Practicum Module

PRACTICUM MODULE
CIVL6054 – TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY

FACULTY OF ENGINEERING
BINUS UNIVERSITY
JAKARTA
2019
APPROVAL SHEET
CIVL6054 – TRAFFIC ENGINEERING
APPROVAL SHEET
This is to certify that the practicum module prepared by the laboratory assistant, entitle
“CIVL6054 – Traffic Engineering” submitted in fulfillment to be used by the civil
engineering student of BINUS University since February, 8th 2019.
Prepared by,
Andrew John Pierre

Laboratory Assistant
Reviewed by,
Putri Arumsari, ST., MT. Eduardi Prahara, ST., MT.

Head of Laboratory SCS Transportation System &
Highway Engineering
Accepted by, Approved by,
Dr. Caroline Maretha Sujana, S.T., M.T. Irpan Hidayat, S.T., M.T.
Subject Content Coordinator Head of Civil Engineering
Department
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CIVL6054 TRAFFIC ENGINEERING
BINUS UNIVERSITY
LEARNING OUTCOMES
Learning Outcomes CIVL6054:

After successfully completing this course, students will be able to:
 LO 1 : Explain the basic principle of traffic engineering and traffic management
 LO 2 : Describe about the road capacity and level of service
 LO 3 : Design the appropriate traffic survey
 LO 4 : Design the traffice signal, intersection and parking capacity
 LO 5 : Explain about transportation safety
Materi Praktikum yang mendukung Learning Outcomes:

CHAPTER TITLE LO
1 TRAFFIC VOLUME STUDIES 2
2 TRAFFIC SPOT SPEED STUDIES 2
3 STUDY OF TRAFFIC INTERSECTIONS 2
4 PARKING DURATION 4
STUDY CASE: FEASIBILITY OF CAR PARKING
5 4
CAPACITY
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LEARNING PLAN
Rubric
Performance Indicators
Poor (0 - 64) Fair (65 - 74) Good (75 - 84) Excellent (85 - 100)
1. Experimental Design
1.1. Identify the physical
phenomenon, Establishes ground work
experimental parameters, Demonstrates either no, identifies the
Has basic idea but in need of Demonstrates
uncertainties, incomplete or incorrect appropriate/proper and
extreme supervision and comprehensive knowledge
experimental methods knowledge, unable to identify selects adequate and
steering in the righ direction and proposes improvements
suitable for the given the physical phenomenon feasible, describes steps
case, reference to involved
standard procedures, etc.
Establishes ground work
1.2. Select appropriate
successfully, identifies the
equipment/measuring Demonstrates either no, Has basic idea but in need of Demonstrates
appropriate/proper and
devices and methodology incomplete or incorrect extreme supervision and comprehensive knowledge
selects adequate and
for conducting knowledge, unable to identify steering in the right direction and proposes improvements
feasible, describes steps
experiment
involved
2. Data Analysis and Presentation
Describes the methods of
data analysis, able to identify
Demonstrates
2.1. Present experimental necessary tools and potential
Demonstrates either no, Has basic idea but in need of comprehensive knowledge in
data; plots, tables. errors as well as
incomplete or incorrect extreme supervision and data analysis and
Consideration of trends, discrepancies, identifies
knowledge, unable to identify steering in the direction presentation and requires no
statistical evaluation trends and presents
supervision
scientific/processed data in a
coherent way
Demonstrates
Demonstrates either no,
comprehensive knowledge
2.2. Interprets results of data incomplete or incorrect
Has basic knowledge of Able to generate scientific and require no supervision,
analysis and draws knowledge of the basic
theory, but in need of extreme formulations and reports generates mathematical
conclusions and makes theory, unable to identify and
supervision and steering in the based on the experimental formulations and correct
connections to existing discuss coherently the
right direction observations and results applications that proposes
theory experimental observations
improvements to existing

and results
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theory and methods
TABLE OF CONTENTS
APPROVAL SHEET ................................................................................................... ii

LEARNING OUTCOMES ........................................................................................... i
LEARNING PLAN ..................................................................................................... iv
TABLE OF CONTENTS ............................................................................................. v
LIST OF FIGURES ................................................................................................... vii
LIST OF TABLES ...................................................................................................... ix
LIST OF ANNOTATIONS ....................................................................................... 10
CHAPTER 1 TRAFFIC VOLUME STUDIES ...................................................... 1
1.1 PURPOSE ............................................................................................ 1
1.2 BASIC THEORY ................................................................................. 1
1.3 PROCEDURE ...................................................................................... 3
1.4 TOOLS ................................................................................................. 3
1.5 PRACTICUM DATA .......................................................................... 4
1.6 REFERENCE ....................................................................................... 8
CHAPTER 2 TRAFFIC SPEED STUDIES........................................................... 9
2.6 PURPOSE ............................................................................................ 9
2.7 BASIC THEORY ................................................................................. 9
2.8 PROCEDURE .................................................................................... 10
2.9 TOOLS ............................................................................................... 10
CHAPTER 3 STUDY OF INTERSECTIONS .................................................... 13
3.1 PURPOSE .......................................................................................... 13
3.2 BASIC THEORY ............................................................................... 13
VEHICLE MANEUVER AND CONFLICT ......................... 13
EQUIPMENT FOR INTEREST CONTROL ........................ 16
PHASE ................................................................................... 17
SIGNAL ASPECT AND INTER-GREEN PERIOD ............. 18
OPTIMUM CYCLE TIME FOR INTERSECTIONS ........... 19
EARLY CUT-OFF AND LATE START FACILITIES ........ 20
3.3 PROCEDURES.................................................................................. 20
3.4 TOOLS ............................................................................................... 21
3.5 CALCULATION ............................................................................... 21
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3.6 DATA FORMS – SIGNALIZED INTERSECTIONERROR! BOOKMARK
NOT DEFINED.
3.7 REFERENCE ..................................................................................... 31

CHAPTER 4 DURASI PARKIR ......................................................................... 33
4.6 TUJUAN ...................................... ERROR! BOOKMARK NOT DEFINED.
4.7 DASAR TEORI ............................ ERROR! BOOKMARK NOT DEFINED.
4.8 PERSIAPAN PRAKTIKUM ........ ERROR! BOOKMARK NOT DEFINED.
4.9 TATA CARA PRAKTIKUM ....... ERROR! BOOKMARK NOT DEFINED.
4.10 PERALATAN .............................. ERROR! BOOKMARK NOT DEFINED.
4.11 PERHITUNGAN.......................... ERROR! BOOKMARK NOT DEFINED.
4.12 DATA PRAKTIKUM DAN PERHITUNGAN .................................. 36
4.13 REFERENSI ....................................................................................... 43
CHAPTER 5 STUDI KASUS KELAYAKAN KAPASITAS PARKIR ......Error!
Bookmark not defined.
5.6 PENDAHULUAN ........................ ERROR! BOOKMARK NOT DEFINED.
5.7 TUJUAN DAN RUANG LINGKUP PENELITIANERROR! BOOKMARK
NOT DEFINED.
5.8 TINJAUAN PUSTAKA ............... ERROR! BOOKMARK NOT DEFINED.

PENGERTIAN PARKIR........................................................ 46
ISTILAH DALAM PARKIR . Error! Bookmark not defined.
PEMBANGUNAN PARKIR.. Error! Bookmark not defined.
5.9 PENGOPERASIAN PARKIR ............................................................ 86
5.10 PEMELIHARAAN PARKIR ............................................................. 88
5.11 TATA CARA PRAKTIKUM ............................................................. 90
5.12 METODE PERHITUNGAN .............................................................. 90
5.13 DATA PRAKTIKUM DAN PERHITUNGAN .................................. 91
5.14 REFERENSI ....................................................................................... 96
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LIST OF FIGURES
Gambar 2.1 Tipe Alih Gerak Kendaraan ................................................................... 14

Gambar 2.2 Lampu Lalu lintas .................................................................................. 16
Gambar 2.3 Bagan Alir Analisa Simpang Bersinyal ................................................. 22
Gambar 2.4 Bagan Alir Analisa Simpang Tak Bersinyal .......................................... 29
Gambar 3.1 Grafik Jumlah Kendaraan .......................Error! Bookmark not defined.
Gambar 3.2 Grafik Durasi Jumlah Kedaraan ..............Error! Bookmark not defined.
Gambar 3.3 Grafik Turn Over Parkiran Admisi .........Error! Bookmark not defined.
Gambar 4.1 Dimensi Kendaraan Standar Untuk Mobil PenumpangError! Bookmark
not defined.
Gambar 4.2 Satuan Ruang Parkir untuk Mobil Penumpang ...................................... 55
Gambar 4.3 Satuan Ruang Parkir untuk Bus/Truk (dalam cm)Error! Bookmark not
defined.
Gambar 4.4 Satuan Ruang Parkir untuk Sepeda Motor (dalam cm)Error! Bookmark
not defined.
Gambar 4.5 Ruang Parkir Pada Badan Jalan ............................................................. 59
Gambar 4.6 Pola parkir parallel ................................................................................. 60
Gambar 4.7 Pada daerah tanjakan .............................................................................. 60
Gambar 4.8 Pada daerah turunan ............................................................................... 61
Gambar 4.9 Pola Parkir Manuver Sudut = 300 .......................................................... 62
Gambar 4.10 Pola Parkir Manuver Sudut = 450 ........................................................ 62
Gambar 4.11Pola Parkir Manuver Sudut = 600 ......................................................... 63
Gambar 4.12 Pola Parkir Manuver Sudut = 900 ........................................................ 63
Gambar 4.13 Pola Parkir Manuver Pada daerah tanjakan ......................................... 64
Gambar 4.14 Pola Parkir Manuver Pada daerah turunan ........................................... 65
Gambar 4.15 (a) ......................................................................................................... 65
Gambar 4.16 (b) ......................................................................................................... 66
Gambar 4.17 (c) ......................................................................................................... 66
Gambar 4.18 (d) ......................................................................................................... 67
Gambar 4.19 (e) ......................................................................................................... 67
Gambar 4.20 (f) .......................................................................................................... 68
Gambar 4.21 (g) ......................................................................................................... 68
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Gambar 4.22 (h) ......................................................................................................... 68
Gambar 4.23 Pola Parkir Mobil Penumpang Satu Sisi sudut 900 .............................. 69
Gambar 4.24 Pola Parkir Mobil Penumpang Satu Sisi sudut 300,450,600 .................. 70
Gambar 4.25 Pola Parkir Mobil Penumpang Dua Sisi sudut 900 ............................... 70
Gambar 4.26 Pola Parkir Mobil Penumpang Dua Sisi sudut 300,450,600 .................. 71
Gambar 4.27 Pola Parkir Mobil Penumpang Pulau sudut 900 ................................... 71
Gambar 4.28 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe A ............... 72
Gambar 4.29 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe B ............... 72
Gambar 4.30 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe C ............... 73
Gambar 4.31Pola Parkir Bus/Truk Satu Sisi .............................................................. 73
Gambar 4.32 Pola Parkir Bus/Truk Dua Sisi ............................................................. 74
Gambar 4.33 Pola Parkir Sepeda Motor Satu Sisi...................................................... 74
Gambar 4.34 Pola Parkir Sepeda Motor Dua Sisi ...................................................... 75
Gambar 4.35 Pola Parkir Sepeda Motor Pulau........................................................... 75
Gambar 4.36 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 900 ............................. 76
Gambar 4.37 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 300,450,600 ................ 77
Gambar 4.38 Pintu Masuk dan Keluar Terpisah ........................................................ 78
Gambar 4.39 Pintu Masuk dan Keluar Menjadi Satu ................................................. 79
Gambar 4.40 Pintu masuk dan keluar terpisah dan terletak pada satu ruas jalan. ...... 80
Gambar 4.41 Pintu masuk dan keluar terpisah dan tidak terletak pada satu ruas. ..... 81
Gambar 4.42 Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas jalan
............................................................................................................................ 81
Gambar 4.43 Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas berbeda. .. 82
Gambar 4.44 Tata letak gedung parkir ....................................................................... 85
Gambar 4.45 Grafik Jumlah Kendaraan Parkir .......................................................... 94
Gambar 4.46 Grafik Turn Over .................................................................................. 95
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LIST OF TABLES
Table 1.1 Coefficient of Passenger Car Unit............................................................ 2

Table 1.2 Coefficient of Passenger Volume Factor ................................................. 2
Table 1.3 Vehicle Volume Form, Location 1 to Location 2 .................................... 4
Table 1.4 Vehicle Volume Form, Location 2 to Location 1 .................................... 6
Table 2.1 Vehicle Speed Form, Direction Location 1 to Location 2 .................... 11
Table 3.1 Geometric, Traffic Management and Environmental Conditions ..... 24
Table 3.2 Traffic Flow Condition ........................................................................... 25
Table 3.3 Interval Time Between Green and Lost Time ...................................... 26
Table 3.4 Time of Signal and Capacity .................................................................. 27
Table 3.3 Interval Time Between Green and Lost Time ...................................... 30
Table 3.6 Queue Length, Total Stopped Vehicle, and Delay ............................... 28
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LIST OF ANNOTATIONS
AR = All red time (s)

C = Capacity (PCU/hour)
c = Cycle time (s)
Co = Initial capacity (PCU/hour)
COM = Commercial land use
CS = City size
d = Distance of observation (m/s)
D = Delay (s)
DG = Geometry delay (s/PCU)
DS = Degree of saturation
DT = Traffic delay (s/PCU)
F = Adjustment factor
Fcs = City size adjustment factor
FPCU = PCU factor
FRSU = Road type, side friction, and unmotoryzed vehicle ratio adjustment factor
g = Green time (s)
gmax = Maximum green time (s
gmin = Minimum green time (s)
GR = Green time ratio
GRAD = Gradation (+/-%)
HV = Heavy Vehicle (PCU)
i = Phase
IFR = Intersection flow ratio
IG = Interval green time (s)
k = AADT factor
L = Length (m)
LT = Left Turn
LTI = Lost time interval (s)
LV = Light Vehicle (PCU)
MC = Motorcycle (PCU)
MV = Motoryzed vehicle (PCU/hour)
n = Number of samples
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NQ = Number of queue (PCU)
NS = Number of stopping
PCE = Passenger Car Equivalent
PCU = Passenger Car Unit
PHF = peak hour factor
PR = Phase ratio
PRT = Right Turn Ratio
PSV = Stopping vehicle ratio
Q = Traffic flow (PCU/hour)
Q0 = Interrupting flow (PCU/hour)
QL = Queue length (m)
QRT0 = Right turn interrupting flow (PCU/hour)
QTOT = Total flow (PCU/hour)
RA = Restricted access land use
RES = Residential land use
RT = Right Turn
S = Saturated flow (PCU/green time)
S0 = Initial saturated flow (PCU/hour)
SF = Side Friction
ST = Straight
t = Travel time of each sample at the distance of observation (s)
T = Turning
Type 0 = Interrupted Arriving Flow
Type P = Uninterrupted Arriving Flow
UM = Unmotoryzed vehicle (PCU/hour)
V = hourly vehicle volume
Vi = Speed of each sample (m/s)
Vm15 = maximum 15-minute vehicle volume within the hours
Vs = Space mean speed (m/s)
Vt = Time mean speed (m/s)
WA = Approaching Width (m)
We = Effective width (m)
WENTRY = Entry width (m)
WEXIT = Exit width (m)
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CHAPTER 1
TRAFFIC VOLUME STUDIES
1.1 PURPOSE
The purpose of traffic volume studies is:
a. To determine the volume of vehicles along the road according to classification
of the vehicles;
b. To determine the total passengers and passenger car unit from the city;
c. To determine the peak hour for each type of vehicles.
1.2 BASIC THEORY

Traffic data are important in planning, designing, research, and regulation
phase of traffic engineering and are used to make priorities and schedules for traffic
improvement. The traffic engineer has to understand the general knowledge about
traffic volume characteristics to understand and measure the composition, magnitude,
time, and route distribution of volume for each area.
Volume is the total number of vehicles that pass a point or section of a lane or
roadway during a time that given time interval. Although, rate of flow is the equivalent
hourly rate at which vehicles pass over a point or section of a lane or roadway during
a time that given time interval less than 1 hour, usually 15 minutes.
A. PASSENGER CAR UNIT

Passenger car unit (PCU) is an important comparison factor that helps the
traffic engineer to describe the impact of traffic flows on the traffic performance of the
infrastructure elements, compared to homogenous passenger car flows. It is a measure
of the impact a particular mode of transport on traffic variables (such as flow, speed,
density, etc.). The equation for passenger car unit is:
PCU = (n) × (CPCU ) .................................................. (1.1)
Description:
PCU : passenger car unit;
n : number of vehicles;
CPCU : coefficient of passenger car unit (Table 1.2).

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The following table showing the passenger car unit which use in Indonesia:
Table 1.1 Coefficient of Passenger Car Unit
Type of Vehicle Public Roadway Urban District

Car 1 1
Motorcycle 0.5-1 0.2-0.5
Light truck (2 axles) 3 2
Heavy truck (>2 axles) 4 3
B. PASSENGER VOLUME
To calculate passenger volume, the vehicle volume is multiplied with the
coefficient of passenger volume. The following table showing the coefficient of
passenger volume:
Table 1.2 Coefficient of Passenger Volume Factor
Type of Vehicle Passenger Coeffiecnt (Cp)

Car 3
Motorcycle 2
Light truck (2 axles) 2
Heavy truck (>2 axles) 2
Passenger volume can be calculated using this formula:

Vp = (n) × (Cp ) ............................................... (1.2)
Description:
Vp : passenger volume;
n : number of vehicles;
Cp : coefficient of passenger volume.
C. PEAK HOUR FACTOR

Peak Hour Factor (PHF) is a representation of a converted traffic volume per
hour into the flow rate in the busiest 15 minutes of a rush hour. Traffic volume can be
very different from time to time, and if a traffic engineer counts vehicles flow at a
certain point, the PHF will differ from a time onto another time and will not be the
same theoretically depending of how much vehicles pass by the observation point. The

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average value of PHF for small towns 15-minute principal is 0.75 with the range of
0.53 – 0.90. PHF can also be calculated using this formula:
Vh
PHF = 4∙V ................................................... (1.3)
15 max
Description:
PHF : peak hour factor;
Vh : hourly volume;
V15 max : maximum 15-minute volume within the hour.
1.3 PROCEDURE
A method of surveying is applied based on manual counting. The survey was
conducted in the certain location that consisting of:
A. TRAFFIC VOLUME SURVEY

Survey of the traffic volumes is done by observing or calculating vehicles
which is crossed the road and being reviewed based on the classification or type of the
vehicles. Observation or calculation of the number of vehicles is done manually, which
by using a counter that using hand or tally count. To do this observation, it takes at
least six observers, with three people observers on each path.
B. NUMBER OF PASSENGERS SURVEY

The number of passenger survey was done together with the vehicle volume
survey, when the number of passengers is divided into the same group as the speed
survey vehicle volume. This observation had to be done manually in two directions of
traffic. This survey has an objective which to determine the number of people or
passengers entering and leaving in a city or region in each unit of time.
1.4 TOOLS
The tools that used in this practicum are:
a. Stop Watch;
b. Counter;
c. Form;
d. Clipboard;
e. Pen.

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1.5 PRACTICUM DATA

Location 1 : ……………………........
Location 2 : ………………………....
Table 1.3 Vehicle Volume Form, Location 1 to Location 2
Unit
Time Period
Car Motorcycle Light Truck Heavy Truck
Based on Table 1.3 peak hour appear on certain hour:

a. Car : from … until …, with total number of …;
b. Motorcycle : from … until …, with total number of …;
c. Bus : from … until …, with total number of …;
d. Light Truck (2 Axles) : from … until …, with total number of …;
e. Heavy truck (>2 axles) : from … until …, with total number of …;

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Figure 1.1 Graph of Vehicle Volume, Direction from Location 1 to Location 2

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Table 1.4 Vehicle Volume Form, Location 2 to Location 1

Unit
Time Period
Car Motorcycle Light Truck Heavy Truck
Based on Table 1.3 peak hour appear on certain hour:

f. Car : from … until …, with total number of …;
g. Motorcycle : from … until …, with total number of …;
h. Bus : from … until …, with total number of …;
i. Light Truck (2 Axles) : from … until …, with total number of …;
j. Heavy truck (>2 axles) : from … until …, with total number of …;

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Figure 1.2 Graph of Vehicle Volume, Direction from Location 2 to Location 1

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1.6 REFERENCE
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.

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CHAPTER 2
TRAFFIC SPEED STUDIES
2.1 PURPOSE
The purpose of this practicum is:
a. To find out the time mean speed (Vt) of vehicles that pass the road;
b. To find out the space mean speed (Vs) of vehicles that pass the road.
2.2 BASIC THEORY

Speed of vehicles on a highway indicates the quality of service experienced by
motorists. The speed is discriminated into different elements such as average mean
speed, design speed, free-speed, operating speed, and upper and lower posted speeds.
On a highway, design speed is the main criterion for setting the speed limits and posted
speed is usually lower than the design speed because it is the driver’s desired speed.
Speed of vehicles on a highway is affected by various factors, but the most prominent
are traffic volume and traffic composition. In a mixed traffic situation of the type
prevailing in India, speed is considerably influenced by composition of traffic stream.
Both free-flow and operating speeds play important part in assessment of highway
capacity and level-of-service. The higher the speed variation, greater will be the
interactions among vehicles, resulting bias in determining speed limits for design of
highway facility
In general, speed humps are well thought out as a viable and attractive measure
in controlling speed of the vehicles since the drivers are forced to slow down their
vehicles towards the speed hump. As mentioned by Roess, Prassas & Mcshane (2004),
the purpose of setting up speed humps is to reduce vehicle speed to tolerable level at
certain pre-determined location along the residential road. Additionally, road accidents
can be reduced, simultaneously improving the residents’ well-being.
These are the equation that used to calculate time mean speed and space mean
speed:
Σ Vi
Vt = ......................................................... (2.1)
n
Where:
Vt = Time Mean Speed (m/s);
Vi = Speed of each sample (m/s);
n = Number of samples.
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(d × n)
Vs = .................................................... (2.2)
𝛴𝑡
Where:
Vs = Space mean Speed (m/s);
D = Distance of Observation (m);
n = number of samples;
t = travel time for each sample at the distance of observation (s).
2.3 PROCEDURE
The procedure that used to observe the vehicle speed carried out by manually
by an observer in each path by works as follows:
a. Determine two tipping point observations with some distance (100 meters);
b. Observer standing between two tipping point;
c. Divided the vehicles into 4 types, which are: cars, motorcycles, light trucks,
and heavy trucks;
d. Count the time of each vehicles when it reached the range of 100 m;
e. Write down 3 samples of each vehicle for every 15 minutes.
2.4 TOOLS
The tools that used in this practicum are:
a. Measuring Wheel;
b. Stopwatch;
c. Form;
d. Clipboard;
e. Pen.

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Table 2.1 Vehicle Speed Form, Direction Location 1 to Location 2

Vt Vs
Time Period Time (s) Speed (m/s) n
(m/s) (m/s)
07:00 - 07:15
07:15 - 07:30
07:30 - 07:45
07:45 - 08:00
08:00 - 08:15
08:15 - 08:30
08:30 - 08:45
08:45 - 09:00
09:00 - 09:15
09:15 - 09:30
09:30 - 09:45
09:45 - 10:00

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(m/s)
(m/s)

Figure 2.1 Graph of Vehicle Speed, Direction from Location 1 to Location 2
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CHAPTER 3
STUDY OF INTERSECTIONS
3.1 PURPOSE
The purpose of this practicum is:
a. To find out the volume and capacity;
b. To determine timing diagram;
c. To find out the number of vehicles that turn to right, left, and straight;
d. To determine the planned capacity of the intersections being reviewed.
From the results of the practicum, it can be seen whether the intersection design
is correct and the intersection can accommodate the capacity of the vehicle so that
traffic jams do not occur.
3.2 BASIC THEORY

Intersection is a point on a road network where roads meet and vehicle
trajectories intersect. Traffic that moves on each leg of the intersection uses road space
at the intersection together with other traffic (shared space). Intersection is the most
important factor in determining travel capacity and time on a road network, especially
in residential areas.
There are several factors that can influence the occurrence of a traffic problem
that usually occurs at intersections, among others:
a. Volume and capacity, which directly affects obstacles;
b. Geometric design, road safety, speed and straffic signal;
c. Parking, access and general development;
d. Pedestrian;
e. Distance between intersections.
VEHICLE MANEUVER AND CONFLICT

There are 4 basic types of vehicle manuevers, namely diverging diverging;
marging; crossing; and weaving. Crossing manuever is the most dangerous one than
others, weaving is more dangerous than marging and diverging. This is because there
is a relative speed greater between one vehicle's trajectory and the other vehicle's
trajectory.

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Figure 3.1 Types of Conflicts

Vehicle trajectories intersect at points of conflict. The number of conflicts is
much greater at intersections that have 4 foot intersections from at 3-legged
intersections, and much larger at legged intersections 5. Intersections with a number
of legs greater than 4 are not recommended, because the number of points of conflict
becomes very high.
Traffic that moves at the intersection can be controlled by various means of
control. The control follows a certain hierarchical sequence according to the types of
intersecting roads and the amount of traffic flow entering the intersection. This
hierarchy is divided into 4 major intersections, namely:
A. Intersection at Grade
Intersection at grade is an intersection whose legs intersect on one flat plane,
allowing a conflict between one current and another intersecting current. The
types of control systems include:
 Uncontrolled;
 Stop (priority);
 Manual (Policeman);
 Traffic light;
 Roundabout.
B. Grade Separated Intersection
Grade sepertaed intersection is an intersection whose legs do not intersect with
each other, but intersect with different heights between one leg and the other.
Various types of intersections are not in a plane.
C. Uncontrolled Intersection
These uncontrolled intersections generally can only be used at meetings of
local residential streets where the traffic flow on each leg is small so that the
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conflict that occurs is also small and by itself does not require a control of the
traffic flow that moves at the intersection.
D. Priority Intersection
Control methods for vehicle movements at the intersection are needed with the
intention that the vehicles carrying out the conflict movements will not collide
with each other. The main concept is the priority system, which is a rule to
determine which vehicle can run first. This control system has certain
principles, namely:
 Priority rules must be clearly understood by all drivers;
 Priority must be well divided, so that everyone has the opportunity to
move;
 Priorities must be organized so that points of conflict can be minimized;
 Decisions that must be made by the driver must be kept as simple as
possible;
 The total number of obstacles to traffic must be minimized.
In Indonesia and in several other countries, there are generally priority rules
that have an effect, except in certain locations where this rule becomes less
precise. In Indonesia, the priority of giving this vehicle the opportunity to walk
first is for vehicles coming from the left.
This principle is good in theory, and is quite efficient for low volume traffic
whose speed is low. However, this will cause problems if the traffic volume
increases, such as in urban areas. Furthermore, in areas outside the city, this
will cause problems - problems if the vehicle moves from a low speed small
road to enter the main high speed road.
This type of intersection can work well for traffic whose volume is low, but
can cause long obstacles for traffic moving on small roads when the traffic flow
on the main road is high. If this happens, the driver starts to face risks and
accidents also occur. Nevertheless priority junction is an intersection with the
simplest and cheapest form of control and a portion of the existing intersections
are priority intersections.

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E. Manual Control
Given that the volume of traffic from year to year continues to increase, the
obstacles at the foot of a small road junction from a priority intersection will
increase until it reaches an unacceptable condition (average 2-3 minutes per
vehicle). The first problem arises during rush hour. Crossing capacity can be
(but not always) increased (and barriers can be reduced) by formally
introducing a priority system that can be used together. Road safety will usually
also be improved. Manually controlling the traffic carried out by traffic police
during rush hour periods is usually sufficient.
F. Traffic Lights
Traffic control lights are a simple tool (manual, mechanical or electrical) to
instruct drivers to stop or walk. This tool provides alternative priorities through
giving priority to each traffic movement in sequence (alternately) in a period
of time. This tool is used when:
 Space for intersections is limited (eg urban areas).
 There is an integrated traffic flow or traffic management system will be
used.
A simple traffic light consists of 3 lights, namely: red, yellow, and green with
the right times allocated to each traffic movement.
Figure 3.2 Traffic Lights
EQUIPMENT FOR INTEREST CONTROL

A. Canalalization and islands
An important element of field design is cannalizing (directing) vehicles into
trajectories that aim to control and reduce points of conflict areas. This can be
achieved by using road markers, roadstones, medians and traffic islands that
arise.

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B. Widening of Entry Routes

Widening of the road carried out at the intersection entrance will provide the
possibility for vehicles to provide a space (gap) in the flow of traffic at a traffic
circle or priority time at the intersection with a traffic regulator.
C. Lines of acceleration and deceleration
At minor (small) intersections between high-speed roads, it is important to
avoid the relatively high speed of the vehicle. The easiest way is to provide
separate lanes for the purpose of speeding up and slowing down vehicles.
D. Turning Right
Similar to the above, the traffic that turns to the right can cause accidents or
obstacles for the traffic that moves straight when the vehicle is waiting for an
empty space from the traffic moving from the front. This requires a small
additional space to separate the vehicle that turns right from the traffic that
moves straight into a special lane.
E. Control of pedestrians
Pedestrians will walk in a straight line that leads to its purpose, unless asked
not to do so. Pedestrian crossing facilities must be placed where needed, in
connection with the area where they will go. Iron fence is used to analyze
(direct) pedestrians, subways and pedestrian bridges to separate pedestrians
from traffic flows.
PHASE
In regulating traffic at intersections in the form of conflicts between vehicle
flows, it can be done with time separation. Setting the separation of traffic flows is
called phase (phasing).
The user and phase selection depend on the direction of the main conflict that
occurs, usually between north-south and east-west. Because there are 2 main conflicts,
it must be resolved with 2 phases. At several intersections there are more than 2 main
conflicts, therefore more than 2 phases are needed.
One common situation is that there is a current that turns to the right that is
large enough in one approach. In this case there are 3 main conflicts so that it can be
overcome with a 3 phase system. If a fork (T Junction) where there is a normal left and
many right currents, this situation will require a 2 phase system.

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SIGNAL ASPECT AND INTER-GREEN PERIOD

The sign indicated by a traffic light is known as the signal aspect name. The
order of common signal aspects is red, red / yellow, green and yellow. The yellow
period is set for 3 seconds and on all new installation marks is red / yellow in the
second phase, in this case the red / yellow mark is 3 seconds long. The period for one
phase loses the opportunity for the road and the next phase gets the right to road is the
period between the end of the green light in one phase and the start of the green light
in the next phase, known as the intergreen period.
The planned intergreen period is as short as possible with respect to safety
because on each intergreeen period there is a loss of road time for both approaches
when the aspect signal changes.
The minimum green period is the shortest green flame period given to both
phases. It's long enough to dispatch a vehicle waiting at the stop line at the opposite
phase.
The traffic light capacity that regulates the intersection is limited to the
approach capacity itself to the intersection. There are 2 factors that affect the capacity
of the approach, namely: road and surrounding factors.
The road and surrounding factors that limit the capacity of the approach are the
physical state of the approach, especially the width, the radius through which the
vehicle turns left or right. The slope of the approach is measured freely against traffic
and its regulatory factors, expressed as saturation flow.
Saturation flow is defined as the maximum current expressed in passenger car
units that can pass through the stop line of an approach in the green light, where the
motorcade continues. Saturation flow changes due to the effect of slope. This change
causes a reduction or addition of 3% on saturation flow for every 1% incline or
derivative of the approach. The slope of the approach is defined as the average slope
between the stop line and the point as far as 61 meters before the approach. In the place
where the observation is carried out, the slope remains along the intersection.
If a vehicle passing a stop line has to turn, the release rate from the stop line
will decrease, this often happens if the vehicle turns right and can be released during
the phase turn right.
The environment also affects the saturation flow of an approach and because
this is difficult to define precisely, usually modification factors are often used. If a
location is planned with a good environment, that is, where the approach consists of 2
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uninterrupted lines of visible traffic, without vehicle parking, without traffic disruption
from the right turning vehicle, good visibility and adequate turning radius, saturation
flow is taken 120% of the standard value.
If a location is planned with a bad environment, namely low average speed,
interference from a silent vehicle and a vehicle that turns right, the viewing distance is
poor and the alignment is bad, then saturation flow is 85% of the standard.
During the beginning and end of the saturation interval there is a reduction in
capacity due to the influence of the vehicle moving from rest at the start of the green
period and reducing speed in the yellow period.
If a vehicle that turns right mixes with a vehicle that is running straight, the
saturation flow on that approach is calculated assuming that all vehicles are running
straight, but the equivalence of the vehicle that turns right plus 75% of the number of
vehicles passing the stopline during a certain time of saturationflow, but also from the
comparison time as long as the green sign is effective. One cycle is a complete
sequence of traffic signs, namely the green and red periods for the 2 phase system and
if the sign is green effective for one cycle, then it is called effective green time.
The current through the stopline cannot start and stop suddenly and at the end
of the green sign the current is slow and decreases until it reaches zero. As is known
yellow mark is the period where the vehicle can pass through the stopline in certain
circumstances, then the release at the stop line starts at the beginning of the green
period and ends in the yellow period. The time interval between the start of the green
and green periods is effective and also between the expiration of the yellow period
expressed as time loss during the starting delays.
OPTIMUM CYCLE TIME FOR INTERSECTIONS

The length of the cycletime for operating times remains dependent on traffic
conditions. At intersections where the traffic is very heavy, the cycletime must be
longer than when the intersection is only passed by a few vehicles. For various traffic
conditions given with signs of operation at a fixed time control, the length of the
cycletime affects the average delay in the vehicle passing through the intersection.
If the cycle time is very short, the part of the cycle time used by lost time in the
intergre period and starting delay is high, so the signal control is inefficient and results
in a long delay. Conversely if the cycle time is long enough, the vehicle that waits will
leave the stopline during the first green period and only the vehicle that passes through
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the stopline in the next green period is the vehicle that arrives in sequence so that it
has a large headway. The release height of a stopline or saturationflow will have a
large value if there is a queue in an approach that will result in inefficient operation.
EARLY CUT-OFF AND LATE START FACILITIES

If the road of the right turning vehicle is not enough to fulfill the requirements
of the phase turn right, but the vehicle that turns right has difficulty in completing
traffic movements, then early cut-off or late start of the opposite phase can be used.
An early cut-off from the opposite current allows the vehicle to turn right to
complete the traffic movement at the end of the green period if the opposite current is
stopped. To allow vehicles that run straight on the same approach to run without
interruption during the start of the intergreenperiod, there needs to be enough room at
the intersection, for vehicles to turn right waiting.
Instead the latestart facility releases the vehicle that turns right at the start of
the green period and for this situation the reserve space is not as important as the early
cut-off facility.
If the vehicle turns right and mixes with the vehicle running straight and turns
left on the same approach, there are three influences on traffic flow:
 Because there was a delay in the vehicle turning right by another vehicle and
the vehicle's traffic flow delaying the vehicle that runs straight that follows it;
 The presence of a vehicle turning right on a special lane tends to block the use
of this line for straight-road vehicles;
 The right turning vehicle is left at the intersection after the end of the green
period, delaying the start of the next phase until the vehicle completes the
movement turn right.
The boundary capacity of the junction is the maximum current that can pass
through the intersection with the same flow and movement of traffic in the approach.
3.3 PROCEDURES
Observation is done by counting the number of vehicles that turn left, right, or
straight from each road based on vehicle classification, namely:
 Motorcycle;
 Light vehicles such as private cars, light trucks, city transportation;

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 Heavy vehicles such as heavy trucks, intercity buses, office buses.

Observations are carried out manually, namely with a counter or counter and
also by using hand counts or turus.
Another observation is the recording of the duration of the traffic lights (red,
yellow, and green) of each phase. Observations were made 3 times and then the
average time was known.
In the implementation of this practicum, a minimum of 10 observers are needed
to calculate the number of vehicles that turn left, right and straight from each road and
record the duration of trafficlight.
3.4 TOOLS
The tools used in conducting this practicum is:
a. Meter;
b. Stop Watch;
c. Counter;
b. Form;
c. Clip board;
d. Pen.
3.5 DATA FORM AND CALCULATION

In reality taken from the field, intersections are divided into 2 (two) types,
namely signal intersections and non-signalized intersections. Calculation analysis for
these two types of intersections is a bit different, so that in the calculation procedure
section, calculation analysis will be discussed for each type of intersection.
a. Signalized Intersection
In the analysis of the signalized intersection calculation is calculated on the
signal time, capacity and size of the intersection performance. For the
calculation guideline, the calculation method used in the Indonesian Road
Capacity Manual (MKJI) regarding signal intersections is used. The sequence
of work on signal intersection calculations is as follows:

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1st step – Input Data (form I and II)

1. Geometric, traffic regulation and
environmental conditions
2. Traffic conditions
2nd step – Use of Signals (form III)

1. Signal Phase
2. Interarrival time and yellow time
Change Requirements 3rd Step – Signal Timing

Green time change, LTI 1. Approach type
change, change in width of 2. Effective Approach Width
the approach 3. Basic Saturated Flow
4. Adjustment Factors
5. Saturated Flow / Flow Ratio
6. Cycle Time and Green Time
4th step – Capacity (form IV)

1. Capacity
2. Requirements for Changes
Yes
No
5th Step – Traffic Behavior (form V)

1. Length of Queue
2. Stop Vehicles
3. Delays
Figure 3.3 Flow Chart of Signalized Intersection Analysis

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To facilitate the calculation process, a form is used for each calculation step.
 SIG I Form - Geometric, Traffic Settings, Environmental Conditions
 SIG II Form - Traffic Flow
 SIG III Form - Inter Green Time, Lost Time
 SIG IV Form - Signal Timing
 SIG V Form - Delay, Queue Length, Number of Vehicles Stopped

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Table 3.1 Geometric, Traffic Management and Environmental Conditions

SIGNALIZED INTERSECTION Date : By Group :
SIG - I Form: Geometric Region : Phase :

Traffic Management Intersection : Time Period :
Environmental Condition Population :
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SIGNALIZED PHASE
g = s g = s g = s g = s Cycle Time: c = s
Lost Time Interval:

IG = s IG = s IG = s IG = s
LTI = Ʃ IG = s

[Graph of Intersection Geometry]
ACTUAL CONDITION
Approaching Width (m)
Environment External Left Turn on Distance to

Approaching Median Slope Left Turn on
Type Hindrance Red parking Approach Entry Exit
Code (Yes/No) (± %) Red
(High/Low) (Yes/No) (m) WA WENTRY WEXIT
WLTOR
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
S
Table 3.2 Traffic Flow Condition
SIG - II Form : Traffic Flow Region : Phase :

Intersection : Period :
TRAFFIC FLOW FOR MOTORIZED VEHICLE (MV)
Light Vehicle (LV) Heavy Vehicle (HV) Motorcyce (MC)
Approaching Uninterrupted PCE = 1.0 Uninterrupted PCE = 1.3 Uninterrupted PCE = 0.2 Total Motorized Vehicle (QMV) Turning Ratio
Direction
Code
Interrupted PCE = 1.0 Interrupted PCE = 1.3 Interrupted PCE = 0.4
PCU/hour PCU/hour PCU/hour Veh/h PCU/hour

Veh/h Veh/h Veh/h PLTOR PRT
Interrupt
Uninterrupted Interrupted Uninterrupted Interrupted Uninterrupted Interrupted Uninterrupted
ed
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
LT/LTOR
ST
W
RT
TOTAL
LT/LTOR
ST
E
RT
TOTAL
LT/LTOR
ST
N
RT
TOTAL
LT/LTOR
ST
S
RT
TOTAL

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26
Table 3.3 Interval Time Between Green and Lost Time

SIG – III Form : Arus Lalu Lintas Region : Phase :
Intersection : Period :
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Traffic Departure Traffic Arrival All Red Duration (s)

Speed, Ve Approach W E N S

Approaching
(m/s) Speed, VA (m/s) 10 10 10 10
Distance of Depart – Arrive (m)
W 10
Time of Depart – Arrive (s)
E 10
N 10
S 10
All Red Time
Phase 1 ˃ Phase 2
Phase 2 ˃ Phase 3
Phase 3 ˃ Phase 4
Phase 4 ˃ Phase 1
Total Yellow Duration (3 s/phase)
Lost Time Interval (LTI) = Total All Red Duration + Yellow Duration
Table 3.4 Time of Signal and Capacity
SIG - IV Form: Region : Phase :
Time of Signal and Capacity Intersection : Period :
Traffic Flow Distribution (PCU/hour) Phase 1 Phase 2 Phase 3 Phase 4
[Graph of all Phase] [Graph of Phase 1] [Graph of Phase 2] [Graph of Phase 3] [Graph of Phase 4]
Turning Flow Saturated Flow (PCU/green time)

(PCU/hour) Adjustment Factor
All Type of Approach Type P
Turning Ratio
(FR)
(PR)
Flow Ratio
(PCU/hour)
Phase Ratio
Traffic Flow
Green Time (sec)
Capacity (PCU/h)
Saturated Flow
Slope
Effective Width (m)

Adjusted Value
Parking
(PCU/green time)
(PCU/green time)
External
Approaching Type
Approaching Code
Green in Phase no.
Left Turn
Hindrance
Same Direction
Right Turn
Degree of Saturation (DS)
Region Size
Oppsite Direction
PLTOR PLT PRT QRT QRTO WE SO FCS FSF FG FP FRT FLT S Q Q/S FRcrit/IFR g C Q/C
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21) (22) (23)
W
E
N
S
Cycle Time of Pre-adjustment (cua) (sec) IFR =
Lost Time Interval (LTI)
ƩFRcrit

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Adjusted Cycle Time (c) (sec)

28
Table 3.5 Queue Length, Total Stopped Vehicle, and Delay

Region : Phase :
SIG - V Form: Intersection : Period :
Queue Length, Total Stopped Vehicle, and Delay
Population :
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Delay

Total Vehicle Queue (PCU)
(m)

(stop/PCU)
(s/veh)
(s/veh)
(s/veh)
Vehicle Ratio
Total Stopped
(s × veh)
Queue Length
Total Delay
Green Ratio (GR)
Approaching Code
Average Delay
Capacity (PCU/hour)
Traffic Flow (PCU/hour)

Degree of Saturation (DS)
Average Traffic Delay
Average Geometric Delay
Q C Q/C g/c NQ1 NQ2 NQtotal NQmax QL NS NSV DT DG D = DT + DG D×Q
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
LTOR (All)
Corr. Flow
Total Total
(QCorr)
Average Intersection Delay
Total Flow (Qtot) Average Vehicle Stop (stop/PCU)
(s/veh)
29
b. Unsignalized Intersection
For the calculation guideline, the calculation method used in the Indonesian
Road Capacity Manual (MKJI) regarding unsignalized intersections is used.
The sequence of work on the calculation of non-signalized intersections is as
follows:
1st Step - Input Data (Form I and II)

1. Geometric Condition
2. Traffic Condition
3. Environmental Condition
2nd Step - Capacity

1. Approaching Width
2. Basic Capacity
Change Requirements 3. Approaching Width Adjustment Factor
4. Adjustment factor for the main road
median
5. City size adjustment factor
6. Environmental type adjustment factors,
side barriers and weights. Not
motorized
7. Adjustment factor turn left
8. Adjustment Factor turn right
9. Minor road flow ratio adjustment factor
10. Capacity
3rd Step – Traffic Behaviour

1. Degree of Saturation
2. Delay
3. Queue Possibilities
4. Assessment of traffic behavior
Adjustments regarding the plan, etc.

Yes
No
End of Analysis
Figure 3.4 Flow Chart of Unsignalized Intersection Analysis

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Table 3.6 Geometric dan Traffic Flow

UNSIGNALIZED INTERSECTION Date: By Group :
USIG – I Form: Region : Province :
Geometric Main Road :
Traffic Flow Minor Road : Period :
Intersection Geometry Traffic Flow
[Graph of Intersection Geometry] [Graph of Traffic Flow]
PCU
Traffic Composition LV% HV% MC % K-Factor
Factor
Unmotoryzed Vehicle
Traffic Light Vehicle Heavy Vehicle
Motorcycle (MC) Total Motoryzed Vehicle (MV)
Direction (LV) (HV)
Direction
PCE =1.3
PCE =1.0
PCE =0.5
(PCU/h)
(PCU/h)
(PCU/h)
Turning
PCU/h
Veh/h
Veh/h
Veh/h
Veh/h
Ratio
Approaching
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
LT
Minor Road ST
A RT
Total
LT
Minor Road ST
C RT
Total
Total A+C Qmi
LT
Main Road ST
B RT
Total
LT
Main Road ST
D RT
Total
Total B+D Qmi
LT
Main + Minor ST
RT
Main + Minor
(Total)
Ratio of Main Road / Total (Main+Minor) UM/MV

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Table 3.8 Unsignalized Intersection Analysis

UNSIGNALIZED INTERSECTION Date : By Group :
USIG – II Form: Region : Region Size :
Main Road : Road Environment :
Analysis Minor Road : External Hindrance :
Province : Period :
1. Approaching Width and Intersection Type
Intersection
Approaching Width (m) Number of Lanes (m)
Type
Total ways of intersection
Average
Minor Main
Minor Road Main Road Approaching
Option
Road Road
Width
WBD
WAC
WA
WD
WC
WB
Wi
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
1
2
2. Capacity
Capacity Adjustment Factor (F) Capacity

External Hindrance
Main Road Median
Minor/ Total Ratio

Region Size
Right Turn
Left Turn
Initial
Option
Average
Capacity Approaching C
Width
C0 FW FM FCS FRSU FLT FRT FMI PCU/h

(1) (2) (3) (4) (5) (6) (7) (8) (9)
1
2
3. Traffic Behavior
Degree of Freedom
Traffic Intersection
Minor Road Delay
Intersection Delay
Queue Probability
Main Road Delay
Geometry Delay
Traffic Flow
Intersection
Delay
Aim
Option
PCU/h DS DTI DMA DMI DG D QP %

(1) (2) (3) (4) (5) (6) (7) (8) (9)
1
2
3.6 REFERENCE
BINUS UNIVERSITY
CHAPTER 4
PARKING DURATION
4.1 PURPOSE
In order for students to be able to design, prepare and carry out surveys of
vehicle parking duration both carried out at the gate and patrol and carry out a simple
analysis of the results.
4.2 BASIC THEORY

Knowledge of parking duration is one of the bases in parking design.
According to its location, parking for roadside parking and parking is not on the side
of the road / in the field or building parking (off street parking). To find out the parking
duration on the edge of the road the easiest survey method is by patrol. Meanwhile, to
find out the duration of parking not on the edge of the road is usually done by a survey
at the gate, although it can also be done on patrol.
4.3 PREPARATION
a. The practicum group is divided into two, each for practicum of parking
duration at the gate and patrol;
b. The practicum fills out general data / sketches the Bina Nusantara campus
parking system (no need to use a scale) on those containing sketches of the
positions of parking spaces (which can also describe the amount), buildings /
other infrastructure, entrance / exit gates, parking circulation. Practice also
must describe the division of the patrol area and include the serial number of
the patrolled parking space according to the criteria in item d;
c. Each one of them is assigned at the exit and entry gate of the Bina Nusantara
campus. The entry vehicle registration form is separated from the vehicle exit
form;
b. The study parking area is divided into several patrol areas, in such a way that
can be traveled by 1 practitioner in less than 30 minutes and with group
members who have all campus parking lots can be covered.

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4.4 PROCEDURE
a. Practicum with both methods carried out for 6 hours with a choice of practicum
time between 09.00-17.00;
b. Practicing the duty at the entrance / exit gate records the vehicle plate number
/ type of vehicle entering / exiting the gate along with the time of entry / exit;
c. Practically the task of patrolling, walking in the designated patrol area by
recording information about parked vehicles. The practitioner must have
recorded data in all of his patrol areas before a 30-minute period has ended;
d. Practice repeating item c. Until data is obtained for 6.5 hours (13 × 30 minute
period). If in a serial number parking space, there has not been a change in the
number of the vehicle plate that occupies it, the practitioner is sufficient to give
a sign (+). If you have replaced it with another vehicle, you can write down the
number of the plate as usual. If there is no vehicle parked, give the sign (-).
4.5 TOOLS
The tools used in conducting this practicum is:
a. Watch;
b. Stationary;
c. Clipboard.
4.6 CALCULATION METHOD

a. Data recording of vehicles at the entrance / exit gate is entered into the
computer by using numerical processing software such as the excel program;
b. Data is sorted by vehicle plate number using the Short-data facility to facilitate
the matching process between the entry and exit gate data;
c. The duration of vehicle parking is the difference between the time out and the
time of entry;
b. If a vehicle is recorded in the practicum period but is not recorded out, the
parking duration is considered to be 2 hours or more. The same response also
applies to vehicles that are not registered but are logged out;
c. After all the matching process is complete, a frequency distribution table for
parking duration can be made with 30 minutes intervals;

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d. Data from a patrol area is analyzed by counting the number of times a condition
is recorded by the practitioner during the practicum. The vehicle registered 1
time is considered to be a 30 minute parking duration;
e. Vehicles that are parked in the first 30 minutes are considered parking duration
of 2 hours or more. Vehicles listed in the last 30 minutes are subject to the same
presumption;
f. Furthermore, a table of frequency distributions for parking duration can be
made with 30 minute class intervals;
g. Practice comparing the results of items e and points h and drawing conclusions
about the results of the comparison.
h. Observations on the number of vehicles parked in each observation area are
entered in the calculation table of the number of vehicles.

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4.7 DATA FORM AND CALCULATION
Table 4.1 Number of Anggrek Campus Parking Vehicles Admission Section
Time Number of Vehicle
From Table 4.1, the maximum number of vehicles obtained is ... vehicle at ...

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Figure 4.1 Graph of Vehicle Number

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Table 4.2 Duration of the Anggrek Building Admission Section
No. License Plate Entry Time Exit Time Duration

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Table 4.3 Duration of the Number of Anggrek Building Admission Section
No. Duration (hour) Number of Vehicle (unit)

1 0-1
2 1-2
3 2-3
4 3-4
5 4-5
6 5-6
7 6-7
8 7-8
9 8-9
10 9-10
11 10-11
12 >11 hours

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Figure 4.2 Graph of Vehicle Duration

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Table 4.4 Turn Over
No. Time Number of Vehicle Parking Capacity Turn Over
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
Based on the results obtained from table 4.4 the biggest Turn Over results are
... at ... shows that …

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Figure 4.3 Graph of Turn Over

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4.8 REFERENCE

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CHAPTER 5
FEASIBILITY OF PARKING CAPACITY CASE STUDY
5.1 INTRODUCTION
Parking is a condition of a vehicle that is not moving and is temporary because
it was abandoned by the driver. In the other words, parking is any vehicle that stops at
certain places whether expressed by traffic signs or not. Parking facilities are built
together with most buildings, to facilitate building use vehicles and not solely for the
purpose of raising or lowering people or goods. Public parking facilities outside the
road can be parked parking or parking buildings. Determination of location and
construction of public parking facilities, carried out by taking into account the general
plan of regional spatial planning, safety and smooth traffic, environmental
sustainability, and convenience for service users. The implementation of public
parking facilities is carried out by the government, state legal entities or citizens.
Organizers of public parking facilities can charge fees for the use of the facilities
sought.
5.2 PURPOSE AND SCOPE OF STUDY

The objectives of this case study are as follows:
a. Provide service levels of parking capacity provided to car park users;
b. Compare the amount of parking available to vehicles that want to park.
The scope of this Case Study material is as follows:

a. Record the data of the incoming and outgoing car in the form of a plate number
and time;
b. Record car data that is parked in certain parking parts regularly every 30
minutes;
c. Draw / make car parking plans;
d. Review the Turn Over value of available parking and the number of vehicles
parked.

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5.3 LITERATURE REVIEW

5.4 PARKING
Parking is any vehicle that stops at certain places whether stated by traffic signs
or not. Or the meaning of other parking is parking is a condition of the vehicle that is
not moving and is temporary because it was abandoned by the driver. Parking systems
in Indonesia can be divided into two types, which can be done on the road (on-street
parking) and outside the road (off-street parking).
The parking space unit is an effective measure to place one vehicle (passenger
car, bus / truck, or motorcycle). This includes free space on the left and right of the
vehicle with the understanding that the door can be opened for passenger boarding and
certain things, such as space for special wheelchairs to park vehicles for people with
disabilities, as well as front and rear free space. The size of the parking lot is a
benchmark for the feasibility of parking space that should be, seen from the freedom
to put the vehicle, open the door of the vehicle so that there is no scratch and impact
on other vehicles, columns, walls and others.
Determination of location and construction of public parking facilities, carried
out by taking into account the general plan of regional spatial planning, safety and
smooth traffic, environmental sustainability, and convenience for service users. The
definition of the parking facility itself is for the public outside the road body can be a
parking park and / or parking building. The implementation of public parking facilities
is carried out by the government, state legal entities or citizens. Organizers of public
parking facilities can charge fees for the use of the facilities sought.
The method of parking that is often done in the Indonesian territory is that there
are three ways of parking, based on the arrangement of vehicles - parallel parking,
upright parking, and parking lot. This is configuration where the driver of the vehicle
can access the parking independently.
a. Parallel Parking
Parallel parking is parking arranged in a row, with the front bumper of the car
facing one of the adjacent rear bumpers. Parking is carried out parallel to the
edge of the road, either on the left side of the road or the right or both sides if
that is possible. Parallel parking is the most common way to park cars on the
roadside. This method is also used in the parking lot or parking building,
especially to fill the parking space where parking is not possible.

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b. Perpendicular Parking
In this way the car is parked perpendicular, side by side, facing perpendicular
to the aisle, sidewalk or wall. This type of car parking is more measurable than
parallel parking and therefore is usually used in places in the parking lot
parking lot or parking building. Often, in a car park using a perpendicular
parking lot, two rows of parking lots can be arranged face to face with the front,
with or without an alley between them. Upright parking can also be carried out
along the road along the road where parking is placed wide enough for the
vehicle to exit or enter the parking space
c. Angle Parking
One way of parking that is widely used on the side of the road or in the yard or
parking building is a parking lot that makes it easier for vehicles to enter or exit
the parking space. In the wide yard or parking lot, a narrow alley is needed
when compared to perpendicular parking.
PARKING TERMINOLOGY:
The following are definitions of several terms in parking studies:
a. Parking facilities are locations that are determined as a place to stop vehicles
that are not temporary to carry out activities in a period of time;
b. Parking facilities outside the road are parking facilities for specially made
vehicles that can be in the form of parking parks or parking buildings;
c. Parking facilities on road bodies are facilities for parking vehicles using a part
of the road body;
d. Public parking facilities are parking facilities outside the road in the form of
parking buildings or parking parks which are managed as stand-alone business
activities by providing public parking services;
e. parking grin is an additional length of limited lane, mainly designed for parking
vehicles;
f. Parking accumulation, namely the number of vehicles parked in an area or
parking location at a certain time;
g. Parking duration is the time span of the vehicle parked at the parking location;
h. An alley lane is a path between two rows of adjacent parking spaces;
i. A circulation path is a place used for the movement of vehicles entering and
exiting parking facilities;
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j. The number of parking vehicles is the number of vehicles in the parking area
at a certain time in the vehicle clock;
k. Parking area is an area or area that uses the road body as a parking facility and
there is parking control through the entrance;
l. Parking markers are markers as parking space boundaries;
m. A parking meter is an automatic tool for setting coin-driven parking times;
n. Parking on a road body (On street parking) is a parking facility that uses the
edge of a road body;
o. Parking demand is the number of vehicles to be parked at a certain place and
time;
p. The shuttle parking lot is a park where people who go from home to work can
park their cars and continue their journey by using a shared car, vanpool, bus,
commuter bus, train or other types of public transportation;
q. Parking volume per day is the number of vehicles in the parking area for one
day, in a vehicle in one day;
r. Turn Over is the level of use of parking spaces for a certain period of time.
PARKING DEVELOPMENT
Based on the Technical Guidelines for the Implementation of Parking Facilities
by the Department of Transportation, the Director General of Land Transportation:
a. Determining Parking Requirements
The types of parking requirements are as follows:
 Fixed parking activities
o Market;
o School / College;
o Trade center;
o Private or government office centers;
o Retail trade centers or supermarkets;
o Hospital;
o Hotels and lodging places;
o Recreation area;

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 Temporary parking activities

o Cinema
o Show place
o Sports place
o Houses of worship
The size of the parking space requirements at the activity center is determined
as follows:
 Based on the results of the Directorate General of Land Transportation study
of permanent parking activities.
o Traditional Market
Table 5.1 Parking Space Requirements for Markets
Total Area (100 m2) Requirement (PSU)

40 160
50 185
75 240
100 300
200 520
300 750
400 970
500 1200
1000 2300
o School / Institution
Table 5.2 Parking Space Requirements for Markets
Number of Student Requirement (PSU)

3000 60
4000 80
5000 100
6000 120
7000 140
8000 160
9000 180
10000 200
11000 220
12000 240

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o Shopping Center
Table 5.3 Parking Space Requirements for Shopping Center

10 59
20 67
50 88
100 125
500 415
1000 777
1500 1140
2000 1502
o Office
Table 5.4 Parking Space Requirements for Office
Requirement (PSU)
Number of Staff
Administration General Service
1000 235 288
1250 236 289
1500 237 290
1750 238 291
2000 239 291
2500 240 293
3000 242 295
4000 246 298
5000 249 302
o Groceries Center
Table 5.5 Parking Space Requirements for Groceries Center

50 225
75 250
100 270
150 310
200 350
300 440
400 520
500 600
1000 1050

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o Hospital
Table 5.6 Parking Space Requirements for Hospital
Number of beds Requirement (PSU)

50 97
75 100
100 104
150 111
200 118
300 132
400 146
500 160
1000 230
o Hotel
Table 5.7 Parking Space Requirements for Hotel
Rate
Room (unit)
<100 100 – 150 150 – 200 200 – 250
100 154 300 300 300
150 155 450 450 450
200 156 476 600 600
250 158 477 798 900
350 161 480 799 1050
400 162 481 800 1119
550 165 484 803 1122
550 166 485 804 1124
o Recreation Center
Table 5.8 Parking Space Requirements for Recreation Center
Total Area (100m2) Requirement (PSU)
50 103
100 109
150 115
200 122
400 146
800 196
1600 295
3200 494
6400 892

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 Temporary parking activities

o Cinema
Table 5.9 Parking Space Requirements for Cinema
Number of Seat Requirement (PSU)
300 198
400 202
500 206
600 210
700 214
800 218
900 222
1000 227
1000 230
o Sports Venue
Table 5.10 Parking Space Requirements for Sports Venue
Number of Seat Requirement (PSU)
4000 235
5000 290
6000 340
7000 390
8000 440
9000 490
10000 540
15000 790
1000 230
o Based on the size of the parking space needed that has not been included by
Item a.
Table 5.11 Parking Space Requirements
Space
Designation PSU
Requirement
Shopping Center
• Shops PSU / 100 m2 Effective floor area 3.5 – 7.5
• Supermarkets PSU / 100 m2 Effective floor area 3.5 – 7.5
• Market PSU / 100 m2 Effective floor area

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Table 5.11 (Continued) Parking Space Requirements
Space
Designation PSU
Requirement
Office
• Administration PSU / 100 m2 Floor area 1.5 – 3.5
• General Services PSU / 100 m2 Floor area
School/Institution PSU / Students 0.7 – 1.0
Hotel PSU / Beds 0.2 – 1.0
Hospital PSU / Beds 0.2 – 1.3
Cinema PSU / Seats 0.1 – 0.4
b. Determination of Parking Space Unit (PSU)

Determination of parking space units (SRP) is based on the following:
 Standard vehicle dimensions for passenger cars based on Figure 5.1
Figure 5.1 Standard Vehicle Dimensions for Passenger Cars
Note:
a = Axle distance h = Height
b = Front rear B = Total width
c = Back rear L = Length
d = Width
 Vehicle parking free space is given in the lateral and longitudinal direction of
the vehicle. Lateral free space is set when the vehicle door position is opened,
measured from the outermost end of the door to the parking vehicle body beside
it. This free space is given so that there is no collision between the door of the
vehicle and the vehicle parked beside it when the passenger gets off the vehicle.
Longitudinal free space is given in front of the vehicle to avoid collisions with
walls or vehicles that pass through the aisle. Lateral clearance is taken
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 The size of the door opening is a characteristic function of vehicle users who
utilize parking facilities. For example, the width of the door openings of office
employees will be different from the width of the vehicle door openings for
visitors to the shopping center. In this case, the characteristics of vehicle users
who take advantage of parking facilities are chosen as three such as Table 5.12.
Table 5.12 Vehicle Opening Width
User and / or Allotment

Door Openings Type Group
Parking facilities
 Employees / office workers

Open front / rear door  Guests / visitors to the office I
initial stage 55 cm. center, trade, government,
university
 Visitors to the sports center,

entertainment centers,
Open front / rear door recreation, hotel, center II
full 75 cm trading retail / supermarket,
hospital, cinema
The front door is fully open

and added to wheelchair  Disabled III
movements
Based on Item 1 and 2, the determination of the parking space unit (PSU) is
divided into three types of vehicles and based on item 3, the determination of
PSU for passenger cars is classified into three groups, as in Table 5.13.
Tabel 5.1 Penentuan Satuan Ruang Parkir
No. Vehicle Type PSU in m2
a. Passenger Car Group I 2.30 × 5.00
1 b. Passenger Car Group II 2.50 × 5.00
c. Passenger Car Group III 3.00 × 5.00
2 Bus / Truck 3.40 × 12.50
3 Motorcycle 0.75 × 2.00

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The parking space for each type of vehicle is as follows:

 Parking Space Unit for Passenger Cars
PSU
Figure 5.2 Parking Space Unit for Passenger Cars
Note:
B = Total vehicle width L = Total vehicle length
O = Door opening width a1, a2 = Longitudinal clearances
R = Lateral clearance
Group I : B = 170 a1 = 10 Bp = 230 = B + O + R

O = 55 L = 470 Lp = 500 = L + a1 + a2
R=5 a2 = 20
Group II : B = 170 a1 = 10 Bp = 250 = B + O + R
O = 75 L = 470 Lp = 500 = L + a1 + a2
R=5 a2 = 20
Group III : B = 170 a1 = 10 Bp = 300 = B + O + R
O = 80 L = 470 Lp = 500 = L + a1 + a2
R = 50 a2 = 20

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 Parking Space Unit for Bus
PSU
Figure 5.3 Parking Space Unit for Bus (unit in cm)
 Parking Space Unit for Motorcycle
PSU
Figure 5.4 Parking Space Unit for Motorcycle (unit in cm)
 Parking Design on the Road Sides

Parking Angle Determination
The parking angle to be used is generally determined by:
o Road width;
o Traffic volume on the road concerned;
o Speed characteristics;
o Vehicle dimensions;
o The nature of the allotment of the surrounding land and the role of the road
in question.

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Tabel 5.2 Lebar Minimum Jalan Lokal Primer Satu Arah untuk Parkir pada
Badan Jalan
Kriteria Parkir Satu Lajur Dua Lajur
Lebar Ruang Lebar Lebar Lebar Lebar
Ruang
Sudut Ruang Parkir D+M D+M– Jalan Total Jalan Total
Manuver
Parkir Parkir Efektif (E) J Efektif Jalan Efektif Jalan
M
(OOnO) A D (m) (m) L W L W
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 3 5,8 6,0 8,8
30 2,5 4,5 2,9 7,4 4,9 3 7,9 6,0 10,9
45 2,5 5,1 3,7 8,8 6,3 3 9,3 6,0 12,3
60 2,5 5,3 4,6 9,9 7,4 3 10,4 6,0 13,4
90 2,5 5,0 5,8 10,8 8,3 3 11,3 6,0 14,3
Keterangan : J = Lebar pengurangan ruang manuver (2,5 meter)
Tabel 5.3 Lebar Minimum Jalan Lokal Sekunder Satu Arah untuk Parkir pada
Badan Jalan
Ruang
Manuver
M
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 2,5 5,3 5,0 7,8
30 2,5 4,5 2,9 7,4 4,9 2,5 7,4 5,0 9,9
45 2,5 5,1 3,7 8,8 6,3 2,5 8,8 5,0 11,3
60 2,5 5,3 4,6 9,9 7,4 2,5 9,9 5,0 12,4
90 2,5 5,0 5,8 10,8 8,3 2,5 10,8 5,0 13,3
Keterangan : J = Lebar pengurangan ruang manuver (2,5 meter)

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Tabel 5.4 Lebar Minimum Jalan Kolektor Satu Arah untuk Parkir pada Badan
Jalan
Ruang
Manuver
M
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 3,5 6,,3 7,0 9,8
30 2,5 4,5 2,9 7,4 4,9 3,5 8,4 7,0 11,9
45 2,5 5,1 3,7 8,8 6,3 3,5 9,8 7,0 13,3
60 2,5 5,3 4,6 9,9 7,4 3,5 10,9 7,0 14,4
90 2,5 5,0 5,8 10,8 8,3 3,5 11,8 7,0 15,3
Keterangan : J = lebar pengurangan ruang manuver (2,5 meter)

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Figure 5.5 Ruang Parkir Pada Badan Jalan

Keterangan : A = Lebar ruang parkir (m)
D = Ruang parkir efektif (m)

M = Ruang manuver (m)
J = Lebar pengurangan ruang manuver (m)
W = Lebar total jalan
L = Lebar jalan efektif

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c. Pola Parkir
 Pola parkir paralel
 Pada daerah datar
Gambar 5.1 Pola parkir parallel
 Pada daerah tanjakan
Gambar 5.2 Pada daerah tanjakan

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 Pada daerah turunan
Gambar 5.3 Pada daerah turunan
 Pola parkir menyudut :

 Lebar ruang parkir, ruang parkir efektif, dan ruang manuver
berlaku untuk jalankolektor dan local.
 Lebar ruang parkir, ruang parkir efektif, dan ruang manuver
berbeda berdasarkan besar sudut berikut ini.

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o Sudut 300
Gambar 5.4 Pola Parkir Manuver Sudut = 300

Tabel 5.5Nilai Variabel Sudut 300
A B C D E
Golongan I 2,3 4,6 3,45 4,70 7,6
Golongan II 2,5 5,0 4,30 4,85 7,75
Golongan III 3,0 6,0 5,35 5,0 7,9
o Sudut 450

A B C D E
Golongan I 2,3 3,5 2,5 5,6 9,3
Golongan II 2,5 3,7 2,6 5,65 9,35
Golongan III 3,0 4,5 3,2 5,75 9,45

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o Sudut 600
Gambar 5.6Pola Parkir Manuver Sudut = 600

Tabel 5.7 Nilai Variabel Sudut 600
A B C D E
Golongan I 2,3 2,9 1,45 5,95 10,55
Golongan II 2,5 3,0 1,5 5,95 10,55
Golongan III 30 3.7 1.85 60 106
o Sudut 900

A B C D E
Golongan I 2,3 2,3 – 5,4 11,2
Golongan II 2,5 2,5 – 5,4 11,2
Golongan III 3,0 3,0 – 5,4 11,2

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Keterangan :
A = Lebar ruang parkir (m)
B = Lebar kaki ruang parkir (m)
C = Selisih panjang ruang parkir (m)
D = Ruang parkir efektif (m)
M = Ruang manuver (m)
E =Ruang parkir efektif ditambah ruang maneuver (m)
o Pada daerah tanjakan
Gambar 5.8 Pola Parkir Manuver Pada daerah tanjakan

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o Pada daerah turunan
Gambar 5.9 Pola Parkir Manuver Pada daerah turunan

 Larangan Parkir
 Sepanjang 6 meter sebelum dan sesudah tempat penyeberangan pejalan kaki
atau tempat penyeberangan sepeda yang telah ditentukan
Gambar 5.10 (a)

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 Sepanjang 25 meter sebelum dan sesudah tikungan tajam dengan radius kurang
dari 500 m
Gambar 5.11 (b)
 Sepanjang 50 meter sebelum dan sesudah jembatan
Gambar 5.12 (c)

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 Sepanjang 100 meter sebelum dan sesudah perlintasan sebidang
Gambar 5.13 (d)

 Sepanjang 100 meter sebelum dan sesudah perlintasan sebidang
Gambar 5.14 (e)

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 Sepanjang 25 meter sebelum dan sesudah persimpangan
Gambar 5.15 (f)

 Sepanjang 6 meter sebelum dan sesudah akses bangunan gedung
Gambar 5.16 (g)

 Sepanjang 6 meter sebelum dan sesudah keran pemadam kebakaran atau
sumber air sejenis
Gambar 5.17 (h)

 Sepanjang tidak menimbulkan kemacetan dan menimbulkan bahaya

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d. Desain Parkir di Luar Badan Jalan

 Taman Parkir
 Kriteria :
o Rencana umum tata ruang daerah (rutrd)
o Keselamatan dan kelanearan lalu iintas
o Kelestarian lingkungan
o Kemudahan bagi pengguna jasa
o Tersedianya tata guna lahan
o Letak antara jalan akses utama dan daerah yang dilayani
 Pola Parkir Mobil Penumpang :
o Parkir kendaraan satu sisi
Pola parkir ini diterapkan apabila ketersediaan ruang sempit.
 Membentuk sudut 900
Pola parkir ini mempunyai daya tampung lebih banyak jika
dibandingkan dengan pola parkir paralel, tetapi kemudahan dan
kenyamanan pengemudi melakukan manuver masuk dan keluar ke
ruangan parkir lebih sedikit jika dibandingkan dengan pola parkir dengan
sudut yang lebih keeil dari 900.
Gambar 5.18 Pola Parkir Mobil Penumpang Satu Sisi sudut 900
 Membentuk sudut 300,450,600

Pola parkir ini mempunyai daya tampung lebih banyak jika
dibandingkan dengan pola parkir paralel, dan kemudahan dan kenyamanan
pengemudi melakukan manuver masuk dan keluar ke ruangan parkir lebih
besar jika dibandingkan dengan pol a parkir dengan sudut 90°.

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Gambar 5.19 Pola Parkir Mobil Penumpang Satu Sisi sudut 300,450,600
o Parkir kendaraan dua sisi

Pola parkir ini diterapkan apabila ketersediaan ruang cukup memadai.
Pada pola parkir ini, arah gerakan lalu Iintas kendaraan dapat satu arah atau
dua arah.
Gambar 5.20 Pola Parkir Mobil Penumpang Dua Sisi sudut 900

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 Membentuk sudut 300,450,600
Gambar 5.21 Pola Parkir Mobil Penumpang Dua Sisi sudut 300,450,600
o Pola Parkir Pulau

Pola parkir ini diterapkan apabila ketersediaan ruang cukup luas.
Gambar 5.22 Pola Parkir Mobil Penumpang Pulau sudut 900

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o Bentuk Tulang Ikan Tipe A
Gambar 5.23 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe A
o Bentuk Tulang Ikan Tipe B
Gambar 5.24 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe B

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o Bentuk Tulang Ikan Tipe C
Gambar 5.25 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe C
 Pola Parkir Bus / Truk

Posisi kendaraan dapat dibuat menyudut 600 ataupun 900, tergantung dari luas
areal parkir.Dari segi efektivitas ruang, posisi sudut 900 lebih menguntungkan.
o Pola Parkir Satu Sisi
Gambar 5.26Pola Parkir Bus/Truk Satu Sisi

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o Pola Parkir Dua Sisi
Gambar 5.27 Pola Parkir Bus/Truk Dua Sisi
 Pola Parkir Sepeda Motor

Pada umumnya posisi kendaraan adalah 900. Dari segi efektifitas ruang, posisi
sudut 900 paling menguntungkan.
o Pola Parkir Satu Sisi
Pola ini diterapkan apabila ketersediaan ruang sempit.
Gambar 5.28 Pola Parkir Sepeda Motor Satu Sisi

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o Pola Parkir Dua Sisi

Pola ini diterapkan apabila ketersediaan ruang cukup memadai (Lebar ruas
≥5,6 m).
Gambar 5.29 Pola Parkir Sepeda Motor Dua Sisi
o Pola Parkir Pulau

Pola ini diterapkan apabila ketersediaan ruang cukup luas.
Gambar 5.30 Pola Parkir Sepeda Motor Pulau

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Keterangan :
h = Jarak terjauh antara tepi luar satuan ruang parkir
w = Lebar terjauh satuan ruang parkir pulau
b = Lebar jalur gang
 Jalur Sirkulasi, Gang, dan Modul
Perbedaan antara jalur sirkulasi dan jalur gang terutama terletak pada
penggunaannya.
Patokan umum yang dipakai adalah :
o Panjang sebuah jalur gang tidak lebih dari 100 meter;
o Jalur gang yang ini dimaksudkan untuk melayani lebih dari 50 kendaraan
dianggap sebagai jalur sirkulasi.
Lebar minimum jalur sirkulasi :
o Untuk jalan satu arah = 3,5 meter,
o Untuk jalan dua arah = 6,5 meter.
Gambar 5.31 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 900

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Gambar 5.32 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 300,450,600
Tabel 5.9 Lebar Jalur Gang
Lebar Jalur Gang (m)
<30° <45° <60° 90 %

SRP
1 arah 2 arah 1 arah 2 arah 1 arah 2 arah 1 arah 2 arah
a. SRP mobil pnp 3,0* 6,00* 3,00 6,00* 5,1* 6,00* 6. * 8, 0*

2,5 m x 5,0 m 3,50** 6,50** 3,50** 6,50** 5,1** 6,50** 6,5 ** 8,0 **
b. SRP mobil pnp 3,0* 6,00* 3,00 6,00* 4,60* 6,00* 6. * 8, 0*
2,5 m x 5,0 m 3,50** 6,50** 3,50** 6,50** 4,60** 6,50** 6,5 ** 8,0 **
c. SRP sepeda 1,6 *
motor 0,75 x 30 m 1,6 **
d. SRP bus/ truk 9,5
3,40 m x 12,5 m
Keterangan : * = lokasi parkir tanpa fasilitas pejalan kaki

** = lokasi parkir dengan fasilitas pejalan kaki

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 Jalan Masuk dan Keluar

Ukuran lebar pintu keluar– masuk dapat ditentukan, yaitu lebar 3 meter dan
panjangnya harus dapat menampung tiga mobil berurutan dengan jarak antar
mobil Spacing) sekitar 1,5 meter, Oleh karena itu, panjang– Iebar pintu keluar
masuk minimum 15 meter.
o Pintu Masuk dan Keluar Terpisah
Satu jalur : Dua jalur:
b = 3,00 – 3,50 m b = 6,00 m
d = 0,80 – 1,00 m d = 0,80 – 1,00 m
R1 = 6,00 – 6,50 m R1 = 3,50 – 5,00 m
R2 = 3,50 – 4,00 m R2 = 1,00 – 2,50 m
Gambar 5.33 Pintu Masuk dan Keluar Terpisah

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o Pintu Masuk dan Keluar Menjadi Satu
Gambar 5.34 Pintu Masuk dan Keluar Menjadi Satu

Hal– hal yang perlu diperhatikan dalam merencanakan pintu masuk dan
keluar adalah sebagai berikut.
o Letak jalan masuk/keluar ditempatkan sejauh mungkin dari persimpangan
o Letak jalan masuk/keluar ditempatkan sedemikian rupa sehingga
kemungkinan konflik dengan pejalan kaki dan yang lain dapat dihindarkan.
o Letak jalan keluar ditempatkan sedemikian rupa sehingga memberikan jarak
pandang yang cukup saat memasuki arus lalu lintas.
o Secara teoretis dapat dikatakan bahwa lebar jalan masuk dan keluar (dalam
pengertian jumlah jalur) sebaiknya ditentukan berdasarkan analisis kapasitas.
Pada kondisi tertentu kadang ditentukan modul parsial, yaitu sebuah jalur gang
hanya menampung sebuah deretan ruang parkir di salah satu sisinya.
Jenis modul itu hendaknya dihindari sedapat mungkin. Dengan demikian,
sebuah taman parkir merupakan susunan modul yang jumlahnya tergantung pada luas
tanah yang tersedia dan lokasi jalan masuk ataupun keluarnya.

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 Kriteria Tata Letak Parkir

Tata letak areal parkir kendaraan dapat dibuat bervariasi, bergantung pada
ketersediaan bentuk dan ukuran tempat serta jumlah dan letak pintu masuk dan
keluar. Tata letak pelataran parkir dapat diklasifikasikan sebagai berikut.
o Pintu masuk dan keluar terpisah dan terletak pada satu ruas jalan.
Gambar 5.35 Pintu masuk dan keluar terpisah dan terletak pada satu ruas
jalan.

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o Pintu masuk dan keluar terpisah dan tidak terletak pada satu ruas.
Gambar 5.36 Pintu masuk dan keluar terpisah dan tidak terletak pada satu
ruas.
o Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas jalan.
Gambar 5.37 Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas
jalan

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o Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas berbeda.
Gambar 5.38 Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas
berbeda.

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2. Gedung Parkir
a. Kriteria
 Tersedia tata guna lahan;
 Memenuhi persyaratan konstruksi dan perundang – undangan yang
berlaku
 Tidak menimbulkan pencemaran lingkungan
 Memberikan kemudahan bagi penggunajasa.
b. Tata letak gedung parkir dapat diklasifikasikan sebagai berikut.

 Lantai datar dengan jalur landai luar (external ramp)
Daerah parkir terbagi dalam beberapa lantai rata (datar) yang
dihubungkan dengan ramp (Gambar 4.43a).
 Lantai terpisah
Gedung parkir dengan bentuk lantai terpisah dan berlantai banyak deng
an ramp yang ke atas digunakan untuk kendaraan yang masuk dan ramp
yang tirim digunakan untuk kendaraan yang keluar (Gambar
4.43b,4.43c dan 4.43d). Selanjutnya Gambar 4.43c dan 4.43d
menunjukkan jalan masuk dan keluar tersendiri (terpisah), serta
mempunyai jalan masuk dan jalan keluar yang lebih pendek.Gambar
4.43b menunjukkan kombinasi antara sirkulasi kedatangan (masuk)
dan keberangkatan (keluar).

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Ramp berada pada pintu keluar; kendaraan yang masuk melewati

semua ruang parkir sampai menemukan tempat yang dapat
dimanfaatkan.Pengaturan gunting seperti itu memiliki kapasitas
dinamik yang rendah karena jarak pandang kendaraan yang datang
agak sempit.
 Lantai gedung yang berfungsi sebagai ramp
Pada Gambar 4.43e sampai dengan 4.43g terlihat kendaraan yang
masuk dan parkir pada gang sekaligus sebagai ramp.Ramp tersebut
berbentuk dua arah.
Gambar 4.43e memperlihatkan gang satu arah dengan jalan keluar yang
lebar. Namun, bentuk seperti itu tidak disarankan untuk kapasitas
parkir lebih dari 500 kendaraan karena akan mengakibatkan alur tempat
parkir menjadi panjang.
Pada Gambar 4.43f terlihat bahwa jalan keluar dimanfaatkan sebagai
lokasi parkir, dengan jalan keluar dan masuk dari ujung ke ujung.
Pada Gambar 4.43g letak jalan keluar dan masuk bersamaan. Jenis
lantai ber– ramp biasanya di buat dalam dua bag ian dan tidak selalu
sesuai dengan lokasi yang tersedia. Ramp dapat berbentuk oval atau
persegi, dengan gradien tidak terlalu curam, agar tidak menyulitkan
membuka dan menutup pintu kendaraan.
Pada Gambar 4.43h plat lantai horizontal, pada ujung– ujungnya
dibentuk menurun ke dalam untuk membentuk sistem ramp. Umumnya
merupakan jalan satu arah dan dapat disesuaikan dengan ketersediaan
lokasi, seperti polasi gedung parkir lantai datar.
 Tinggi minimal ruang bebas lantai gedung parkir adalah 2,50 m.

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Gambar 5.39 Tata letak gedung parkir

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5.5 PENGOPERASIAN PARKIR

A. PENGORGANISASIAN
Sesuai dengan Keputusan Menteri Dalam Negeri Nomor 61 Tahun 1993
tentang Pedoman Organisasi dan Tata Kerja Dinas Lalu– Lintas dan Angkutan Jalan
Daerah Tingkat I dan Dinas Lalu– Lintas dan Angkutan Jalan Daerah Tingkat II, untuk
menyelenggarakan fasilitas parkir dibentuk Unit Pelaksana Teknis Daerah (UPTD)
Perparkiran pada Dinas Lalu– Lintas dan Angkutan Jalan Daerah Tingkat II.
Dalam struktur organisasi UPTD, perparkiran mencakupi aspek kegiatan
sebagai berikut:
 Aspek administratif, yang mengurus hal hal nonteknis perparkiran, seperti
personalia, keuangan, dan umum ;
 Aspek teknis– operasional, yang mengurus hal– hal teknis perparkiran, seperti
perencanaan, pengoperasian, dan pemeliharaan.
B. PENETAPAN TARIF PARKIR

Penetapan tarif parkir adalah salah satu cara pengendalian lalu– Iintas,
Perhitungan tarif parkir tidak didasarkan atas perhitungan pengembalian biaya
investasi dan operasional;. juga tidak semata– mata untuk memperoleh keuntungan
material dan/atau finansial.
Penetapan tarif parkir dilakukan untuk mengendakan lalu– lintas melalui
pengurangan pemakaian kendaraan pribadi sehingga mengurangi kemacetan di jalan.
Melalui penetapan tarif sedemikian rupa, untuk besaran tarif tertentu diharapkan dapat
mengurangi niat orang untuk menggunakan kendaraan pribadi.

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Berdasarkan jenis fasilitas, pemberlakuan tarif parkir dapat digolongkan

seperti berikut.
a. Golongan A
 Badan jalan tanpa untuk maksud pengendalian parkir
 Daerah dengan frekuensi parkir relatif rendah (1,5 kendaraan/SRP/hari)
 Parkir dengan waktu yang lama
 Daerah perumahan, parkir dapat tanpa bembayaran atau dengan tarif
yang rendah
 Daerah dengan derajat pengendalian lalu Iintas rendah
b. Golongan B
 Badan jalan tanpa untuk maksud pengendalian parkir
 Daerah dengan frekuensi parkir relatif tinggi (20 kendaraan/SRP/hari)
 Daerah komersial atau pertokoan, tarif parkir dapat diberlakukan relatif
tinggi, untuk mengendalikan lalu– lintas
 Daerah dengan derajat pengendalian lalu Iintas tinggi.
c. Golongan C
 Kawasan parkir pada fasilitas parkir umum dengan maksud pengendalian
parkir
 Keluar masuk kendaraan yang dikendalikan melalui karcis dengan waktu
tercatat, dapat diberlakukan tarif parkir secara progresif, yang dapat,
meningkat sesuai dengan lamanya parkir
 Daerah dengan derajat pengendalian lalu lintas tinggi
Perbandingan tarif parkir yang wajar antara sepeda motor, kendaraan
penumpang dan kendaraan truk/bus adalah sebagai berikut. Tarif parkir sepeda motor
lebih rendah dari pada tarif parkir kendaraan penumpang dan tarif kendaraan
penumpang lebih rendah daripada tarif truk/bus.
Penetapan besar tarif parkir dicantumkan pada peraturan Daerah Tingkat II
yang bersangkutan.
C. TATA CARA PARKIR

Dalam melaksanakan parkir, baik pengemudi maupun juru parkir harus
memperhatikan hal– hal berikut:
 Batas parkir yang dinyatakan dengan marka jalan pembatas.

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 Keamanan kendaraan, dengan mengunci pintu kendaraan dan memasang rem

parkir.
Sesuai dengan jenis fasilitasnya, tata cara parkir adalah sebagai berikut.
 Fasilitas parkir tanpa pengendalian parkir:
o Dalam melakukan parkir, juru parkir dapat memandu pengemudi
kendaraan;
o Juru parkir memberi karcis bukti pembayaran sebelum kendaraan
meninggalkan ruang parkir;
o Juru parkir harus menggenakan seragam dan identitas.
 Fasilitas parkir dengan pengendalian parkir (menggunakan pintu masuk/
keluar)
o Pada pintu masuk, baik dengan petugas maupun dengan pintu otomatis
, pengemudi harus mendapatkan karcis tanda parkir, yang
mencantumkan jam masuk (bila diperlukan, petugas mencatat nomor
kendaraan);
o Dengan dan tanpa juru parkir, pengemudi memarkirkan kendaraan
sesuai dengan tata – cara parkir;
o Pada pintu keluar, petugas harus memeriksa kebenaran karcis tanda
parkir, mencatat lama parkir, menghitung tarif parkir sesuai dengan
ketentuan, menerima pembayaran parkir dengan menyerahkan karcis
bukti pembayaran pada pengemudi.
5.6 PEMELIHARAAN PARKIR

A. PELATARAN PARKIR
Untuk menjamin agar pelataran tetap dalam kondisi baik, pemeliharaan
dilakukan dengan cara :
 Sekurang– kurangnya setiap pagi hari pelataran parkir dibersihkan agar
bebas dari sampah dan air yang tergenang;
 Pelataran parkir yang sudah berlubang– iubang atau rusak ditambah
atau diperbaiki;
 Secara rutin pada saat tertentu, pelapisan (overlay) pada perkerasan
pelaratan parkir perlu dilakukan.

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Untuk memelihara pelataran parkir itu, perlu diketahui hal– hal berikut :
 Pada fasilitas parkir di badan jalan, penambalan atau pelapisan (overlay)
dilakukan sesuai dengan pemeliharaan badan jalan oleh instansi
pembina jalan.
 Pada fasilitas parkir di luar badan jalan, pengelola parkir wajib
menyiapkan fasilitas/peralatan pemeliharaan perkerasan pelataran
parkir.
B. MARKA DAN RAMBU JALAN
Karena berfungsi sebagai pemandu dan penunjuk bagi pengemudi pada saat
parkir, marka dan rambu jalan harus dijaga agar tetap dapat terlihat jelas.
 Marka Jalan
o Secara berkala marka jalan dicat kembali agar terlihat jelas oleh
pengemudi.
o Bersamaan dengan pembersihan pelataran parkir, bagian marka
jalan harus dibersihkan secara khusus.
 Rambu Jalan
o Rambu jalan harus diganti apabila sudah tidak terlihat jelas
tulisannya atau sudah rusak.
o Secara rutin daun rambu jalan harus dibersihkan agar tidak
tertutup oleh kotoran.
C. FASILITAS PENUNJANG PARKIR

Fasilitas penunjang parkir yang memerlukan pemeliharaan adalah :
 Pos petugas,
 Lampu penerangan,
 Pintu keluar dan masuk,
 Alat pencatat waktu elektronis dan
 Pintu elektronis pada fasilitas parkir dengan pintu masuk otomatis.

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5.7 TATA CARA PRAKTIKUM

a. Praktikum studi parkir ini dilakukan, selama 12 jam dari pukul 07.00 – 19.00
WIB
b. Praktikan bertugas melakukan pencatatan nomor plat kendaraan, jenis
kendaraan, dan waktu masuk/ keluarnya kendaraan.
c. Praktikan yang memiliki tugas berpatroli akan melakukan pencatatan berupa
informasi data mengenai kendaraan yang parkir di daerah patrolinya selema
setiap periode 30 menit.
d. Praktikan melakukan hal yang sama seperti langkah c sehingga diperoleh data–
data selama 6,5 jam (13x periode 30 menit). Bila suatu nomor urut ruang
parkir, tidak terjadi perubahan nomor pelat kendaraan yang menempatinya,
praktikan cukup member tanda ( + ). Bila sudah berganti dengan kendaraan
lain, praktikan menuliskan nomor pelatnya seperti biasa. Bila tidak ada
kendaraan yang parkir praktikan member tanda ( – ).
5.8 METODE PERHITUNGAN

a. Akumulasi parkir = Ei– Ex
Dimana :
Ei=Entry (jumlah kendaraan yang masuk pada lokasi parkir).
Ex=Exit (kendaraan yang keluar pada lokasi parkir).
Akumulasi parkir
b. Index parkir=  100%
Ruang parkir ter sedia
c. Volume parkir = Ei – X
Dimana:
Ei= Entry (jumlah kendaraan yang masuk pada lokasi parkir).
X= jumlah kendaraan yang sudah ada di lokasi parkir sebelumnya.
d. Tingkat Turn Overparkir = Volume parkir

Ruang parkir yang tersedia


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5.9 DATA PRAKTIKUM DAN PERHITUNGAN

 Fasilitas Parkir
 Marka dan Rambu
 Satuan Ruang Parkir

Dimensi Lebar
Tipe Ruang Bebas
P (mm) L (mm) T (mm) Pintu
City Car 3900 1695 1525 1060 mm
Jeep 3430 1460 1825 1100 mm
MPV 4580 1770 1745 830 mm 1025 mm
Sedan 4825 1820 1470 1160 mm
SUV 4695 1840 1850
 Penentuan Sudut Parkir

 Pola Parkir
Tabel 5.10 Pola Parkir
Detai Pemeriksaan Keterangan
Pola Parkir Paralel
Pola Parkir Menyudut
 Desain parkir di Luar Badan Jalan (Gedung)

 Kriteria
Kriteria tempat parkir bergantung pada tata letak gedung parkir, jumlah
akumulasi parkir, jumlah slot parkir yang tersedia, dan jenis mobil yang parkir. Maka
untuk data perhitungannya sebagai berikut :
Nilai Ei =
Nilai Ex =
- Akumulasi Parkir = Ei – Ex
=
Dimana :
Ei = Entry (Jumlah kendaraan yang masuk pada lokasi parkir)
Ex = Exit (Jumlah kendaraan yang keluar pada lokasi parkir)

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Akumulasi Parkir
- Indeks Parkir = × 100%
Ruang Parkir Tersedia
=
- Volume Parkir = Ei – X
=
Dimana :
Ei = Entry (Jumlah kendaraan yang masuk pada lokasi parkir)
X = Exit (Jumlah kendaraan yang keluar pada lokasi parkir)
Volume Parkir
- Tingkat Turn Over parkir =
Ruang Parkir yang Tersedia
=
Berikut adalah kumpulan data-data yang akan menjelaskan mengenai tingkat
kemampuan area parkir dalam menyediakan kapasitasnya terhadap jumlah kendaraan
mobil yang parkir di dalamnya :
Tabel 5.11 Data Peninjauan Parkir
No Waktu Jml. Kendaraan Slot Turn Over
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
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25
26
27
Dari Tabel 4.23 didapatkan hasil berupa nilai Turn Over terbesar yaitu …
yang berarti …

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Jumlah Kendaraan Parkiran P1

1
0.9
0.8
0.7
0.6
0.5
Jumlah Kendaraan Parkir
0.4
0.3
0.2
0.1
0
Durasi
Gambar 5.40 Grafik Jumlah Kendaraan Parkir

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Turn Over P1
1
0.9
0.8
0.7
0.6
Axis Title
0.5
Turn Over
0.4
0.3
0.2
0.1
0
Durasi
Gambar 5.41 Grafik Turn Over

96
h. Tata Letak Gedung Parkir
i. Jalan Masuk dan Keluar Parkir
j. Pemeliharaan Parkir
Tabel 5.12 Data Pemeliharaan Parkir
Detail Pemeriksaan Keterangan
Peralatan Parkir
Marka dan Rambu Jalan
Fasilitas Penunjang Parkir
5.10 REFERENSI

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PRACTICUM MODULE

CIVL6054 – TRAFFIC ENGINEERING

CIVIL ENGINEERING LABORATORY

Andrew John Pierre

Putri Arumsari, ST., MT. Eduardi Prahara, ST., MT.

Accepted by, Approved by,

Learning Outcomes CIVL6054:

Materi Praktikum yang mendukung Learning Outcomes:

CIVL6054 TRAFFIC ENGINEERING

APPROVAL SHEET ................................................................................................... ii

3.7 REFERENCE ..................................................................................... 31

5.8 TINJAUAN PUSTAKA ............... ERROR! BOOKMARK NOT DEFINED.

Gambar 2.1 Tipe Alih Gerak Kendaraan ................................................................... 14

Table 1.1 Coefficient of Passenger Car Unit............................................................ 2

AR = All red time (s)

1.2 BASIC THEORY

A. PASSENGER CAR UNIT

CIVL6054 TRAFFIC ENGINEERING

Type of Vehicle Public Roadway Urban District

Type of Vehicle Passenger Coeffiecnt (Cp)

Passenger volume can be calculated using this formula:

C. PEAK HOUR FACTOR

CIVL6054 TRAFFIC ENGINEERING

A. TRAFFIC VOLUME SURVEY

B. NUMBER OF PASSENGERS SURVEY

CIVL6054 TRAFFIC ENGINEERING

1.5 PRACTICUM DATA

Based on Table 1.3 peak hour appear on certain hour:

CIVL6054 TRAFFIC ENGINEERING

CIVL6054 TRAFFIC ENGINEERING

Table 1.4 Vehicle Volume Form, Location 2 to Location 1

Based on Table 1.3 peak hour appear on certain hour:

CIVL6054 TRAFFIC ENGINEERING

CIVL6054 TRAFFIC ENGINEERING

CIVL6054 TRAFFIC ENGINEERING

2.2 BASIC THEORY

t = travel time for each sample at the distance of observation (s).

CIVL6054 TRAFFIC ENGINEERING

Table 2.1 Vehicle Speed Form, Direction Location 1 to Location 2

CIVL6054 TRAFFIC ENGINEERING

CIVL6054 TRAFFIC ENGINEERING

3.2 BASIC THEORY

VEHICLE MANEUVER AND CONFLICT

CIVL6054 TRAFFIC ENGINEERING

Figure 3.1 Types of Conflicts

CIVL6054 TRAFFIC ENGINEERING

Figure 3.2 Traffic Lights

EQUIPMENT FOR INTEREST CONTROL

CIVL6054 TRAFFIC ENGINEERING

B. Widening of Entry Routes

CIVL6054 TRAFFIC ENGINEERING

SIGNAL ASPECT AND INTER-GREEN PERIOD

OPTIMUM CYCLE TIME FOR INTERSECTIONS

EARLY CUT-OFF AND LATE START FACILITIES

CIVL6054 TRAFFIC ENGINEERING

 Heavy vehicles such as heavy trucks, intercity buses, office buses.

3.5 DATA FORM AND CALCULATION

CIVL6054 TRAFFIC ENGINEERING

1st step – Input Data (form I and II)

2nd step – Use of Signals (form III)

Change Requirements 3rd Step – Signal Timing

4th step – Capacity (form IV)

5th Step – Traffic Behavior (form V)