TRAFFIC FLOW ANALYSIS MKJI METHOD AT JALAN TRANS KM 33 KUALA KAPUAS CENTRAL

CERUCUK Volume 1 No. 2 2017 (103-112)

TRAFFIC FLOW ANALYSIS MKJI METHOD AT JALAN TRANS KM 33 KUALA KAPUAS CENTRAL Lisa Hardika and Rosehan Anwar Civil Engineering Department, Lambung Mangkurat University E-mail : [email protected]

ABSTRAK Jalan Trans Kalimantan adalah jalan penghubung antar Provinsi Kalimantan Tengah dan Kalimantan Selatan. Jalan Trans Kalimantan Km.33 ini terhitung berdasarkan BM dari Banjarmasin yang termasuk pada jalan wilayah Kalimantan Tengah jika berdasarkan alamat, namanya adalah Jalan Trans Kalimantan km.10,5. Mengingat pentingnya jalan Trans Kalimantan Km.33 sebagai prasarana transportasi darat, dimana pada ruas jalan tersebut juga ada pertokoan, pasar, sarana pendidikan yang membuat volume kendaraan meningkat pada jam-jam tertentu dan pertumbuhan kawasan pemukiman yang pesat sehingga mengakibatkan timbulnya pergerakan - pergerakan lalu lintas maupun barang. Untuk itu perlu dilakukan penelitian pada konsisi eksisting tentang: Kapasitas, derajat kejenuhan, tingkat pelayanan, dari sinilah nantinya kinerja jalan dan ditinjau bagaimana prediksi kondisi kedepannya dengan Manual Kapasitas Jalan Indonesia (MKJI), dan permasalahan lainnya serta alternatif permasalahan yang ada pada jalan tersebut dapat diketahui. Untuk metodelogi penelitiannya, dilakukan pada sta.00+200-00+400 dengan pengambilan data primer dan sekunder. Hasil yang didapat pada kondisi eksisting yaitu DS 0,45 ITP B, Predisksi 5 tahun DS 0,58 ITP C,Prediksi 10 tahun DS 0,75 ITP D. dan penanganan yang terbaik setelah 10 tahun mendatang adalah jalan lingkar sepeda motor dengan ITP B. Kata kunci: Kapasitas, Tingkat Pelayanan, Prediksi, MKJI. ABSTRACT Trans Kalimantan road is the liaison between the Province of central Kalimantan and South Kalimantan. Trans Kalimantan Road Km 33 is calculated by BM from Banjarmasin included in the Central Kalimantan region if by address, name is Jalan Trans Kalimantan km.10,5. Given the importance of the Trans Kalimantan Km.33 as land transport infrastructure, where the road was also no shops, markets, The Education Facility increased to make Volume Vehicle Specific hours and Settlement Region The fast growth, resulting in the emergence of movements - Traffic and Goods Movement. For that, need to do research the existing condition about: capacity, V/C ratio, Level of Service (ITP), is where the future costs road and in terms of how predictive condition going forward with Highway Capacity Manual Indonesia (MKJI), and other problems well as alternative problems that exist in the way it can be known. To review research methodology, conducted at sta.00 + 200-00 + 400 with primary and secondary data retrieval. The results obtained Existing Condition Namely on (DS) 0.45 ITP B, Prediction 5 Years 0.58 ITP C DS, DS 0,75 Predictions 10 Years ITP D. And handling the Best taxable income Next 10 Years is a ring road motorcycles with ITP B. Keywords: Capacity, Level of Service, Prediction, MKJI.

104 CERUCUK, Volume 1 No. 2 2017

1. INTRODUCTION The areas of Central Kalimantan and South Kalimantan in recent years have increased quite rapidly. Trans Kalimantan Road is the connecting road between the Provinces of Central Kalimantan and South Kalimantan which every year both quantity and quality also increase. Trans Kalimantan Road km.33 is calculated based on BM from Banjarmasin which is included in the road of Central Kalimantan region if based on the address, its name is Jalan Trans Kalimantan km.11. Jalan Trans Kalimantan km.33 exactly sta. 00 + 200 - 00 + 400 are included in the Kapuas District, which also connects the city with the surrounding areas. The characteristic of this road is the width of the small road with good road construction, since there are always road improvements in this Trans Kalimantan road area. Kapuas Regency Highly dependent on land transportation, therefore the road is a land transportation infrastructure that is very important in the sector of transportation, especially for the continuity of the distribution of goods and services. Given the importance of Trans Kalimantan road km.33 as a land transportation infrastructure, where on the road there are also shops, markets, educational facilities that make vehicle volumes increase during certain hours and the rapid growth of residential areas resulting in the emergence of traffic movements Or goods. After the service problem also on the main indicator we are talking about the volume of traffic (smp / hour) is expected to be able to answer how well the level of Trans Kalimantan road service km.33. For that reason, it is necessary to do research on the existing consistency about: Speed, Capacity, degree of saturation, degree of pelanyanan, from where will the performance of the road and reviewed how the future condition of other problems and alternative problems that exist on the road can be known. 2. THEORITICAL STUDY The data collection of traffic flows on this road is intended to determine the level of traffic density on the road segment based on traffic volume, the type of vehicle in a certain time unit conducted with direct observation and recording in the field. The data collection technique consists of two stages, namely primary data and secondary data.

Traffic Flow Analysis … Lisa Hardika

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Getting the number of passing vehicles, the number of passenger car units, the number of non-motorized vehicles at every 15 minutes. 3. METHOD Data that has been collected is on the existing condition of primary data that is done on Monday, November 14-15, 2016 at 06.00 am - 06.00 pm. The road segment under consideration is Jl.Trans Kalimantan km.33 sta. 00 + 200 - 00 + 400. After the data can be in 15 minutes at 24 hours, then taken the highest data by volume per hour in the morning, afternoon, and evening. 4. RESULT AND DISCUSSION 1. Traffic Volume on Existing Conditions Data input: Survey results, Day: Monday November 14, 2016 and at the highest volume of traffic Volume at 06.30-08.30, noon at 12:45 to 14:45, afternoon at 16:00 to 18:00 pm. Then counted per hour.

Figure 1. The volume of statistical traffic on Existing condition (2016) 2. Side Barrier Data The weights of side barrier events on both sides are calculated on the basis of the weighted factors according to the provisions (table 2.2) of the table obtained by side constraints in the 200 meter road segment as shown below:


Table 1. Traffic Flow Volume Data Value Passenger Car Equivalent Hourly

Jumlah Kendaraan arah A+ B

waktu 06.30 - 07.30 06.45 - 07.45 07.00 - 08.00 07.15 - 08.15 07.30 - 08.30 12.45 - 13.45 13.00 - 14.00 13.15 - 14.15 13.30 - 14.30 13.45 - 14.45 16.00 - 17.00 16.15 - 17.15 16.30 - 17.30 16.45 - 17.45 17.00 - 18.00

LV MHV LT

MC

299 285 266 247 257 215 218 234 249 271 332 309 266 235 195

1150 1105 1004 914 846 497 495 486 492 489 624 609 663 640 575

197 189 182 150 132 75 61 45 43 49 124 108 108 109 106

4 3 1 2 3 6 5 5 4 3 7 3 7 7 8

SMP

LV MHV LT MC 1

1,2 1,8 0,6

299 285 266 247 257 215 218 234 249 271 332 309 266 235 195

236,4 226,8 218,4 180 158,4 90 73,2 54 51,6 58,8 148,8 129,6 129,6 130,8 127,2

7,2 5,4 1,8 3,6 5,4 10,8 9 9 7,2 5,4 12,6 5,4 12,6 12,6 14,4

690 663 602 548 508 298 297 292 295 293 374 365 398 384 345

Total smp/jam

1232,6 1180,2 1088,6 979 928,4 614 597,2 588,6 603 628,6 867,8 809,4 806 762,4 681,6

Table 2. Side Barrier Data Based on Vehicle Weight

Waktu 06.30 - 07.30 06.45 - 07.45 07.00 - 08.00 07.15 - 08.15 07.30 - 08.30 12.45 - 13.45 13.00 - 14.00 13.15 - 14.15 13.30 - 14.30 13.45 - 14.45 16.00 - 17.00 16.15 - 17.15 16.30 - 17.30 16.45 - 17.45 17.00 - 18.00

Pejalan kaki (0,6) 211,2 187,2 151,2 76,8 27 23,4 20,4 43,2 43,2 37,8 35,4 46,2 54,6 46,8 37,8

Total Hambatan Samping Berhenti/Parkir Keluar/Masuk Kendaraan Lambat (0,8) (1) (0,4) 30,4 124 14,8 22,4 126 16 20,8 113 16 22,4 91 13,2 17,6 85 9,6 20,8 64 4 20 77 2,8 17,6 84 2,8 16,8 76 1,6 12 92 0,8 19,2 89 3,6 21,6 77 2,8 22,4 69 2,8 21,6 48 2 18,4 34 0,4

Total Kode 380,4 VH 351,6 VH 301 H 203,4 M 139,2 L 112,2 L 120,2 L 147,6 L 137,6 L 142,6 L 147,2 L 147,6 L 148,8 L 118,4 L 90,6 L


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3. Free Flow Rate on Existing Conditions FVLV

= (FV0 + FVW) × FFVSF × FFVRC = (68 + 0) × 0,82 × 0,96 = 53,53 Km / hr

FFV

= FVLV,0 – FVLV = 68 – 53,53 =14,47

FVMHV = FVMHV,0 –FFV × FFVMHV.0/FV0 = 60 –(14,47×60/68) = 47,23 Km / hr FVLT

= FVLT,0 –FFV × FFVLT.0/FV0 = 58 – (14,47×58/68) = 45,66 Km / hr

FVMC

= FVMC.0 –FFV × FFVMC.0/FV0 = 55– (14,47×55/68) = 43,30 Km / hr

The average speed at the existing condition is 47.43 km / h. 4. Capacity In Existing Condition Co

= 3100, FCw = 1,00, FCSP = 1,00, FCSF = 0,88

C

= C0 x FCW x FCSP x FCSF = 3100 smp/hour x 1,00 x 1,00 x 0,88 = 2728 smp/hour

5. Index of Performance Levels on Existing Conditions Degree of saturation = Q/C =1232,6 /2728

= 0,45

From the results obtained, it turns out the index value level of Trans Kalimantan road service Km.33 Monday 14 November 2016 at 06.30 - 07.30 WIB is B, that is Current stable, but the speed of operation began to be limited by traffic conditions. Motorists are limited in picking speed. Average travel speed is 47.43. Because the level of service is still good, for that done prediction. 6. Traffic Prediction for 5 Years From the calculation of existing conditions obtained results ITP B. Because it is still good, will be predicted. Here are his predictions. Taken sample at 06.30 -07.30 WIB. Qo= 1232,6 , i = 5% , n= 5 tahun Then, the prediction is: Qn = Qo (1 + i)n

= 1232,6 (1 + 5%)5

= 1573,14 smp/hour


Table 3. Capacity Data, and Service Level Index Waktu Hambatan Samping Kapasitas 06.30 - 07.30 VH 2728 06.45 - 07.45 VH 2728 07.00 - 08.00 H 2697 07.15 - 08.15 M 2821 07.30 - 08.30 L 2945 12.45 - 13.45 L 3007 13.00 - 14.00 L 3007 13.15 - 14.15 L 3007 13.30 - 14.30 L 3007 13.45 - 14.45 L 3007 16.00 - 17.00 L 3007 16.15 - 17.15 L 3007 16.30 - 17.30 L 3007 16.45 - 17.45 L 3007 17.00 - 18.00 L 3007

volume 1232,6 1180,2 1088,6 979 928,4 614 597,2 588,6 603 628,6 867,8 809,4 806 762,4 681,6

DS ITP 0,45 B 0,43 B 0,40 B 0,35 B 0,32 B 0,20 A 0,20 A 0,20 A 0,20 A 0,21 B 0,29 B 0,27 B 0,27 B 0,25 B 0,23 B

Figure 2. Existing Conditions and Prediction of 5-year Traffic Volume (2021) Then the degree of saturation is: DS

= Q/C =11773,14/2728 = 0,58 Table 4. Predicted Traffic Data for 5 Years SM P

Kondisi Eksisting

Prediksi 5 tahun

LV

299

381,61

M HV

236,4

301,71

LT

7,2

9,19

MC

690

880,63

Q

1233

1573,14

ds

0,45

0,58


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Traffic prediction in the next 5 years is 2021 with a percentage of traffic growth of 5% (Table 2.18) that is (Q) 1573,14, (DS) 0,58 with service level C (Table 2.16), that is stable flow But the speed and motion of the vehicle is controlled. Motorists are limited in picking speed. 7. Traffic Prediction for 10 Years Qo= 1232,6, i = 5%, n= 10 tahun Then the traffic prediction is: Qn = Qo (1 + i)n

= 1232,6 (1 + 5%)10

= 2007,78 smp/hour

Figure 3. Existing Conditions, 5 Year Predictions (2021), and 10 Year Predictions (2026) Then the degree of saturation is: DS

= Q/C = 2007,78/2728 = 0,59 Table 5. Predicted Traffic Data for 10 Years

SMP LV MHV LT MC ∑ ds

Kondisi Eksisting Prediksi 10 tahun 299 487,04 236,4 385,07 7,2 11,73 690 1123,94 1233 2007,78 0,45 0,74


Traffic prediction for the next 10 years is 2026 with a percentage of traffic growth of 5% (Table 2.16), namely (Q) 1573,14, (DS) 0,59 with service level D, ie current approaching Unstable, speed still controlled, VC Still tolerable The driver is limited in selecting speed. For that, need handling for traffic conditions back good, Because the flow is not stable. 8. Analysis of Road Widening Handling Co

= 3100, FCw = 1,08, FCSP = 1,00, FCSF = 0,88

C = 3100 smp/hour x 1,08 x 1,00 x 0,93 = 2946,24 smp/hour Then the degree of saturation is: DS = Q/C = 2007,78/2946,24 = 0,68 So the level of service is C, and this is already reduced, from the results of 10 years service prediction level. 9. Analysis of the Pedestrian Pedestrian Track Handling Co = 3100, FCw

= 1,00 , FCSP = 1,00 , FCSF = 0,97

C = 3100 smp/hourx 1,00 x 1,00 x 0,97 Then the degree of saturation is:Ds = Q/C

= 3007 smp/hour =2007,78/3007

= 0,67

So the level of service is C, and this is already reduced, from the results of 10 years service prediction level. 10. Road Circular Handling Analysis for Motorcycles On the other hand, about 200 meters away there is another road that leads from central Kalimantan to south Kalimantan. -

LV

= 487,04

-

MHV = 385,07

-

LT

= 11,73

-

MC

= 0 +

Total

= 883,84 smp/hour

Degree of saturation : C = 2728 Q= 883,84 Then the degree of saturation is:Ds = Q/C = 883,84/2728 = 0,32 So the level of service is B and this has been reduced, from the results of 10 years service prediction level.This is very effective because the way back in the existing condition.For that, the ring road is the best handling to apply.


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Table 6. Table Results Handling

Penanganan Pelebaran jalan Jalur khusus pejalan kaki Jalan Lingkar untuk Sepeda Motor

smp/jam Ds ITP Volume Kapasitas 2007,78 2946,24 0,68 C 2007,78

3007 0,67 C

883,84

2728 0,32 B

5. CONCLUSION 1. The highest traffic volume (Q) in the existing condition on Monday, November 1415, 2016 at 06.00 WIB - 06.00 WIB is at 06.30 - 07.30 WIB, ie 1232.6 smp / hour (Table 4.5), Capacity (C) of 2728 smp / hour. Degree of Saturation (DS) 0.45 (Table 4.10), service level B, ie Flow stable, but operating speed began to be limited by traffic conditions. Motorists are limited in picking speed. (FV) 47.43 ≥ 40 km / h 2. Traffic prediction for the next 5 years, ie (Q) 1573.14 smp / hour, (DS) 0,58, service level C, that is steady current but the speed and motion of the vehicle are controlled. Motorists are limited in picking speed. (FV) ≥ 30 km / h 3. Traffic prediction in the next 10 years, namely (Q) 2007,78, (DS) 0.75, service level D, ie the current approaching is not stable, speed is still controlled, VC Still can be tolerated. For that, need handling. (FV) ≥ 25 km / h 4. Alternative for the next 10 years, traffic volume can be minimized by transportation handling method. There are 3 methods that can be done, namely: - Widening of road, obtained (DS) 0.68 Level of service C. - Special pedestrian path, obtainable (DS) 0.65 Level of service C. - Ring road, obtained (DS) 0.32 Level of service B. REFERENCES Direktorat Pembangunan Jalan Perkotaan. (1997). Manual Kapasitas Jalan Indonesia (MKJI). Penerbit:Direktorat Jendral Bina Marga. Jakarta.


Kementrian Pekerjaan Umum Direktorat Jendral Bina Marga. (2013). Manual Desain Perkerasan Jalan. Penerbit: Kementrian Pekerjaan Umum Direktorat Jendral Bina Marga. Jakarta. Munawar, Ahmad. (2006). Manajemen Lalulintas Perkotaan. Penerbit: Beta Opset. Jogjakarta. Radam, Iphan F. (2008). Bahan Ajar Rekayasa Lalu Lintas. Penerbit: Universitas Lambung Mangkurat Press. Banjarmasin. Saodang, Hamirhan. (2010). Konstruksi Jalan Raya Buku 1 Geometrik Jalan. Penerbit: Nova. Bandung. Sukirman, Silvia. (1999). Dasar-Dasar Perencanaan Geometrik Jalan. Penerbit: Nova. Bandung. Transportation Research Board. (2000). Highway Capacity Manual, HCM. Washington, D.C. Wahab, Wahyuni dkk. (2015). Analisis Nilai Pertumbuhan Lalu Lintas dan Perkiraan Volume Lalu Lintas Dimasa Mendatang Berdasarkan Volume Lalu Lintas Harian Rata- Rata. Teknik Sipil Fakultas Teknik Universitas Riau Pekanbaru. Widyawati, Feni. (2013). Analisa Perilaku Lalu Lintas. [Online]. Tersedia: https://www.academia.edu/4625928/3111105013_chapter2 [20 Oktober 2015]

TRAFFIC FLOW ANALYSIS MKJI METHOD AT JALAN TRANS KM 33 KUALA KAPUAS CENTRAL

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