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Manajemen Lalu Lintas pada
Persimpangan

Koordinasi Simpang
Bersinyal
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Koordinasi simpang bersinyal
Tujuan koordinasi sinyal lalu lintas:
• memungkinkan pergerakan kendaraan secara menerus
dan/atau meminimumkan tundaan di sepanjang arteri atau
di seluruh jaringan jalan suatu kawasan.

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Keuntungan Sinyal Terkoordinasi
• Waktu perjalanan lebih pendek untuk kendaran bermotor.
• Menurunkan tingkat kebisingan dan polusi udara
• Mengurangi penggunaan energi
• Meningkatkan keselamatan lalu lintas

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Kerugian Sinyal Terkoordinasi
• Waktu perjalanan meningkat untuk lalu lintas kendaraan bermotor dengan
kecepatan rendah (mis. bus, angkot).
• Kesulitan bagi pejalan kaki untuk menyeberang jalan dalam satu kali
penyeberangan.
• Kesulitan untuk melaksanakan pengaturan lalu lintas yang actuated.

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Manajemen Lalu Lintas pada
Persimpangan

Parameter terkait Lampu

Lalu Lintas Terkoordinasi
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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A TIME-SPACE 1.Vehicles delayed (no change in distance as
time moves forward);
DIAGRAM 2.Driver perception--reaction time at the onset
of green;
3.Vehicle acceleration; and
4.Running speed of the vehicle (often assumed
• The diagrams illustrate to be the speed limit or an estimated
the relationship among progression speed)
intersection spacing,
signal timing, and
vehicle movement
• Time-space diagrams
are drawn with time on
the horizontal axis and
distance (from a
reference point) on the
vertical axis

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A TIME-SPACE
DIAGRAM
• Time-space diagrams
are a visual tool that
practitioners
commonly use to
analyze coordination
strategies and modify
timing plans

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A TIME-SPACE DIAGRAM

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Bandwidth
• The first and last of these select
vehicle trajectories outline the
bandwidth
• As the bandwidth gets wider,
potential progression opportunities
increase for vehicles traveling along
the coordinated corridor.
• Bandwidth is an ideal
representation of progression,
✓ it does not explicitly account for vehicle
acceleration from a stop, dispersion of
vehicles as they travel from one
intersection to the next, or queued
vehicles at the downstream
intersections.

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Splits
• Splits are the portion of the cycle
allocated to each phase (green time plus
clearances).

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Force-offs
• Force-offs are used in
some controllers as an
alternate way to control
the phase splits.
✓ to ensure that the
coordinated phase will
receive a minimum amount
of time for each cycle

https://ops.fhwa.dot.gov/p
ublications/fhwahop08024
/chapter6.htm#6.3
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Offsets
• defines the time relationship between coordinated
phases at subsequent traffic signals
✓expressed in either seconds or as a percent of the cycle
length,
• depended on the offset reference point,
✓which is defined as that point within a cycle in which the local
controller’s offset is measured relative to the master clock.

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Offsets
• The master clock is
the background timing
mechanism within the
controller logic to
which each controller
is referenced during
coordinated operations

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Manajemen Lalu Lintas pada
Persimpangan

Jenis Pengaturan Lampu

Lalu Lintas Terkoordinasi
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Jenis-Jenis Sistem Lampu Lalu Lintas
Terkoordinasi
1. Non-interconnected system
• Paling sederhana, offset dapat dihitung dan diatur menggunakan
stopwatch
2. Time-based coordinated system
• utilizes non-interconnected controllers with auxiliary devices
• Various timing plans can be established with time of day and day of
week plan changes.
• Global Positioning System (GPS) receivers have been used for several
years to provide a clock sync to ensure TBC is maintained.
3. Interconnected pretimed system
• Local intersections are physically interconnected (usually by a 7-wire
cable)
• Timing plans are normally selected by a time clock
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Jenis-Jenis Sistem Lampu Lalu Lintas
Terkoordinasi
4. Traffic responsive system
• an interconnected system utilizing a master controller for pattern
(Cycle/offset/splits) selection
• Traffic detectors are used to sample directional volumes and detector
occupancy
5. Traffic Adaptive System
• Traffic adaptive systems perform “real-time” adjustments to the cycle length,
splits and offsets in response to traffic demand.
6. Advanced Traffic Management Systems (ATMS)
• ATMS are capable of monitoring and controlling thousands of intersection
controllers using state of the art architecture like TCP/IP and NTCIP
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Sistem Pengaturan Waktu
1. Sistem sederhana (menggunakan Pre-timed Control)
✓Sistem simultan
✓Sistem alternate
✓Sistem progresif

2. Sistem Kompleks
✓Combination method
✓TRANSYT (TRAffic Network StudY Tool)
✓SIGOP (SIGnal Optimisation Program)
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Manajemen Lalu Lintas pada
Persimpangan

Coordinated Traffic Signals:

Pre-timed Control System
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Sistem Simultan
• Semua sinyal menunjukkan indikasi waktu yang sama pada
saat yang bersamaan:
✓Pengaturan waktu tidak efisien
✓Kecepatan meningkat
✓Kapasitas berkurang

• Cocok untuk segemen jalan yang sangat pendek (100 – 150

m), atau untuk blok jalan yang panjang, dan pada lokasi
dimana jalan utama memiliki alokasi waktu hijau yang
terbanyak.
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Sistem simultan dengan

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SISTEM ALTERNATE
• Terdiri dari:
✓Single alternate – selang satu simpang menunjukkan indikasi sinyal yang sama
✓Double altenate – selang dua simpang menunjukkan indikasi sinyal yang
sama.
• Tidak cocok jika jarak antar simpang tidak sama.
• Cocok untuk jalanan di area perkotaan dengan blok persegi dan
kecepatan rendah.
• Sistem double alternate mengurangi bandwith sebesar 50%.

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Sistem single alternate dengan

offset setengah siklus
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Sistem double alternate

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SISTEM PROGRESIF (Simple)
• the green displays are
staggered in relation to
each other according to
the desired road speed
• The offset, as well as the
phase plan, at each
installation is determined
so as to secure the best
continuous movement of
platoons in both directions

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Manajemen Lalu Lintas pada
Persimpangan

Justifikasi Pemasangan
Lampu Lalu Lintas
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Justifikasi Pemasangan Lampu Lalu Lintas
(MUTCD, 2009)
The investigation of the need for a traffic control signal shall include an analysis of factors
related to the existing operation and safety at the study location and the potential to improve
these conditions, and the applicable factors contained in the following traffic signal
warrants:
• Warrant 1, Eight-Hour Vehicular Volume
• Warrant 2, Four-Hour Vehicular Volume
• Warrant 3, Peak Hour
• Warrant 4, Pedestrian Volume
• Warrant 5, School Crossing
• Warrant 6, Coordinated Signal System
• Warrant 7, Crash Experience
• Warrant 8, Roadway Network
• Warrant 9, Intersection Near a Grade Crossing
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Justifikasi Pemasangan Lampu Lalu Lintas
(MUTCD, 2009)
• A traffic control signal should not be installed unless one or more of the factors described in this Chapter are
met
• A traffic control signal should not be installed unless an engineering study indicates that installing a traffic
control signal will improve the overall safety and/or operation of the intersection.
• A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow.

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Warrant 1: 8-hour Vehicular Volume
Standard:
The need for a traffic control signal shall be considered if an engineering study finds that one of the following
conditions exist for each of any 8 hours of an average day:
A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1 exist on the
major-street and the higher-volume minor-street approaches, respectively, to the intersection; or
B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-1 exist on the
major-street and the higher-volume minor-street approaches, respectively, to the intersection.
In applying each condition the major-street and minor-street volumes shall be for the same 8 hours. On the
minor street, the higher volume shall not be required to be on the same approach during each ofthese 8 hours.

a Basic minimum hourly volume

b Used for combination of Conditions A and B after adequate trial of other remedial measures
c May be used when the major-street speed exceeds 40 mph or in an isolated community with a population of less than 10,000
d May be used for combination of Conditions A and B after adequate trial of other remedial measures when the major-street
speed exceeds 40 mph or in an isolated community with a population of less than 10,000
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Warrant 1: 8-hour Vehicular Volume
Standard:
The need for a traffic control signal shall be considered if an engineering study finds
that both of the following conditions exist for each of any 8 hours of an average
day:
A. The vehicles per hour given in both of the 80 percent columns of Condition A in
Table 4C-1 exist on the major-street and the higher-volume minor-street
approaches, respectively, to the intersection; and
B. The vehicles per hour given in both of the 80 percent columns of Condition B in
Table 4C-1 exist on the major-street and the higher-volume minor-street
approaches, respectively, to the intersection.
These major-street and minor-street volumes shall be for the same 8 hours for each
condition; however, the 8 hours satisfied in Condition A shall not be required to be
the same 8 hours satisfied in Condition B. On the minor street, the higher volume
shall not be required to be on the same approach during each of the 8 hours.
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Warrant 2: 4-hour Vehicular Volume
Standard:
The need for a traffic control signal
shall be considered if an
engineering study finds that,
“for each of any 4 hours of an
average day, the plotted points
representing the vehicles per hour
on the major street (total of both
approaches) and the corresponding
vehicles per hour on the higher-
volume minor-street approach
(one direction only) all fall above
the applicable curve in Figure 4C-
1 for the existing combination of
approach lanes. On the minor street,
the higher volume shall not be
required to be on the same
approach during each of these 4
hours.”
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Warrant 2: 4-hour Vehicular Volume

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Warrant 3: Peak Hour
Standard:
This signal warrant shall be applied only in unusual cases, such as office complexes manufacturing
plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large
numbers of vehicles over a short time.
The need for a traffic control signal shall be considered if an engineering study finds that the criteria
in either of the following two categories are met:
A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute
periods) of an average day:
1. The total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled
by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane approach or 5 vehicle-hours for a two-lane
approach; and
2. 2. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for
one moving lane of traffic or 150 vehicles per hour for two moving lanes; and
3. 3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with
three approaches or 800 vehicles per hour for intersections with four or more approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches)
and the corresponding vehicles per hour on the higher-volume minor-street approach (one
direction only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above
the applicable curve in Figure 4C-3 for the existing combination of approach lanes.
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Warrant 3: Peak Hour

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Warrant 4: Pedestrian Volume
Standard:
The need for a traffic control signal at an intersection or midblock crossing shall be
considered if an engineering study finds that one of the following criteria is met:
A. For each of any 4 hours of an average day, the plotted points representing the
vehicles per hour on the major street (total of both approaches) and the
corresponding pedestrians per hour crossing the major street (total of all
crossings) all fall above the curve in Figure 4C-5; or
B. For 1 hour (any four consecutive 15-minute periods) of an average day, the
plotted point representing the vehicles per hour on the major street (total of both
approaches) and the corresponding pedestrians per hour crossing the major street
(total of all crossings) falls above the curve in Figure 4C-7.

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Warrant 4: Pedestrian Volume

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Warrant 5: School Crossing
Standard:

The need for a traffic control signal shall be considered when an

engineering study of the frequency and adequacy of gaps in the
vehicular traffic stream as related to the number and size of groups of
school children at an established school crossing across the major street
shows that the number of adequate gaps in the traffic stream during the
period when the schoolchildren are using the crossing is less than the
number of minutes in the same period (see Section 7A.03) and there are
a minimum of 20 schoolchildren during the highest crossing hour.

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Warrant 6: Coordinated Signal System
Standard:

The need for a traffic control signal shall be considered if an engineering study finds
that one of the following criteria is met:
A. On a one-way street or a street that has traffic predominantly in one direction, the
adjacent traffic control signals are so far apart that they do not provide the
necessary degree of vehicular platooning.
B. On a two-way street, adjacent traffic control signals do not provide the necessary
degree of platooning and the proposed and adjacent traffic control signals will
collectively provide a progressive operation.

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Warrant 7: Crash Experience
Standard:
The need for a traffic control signal shall be considered if an engineering study finds that all of the following
criteria are met:
A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash
frequency; and
B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred
within a 12-month period, each crash involving personal injury or property damage apparently exceeding the
applicable requirements for a reportable crash; and
C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent
columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80 percent columns of
Condition B in Table 4C-1 exists on the major-street and the higher-volume minor-street approach,
respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the
requirements specified in the Pedestrian Volume warrant. These major-street and minor-street volumes shall
be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same
approach during each of the 8 hours.

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Warrant 8: Roadway Network
Standard:
The need for a traffic control signal shall be considered if an engineering study finds that the common
intersection of two or more major routes meets one or both of the following criteria:
A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per
hour during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an
engineering study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or
B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per
hour for each of any 5 hours of a non-normal business day (Saturday or Sunday).
A major route as used in this signal warrant shall have at least one of the following characteristics:
A. It is part of the street or highway system that serves as the principal roadway network for through traffic
flow.
B. It includes rural or suburban highways outside, entering, or traversing a city.
C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and
transportation study.

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Manajemen Lalu Lintas pada
Persimpangan

Simpang Susun
Dr. Eng. Febri Zukhruf

KK Rekayasa Transportasi-FTSL Manajemen Lalu Lintas

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Justifikasi penyediaan simpang susun
(AUSTROADS)
Interchanges may be proposed to:
• provide access across and to a freeway or motorway
• separate conflict points between traffic movements that have high relative
speeds
• provide uninterrupted traffic flow between intersecting freeways or
motorways
• increase capacity by replacing critical intersections on an expressway or
arterial road
• suit particular topography where an interchange can be built at justifiably
additional cost to an at-grade intersection
• provide for traffic generated by future land development via existing or
future intersecting arterial roads.
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Justifikasi penyediaan simpang susun
(AUSTROADS)

An interchange must be provided where:

• the major intersecting road is a freeway or motorway, or a major
arterial road
• all practicable forms of at-grade treatments would be unsafe or
would not meet level of service objectives for major traffic flows
• an economic analysis demonstrates that it is justified
• provision of at-grade intersections in an otherwise grade separated
facility would result in a combination of treatments not expected by
motorists and lead to unsafe operating conditions.

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