SI – 2124

PENGANTAR REKAYASA TRANSPORTASI

KULIAH KE-9
(Karakteristik Lalu Lintas)

Dosen: Harun al-Rasyid LUBIS

 Outline
• Introduction
• Basic Traffic Flow Theory
• Definitions ; LHR, VJP
• PHF (Peak Hour Factor)
• Speed (space mean speed Vs time mean
speed)
• Traffic Density, Headway and spacing
• Basic Relationship
• Simple Car following theory
• Queueing theory
Volume Jam Perencanaan
(VJP)
Basic Relationship (S,D,V)
ILLUSTRASI LOS
 Traffic Flow Concepts
• Volume, speed and density
• Average travel speed or space mean speed and time mean speed
• If travel times t1, t2, t3,...,tn are measured for n vehicles traversing a
segment of length L, the average travel speed (space mean speed) would
be
n
(1/ n ) ∗ ∑ l
u= L n∗L 1 i
n = n Generally speaking, u = n
(1 / n ) ∗ ∑ t ∑ ti (1/ n ) ∗ ∑ t
1 i 1 1 i,l i

• 5 vehicles over a given one-mile section with travel times (in minutes) of
1.0, 1.2, 1.5, 0.75 and 1.0 respectively. Average travel time = 5.45/5=1.09
min = 0.0182 hr. u = 1/0.0182 = 55.05 mph.
• Time mean speed is the arithmetic average of all vehicles passing a given
“spot” on a roadway section. Space mean speed < time mean speed
 Speed-Flow-Density
Relationships
• Density is defined as the number of vehicles occupying a given
length of a lane or roadway at a particular instant; density can be
computed using the relationship: k = n/l. Alternatively, if q is the
rate of flow and u is average travel speed, k = q/u. Unit of density
is vehicles per mile (vpm).
• Spacing is defined as the distance (ft) between successive vehicles
in a traffic stream, as measured from front bumper to front bumper;
headway is the time (sec) between successive vehicles, as their
front bumpers pass a given point. Headway (sec/veh) = spacing
(ft/veh)/speed (ft/sec). Density = 5,280/spacing. Flow rate or
practical capacity = 3,600/average headway.
 
 k2  um = u / 2 q m = u m ∗ k m
  
2  f
q = u k - 
 u 
u = u 1- k



 q=k u-u
 
u ∗k
f k
  f k  j
f


 j 
  j
  km = k / 2 q = f j
j m 4
 Greenshields’ Model (1935)

uf
Speed

Alternative Functional Forms

0 kj
Density
 Flow-Density
Relationship
Optimal flow
or
capacity,qmax
Flow (qq)

Uncongested Congested
flow flow
Jam
Density (k) Optimal
density, kj
density, ko
 Speed-Flow
Relationship
Free-Flow Uncongested
Speed, uf flow
Speed (u)

Congested
flow
Flow (q)
 Empirical Speed-Flow
Relationship

Traffic flow is not uniform. Rather may follow a Poisson process

described by p(n) = e-λt (λt)n /n! Poissonian arrivals also imply a
negative exponential distribution for vehicle headways
 Speed-Flow relationships
Speed(S) Figure 1: A typical speed-flowrelationship

S0

SF

SC

F C Flow(V)
 Equation of S-F Relationship
• S1(V) = A1 – B1V V < F ........................ (2)
• S2(V) = A2 – B2V F<V<C ............ (3)

• A1 = S0 B1 = (S0 – SF) / F
• A2 = SF + {F(SF – SC)/(C – F)} B2 = (SF – SC) / (C – F)

– S1(V) and S2(V) = speed (km/h)

– V = flow per standard lane (veh/h)
– F = flow at ‘knee’ per standard lane (veh/h)
– C = flow at capacity per standard lane (veh/h)
– S0 = free-flow speed (km/h)
– SF = speed at ‘knee’ (km/h)
– SC = speed at capacity (km/h)
 Flow-Delay Curves
• Exponential function appropriate to represent effects of
congestion on travel times.
• At low traffic, an increase in flows would induce small increase in
delay.
• At flows close to capacity, the same increase would induce a
much greater increase in delays.
Time (t) Figure 2: Effects of Congestion on Travel Times
tC

t0

C Flow (V)
 Equation of F-D Curve
• t(V) = t0 + aVn V<C ........................ (4)

– t(V) = travel time on link t0 = travel time on link at free flow

– a = parameter (function of capacity C with power n)
– n = power parameter input explicitly V = flow on link

• Parameter n adjusts shape of curve according to link type. (e.g.

urban roads, rural roads, semi-rural, etc.)

• Must apply appropriate values of n when modelling links of

critical importance.
 Converting S-F into F-D
• If time is t = L / S equations 2 and 3 could be written:

– t1(V) = L / (A1 – B1V) V<F .......................... (5)

– t2(V) = L / (A2 – B2V) F<V<C ............. (6)

• These equations represent 2 hyperbolic (time-flow) curves of a

shape as shown in figure 3.

• Use ‘similar areas’ method to calculate equations. Tables 1 in

paper gives various examples of results.
Time (t) Figure 3: Conversion of Flow-Delay Curve
tC

tF

t0
F C Flow (V)
Fundamentals of Queuing Theory
• Arrivals – uniform or random
• Departures – uniform or random
• Service rate – departure channels
• Discipline – first-in-first-out (FIFO) and last-in-
first-out (LIFO) being popular
• Notation of queues: X/Y/N
– X – arrival rate nature
– Y – departure rate nature
– N – number of service channels
• Popular notations: D/D/1, M/D/1, M/M/1, and in
general M/M/N
Simple Queuing Theory Applications
• Use D/D/1 only when absolutely sure that both arrivals and departures are
deterministic
• Use M/D/1 for controls unaffected by neighboring controls
• Use M/M/1 or M/M/N as general case
• Factors that could affect your analysis:
– Neighboring system (system of signals)
– Time-dependent variations in arrivals and departures
• Peak hour effects in traffic volumes, human service rate changes
– Breakdown in discipline
• People jumping queues! More than one vehicle in a lane!
– Time-dependent service channel variations
• Grocery store counter lines
 Graphically Analyzing Queues
Delaymax
D/D/1

Qmax
Queue
Dissipation
Vehicles

Total Vehicle
Delay

Delay of nth
Queue at arriving vehicle
time t1
t1
Time
Queuing Components
Multi-Channel Queues
 Numerically Analyzing
Queues
ρ = λ/µ, and <1 Average Arrival
Rate
λ Average Departure
Rate
µ
M/D/1 M/M/1 M/M/N

Q= 2ρ - ρ 2 Q= ρ
(1- ρ)
Q= P0 ρN+1  1 
 
N!N (1− ρ N)2 
+ρ
2(1- ρ)

1  ρ  1  λ  1 1
w=  P0 =

2µ 1−ρ 

w=   w = Q
− N −1
ρn ρN
µ  µ −λ 
C
 λ
µ ∑n +
ρ
nC = 0 C! N !(1 − )
N


1  2 - ρ  1 Q  P0 ρ N +1
t=  t= t=  P
n>N
  =
N! N(1 − ρ N )
2µ 1−ρ 
 µ -λ 
λ 

 KULIAH KE-10
Kapasitas Jalan Indonesia
(KAJI)

• KONSEP KAPASITAS
(Ruas dan simpang)

• DEGREE OF SATURATION

• KECEPATAN PD ARUS BEBAS

Kecepatan pd Arus Bebas
FV = (FVo +FVw) x FFVsf x FFVcs
Dimana:
FV = kecepatan arus bebas kendaraan ringan
(km/jam)
FVo = kecepatan arus bebas dasar kendaraan
ringan (km/jam) – lihat Tabel
FVw = penyesuaian lebar lajur lalu lintas efektif
(km/jam) – lihat Tabel
FFVsf = Faktor penyesuaian kondisi hambatan
samping – lihat Tabel
FFVcs = Faktor penyesuaian ukuran kota – lihat
Tabel
FVo
FVw
FFVsf (ada bahu jalannya)
FFVsf ( hanya ada kerb)
FFVcs : koreksi ukuran kota
KAPASITAS RUAS (JALAN KOTA)
 DEGREE OF SATURATION

DS = Q / C

Q = arus (volume)
C = kapasitas
 SI – 2241
PENGANTAR SISTEM
TRANSPORTASI

KULIAH KE-11

PERSIMPANGAN DAN
KENDALI LALU LINTAS
Jenis-jenis Pengaturan Simpang
Jenis-jenis konflik
Keterangan :
Konflik Primer
Konflik Sekunder

Arus Kendaraan
Arus Pejalan Kaki

Yield Sign

Stop Sign

R-2
36” x 36” x 36”
R1-1
30" x 30"
Contoh Simpang dengan Channelization
 Contoh Konflik Primer dan Sekunder Pada
Persimpangan dengan Lampu Keterangan :

Konflik Primer
Konflik Sekunder
Arus Kendaraan
Arus Pejalan Kaki

Penentuan Titik Konflik Kritis dan Jarak untuk Keluar (SE) dan Masuk (SA)
 Kontrol dua-fasa, hanya konflik primer yang dipisah

Dua-fasa + pemutusan hijau untuk meningkatkan kapasitas arus belok

kanan.

Multi-fasa dengan fasa terpisah untuk lalu lintas belok kanan pada jalan
utama.

Contoh Pola Pengendalian Pada Persimpangan Empat-Kaki dengan

Kedua Jenis Pengendalian Untuk Konflik Sekunder.

Tipikal Diagram Pengaturan Waktu untuk Pengendalian Dua-fasa

Peralatan Sistem Pengendali Sinyal Lalu Lintas

Perhitungan Lampu Lalu Lintas

Perhitungan Lampu Lalu Lintas: Pengaturan Waktu Lampu Lalu Lintas
yang Diturunkan sebagai Contoh.

1. Penambahan lajur-pembagian mendekati dua kali kapasitas pada kasus ini.

2. Penambahan lajur terpisah untuk lalu Iintas belok biasanya kurang efektif.

Pengaruh Penambahan Lajur Pada Persimpangan

Penempatan Penyeberangan Pejalan Kaki yang Memungkinkan Kendaraan Belok

Menunggu Tanpa Menghalangi Lalu Lintas Lurus Pada Lajur yang Sama
 Contoh Penempatan Sinyal Primer & Sekunder pada Persimpangan Dengan
Sinyal.
Total flow entering intersection (veh/hour)
Average delay per vehicle (S)

Cycle Time
Hasil Simulasi dari Pengaruh Variasi Panjang Waktu Siklus Terhadap Tundaan, untuk
Persimpangan 4 kaki 2 fasa, Arus sama untuk seluruh kaki, Arus jenuh sama sebesar
1800 kend/jam, Waktu hijau sama. Kehilangan Waktu/Waktu Siklus = 10 s