Studi lalu lintas persimpangan Jl. Cideng dan Jl. Tanah Abang pada masa PSBB = Study of intersection between Cideng road and Tanah Abang road during large scale social restrictions

Natalia, Natalia (2021) Studi lalu lintas persimpangan Jl. Cideng dan Jl. Tanah Abang pada masa PSBB = Study of intersection between Cideng road and Tanah Abang road during large scale social restrictions. Bachelor thesis, Universitas Pelita Harapan.

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Abstract

Persimpangan dapat diklasifikasikan menjadi simpang tak bersinyal dan simpang bersinyal. Simpang bersinyal dilengkapi dengan lampu lalu lintas untuk mengontrol arus lalu lintas agar tidak terjadi konflik dan kemacetan pada persimpangan. Persimpangan yang diteliti terdapat di antara Jl. Cideng Barat, Timur, dan Jl. Tanah Abang II. Tujuan dari penelitian ini adalah untuk mengevaluasi kondisi dan meningkatkan pelayanan persimpangan tersebut. Evaluasi serta analisa alternatif fase dan durasi siklus yang baru pada pagi dan sore hari dilakukan terpisah. Hasil evaluasi menunjukkan bahwa pada persimpangan terdapat tiga fase dimana arus kendaraan dari Jl. Cideng Barat dan Timur bergerak pada fase yang sama, sementara arus kendaraan dari Tanah Abang II bergerak pada fase masing-masing. Satuan untuk kapasitas dan arus lalu lintas adalah smp/jam atau satuan mobil penumpang per jam. Pada pagi hari, dengan waktu siklus 220 detik, kapasitas Jl. Cideng Barat sebesar 1938 smp/jam dan Jl. Tanah Abang II sebelah Barat sebesar 401 smp/jam belum dapat mengakomodasi arus lalu lintas 2112 smp/jam dan 639 smp/jam. Sementara itu, pada sore hari, dengan waktu siklus 175 detik, kapasitas Jl. Cideng Barat yaitu 1958 smp/jam belum dapat mengakomodasi arus lalu lintas sebesar 2523 smp/jam. Analisa menunjukkan bahwa alternatif tiga fase dengan belok kiri langsung meningkatkan pelayanan persimpangan pada pagi maupun sore hari. Pada pengaturan tersebut, waktu siklus pada pagi hari terdiri dari 236 detik dan 192 detik pada sore hari. Melalui fase dan siklus tersebut, kapasitas pada setiap pendekat dapat mengakomodasi arus lalu lintas pada pagi dan sore hari. Pada pagi hari, terdapat peningkatan kapasitas sebesar 255 smp/jam pada Jl. Tanah Abang II sebelah Barat. Alternatif juga memberikan penurunan tundaan rata-rata pagi hari pada Jl. Cideng Barat sebesar 130 det/smp dan Jl. Tanah Abang II sebelah Barat sebesar 1062 det/smp. Pada sore hari, fase dan siklus baru memberikan penurunan tundaan rata-rata sore hari pada Jl. Cideng Barat sebesar 520 det/smp, Jl. Tanah Abang II sebelah Timur sebesar 47 det/smp, dan Jl. Cideng Timur sebesar 17 det/smp. Terdapat pula peningkatan panjang antrian pada pagi hari pada Jl. Cideng Barat dan Jl. Tanah Abang II sebelah Timur sebesar 68,6 m, serta sore hari pada Jl. Cideng Barat sebesar 68,6 m, Jl. Tanah Abang II sebelah Barat dan Timur sebesar 108,1 m dan sebesar 34,3 m. Melalui hasil tersebut, perubahan fase dan waktu siklus berhasil meningkatkan kapasitas dan menurunkan tundaan. / Intersections can be classified into non signalized and signalized intersections. Signalized intersections are equipped with traffic lights to regulate traffic flow and minimizie conflicts and congestion. The intersection in topic is located at Cideng Barat, Timur, and Tanah Abang II Road. The purpose of this study is to evaluate the condition and improve the intersection’s performance. The existing and proposed traffic light cyles are evaluated separately to accommodate the varying traffic flow. From data collection, it shows that the traffic lights operate with three-phase cycle; vehicles from Cideng Barat Road and Cideng Timur Road move in the same phase, and vehicles from West and East sides of Tanah Abang II Road moves in their respective phases. Capacity and traffic flow is measured in pcu/hour or passenger car unit per hour. In the morning, with a cycle time of 220 seconds, the capacity of Cideng Barat Road at 1938 pcu/hour and West of Tanah Abang II at 401 pcu/hour cannot accommodate the demand of 2112 pcu/hour and 639 pcu/hour. Meanwhile, in the afternoon, with a cycle time of 175 seconds, the capacity of Cideng Timur Road which is 1958 pcu/hour cannot accommodate the demand of 2523 pcu/hour. From analysis, it is found that that a three-phase cycle with direct left turn can improve the traffic flow. The cycle length is revised to 236 seconds in the morning and 192 seconds in the afternoon. With this revised phase and cycles, the capacity of each approach can accommodate the traffic flow in the morning and afternoon. In the morning, there is an increase in capacity of 255 pcu/hour at West side of Tanah Abang II. This alternative phase also decreases the average delay in the morning from Cideng Barat Road at 130 sec/pcu and West side of Tanah Abang II at 1062 sec/pcu. In the afternoon, the new phase and cycle also decrease the average delay in the afternoon from Cideng Barat Road at 520 sec/pcu, East of Tanah Abang II Road at 47 sec/pcu, and Cideng Timur Road at 17 sec/pcu. There are also increases in queue lengths in the morning on Cideng Barat Road and East of Tanah Abang II at 68.6 m, also in the afternoon on Cideng Barat Road at 68.6 m, West and East of Tanah Abang II at 108.1 m and 34.3 m. Through these results, changes in phase and cycle duration are successful in increasing capacity and reducing delays.

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