MUHAMMAD RIFQI PRATAMA

2201808724 / LD 43
MID EXAM Traffic Engineering

1. [LO1] Introduction to Traffic Engineering (25%)

a. Explain what does it mean by The Nature of Transportation Demand and the
relationship between each component.
b. Write an 500 words essay on the modern problems for traffic engineers.

Ans

a. The need for transportation services determined by the goods and passengers to be
transported from one place to another. The amount of available transport capacity
is limited compared to needs, in addition to the demand for transportation services
is a "derived demand". To find out how many requests will be actual transport
services (actual demand) required a demand analysis as follows:
 Population growth of an area, province of a country will have an influence on
the number of transportation services needed.
 Regional growth. In the context of equitable development and population
distribution throughout Indonesia, transportation as supporting facilities and
infrastructure to meet the need for transportation services must be accompanied
by a development program to meet these needs.
 Transmigration and the spread of population to all regions in Indonesia are one
of the demand factors that determine the number of transportation services that
must be provided by transportation companies.

Transportation can be defined as the activity of moving goods and people from their
place of origin to their destination. In transportation activities, four components are
needed, namely: availability of the cargo being transported, the presence of vehicles
as means of transportation, the existence of roads that can be passed, and the
availability of terminals. The transportation process is a movement from the place
of origin, where the transportation activity starts, to the destination, where the
transportation activity ends.
Transportation creates a place and time use because the value of the goods is higher
at the destination than at the place of origin. Apart from that, the goods are
transported quickly so that they arrive at their destination on time to meet needs.
Transportation is a service activity. Transportation services are needed to support
the activities of other sectors (agriculture, industrial sector, mining sector, trade
sector, construction sector, financial sector, government sector, transmigration,
defense, security, and others) to transport goods and people in their activities. each
of these sectors. Therefore, transportation services are said to be a derived demand
meaning that the demand for transportation services increases because it is needed
to meet various increased economic activities and development. Increased service
demand transportation is derived from increased activity in other sectors.
b. The modern problems for traffic engineers.

At present, technological developments have progressed, one of which is in the

field of transportation both in cities and outside cities. However, the advancement of
transportation has triggered an increase in the number of existing vehicles and caused
all kinds of problems. One of the current problems is the congestion of traffic. Traffic
congestion is a problem that often occurs due to increasing vehicle ownership, limited
resources for road construction, and traffic facilities whose operation is still not optimal.
Congestion can be defined as a process that is not working properly, choked up, stalled,
or not smooth. Traffic congestion is a problem that occurs as a result of population
growth and density so that the flow of vehicles is moving very slowly.

The problem of traffic jams is not only faced by Megapolitan Jakarta, but also
by Metropolitan Cities and big cities such as Bandung and Yogyakarta. The cost of
congestion in the City of Bandung reaches 4 to 5 trillion rupiah per year. In addition,
the emergence of Acute Respiratory Infection causes the health costs incurred by the
population to increase. The traffic jam problem causes disruption of the distribution of
goods and barriers to business mobility. In Yogyakarta City, traffic congestion has
caused health costs caused by air pollution to reach 180 thousand per person, while
travel costs due to traffic jams reach 270 billion rupiah per year. You can imagine how
much money and time is wasted because the vehicle is trapped in traffic jams, and how
much money can be saved if traffic jams can be eliminated.

One of the causes of traffic congestion is the low total area of the existing road
network compared to the total area of urban areas it has to serve. For example, the total
area of the road network in Metropolitan Bandung is only around 2-3% of the total area
service area. Ideally, this figure should be in the range of 10-30% (Banister and Hall,
1981). Ironically, with the already very limited capacity of the road network, it is very
easy to find road sections that are not functioning properly. This is due to high side
disturbances and the use of part of the road body for the purposes of the informal sector
and parking activities. This can cause the operational capacity of roads to decrease to
only 30-40% of their supposed capacity (Tamin, 2003). The more shifting of residential
areas to suburban areas, while more jobs are placed in urban centers, it also makes the
burden of the road network system heavier, especially road sections leading to the city
center. The main objective of providing a transportation system is to provide
accessibility (convenience) for every user (human) of goods and services in a fair,
balanced, low cost, and with little negative impact. Transportation policy does not
always have to look at the factor of mobility (ease of movement) as the final goal by
always trying to get more vehicles moving with higher speed. Accessibility planning
aims to ensure that each destination remains easily accessible by all available modes of
transportation, especially non-motorized vehicles, public transport, and transits.
2. [LO1] Traffic Characteristic (20%)
a. Explain what does it mean by perception-reaction time, how to use the value in traffic
design, and what factors affecting it.
b. Derive the equation for Stopping Sight Distance and explain the logic behind the
equation.

Ans

a. Reaction time is the time from when a person receives stimuli from the outside through
the five senses to do something in response. There are various kinds of reactions
including reflex reactions are reactions that arise suddenly, quickly, and briefly as well
as strong. A simple reaction is a reaction that has a foreseeable cause and is common in
driving. Reflex reactions are reactions that occur suddenly, are quick and brief, and
strong. Usually not having time to think about it, the actions taken can be right or wrong.
The discriminatory reaction is the reaction that occurs when a driver has to make a
sudden choice between 2 or more actions that need to be taken and is an unusual thing,
such as determining the path to be taken on a temporarily closed road or a fork. A
complex reaction is a reaction caused by one or more stimuli (events) that must be
selected, such as when approaching an intersection, the driver will see a vehicle in front
of him with several choices or guesses, for example turning left, right or straight.

As an example, a driver approaches a sign with a sign STOP. First, the driver sees the
sign (perception), then recognizes the sign as a STOP (identification) sign, then decides
to stop (emotion or decision), and finally sets foot on the brake pedal (reaction). The
total time required for the action stage is called the perception of reaction time or PIEV
time (Perception Identification, and Voltition). This time is a parameter in various
traffic engineering calculations or analyzes. In addition, there are also factors that affect
the length of reaction time in traffic, including the age of the driver. Strong stimulation.
Hot or cold weather conditions. The condition of the body regarding health (illness),
the influence of drugs/alcohol, fatigue due to long driving, can very clearly reduce the
time the driver's reaction. In many cases, the person's speed of response, "reaction
time," is the key to assigning responsibility. It is common practice for accident
reconstructionists to only use standard reaction time figures, such as 1.5 seconds, when
analyzing cases. In fact, reaction time is a complex behavior and is influenced by many
variables.

Traffic Conflict Technique is one method of observation, namely by identifying near-

missed accidents that are closely related to accidents. Traffic Conflict Technique
method can help in detecting a place, whether or not it has the potential for an accident.
In identifying accidents with the TCT method, the Time to Accident (TA) value is
calculated. Time to Accident (TA) is the time remaining from the time the evasive
action is carried out until the time of the collision if the road user does not change the
speed of his vehicle and does not change the direction of the vehicle. The TA value is
calculated based on the estimated distance and speed of the vehicle obtained from the
survey results. In everyday life in improving the traffic environment, it is very important
to determine which point of place or situation is dangerous and why it is dangerous.
 The Conflict technique can study traffic hazards in a simple way. Previously, the
number of accidents at a point of the place was used as a reference parameter in
determining whether that point needed to be repaired. Now, with the conflict technique,
we can determine the level of danger at a certain point after conducting a conflict study,
then the results can be proposed as an improvement at that point.

b. A fundamental requirement for a safe intersection design is that the approaching

driver/riders must be able to recognize the presence of an intersection and its spatial
layout and have time to react accordingly. driver/riders also must be able to understand
road priorities and see clearly their path at intersections.
Stopping Sight Distance is the distance needed to enable drivers and riders traveling at
speeds on wet pavement, to feel, react, and apply the brakes to stop before reaching a
dangerous object. in front of him. This visibility is considered to be the minimum
distance that must be available to the driver or motorist. The driver's vision distance
ahead for a safe stop and alert in ordinary circumstances, defined as the minimum
visibility required by a driver to stop his vehicle safely upon sight of an obstacle in front
of him. Stopping visibility is measured based on the assumption that the driver's eye
height is 108 cm and the obstacle height is 60 cm measured from the road surface.

The following are the basic formula of Stopping Sight Distance:

SSD = dr + db

Where:

dr = distance traveled during the driver’s P-R time

db = distance needed to stop the vehicle from the instant the brake is applied

SSD = 1.47Vtr + V2/[30(a/32.2+G)]

Where:
SSD = stopping sight distance (ft)
V = vehicle speed (mph)
Tr = P-R time, use 2.5sec if not given
a = deceleration rate (ft/s2); g=32.2 fps2
G = grade

SSD = (0.28) tru + 0.u2/[(254)(f+G)]

Where:
SSD = stopping sight distance (m)
u = vehicle speed (kph)
f = friction factor (note: f = a/g in appropriate units)
3. [LO2] Road Capacity and Level of Service (25 %)
a. Explain in detail the relationship between Flow rate, speed, and density
b. Explain the differences between interupted and uninterupted flow
c. Explain the development of Level of Service concept and explain the advantages and
disadvantages using this method.

Ans

a. A transportation planning must be done carefully and take into account many
aspects. Some aspects that are taken into account in transportation planning are
speed plans, flow and traffic density. Traffic volume, speed, and density apart from
planning are also used for road evaluation, whether said stuck or not. A road is said
to be jammed if the traffic flow that passes through the road section under review
exceeds the planned road capacity which results in the free speed of the section. The
road is approaching 0 km/hour or even becoming 0 km/hour resulting in queues. In
general, congestion occurs at peak hours or on certain days such as holidays. So the
volume, speed, and density of traffic are very important in road planning and
evaluation.

In macroscopic, the basic relationship between flow, speed and density variables
can be expressed in terms of volume which is the product of the average velocity of
the space and the density of traffic.
The mathematical relationship between flow, speed, and density is assumed to
satisfy certain boundary conditions
are as follows:
 The flow is zero when the density is zero.
 The flow is equal to zero when the density is maximum.
 Average free speed occurs when density is zero.
 The curves of density flow shaped convex (Khisty, 2005).

The fundamental relationship between speed and volume is with

as traffic volume increases, the mean spatial velocity will decrease until the critical
density (maximum volume) is reached. Velocity and density relationship. In
general, the speed will decrease as the density increases. Free flow velocity (Sff)
will occur if density = 0 and when velocity = 0 then congestion occurs (hours
density).

b. Traffic flow is the number of vehicles that cross a point on a certain part of the road at
certain time intervals and is measured in certain vehicle units of time. Traffic flow
parameters can be classified into two categories, namely Macroscopic and Microscopic.
Macroscopic traffic flow is a characteristic as a whole in traffic which can be described
by 3 parameters, namely speed, flow/volume, and density. Microscopically, traffic flow
is an individual characteristic of a vehicle which includes headway, spacing,
occupancy, clearance, and gap.
 Uninterrupted Flow is a traffic flow condition that does not experience interference due
to external factors. In this case, it usually occurs on freeways where access and exit
facilities are very limited and there are no traffic lights, Stop or Yield signs, or level
meetings that would disturb. Thus traffic flow is a product of the interaction between
vehicles with one another and also with the geometrical road and the environment along
the way. Traffic patterns are only determined by land use which results in trips that
occur on the road. Thus if there is congestion on the road, it is not due to external factors
but due to internal interaction factors, even though there is total congestion the road is
still classified as a road with the undisturbed flow.

Disturbed traffic flow is a traffic flow with external disturbances which will
periodically disrupt the ongoing traffic flow. The main characteristic of this disrupted
traffic flow is the presence of traffic lights at intersections, Stop signs or Yield signs,
toll gates, and level intersections. Traffic flow in this condition does not only occur
because of the interaction between vehicles or vehicles and the environment but
because there is a constant disturbance at the intersection with a periodic red light that
will cause a vehicle platoon.

c. The level of service is used as a measure of the limiting effect due to the increase in
traffic volume, where roads are classified at a certain level, namely the level of service
that reflects conditions on demand. ultimately service level is a qualitative measure of
road and traffic flow activity. There are two benchmarks to see the level of service in a
traffic flow condition, namely the value of travel speed which is called function V and
the comparison value between traffic volume and speed which is called function C.
Where the operating conditions of each road can be classified from various service level
relationships and characteristics of service levels.

The level of road service is a form of assessment of the condition of a vehicle movement
while passing through a road segment. The assessment is based on a measure of the
average speed of the vehicle and the ratio of the volume to capacity on a particular road.
Service level is also a qualitative measure whose assessment depends on several factors,
namely travel speed or time, traffic disruption, freedom of maneuvering, safety, driving
comfort and operating costs of vehicles passing through a highway in certain traffic
flow conditions.

Advantages and disadvantages of quality service arrangements. It must be built with

the cooperation of all parties and it takes a lot of time and effort for service level
agreements to benefit the companies involved. The supplier company must enter into
various agreements (SLAs) for each form of service and customer because customer
needs and preferences are different. They are very profitable because they build close
working relationships between service providers and customers and avoid
unnecessarily high or expensive operating costs in order to guarantee quality standards
 not required by the agreement. Often it degenerates into general employment contracts
which do not deserve SLA control, thus achieving any tangible benefits.

4. [LO3] Design of Traffic Survey (30%)

For odd’s NIM: Design traffic survey for Pancoran Intersection including traffic count,
delay and queue.
For even’s NIM: Design traffic survey for Bunderan HI Intersection including traffic
count, delay and queue.
Make it in proposal format including background, scope of work, goals, methodology,
tools and equipment, forms, schedule and budget.
 Traffic survey of Bundaran HI Intersection
Chapter 1

1.1 Background

Indonesia is one of the top 5 most populous countries in the world.

Automatically, tools that support the productivity of its residents need to be
developed. No exception in the transportation sector. The vast territory of
Indonesia certainly requires adequate transportation technology. Due to limited
space, large cities such as Jakarta are unable to meet the high demand for
population movement by simply adding roads and small-capacity public
transportation. This condition is getting worse with the emergence of vehicle
emissions can cause health problems and deteriorate environmental quality. The
Mass Rapid Transit project has resulted in partially the road being used for the
project. The result is a change in the characteristics of the activity system in the
area. Changes in the activity system will affect the characteristics of the movement
system that occurs and the performance of the existing road network system. If the
interaction between the activity system, the movement system, and the existing
road network system leads to an equilibrium between the components, then there
are traffic problems such as congestion, decreased vehicle speed, increased travel
time, and so on. If the capacity of the existing road network is not able to keep up
with the increasing volume of traffic that occurs, traffic congestion will occur and
other problems will arise.

1.2 Scope of work

A roundabout is an intersection equipped with a circular lane and has a

specification design and is equipped with traffic equipment. A roundabout can also
be interpreted as an intersection consists of a central circle surrounded by a one-
way street. The geometric conditions are depicted in the form of a sketch drawing
that provides information on the width of the road, the roadside boundaries, and
the median width as well as directions for each intersection arm. Roundabout
Performance Measures According to MKJI 1997. Performance measures can be
estimated for certain geometric, environmental, and traffic conditions by the
method described.
Traffic circles are not the same as roundabouts. Traffic circles have a high
entry speed, drivers can change lanes at roundabouts, and have a relatively low
capacity. In addition, vehicles that are already on the roundabout sometimes have
to give in from the vehicle that will enter the roundabout. Meanwhile, roundabouts
are the opposite. Vehicles that will enter the roundabout must give in and give
precedence to vehicles that are already at the roundabout. Roundabouts are also
not allowed to make a lane change. In addition, roundabouts have a high capacity,
low speed, and accident rate the little.
 The scope of problems in this report is limited by:

 The research object in this proposal is Jalan M.H Thamrin, Central Jakarta.
 Calculation of capacity (C), degree of saturation (DS) is calculated with the
Pedoman Kapasitas Jalan Indonesia (PKJI) 2014 and / or the manual
kapasitas jalan indonesia (MKJI) 1997.
 The survey was conducted on the day and peak hours which were analyzed
from the previous survey results

1.3 Goals
The purpose of this proposal is to design a traffic survey at the Hotel Indonesia
roundabout intersection which includes traffic calculations, delays, and queues.
This proposal simulates the engineering of the intersection configuration to find
alternative access to various community activities on the existing road facilities.
 CHAPTER 2

2.1 Methodology

This research begins by determining a literature study which is then formulated

into problem formulations. After determining the formulation of the problem, the
next stage is to identify data needs, preliminary identification, and data collection
techniques/methods.
The data used in this study include primary data and secondary data. Primary data
is data obtained through surveys. In this case, the vehicle speed data and for the
traffic flow data at peak hours are obtained by means of a survey straight to the
path to be reviewed. Secondary data is data that is obtained directly without
conducting a survey or direct observation. Secondary data required include traffic
flow data before MRT construction and road geometric data before MRT
construction, which is obtained from the Dinas Perhubungan DKI Jakarta, traffic
flow data during MRT construction in 2014, and road geometric data during MRT
construction in 2014 obtained from PT. SMCCHK JO.

2.2 Category and Scope of Research

This research is included in the category of spatial relationships, namely the

quantification of facts in the field which is then described systematically. So the
method used is quantitative - descriptive, where the data found is processed by
measuring and emphasizing numbers as information on the results of data
processing. The description aims to convey the findings in research accurately and
systematically.

2.3 Tools
The following are the tools that used
 Counter;
 Form;
 Stopwatch;
 Clipboard;
 Pen.
2.4 SCHEDULE AND BUDGET
Table Schedule 2.1

Month
No Type of Acctivity
FEB MAR
1 Prepare Tools and Materials
2 Conducting a Field Survey
3 Record Required Data on the Form
4 Perform calculations from the data obtained
5 Make a Proposal

Table 2.2 Budget Required

Allocate Expenditures Unit price

Surveyor Rp. 300.000, -/day
Measurement Rp. 700.000, -/day
Transportation Rp. 100.000, -/day
Total Rp. 1,100.000, -/day
 CHAPTER 3
DATA

3.1 Intersection Performance Data

Table 1 Path geometric data
Lebar Jalur Lebar
Tipe Lebar
Tahun Arah Median Transjakarta Trotoar
Jalan lajur ( m )
(m) (m) (m)
Simpang
5×3 1 × 3.5 5.5
2013 Sarinah 12/2 D 5.1
Bundaran HI 5×3 1 × 3.5 5.5
Simpang
3 × 2.75 2×3 3.5
2014 Sarinah 9/2 D 20.25
Bundaran HI 4 × 2.75 - 3.5
Simpang
3 × 2.75 1×3 3.5
2017 Sarinah 9/2 D 20.75
Bundaran HI 4 × 2.75 1×3 3.5

Table 2 Traffic performance recapitulation

Arus Kapasitas V W
Tahun Arah DS
(skr/jam) (skr/jam) (KM/JAM) (DETIK)

Bundaran Pagi 3519.5 0,46 52,5 53,14

7893.6
HI sore 6593.2 0,84 43,9 63,72
2013
Simpang Pagi 5656.7 0,72 47,8 56,36
7893.6
Sarinah sore 3156.2 0,4 52,5 53,14
Bundaran Pagi 3001.2 0,4 49,2 58,36
7550.4
HI sore 3276.4 0,43 47,9 58,12
2014
Simpang Pagi 3114.2 0,7 44,2 63,12
4530.24
Sarinah sore 2989.2 0,65 46 60,65
Bundaran Pagi 2910.2 0,48 - -
6543,7
HI sore 2983.45 0,48 34,29 71,21
2017
Simpang Pagi 2961 0,51 - -
6040,31
Sarinah sore 2905.6 0,52 39,18 81,36
3.2 VEHICLE OPERATING COSTS

BOK Tahun 2013 BOK Tahun 2014 BOK Tahun 2017

Jenis (Biaya/KM) (Biaya/KM) (Biaya/KM)
kendaraan Bundaran Simpang Bundaran Simpang Bundaran Simpang
HI Sarinah HI Sarinah HI Sarinah
Rp. Rp. Rp. Rp.
Mobil 906,67 Rp. 887,13 909,98 Rp. 945,08 1.158, 36 1.054,41
Rp. Rp. Rp. Rp. Rp.
Bis 4.820,03 4.771,65 4.859,4 Rp. 4.977,83 5.307,73 4.995,14
Rp. Rp. Rp. Rp. Rp.
Truk 3.870,58 3.824,14 3.908,6 Rp. 4.022,67 4.340,73 4.039,35
Rp. Rp. Rp. Rp. Rp.
TransJakarta 4.674,98 4.674,98 4.859,4 Rp. 4.758,82 5.307,73 4.995,14

Table 3 Recapitulation of Vehicle Operating Costs

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