signalised intersections [170309]
Post on 14-Apr-2018
225 Views
Preview:
TRANSCRIPT
-
7/30/2019 Signalised Intersections [170309]
1/78
SIGNALISED INTERSECTIONS
TS4273 Traffic Engineering
-
7/30/2019 Signalised Intersections [170309]
2/78
First Traffic Light
Traffic lights were used before the advent of themotorcar. In 1868, British railroad signalengineer J P Knight invented the first traffic light,a lantern with red and green signals.
It was installed at the intersection of George andBridge Streets in front of the British House of
Commons to control the flow of horse buggiesand pedestrians.
http://www.didyouknow.cd/trafficlights.htm
-
7/30/2019 Signalised Intersections [170309]
3/78
Prinsip-prinsip desain simpang
bersinyal
Suatu persimpangan membutuhkan lampu
lalulintasjika waktu tunggu rata-rata
kendaraan sudah lebih besar daripada waktu
tunggu rata-rata kendaraan padapersimpangan dengan lampu lalulintas.
-
7/30/2019 Signalised Intersections [170309]
4/78
Prinsip-prinsip desain simpang
bersinyal
Waktu tunggu rata-rata kendaraan pada
persimpangan bersinyal dipengaruhi oleh:
Arus lalulintas pada masing-masing arah,
Waktu antara kedatangan kendaraan dari
masing-masing arah,
Keberanian pengemudi untuk menerima waktu
antara yang tersedia guna menyeberangi jalan.
-
7/30/2019 Signalised Intersections [170309]
5/78
Prinsip-prinsip desain simpang
bersinyal
Unsignalised Signalised
Traffic Flow
Delay
-
7/30/2019 Signalised Intersections [170309]
6/78
-
7/30/2019 Signalised Intersections [170309]
7/78
Scope of IHCM
Signalised Intersection Analyses
Isolated, fixed-time controlled signalised
intersections with normal geometry layout (four-
arm and three-arm) and traffic signal control
devices. Coordinated traffic signal control is normally
needed if the distance to adjacent signalised
intersections is small (< 200m). Persimpangan Raya Darmo
Polisi Istimewa
& Raya Darmo RA Kartini.
-
7/30/2019 Signalised Intersections [170309]
8/78
Objectives of IHCM
Signalised Intersection Analyses
To avoid blockage of an intersection by
conflicting traffic streams, thus
guaranteeing that a certain capacity can
be maintained even during peak trafficconditions;
-
7/30/2019 Signalised Intersections [170309]
9/78
Objectives of IHCM
Signalised Intersection Analyses
To facilitate the crossing of a major road
by vehicles and/or pedestrians from a
minor road;
To reduce the number of traffic accidents
caused by collisions between vehicles in
conflicting directions.
-
7/30/2019 Signalised Intersections [170309]
10/78
Potential Conflict at Intersections
DIVERGING
MERGING
DIVERGING
MERGING
CROSSING
-
7/30/2019 Signalised Intersections [170309]
11/78
Primary and Secondary Conflictis in a
Four-Arm Signalised Intersections
Primary Conflict
Secondary Conflict
Vehicle Stream
Pedestrian Stream
-
7/30/2019 Signalised Intersections [170309]
12/78
Time Sequence
for Two-Phase Signal Control
Street A
Street B
-
7/30/2019 Signalised Intersections [170309]
13/78
Time Sequence
for Four-Phase Signal Control
-
7/30/2019 Signalised Intersections [170309]
14/78
Time Sequence
for Two-Phase Signal ControlIntergreen A B
A
B
Intergreen B A
Green Time All Red B A
Cycle Time
Green Time
All Red A B All Red A B
Intergreen A B
Street A
Street B
-
7/30/2019 Signalised Intersections [170309]
15/78
Kendaraan masih boleh lewat
pada saat lampu kuning menyala
Kendaraan tidak boleh lewat
pada saat lampu kuning menyala
-
7/30/2019 Signalised Intersections [170309]
16/78
Fase 1
Fase 2
Waktu antar hijau = 6 detik
Fase 1
Fase 2
Waktu antar hijau = 4 detik
-
7/30/2019 Signalised Intersections [170309]
17/78
Purpose of the Intergreen Period
Warn discharging traffic that the phase is
terminated.Amber Period (for urban traffic
signal in Indonesia is normally 3,0 sec)
Certify that the last vehicle in the green phase
which is being terminated receives adequate
time to evacuate the conflict zone before the first
advancing vehicle in the next phase enters the
same area.All-Red Period
-
7/30/2019 Signalised Intersections [170309]
18/78
Signal Phasing Arrangements
Introducing more than two phases
normally leads to an increase of the
cycle time and of the ratio of time
allocated to switching between phases(especially for isolated and fixed-
controlled).
-
7/30/2019 Signalised Intersections [170309]
19/78
Signal Phasing Arrangements
Although this may be beneficial from the
traffic safety point of view, it normally
means that the overall capacity of the
intersection is decreased.
-
7/30/2019 Signalised Intersections [170309]
20/78
Basic Model for Saturation Flow (Akcelik 1989)
Time
RateofDischargeofQueuein
aFullySatu
ratedGreenPeriod
Effective Green Time
Saturation Flow
Actual
Flow
Curve
Start Loss End Gain
Display Green TimeIntergreen
Effective
FlowCurve
Fi (Starting Phase Change Time)
Fk (Terminating Phase Change Time)
Amber All-Red
Phases for the
Movement
Phases for the
Conflicting
Movement
-
7/30/2019 Signalised Intersections [170309]
21/78
Basic Model Saturation Flow
Discharge rate starts from 0 at the beginning ofgreen and reaches its peak value after 10-15sec
Effective Green = Displayed Green Time StartLoss + End Gain
Start loss End gain 4,8 sec (MKJI p.2-12)
Effective Green = Displayed Green Time
-
7/30/2019 Signalised Intersections [170309]
22/78
Basic Model Saturation Flow
Base saturation flow is different between
Protected approach and Opposed approach
For protected approach S0 = 600 x We
For opposed approach S0 in Indonesia
usually lower where there is a high ratio ofright turning movements, compare with
Western models.
-
7/30/2019 Signalised Intersections [170309]
23/78
Perhitungan Arus Jenuh
Metode Time Slice
Arus jenuh/jam (3.600/5)x4,5 = 3.240 smp/jam
Jika lebar lajur = 4,0m (3.240/4) = 810 smp/jam/m
Maka S = 810 x We
LV HV MC M LV HV MC M
0.0 - 5.0 1 0 3 4 1.0 0.0 1.2 2.2
5.1 - 10.0 1 0 4 5 1.0 0.0 1.6 2.6
10.1 - 15.0 2 1 3 6 2.0 1.3 1.2 4.5
15.1 - 20.0 2 1 1 4 2.0 1.3 0.4 3.7
20.1 - 25.0 2 1 2 5 2.0 1.3 0.8 4.1
25.1 - 30.0 2 0 1 3 2.0 0.0 0.4 2.4
30.1 - 35.0 2 0 0 2 2.0 0.0 0.0 2.0
35.1 - 40.0 1 0 0 1 1.0 0.0 0.0 1.0
Total 30 Max 4.5
Time PeriodTraffic Flow (veh) Traffic Flow (veh)
-
7/30/2019 Signalised Intersections [170309]
24/78
Traffic Safety Considerations
Traffic accident rate for signalised
intersections has been estimated as
0,43 accidents/million incoming
vehicles as compare to 0,60 forunsignalised intersections and 0,30 for
roundabouts.
-
7/30/2019 Signalised Intersections [170309]
25/78
STEP A-1: Geometric, Traffic Control
and Environmental Conditions
General information (date, handled by, city, etc.)
City size (to the nearest 0,1 M inhabitants)
Signal phasing & timing
Left turn on red (LTOR) Approach code
Road environment and level of side friction
Median
Gradient
Approach width (to the nearest tenth of a meter)
-
7/30/2019 Signalised Intersections [170309]
26/78
Geometry of Signalised Intersection
-
7/30/2019 Signalised Intersections [170309]
27/78
STEP A-2: Traffic Flow Conditions
Vehicle Type
pce for Approach Type
Protected Opposed
Light Vehicle (LV) 1,0 1,0
Heavy Vehicle (HV) 1,3 1,3
Motorcycle (MC) 0,2 0,4
Q = QLV + (QHV x pceHV) + (QMC x pceMC)
-
7/30/2019 Signalised Intersections [170309]
28/78
STEP B-1: Signal Phasing and
Timing
If the number and types of signal phases
are not known, two-phase control should
be used as a base case.
Separate control of right-turning
movements should normally only be
considered if a turning-movement exceeds
200 pcu/h and has a separate lane.
-
7/30/2019 Signalised Intersections [170309]
29/78
STEP B-1: Signal Phasing and
Timing
Early start = leading green one approach is
given a short period before the start of the green
also in the opposing direction (usually 25%-33%
from total green time) Late cut-off = lagging green the green light in
one approach is extended a short period after
the end of green in the opposing direction.
The length of the leading and the lagging green
should not be shorter than 10 sec.
-
7/30/2019 Signalised Intersections [170309]
30/78
STEP B-2:
Intergreen time and lost time
Intersection
Size
Mean Road
Width
Intergreen Time
Default Values
Small 6 9 m 4 sec/phase
Medium 10 14 m 5 sec/phase
Large 15 m 6 sec/phase
Only for planning purposes !!!
-
7/30/2019 Signalised Intersections [170309]
31/78
STEP B-2:
Intergreen time and lost time
LEV, LAV distance from stop line to conflict
point for evacuating and advancing vehicle (m)
lEV length of evacuating vehicle (m) VEV, VAV speed of evacuating and advancing
vehicle (m/sec)
AV
AV
EV
EVEVi
V
L
V
lLALLRED max
For operational and design analysis !!!
-
7/30/2019 Signalised Intersections [170309]
32/78
AV
EV
LAV
LAV
LEV
lEV
CRITICAL CONFLICT
POINT
AV
AV
EV
EVEVi
V
L
V
lLALLRED max
-
7/30/2019 Signalised Intersections [170309]
33/78
STEP B-2:
Intergreen time and lost time
VAV 10m/sec (motor vehicles)
VEV 10m/sec (motor vehicles)
VEV 3m/sec (un-motorised)
VEV 1,2m/sec (pedestrians)
lEV 5m (LV or HV)
lEV 2m (MC or UM)
-
7/30/2019 Signalised Intersections [170309]
34/78
STEP B-2:
Intergreen time and lost time
IG Intergreen = Allred + Amber
The length ofAMBER usually 3,0 sec
ii IGAMBERALLREDLTI
-
7/30/2019 Signalised Intersections [170309]
35/78
PROTECTED (P)Discharge without any
conflict between right-
turning movements andstraight-through/left-
turning movements.
STEP C-1: Approach Type Street A
Street B
-
7/30/2019 Signalised Intersections [170309]
36/78
OPPOSED (O) Discharge with conflictbetween right-turning movements and straight-
through/left-turning movements from different
approaches with green in the same phase.
Street A
Street B
STEP C-1: Approach Type
-
7/30/2019 Signalised Intersections [170309]
37/78
STEP C-2:
Effective Aproach Width (We)
Without LTOR
For Approach Type P (Q = QST)
If WEXIT We x (1 - pRT - pLT)
We = WEXIT
-
7/30/2019 Signalised Intersections [170309]
38/78
W
A
WLTOR
WEN
TRY
WEXIT
-
7/30/2019 Signalised Intersections [170309]
39/78
STEP C-2:
Effective Aproach Width (We)
If WLTOR 2m (it is assumed that the LTOR
vehicle can bypass the other vehicle)
We = min { (WA-WLTOR) , (WENTRY) }
For Approach Type P (Q = QST)
If WEXIT < We x (1 pRT)
We = WEXIT
-
7/30/2019 Signalised Intersections [170309]
40/78
If WLTOR < 2m (it is assumed that the LTOR
vehicle cannot bypass the other vehicle)
We = min { (WA) , (WENTRY+WLTOR) ,
(Wax(1+pLTOR)-WLTOR)}
For Approach Type P (Q = QST)
If WEXIT < We x (1 pRT pLTOR)We = WEXIT
STEP C-2:
Effective Aproach Width (We)
-
7/30/2019 Signalised Intersections [170309]
41/78
STEP C-3: Base Saturation Flow (S)
For protected approach
no FFSS ...1
eo WS 600
-
7/30/2019 Signalised Intersections [170309]
42/78
For Approach Type P
S0 base saturation flow (pcu/hg)
We effective width (m)
Figure C-3:1 page 2-49
eWS 6000
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
43/78
For Approach Type O (opposed)
QRT and QRTO (Column 14 Form SIG-II opposed
discharge right-turning)
Figure C-3:2 page 2-51 for approaches withoutseparate right-turning.
Figure C-3:3 page 2-52 for approaches with
separate right-turning.
Use interpolation if approach width larger or
smaller than actual We
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
44/78
Ex: without separate right-turning lane
QRT = 125 pcu/h, QRTO = 100 pcu/h
Actual We = 5,4m
Obtain from Figure C-3:2 p. 2-51 (We=5 & We=6)S6,0 = 3.000 (pcu/hg) ; S5,0 = 2.440 (pcu/hg)
Calculate;
S5,4 =(5,4-5,0)x(S6,0 - S5,0)+ S5,0
=0,4(3.000-2.440)+2.440 2.660 (pcu/hg)
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
45/78
If right-turning movement > 250 pcu/h, protected
signal phasing should be considered
For No Separate RT-lane
If QRTO < 250 pcu/h Determine SPROV for QRTO = 250 pcu/h
Determine Actual S as
S = SPROV [(QRTO - 250) x 8]pcu/h
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
46/78
For No Separate RT-lane
If QRTO > 250 pcu/h
Determine SPROV for QRTO and QRT= 250 pcu/h
Determine Actual S as
S = SPROV [(QRTO + QRT - 500) x 2]pcu/h
If QRTO < 250 pcu/h and QRT > 250 pcu/h Determine S as for QRT = 250 pcu/h
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
47/78
For Separate RT-lane
If QRTO > 250 pcu/h
QRT < 250 pcu/h Determine S from Figure C3:3
through extrapolation QRT > 250 pcu/h Determine SPROV as for QRTO
and QRT= 250 pcu/h
If QRTO < 250 pcu/h and QRT > 250 pcu/h Determine S from Figure C3:3 through
extrapolation
STEP C-3: Base Saturation Flow (S)
-
7/30/2019 Signalised Intersections [170309]
48/78
STEP C-4: City Size Adjustment
Factor FCS [ Table C-4:3 p.2-53]
City Size Inhab. (M) FCS
Very Small 0,1 0,82
Small > 0,1 - 0,5 0,88
Medium > 0,5 - 1,0 0,94
Large > 1,0 - 3,0 1,00
Very Large > 3,0 1,05
-
7/30/2019 Signalised Intersections [170309]
49/78
STEP C-4: Side Friction Adjustment
Factor FSF [ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
0.00 0.05 0.10 0.15 0.20 0.25
pUM
Fsf
CHO CHP CMO CMP CLO CLP
-
7/30/2019 Signalised Intersections [170309]
50/78
STEP C-4: Side Friction Adjustment
Factor FSF [ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
0.00 0.05 0.10 0.15 0.20 0.25
pUM
Fsf
RHO RHP RMO RMP RLO RLP
STEP C 4 Sid F i i Adj
-
7/30/2019 Signalised Intersections [170309]
51/78
STEP C-4: Side Friction Adjustment
Factor FSF [ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
1.05
0.00 0.05 0.10 0.15 0.20 0.25
pUM
Fsf
RAO RAP
STEP C 4 G di t Adj t t
-
7/30/2019 Signalised Intersections [170309]
52/78
STEP C-4:Gradient Adjustments
Factors FG [Figure C-4:1 p.2-54]
0.90
0.91
0.92
0.93
0.94
0.95
0.96
0.97
0.98
0.99
1.00
1.01
1.02
1.03
1.04
1.05
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
Gradient (%)
GradientFactorFg
If G 0 1 (0,01 x G)
If G < 0 1 (0,005 x G)
-
7/30/2019 Signalised Intersections [170309]
53/78
LP distance between stop-line
and first parked vehicle (m)
WAWidth of the approach (m)
g Green time in the approach (default value 26 sec)
It should not be applied in cases were the effective widthis determined by the exit width.
gWgL
WL
F AP
AP
P //3
23
STEP C-4: Effect of Parking Adjustments
Factors FP [Figure C-4:2 p.2-54
STEP C 4 Ri ht T Adj t t
-
7/30/2019 Signalised Intersections [170309]
54/78
STEP C-4: Right Turn Adjustments
Factors FRT
1.000
1.050
1.100
1.150
1.200
1.250
1.300
0.000 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
pRT
Frt
FRT = 1.0 + pRT x 0.26
STEP C 4 L ft T Adj t t
-
7/30/2019 Signalised Intersections [170309]
55/78
STEP C-4: Left Turn Adjustments
Factors FLT
0.800
0.850
0.900
0.950
1.000
0.000 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
pLT
Flt
FLT = 1.0 - pLT x 0.16
C l l t d th dj t d l
-
7/30/2019 Signalised Intersections [170309]
56/78
Calculated the adjusted value
of saturation flow S
SO Base saturation flow
FCS City size FSF Side friction
FG Gradient
FP Parking
FRT Right turn
FLT Left turn
hgpcuFFFFFFSS LTRTPGSFCSO /
STEP C 5 Fl /S t ti Fl
-
7/30/2019 Signalised Intersections [170309]
57/78
STEP C-5: Flow/Saturation Flow
Ratio
Calculate the Flow Ratio (FR) for each approach
Calculate the Intersection Flow Ratio (IFR)
Calculate the Phase Ratio (PR) for each phase
SQFR /
CRITFRIFR
IFRFRPR CRIT /
Sum of the critical (highest) flow ratios for
all consecutive signal phases in a cycle
STEP C 6 C l Ti d G
-
7/30/2019 Signalised Intersections [170309]
58/78
STEP C-6: Cycle Time and Green
Time
Unadjusted cycle time (Cua)
Green time (g)
Adjusted cycle time (c)
IFRLTIcua 1/55,1
iuai PRLTIcg
LTIgc
LTI = S off all intergreen periods
green times < 10 sec
should be avoided !!!
2 phase 40-80 sec
3 phase 50-100 sec
4 phase 80-130 sec
-
7/30/2019 Signalised Intersections [170309]
59/78
STEP D-1: Capacity
Calculate the capacity of each approach
Calculate the Degree of Saturation
cgSC /
CQDS / Acceptable valuenormally 0,75 !!!If the signal timing has been correctly
done, DS will be nearly the same in all
critical approaches !!!
-
7/30/2019 Signalised Intersections [170309]
60/78
STEP D-2: Need For Revisions
Increase of approach width (especially for the
approaches with the highest critical FR value)
Changed signal phasing (i.e. separate phase forright-turning traffic)
Prohibition of right turning movements willnormally increase capacity (i.e. reduction of the
phase required).
-
7/30/2019 Signalised Intersections [170309]
61/78
STEP E-1: Preparations
Fill in the information required in the
head of Form SIG-V
-
7/30/2019 Signalised Intersections [170309]
62/78
STEP E-2: Queue Length
For DS > 0,5
NQ1 number of pcu that remain from the previousgreen phase
DS degree of saturation = Q/C
GR green ratio
C capacity (pcu/h) = saturation flow x green ratio
For DS 0,5
C
DSDSDSCNQ
5,081125,0
2
1
01 NQ
-
7/30/2019 Signalised Intersections [170309]
63/78
STEP E-2: Queue Length
NQ2 number of queuing pcu that arrive during
the red phase
GR green ratio = g/c
g green time (sec)
c cycle time (sec) DS degree of saturation = Q/C
Q traffic flow (pcu/h)
360011
2
Q
DSGR
GRcNQ
-
7/30/2019 Signalised Intersections [170309]
64/78
STEP E-2: Queue Length
QL Queue length (m)
NQMAX adjust NQ with desired probability for
overloading [for planning and design 5%, for
operation 5-10%] figure E-2:2 p.2-66 20 average area occupied per pcu (20 sqm)
WENTRY entry width (m)
ENTRY
MAX
W
NQQL
2021 NQNQNQ
-
7/30/2019 Signalised Intersections [170309]
65/78
STEP E-3: Stopped Vehicle
NS stop rate
NQ total number of queuing vehicle
Q traffic flow (pcu/h)
c cycle time (sec)
36009,0
cQ
NQNS
-
7/30/2019 Signalised Intersections [170309]
66/78
STEP E-3: Stopped Vehicle
NSV number of stopped vehicles
Q traffic flow (pcu/h)
NS stop rate
NSQNSV
TOTAL
SVTOTAL
QNNS
-
7/30/2019 Signalised Intersections [170309]
67/78
STEP E-4: Delay
A
GR green ratio
DS degree of saturation = Q/C
DSGR
GRA
1
15,02
-
7/30/2019 Signalised Intersections [170309]
68/78
STEP E-4: Delay
DT mean traffic delay (sec/pcu)
c cycle time (sec)
NQ1 number of pcu that remain from the
previous green phase
C capacity (pcu/h)
CNQAcDT 36001
-
7/30/2019 Signalised Intersections [170309]
69/78
STEP E-4: Delay
DGj mean geometric delay for approach j
(sec/pcu) pSV proportion of stopped vehicles in the
approach = MIN (NS, 1)
pT
proportion of turning vehicles in theapproach
Geometric Delay for LTOR = 6 sec [p.2-69]
461 xpppDG SVTSVj
-
7/30/2019 Signalised Intersections [170309]
70/78
STEP E-4: Delay
DI average delay for the whole intersection
Average delay can be used as an indicator of
the Level of Service (LOS) of each individualapproach as well as of the intersection as a
whole.
pcuQ
DQD
TOTAL
j
I sec/
Indeks Tingkat Pelayanan (ITP) Lalulintas
-
7/30/2019 Signalised Intersections [170309]
71/78
Indeks Tingkat Pelayanan (ITP) Lalulintas
Di Persimpangan Dengan Lampu Lalulintas
Indeks Tingkat Pelayanan
(ITP)Tundaan per kendaraan
(detik)
A 5.0
B 5.1 15.0
C 15.1 25.0
D 25.1 40.0
E 40.1 60.0
F > 60.0
Sumber: Perencanaan & Pemodelan Transportasi, Tamin, 2000
Cara-cara untuk meningkatkan
-
7/30/2019 Signalised Intersections [170309]
72/78
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Pelebaran lengan pendekat
Kapasitas tergantung pada arus jenuh yang
melewati garis henti (lebar lengan pendekat).
Melebarkan lengan pendekat meningkatkankapasitas persimpangan.
Panjang dari pelebaran lengan pendekat juga
sangat penting untuk diperhatikan.
Cara-cara untuk meningkatkan
-
7/30/2019 Signalised Intersections [170309]
73/78
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Menaikkan waktu siklus
semakin lama waktu siklus semakin besar
kapasitas persimpangan semakin tinggi
antrian dan tundaan yang terjadiMenurut MKJI 1997 [p.2-60] kisaran waktu siklus
adalah 40 s/d 130 detik
Pada kondisi tertentu terpaksa digunakan
waktu siklus > 130 detik.
Cara-cara untuk meningkatkan
-
7/30/2019 Signalised Intersections [170309]
74/78
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Perubahan pola fasePerlu dilakukan simulasi untuk mendapatkanpola fase yang paling efisien.
Semakin sedikit fase semakin tinggi kapasitas
persimpangan semakin besar kemungkinankonflik yang dapat terjadi.
Umumnya jumlah fase yang digunakan berkisarantara 2 s/d 4.
Siklus dengan 2 fase umumnya dilengkapidengan early cut-offatau late-start.persimpangan Raya Darmo Polisi Istimewa
Cara-cara untuk meningkatkan
-
7/30/2019 Signalised Intersections [170309]
75/78
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Meminimalkan waktu antar-hijau
Waktu antar-hijau diperlukan untuk menjamin
keamanan kendaraan yang melewati simpang
pada saat detik akhir hijau, agar tidak tertabrakkendaraan yang mendapatkan fase hijau
berikutnya.
Meminimalkan waktu hijau mendekatkan
garis henti dengan pusat persimpangan.
Cara-cara untuk meningkatkan
-
7/30/2019 Signalised Intersections [170309]
76/78
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Larangan belok kanan
Meningkatkan kapasitas akibat pengurangan
fase.
Namun harus dilakukan manajemen lalulintasuntuk melayani kendaraan yang hendak belok
kanan dengan menyediakan U-turn atau Re-
routing.
Prinsip-prinsip desain simpang
-
7/30/2019 Signalised Intersections [170309]
77/78
Prinsip-prinsip desain simpang
secara umum di Indonesia
Jari-jari tikungan berkisar antara 6 s/d 9 meter
Hindari jari-jari terlalu kecil kendala manuver
bagi bus & truk
Fasilitas penyeberang jalan (zebra cross) 2,5s/d 5 meter sejarak 2 meter didepan garis henti
Panjang pelebaran harus lebih besar dari
probabilitas panjang antrian terbesar
Prinsip-prinsip desain simpang
-
7/30/2019 Signalised Intersections [170309]
78/78
Prinsip-prinsip desain simpang
secara umum di Indonesia
Jalur khusus bus berakhir pada awal panjangantrian terbesar
Jika arus lalulintas belok kanan cukup besar,perlu dibuatkan jalur khusus belok kanan
dilengkapi dengan rambu dan marka yang
sesuai
top related