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+
+
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AV
AV
EV
EV EV
i
V
L
V
l L
ALLRED max
For operational and design analysis !!!
AV
EV
L
AV
L
AV
L
EV
l
EV
CRITICAL CONFLICT
POINT
(
+
+
=
AV
AV
EV
EV EV
i
V
L
V
l L
ALLRED max
STEP B-2:
Intergreen time and lost time
V
AV
10m/sec (motor vehicles)
V
EV
10m/sec (motor vehicles)
V
EV
3m/sec (un-motorised)
V
EV
1,2m/sec (pedestrians)
l
EV
5m (LV or HV)
l
EV
2m (MC or UM)
STEP B-2:
Intergreen time and lost time
IG Intergreen = Allred + Amber
The length of AMBER usually 3,0 sec
( )
= + =
i
i
IG AMBER ALLRED LTI
PROTECTED (P)
Discharge without any
conflict between right-
turning movements and
straight-through/left-
turning movements.
STEP C-1: Approach Type
Street A
Street B
OPPOSED (O) Discharge with conflict
between 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
STEP C-2:
Effective Aproach Width (W
e
)
Without LTOR
For Approach Type P (Q = Q
ST
)
If W
EXIT
< W
e
x (1 - p
RT
- p
LT
)
W
e
= W
EXIT
W
A
W
L
T
O
R
W
E
N
T
R
Y
W
E
X
I
T
STEP C-2:
Effective Aproach Width (W
e
)
If W
LTOR
2m (it is assumed that the LTOR
vehicle can bypass the other vehicle)
W
e
= min { (W
A
-W
LTOR
) , (W
ENTRY
) }
For Approach Type P (Q = Q
ST
)
If W
EXIT
< W
e
x (1 p
RT
)
W
e
= W
EXIT
If W
LTOR
< 2m (it is assumed that the LTOR
vehicle cannot bypass the other vehicle)
W
e
= min { (W
A
) , (W
ENTRY
+W
LTOR
) ,
(W
a
x(1+p
LTOR
)-W
LTOR
)
}
For Approach Type P (Q = Q
ST
)
If W
EXIT
< W
e
x (1 p
RT
p
LTOR
)
W
e
= W
EXIT
STEP C-2:
Effective Aproach Width (W
e
)
STEP C-3: Base Saturation Flow (S)
For protected approach
n o
F F S S = ...
1
e o
W S = 600
For Approach Type P
S
0
base saturation flow (pcu/hg)
W
e
effective width (m)
Figure C-3:1 page 2-49
e
W S = 600
0
STEP C-3: Base Saturation Flow (S)
For Approach Type O (opposed)
Q
RT
and Q
RTO
(Column 14 Form SIG-II opposed
discharge right-turning)
Figure C-3:2 page 2-51 for approaches without
separate 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 W
e
STEP C-3: Base Saturation Flow (S)
Ex: without separate right-turning lane
Q
RT
= 125 pcu/h, Q
RTO
= 100 pcu/h
Actual W
e
= 5,4m
Obtain from Figure C-3:2 p. 2-51 (W
e
=5 & W
e
=6)
S
6,0
= 3.000 (pcu/hg) ; S
5,0
= 2.440 (pcu/hg)
Calculate;
S
5,4
=(5,4-5,0)x(S
6,0
- S
5,0
)+ S
5,0
=0,4(3.000-2.440)+2.440 ~ 2.660 (pcu/hg)
STEP C-3: Base Saturation Flow (S)
If right-turning movement > 250 pcu/h, protected
signal phasing should be considered
For No Separate RT-lane
If Q
RTO
< 250 pcu/h
Determine S
PROV
for Q
RTO
= 250 pcu/h
Determine Actual S as
S = S
PROV
[(Q
RTO
- 250) x 8]pcu/h
STEP C-3: Base Saturation Flow (S)
For No Separate RT-lane
If Q
RTO
> 250 pcu/h
Determine S
PROV
for Q
RTO
and Q
RT
= 250 pcu/h
Determine Actual S as
S = S
PROV
[(Q
RTO
+ Q
RT
- 500) x 2]pcu/h
If Q
RTO
< 250 pcu/h and Q
RT
> 250 pcu/h
Determine S as for Q
RT
= 250 pcu/h
STEP C-3: Base Saturation Flow (S)
For Separate RT-lane
If Q
RTO
> 250 pcu/h
Q
RT
< 250 pcu/h Determine S from Figure C3:3
through extrapolation
Q
RT
> 250 pcu/h Determine S
PROV
as for Q
RTO
and Q
RT
= 250 pcu/h
If Q
RTO
< 250 pcu/h and Q
RT
> 250 pcu/h
Determine S from Figure C3:3 through
extrapolation
STEP C-3: Base Saturation Flow (S)
STEP C-4: City Size Adjustment
Factor F
CS
[ Table C-4:3 p.2-53]
City Size Inhab. (M) F
CS
Very Small s 0,1 0,82
Small > 0,1 - s 0,5 0,88
Medium > 0,5 - s 1,0 0,94
Large > 1,0 - s 3,0 1,00
Very Large > 3,0 1,05
STEP C-4: Side Friction Adjustment
Factor F
SF
[ 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
F
s
f
CHO CHP CMO CMP CLO CLP
STEP C-4: Side Friction Adjustment
Factor F
SF
[ 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
F
s
f
RHO RHP RMO RMP RLO RLP
STEP C-4: Side Friction Adjustment
Factor F
SF
[ 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
F
s
f
RAO RAP
STEP C-4:Gradient Adjustments
Factors F
G
[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 (%)
G
r
a
d
i
e
n
t
F
a
c
t
o
r
F
g
If G > 0 1 (0,01 x G)
If G < 0 1 (0,005 x G)
L
P
distance between stop-line
and first parked vehicle (m)
W
A
Width of the approach (m)
g Green time in the approach (default value 26 sec)
It should not be applied in cases were the effective width
is determined by the exit width.
( ) g W g
L
W
L
F
A
P
A
P
P
/ /
3
2
3
(
|
|
.
|
\
|
|
.
|
\
|
=
STEP C-4: Effect of Parking Adjustments
Factors F
P
[Figure C-4:2 p.2-54
STEP C-4: Right Turn Adjustments
Factors F
RT
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
F
r
t
F
RT
= 1.0 + p
RT
x 0.26
STEP C-4: Left Turn Adjustments
Factors F
LT
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
F
l
t
F
LT
= 1.0 - p
LT
x 0.16
Calculated the adjusted value
of saturation flow S
S
O
Base saturation flow
F
CS
City size
F
SF
Side friction
F
G
Gradient
F
P
Parking
F
RT
Right turn
F
LT
Left turn
hg pcu F F F F F F S S
LT RT P G SF CS O
/ =
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
S Q FR / =
( )
=
CRIT
FR IFR
IFR FR PR
CRIT
/ =
Sum of the critical (highest) flow ratios for
all consecutive signal phases in a cycle
STEP C-6: Cycle Time and Green
Time
Unadjusted cycle time (C
ua
)
Green time (g)
Adjusted cycle time (c)
( ) ( ) IFR LTI c
ua
+ = 1 / 5 5 , 1
( )
i ua i
PR LTI c g =
+ = LTI g c
LTI = E 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
STEP D-1: Capacity
Calculate the capacity of each approach
Calculate the Degree of Saturation
c g S C / =
C Q DS / =
Acceptable value
normally 0,75 !!!
If the signal timing has been correctly
done, DS will be nearly the same in all
critical approaches !!!
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 for
right-turning traffic)
Prohibition of right turning movements will
normally increase capacity (i.e. reduction of the
phase required).
STEP E-1: Preparations
Fill in the information required in the
head of Form SIG-V
STEP E-2: Queue Length
For DS > 0,5
NQ
1
number of pcu that remain from the previous
green phase
DS degree of saturation = Q/C
GR green ratio
C capacity (pcu/h) = saturation flow x green ratio
For DS s 0,5
( ) ( )
( )
(
+ + =
C
DS
DS DS C NQ
5 , 0 8
1 1 25 , 0
2
1
0
1
= NQ
STEP E-2: Queue Length
NQ
2
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)
( ) 3600 1
1
2
Q
DS GR
GR
c NQ
=
STEP E-2: Queue Length
QL Queue length (m)
NQ
MAX
adjust NQ with desired probability for
overloading [for planning and design s 5%, for
operation 5-10%] figure E-2:2 p.2-66
20 average area occupied per pcu (20 sqm)
W
ENTRY
entry width (m)
ENTRY
MAX
W
NQ
QL
20
=
2 1
NQ NQ NQ + =
STEP E-3: Stopped Vehicle
NS stop rate
NQ total number of queuing vehicle
Q traffic flow (pcu/h)
c cycle time (sec)
3600 9 , 0
=
c Q
NQ
NS
STEP E-3: Stopped Vehicle
N
SV
number of stopped vehicles
Q traffic flow (pcu/h)
NS stop rate
NS Q N
SV
=
TOTAL
SV
TOTAL
Q
N
NS
=
STEP E-4: Delay
A
GR green ratio
DS degree of saturation = Q/C
( )
( ) DS GR
GR
A
=
1
1 5 , 0
2
STEP E-4: Delay
DT mean traffic delay (sec/pcu)
c cycle time (sec)
NQ
1
number of pcu that remain from the
previous green phase
C capacity (pcu/h)
C
NQ
A c DT
3600
1
+ =
STEP E-4: Delay
DG
j
mean geometric delay for approach j
(sec/pcu)
p
SV
proportion of stopped vehicles in the
approach = MIN (NS, 1)
p
T
proportion of turning vehicles in the
approach
Geometric Delay for LTOR = 6 sec [p.2-69]
( ) ( ) 4 6 1 x p p p DG
SV T SV j
+ =
STEP E-4: Delay
D
I
average delay for the whole intersection
Average delay can be used as an indicator of
the Level of Service (LOS) of each individual
approach as well as of the intersection as a
whole.
( )
( ) pcu
Q
D Q
D
TOTAL
j
I
sec/
=
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
kapasitas Simpang Bersinyal
Pelebaran lengan pendekat
Kapasitas tergantung pada arus jenuh yang
melewati garis henti (lebar lengan pendekat).
Melebarkan lengan pendekat meningkatkan
kapasitas persimpangan.
Panjang dari pelebaran lengan pendekat juga
sangat penting untuk diperhatikan.
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Menaikkan waktu siklus
semakin lama waktu siklus semakin besar
kapasitas persimpangan semakin tinggi
antrian dan tundaan yang terjadi
Menurut 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
kapasitas Simpang Bersinyal
Perubahan pola fase
Perlu dilakukan simulasi untuk mendapatkan
pola fase yang paling efisien.
Semakin sedikit fase semakin tinggi kapasitas
persimpangan semakin besar kemungkinan
konflik yang dapat terjadi.
Umumnya jumlah fase yang digunakan berkisar
antara 2 s/d 4.
Siklus dengan 2 fase umumnya dilengkapi
dengan early cut-off atau late-start.
persimpangan Raya Darmo Polisi Istimewa
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 tertabrak
kendaraan yang mendapatkan fase hijau
berikutnya.
Meminimalkan waktu hijau mendekatkan
garis henti dengan pusat persimpangan.
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Larangan belok kanan
Meningkatkan kapasitas akibat pengurangan
fase.
Namun harus dilakukan manajemen lalulintas
untuk melayani kendaraan yang hendak belok
kanan dengan menyediakan U-turn atau Re-
routing.
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) 2,5
s/d 5 meter sejarak 2 meter didepan garis henti
Panjang pelebaran harus lebih besar dari
probabilitas panjang antrian terbesar
Prinsip-prinsip desain simpang
secara umum di Indonesia
Jalur khusus bus berakhir pada awal panjang
antrian terbesar
Jika arus lalulintas belok kanan cukup besar,
perlu dibuatkan jalur khusus belok kanan
dilengkapi dengan rambu dan marka yang
sesuai