JA LAN

No. 038/TBM/1997

ORDINANCE
GEOMETRIC PLANNING OF
INTERCITY ROADS

SEPTEMBER 1997

DEPARTMENT OF PUBLIC WORKS

DIRECTORATE GENERAL OF BINA MARGA
 INTRODUCTION

In order to develop an efficient road network with good quality, it is necessary to

publish standard books, guidelines, and instructions regarding the planning,
implementation, operation and maintenance of roads and Bridge.

For this purpose, the Directorate General of Bina Marga, as a road builder in Indonesia has
tried to compile the books in accordance with existing priorities and capabilities.

Book Of Geometric Planning Procedures of Intercity Roads No. 038/TBM/1997 is

one of the basic concepts produced by the Directorate General of Bina Marga
together with the Center for Road Research and Development which still requires
discussions by the Working Committee (Panja) and the Committee Fixed (Pantap)
Standardization to become the SNI Draft or Technical Guidelines Department.

However, while waiting for the process, this standard book can already be applied in the
implementation of road engineering planning activities between cities.

Furthermore, we expect that from the application in the field can be obtained input-
masukan back in the form of suggestions and responses for the improvement of the
book.

Jakarta, September 1997

PGS. DIRECTOR GENERAL BINA MARGA

SOEHARSONO MARTAKIM

i
 TABLE OF CONTENTS

The preface ................................................................................................. i

THE CONTENTS Ii
LIST.................................................................................................
LIST OF IMAGES ................................................................................. Iv

LIST OF TABLES ..................................................................................... v

CHAPTER I.
Description ................................................................................................... 1
1.1. INTENT AND PURPOSE...................................................... 1
I.1.1. I mean............................................................................... 1
I.1.2.Destination............................................................. 1
1.2. SCOPE ............................................................................... 1
1.3. UNDERSTANDING........................................................... 1
........................
CHAPTER II.
The provisions........................................................................ 4
II.1. STREET CLASSIFICATION........................................................................... 4
II.1.1. Classification according to the function of the 4
road........................................
II.1.2. Classification by street class.................................................... ... 4
II.1.3. Classification according to road terrain................................................ 5
II.1.4. Classification according to the authority of road 5
construction...................
II.2. PLANNING CRITERIA.................................................................... 5
II.2.1. Plan Vehicle........................................................................ 5
II.2.2. The Passenger Car Unit................................................... 10
II.2.3. The Volume of Plan Traffic................................................... 10
II.2.4. Plan Speed.................................................................................. 11
II.3. PART OF THE ROAD 11
II.3.1. The Road Benefits Area.................................................................. 11
II.3.2. The Road's Area .......................................................... 12
II.3.3. The Road Surveillance Area........................................................... 12
II.4. Cross-sections cross-sections.................................................. 13
II.4.1. Cross-Sectional Composition............................................. 13
II.4.2. Traffic Lanes................................................................... 14
II.4.3. Lane............................................................................... 17
II.4.4. The shoulder of the road................................................................................. 17
II45. Medi a n.......................................................... 18
II.4.6. Pedestrian Facilities..................................................... 19
II.5. VISIBILITY............................................................................... 20
 II.5.1. Visibility Stop.................................................................... 20
II.5.2. Visibility
precedes................................................. 21

II.5.3. Side
Free Area
Around the Corner................................
22
II.6. HORIZONTAL ALINEMEN.................................................... 27
II6.1.
General.
. .
... ...
... ...
... ...
... ..
... ...
... ...
.. ...
... ...
... ..
27
II.6.2. Long Straight Part...................................................... 27
II.6.3.Twist................................................................... 27
II.6.4. Widening of the Traffic Lanes around the Corner.......................... 33
II.6.5. The Combined
Twist............................................................ 34

II.7. Vertical
ALINEMEN............................................................... 36

II.7.1.U m u
m..............................................................
36
II.7.2. Maximum
Ramps............................................................ 36

II.7.3. Vertical Curves..................................................................... 37

II.7.4. Climbing
Lane........................................................................ 39

II.7.5. Alinemen
coordination............................................................... 40

CHAPTER III.
HOW TO WORK ON
43
III.1. SCOPE OF PLANNING WORK....................... 43
III.2. BASIC
DATA............................................................................... 43

III.3. IDENTIFICATION OF
THE LOCATION OF THE ROAD............................................
43
III.4. PLANNING
CRITERIA....
.............................................. 43
III.5. THE ESTABLISHMENT OF
THE ROAD ALINEMEN.....................................
44
III.5.1. HORIZONTAL ALINEMEN..............................
44

III.5.2. VERTICAL ALINEMEN................................................ 44

III.5.3. PIECES
CROSS..................................................... 45

III.5.4. OPTIMAL ALINEMEN SELECTION...... 45

III.6. PRESENTATION OF
GEOMETRIC PLANS..................................
46
 LIST OF IMAGES

Figure II.1 The Dimensions of the Small 6

Vehicle..........................................................
Figure II.2 The Dimensions of the Medium 6
Vehicle.......................................................
Figure II.3 The dimensions of the Great Vehicle......................................................... 6
Figure II.4 The finger of the Small Vehicle 7
Maneuver.........................................
Figure II.5 The Vehicle Manoeuvring fingers are 8
being.......................................
Figure II.6 Fingers of large vehicle maneuvers. .............................................. 9
Figure II.7 Damaja, Damija, and Dawasja in the neighborhood of the 12
intercity road.
Figure II.8. Cross-section of the typical Road................................................... 13
Figure II.9. Cross-section of a typical road equipped with sidewalks........... 13
Figure II.10. Cross-section of the typical Road equipped with a median....... 14
Figure II.11. The path of ljalur-2lajur-2arah..................................................... 15
Figure II.12. The path of ljalur-2 is moving....................................................... 15
Figure II.13. Path 2nd path-4nd-2nd street............................................................ 15
Figure II.14 The Transverse Slope of the Normal Road.................................. 17
PictureII.15 The shoulder of the road................................................................... 18
Figure II.16 The median was humbled and 19
elevated..............................................
Figure II.17 Visibility precedes........................................................... 21
Figure II.18. The side-free area around the corner, for Jh<L1................................ 23
Figure II.19. The side-free area around the corner, for J h>L1............................ 23
Figure II.20. Shifting The Curve of Transition......................................................... 31
Figure II.21. The method of superelevation achievement on the SCS type 32
bend..............
Figure II.22. The method of superelevation achievement on the fC type 32
bend.................
Figure II.23. The Unidirectional Combined 35
Bend................................................................
Figure II.24. Unidirectional Combined Bend with straight part inserts
Minimum length of 20 meters........................................... 35
Figure II.25. The Turning Joint 35
Bend.........................................................................
Figure II.26. Reverse Combined Bend with straight part inserts
Minimum length of 20 meters............................................ 35
Figure II.27. The Curved Vertical Convex................................................. 38
Figure II.28. Concave Vertical Curve................................................................ 38
Figure II.29. The Typical Climbing 39
Column...........................................................................
Figure II.30. The distance between the two Climbing 40
Columns................................................
Figure II.31. Ideal coordination between horizontal paragraph and alinement
The narrow 41
vertical...............................................................................
Figure II.32. Hams' coordination is avoided, where vertical paragraphs
obstructing the driver's view at the start of entering
The first corner 41
Figure II.33. Coordination of hares is avoided, where in the same part
straight view of the driver obstructed by the top of the alinemen
vertical so that the driver has difficulty estimating the direction
The alinemen behind the peak........................................... 42
 TABLE LIST

Table II.1. Classification by street class .............................................................4

Table II.2. Classification by road field ...............................................................5
Table II.3. Vehicle Dimensions Plan.....................................................................6
Table II.4. Passenger Car Equivalent (emp).....................................................10
Table II.5. Determination of K-factor and F-factor based on Past Volume
Average Daily Cross.........................................................................11
Table II.6. Plan Speed, VR, according to the classification of functions and
classification of road terrain .............................................................11
Table II.7. Determination of Lane width and Shoulder of road.....................16
Table II.8. Ideal Road Lane ........................................................................................Width
17
Table II.9. Median minimum width..................................................................19
Table II.10. Stop Visibility (Jh) minimum.........................................................21
Table II.11. Length of Visibility Precedes.........................................................22
Table II.12. E(m) for Jh<L" VR (km/h) and J h(m)24 .........................................
Table II.13. E(m) for Jh>Lt,VR (km/h) and J h(m), where JhLt= 25m ... 25 Table II.14.
E(m) for Jh>L,, VR (km/h) and J h(m), where J h-Lt= 50 m... 26 Table II.15.
Maximum Straight Section Length .............................................................................27
Table II.16. Minimum Finger Length (rounded)...............................................28
Table II.17. Transition Curve Length (Ls) and achievement length
superelevasi (Le) for ljalur-2lajur-2arah..........................................30
Table II.18. Fingers that do not require a .......................................................30
transition curve
Table II.19. Finger bends allowed without ...................................................31
switch curves
Table II.20. Widening at bends per lane (m)...................................................33
Table II.20. (continued) Widening at bends per lane (m)...............................34
Table II.21. Maximum allowed land of ...........................................................36
Table II.22. Critical length (m)..........................................................................36
Table II.23. Determination of comfort appearance factor, Y............................37
Table II.24. Minimum Length Vertical Curve ..................................................38
 CHAPTER I
DESCRIPT
ION

I.1. PURPOSE AND PURPOSE

I.1.1. Intention

The geometric planning procedure of the intercity road is intended as a reference and
handle for planners in planning geometric roads between cities.

1.1.2.

The purpose of this ordinance is to get uniformity in planning geometric roads

between cities, to produce geometric roads that provide smoothness, safety, and
comfort for road users.

1.2. SCOPE

This ordinance includes descriptions, provisions, and ways of working on geometric

planning for the construction or improvement of roads between cities.

1.3. UNDERSTANDING

The Road Agency is a section of road that covers the entire lane of traffic, median, and
shoulder of the road.
Shoulder Road is part of the road benefit area adjoining the traffic lane to
accommodate stopped vehicles, emergency needs, and for side support for the
bottom layer of foundation, layer the foundation, and layer the surface.
The Median Road Boundary is the median section in addition to the waterfront lane,
which is usually elevated with roadside rocks.
The area outside the city is, other than the urban area.
The Road Benefit Area (Damaja) is an area that includes the entire road body,
roadside channels and safety thresholds.
The Road Owned Area (Damija) is an area that covers all benefit areas.

1
 roads and areas intended for road widening and the addition of traffic lanes in the
future as well as the need for space for road safety.
Road Control Area (Dawasja) is a lane of land that is under the supervision of road
authorities, intended to guard against the obstruction of free view of motor
vehicle drivers and for security. Road construction in case of area space
belonging to the road is insufficient.
Urban area is a city area that has been fully built or suburban areas that are still rarely built
which is expected to be a fully built area in the next approximately 10 years with
housing projects, industri, commercial, and in the form of other land use that is not
for agriculture.
The passenger car equivalent (emp) is a factor of the various vehicles compared to the
passenger car in relation to its effect on the speed of the passenger car inthe flow
of mixed traffic.
The K-factor is a number that compares the volume of traffic per hour based on rush hour
to 30-200 with the average annual daily traffic volume.
Factor F is a variation inthe traffic rate of lin bags per15 minutes in an hour, set based on a
comparison between traffic volume in one hour with 4 times the highest level of
traffic volume per 15 minutes.
Intercity Road is a road that connects the nodes of distribution services with characteristics
without continuous development on any side including villages, swamps, forests,
although there may be permanent developments, such as restaurants,
factories, or ngan workers.
Visibility (Jr) is the distance along the middle of a lane from the driver's eye to a point
in advance on the same line that the driver can see.
Preceded Visibility (J d), is the visibility required to safely perform the movement
under normal circumstances.
Stop Visibility (JP) is the visibility forward to stop safely for drivers who are quite
proficient and alert under ordinary circumstances.
Slope Achievement Distance is the length of the road needed to achieve a change in
normal transverse slope up to full slope.
A lane is a section of traffic traveled by a motor vehicle (4 or more) in one major.
Traffic Lanes are part of the planned road benefit area specifically for motor vehicle
tracks (4 or more).
KAJI stands for Indonesia's Road Capacity.
Road capacity is the maximum traffic flow that can be maintained on a part of the road
under certain conditions, expressed in units of passenger cars per hour.
Plan Speed (VR) is the maximum safe speed and can be maintained along certain
parts of the highway if such diverse conditions are favorable and favorable.
Awake by the privilege of road planning.
Lane is a section of the traffic lanes taken by one motor vehicle with 4 or moreh, in one
major.
Climbing lanes are additional lanes on the road that have a certain land and length to
accommodate vehicles at low speeds, especially heavy vehicles.
Passenger Car is a 4 wheeled vehicle type sedan or van that serves as a passenger
transport with a seating capacity of 4 to 6.
Passenger Car Unit (SMP) is the number of passenger cars that are replaced by
other types of vehicles in applicable road conditions, traffic and supervision.
The Waterfront Strip is the flat section of the median, whose pavement is installed in the
same way as on a traffic lane and held to guarantee side-free space on the
lane.
The Level of Service Flow (TAP) is the maximum speedthat is worth matching the flow
of vehicles crossing a uniform point or segment on a lane or area of road benefits
during the specified period of time in the condition of the road benefit area, traffic,
supervision, and ungan lingkthat applies expressed in the number of vehicles per
hour.
Plan Clock Volume (VJR) is the estimated volume of traffic per hour during the rush
hour of the plan year, expressed in SMP/hour units, calculated from vlhr
multiplication by factor K.
Average Daily Traffic Volume (LHR) is the total volume that crosses a point or section
on a road facility for both majors, for one year by the number of days in a year.
The Daily Traffic Volume Plan (VLHR) is an estimate or forecast of daily traffic
volume for the foreseeable future on a particular part of the road.
 CHAPTER II
PROVISIONS

II.1. ROAD CLASSIFICATION

II.1.1. Classification by road function

Classification by road function is divided into:

1) Arterial Road
2) Collector's Street
3) Local Road
Arterial Road: A road that serves the main transport with the characteristics of long-
distance travel, high average speed, and the number of access roads is
efficiently restricted,
Collector's Road: A road that serves collecting/divider transport with the characteristics
of moderate distance travel, medium average speed and limited number of
driveways,
Local Roads: Roads that serve local transportation with the characteristics of short-
distance travel, low average speed, and the number of entrances are not
limited.

II.1.2. Classification by street class

1) Classification by road class relates to the ability of the road to receive traffic loads,
expressed in the heaviest axis load (MST) in tons.
2) Classification by street class and its provisions and its relation to kasification by
road function can be seen in Table 11.1 (Article 11, PP. No.43/1993).

Table II.1. Classification by street class.

Fu n g Class Heaviest Axis Load MST
s i (ton)

Artery I >10
I 10
I 8
III A

Collectors III 8
A
III
B
11.1.3. Classification by road terrain

1) Road terrain is classified based on the condition of most slopes of the field
measured perpendicular to the contour line.
2) Classification by road field for geometric planning can be seen in Table 11.2.

Table II.2. Classification by road terrain.

No. Type of Terrain Notati Slope of Terrain (%)

on

1. Flat D <3

2. Hills B 3 - 25

3. Mountains G > 25

3) The uniformity of projected terrain conditions should take into account the uniformity
of the terrain conditions according to the road route plan by ignoring changes in a
small part of the road plan segment.

II.I.4. Classification by road construction authority

Classification of roads according to the authority of construction in accordance with the

PP. No.26/1985 is National Road, Provincial Road, Jalan Regency/Municipality,
Village Road, and Special Road.

II.2. PLANNING CRITERIA

11.2.2 Vehicle Plan

1) Plan vehicles are vehicles whose dimensions and rotary radius are used as references in
geometric planning.
2) Vehicle Plans are grouped into 3 categories:
(1) Small vehicles, represented by passenger cars;
(2) Medium vehicles, represented by 3 as tandem trucks or by large 2 as buses;
(3) Large vehicles, represented by truck-semi-trailers.
3) The basic dimensions for each vehicle plan category are shown in Table 11.3. Figure
11.1 to.d. Figure 11.3 shows a sketch of the dimensions of the vehicle plan.
Table II.3. Vehicle Dimensions Plan

VEHICLE VEHICLE BULGE ROTARY RADIUS OF

CATEGORY DIMENSIONS (cm) RADIUS BULGE
PLAN (cm) (cm)

Tall Wide Long Front Back Minimum Maximum

Small Vehicle 130 210 580 90 150 420 730 780

Medium Vehicle 410 260 1210 210 240 740 1280 1410

Big Vehicles 410 260 2100 1.20 90 290 1400 1370

Figure II.4 Finger - Small Vehicle Maneuver finger
Figure II.5 Finger – Large Vehicle Maneuver finger
Figure II.6 Finger – Large Vehicle Maneuver finger
II.2.2 Passenger Car Unit

1) SMP is the unit number of vehicles in terms of road capacity, where a passenger
car is set to have one SMP.
2) Junior high school for vehicle types and other terrain conditions can be seen in
Table II. Details of junior high school values can be seen in the Indonesian Road
Capacity Manual (MKJI) No.036/TBM/1997.

Table II.4. Passenger Car Equivalent (emp)

No. Type of Vehicle Flat/ Hills Mountains

1. Sedan, Jeep, Station Wagon. 1,0 1,0

2. Pick-Up, Small Bus, Small Truck. 1,2-2,4 1,9-3,5

3. Big Buses and Trucks 1,2-5,0 2,2-6,0

II.2.3 Plan Traffic Volume

1) The Daily Traffic Plan Volume (VLHR) is the daily traffic volume forecast at
the end of the year the traffic plan is stated in SMP/day.
2) Plan Clock Volume (VJR) is an estimated traffic volume during the rush hour of the
year of the traffic plan, expressed in SMP/hour, calculated by the formula:

K
VJR = VLRH x (1)
F

where K (called factor K), is the volume factor of rush hour traffic, and
F (called factor F), is a variation in the level of traffic per hour in an hour.
3) VJR is used to calculate the number of road lanes and other traffic facilities
required.
4) Table II.5 presents the K-factor and the F-factor corresponding to its VLHR.
IL5 table. Determination of K-factor and F-factor based on Daily Traffic Volume Average.

VLHR K-FACTOR F-FACTOR

(%) (%)

> 50,000 4-6 0.9 - 1

30,000 - 6-8 0, 8 -
50,000 1
10,000 - 6-8 0, 8 -
30,000 1
5,000 - 10,000 8-10 01,6-0,8

1,000 - 5,000 10 - 0,6-0,8

12
< 1,000 12 - < 0.6
11.2.2 Plan Speed

1) The speed of the plan, V R,on a road is the speed chosen as the basis of geometric road
planning that allows vehicles to move safely and comfortably in clear weather
conditions, heavy traffic, and roadside influences. It doesn't matter.
2) VR for each road function can be assigned from Table II.6.
3) For difficult terrain conditions, the V R of a segment of the road can be lowered on the
condition that the descent is no more than 20 km/h.

Table II.6. The speed of Rencana, VR, according to the classification of functions and
kiasification of the road field.

Plan Speed, V , Km/hR

Function Flat Hill Mountains

Artery 70 - 120 60 - 40 - 70
80
Collector 60 - 90 50 - 60 30 - 50
s
Local 40 - 70 30 - 20 - 30
50

11.3. PART OF THE ROAD

11.3.1 Road Benefit Areas

The Road Benefit Area(DAMAJA) is restricted by (see Figure 11.7):

a) width between the safety threshold of road construction on both sides of the road,
b) 5 meters high above the pavement surface on the axis of the road, and
c) the depth of free space is 1.5 meters below the road face.

11.3.2 Road-Owned Areas

The Road Owned Area Space (Damija) is bounded by the same width as Damaja
plus a road construction safety threshold with a height of 5 meters and a depth of 1.5
meters (Figure 11.7).

11.3.3 Road Control Area

1) The Road Control Area Space (Dawasja) is a space along the road outside Damaja
that is bounded by a certain height and width, measured from the road axis as
follows (Figure 11.7):
(1) Arterial road minimum 20 meters,
(2) collector's road minimum 15 meters,
(3) Local roads minimum 10 meters.
2) For the safety of road users, Dawasja in the corner area is determined by free
visibility.
11.4. CROSS-SECTION TRANSVERSE

II.4.1. Transverse Cross section composition

The cross-section of the road consists of the following sections (see Figure 11. 8
s. d. Figure H.10:
1) Traffic lanes;
2) Median and edge path (if any);
3) Shoulders;
4) Pedestrian paths;
5) Sewers; and
6) Slope.

13
II.4.2. Traffic Lanes

1) Traffic lanes are the part of the road that is used for vehicle traffic that is
physically in the form of road pavement.
Traffic lane limits can be:
(1) Median;
(2) Shoulders;
(3) Sidewalks;
(4) Road island; and
(5) Separator.
2) Traffic lanes can consist of several lanes.
3) Traffic lanes can consist of several types (see Figure 11.11 s.d. Figure 11.13)
(1) 1 lane-2 lane-2 direction (2/2 TB)
(2) I path-2 lane-l direction (2/1 TB)
(3) 2 lane-4 1ajur-2 directions (4/2 B)
(4) 2 lane-n lane-2 directions (n12 B), where n =
number of lanes. Description: TB = undivided.
B = divided
4) Lane Width
(1) The width of the path is largely determined by the number and width of the
allotment lane. Table
II.6 indicates the width of the path and the shoulder of the road according to its
VLHR.
(2) The minimum lane width is 4.5 meters, allowing 2 small vehicles to cross
each other. Two large vehicles that occur at any time can use the shoulder
of the road.

14
14
15
Table II.7. Determination of Lane Width and Shoulder of the Road.

ARTER COLLECTORS LOCAL

Y
VLHR
Ideal Minimum Ideal Minimum Ideal Minimum
(smp/day)
Lane Shoul Lane Shou Lane Shou Lane Shou Lane Shou Lane Shou
Wid der Widt lder Widt lder Widt lder Wid lder Widt lder
th Widt h Widt h Widt h Widt th Widt h Widt
(m) h (m) (m) h (m) h (m) h (m) h (m) h
(m) (m) (m) (m) (m)

<3,000 6,0 1,5 4,5 1,0 6,0 1,5 4,5 1,0 6,0 1,0 4,5 1,0

3.000- 7,0 2,0 6,0 1,5 7,0 1,5 6,0 1,5 7,0 1,5 6,0 1,0
10.000

10.001- 7,0 2,0 7,0 2,0 7,0 2,0 **) **) - - - -

25.000

>25,000 2n3, 2,5 2×7.0*) 20 2n3. 2,0 **) **) - - - -

5*) 5*)

Description: **)= Refers to the ideal requirements

*) = 2 divided paths, each n × 3.5m, where n= Number of lanes per lane
- = Unspecified
16
11.4.3. Strip

1) Lane is an elongated section of traffic lanes, bounded by road lane markings, has
enough width for a motor vehicle to pass through as planned.
2) The width of the lane depends on the speed and vehicle plan, which in the case of
ini is expressed by the function and class of the road as set out in Table 11.8.
3) The number of lanes is determined by reference to the MKJI based on the planned
level of performance, where for a road segment is expressed by the value of the ratio
between volume to capacity whose value is not more than 0.80.
4) For smooth surface drainage, a straight alinement pads traffic lane requires a transverse
slope normal as follows (see Figure 11.14):
(1) 2-3% for asphalt pavement and concrete pavement;
(2) 4-5% for gravel pavement

Table II.8. Ideal Road Lane Width.

FUNCTI CLASS IDEAL LANE

ON WIDTH (m)

Artery I 3,75
II, 111 A 3,50

Collector III A. III 3,00

s B

Local III C 3,00

11.4.4. Shoulder of the road

1) Shoulder Road is a section of road located on the edge of the traffic lane and must
be

17
 hardened (see Figure 11.15).
2) The function of the shoulder of the road is as follows:
(1) emergency traffic lanes, temporary stops, and/or emergency parking
spaces;
(2) side free space for traffic; and
(3) buffer up to the stability of the traffic lane pavement.
3) Normal road shoulder slope between 3 - 5%.
4) The width of the road shoulder can be seen in Table 11.7.

11.4.5. M e d i a a n

1) The median is the part of a road building that physically separates two lanes of traffic in
opposite directions.
2) The median function is to:
(1) separating two streams of traffic in opposite directions;
(2) money for road crossings;
(3) placement of road facilities;
(4) temporary work infrastructure;
(5) greening;
(6) emergency stop (if wide enough);
(7) column reserves (if wide enough); and
(8) reduce glare from vehicle light rays from the opposite direction.
3) A 2-way street with 4 or more lanes needs to be equipped with a median.
 4) The median can be distinguished above (see Figure 11.16):
(1) The median is lowered, consisting of an edge path and a debased lane
dividing building.
(2) The median is elevated, consisting of an elevated path and a path dividing
building.
5) The median minimum width consists of an edge path 0.25-0.50 meters wide and a
path dividing building, set to be seen in Table 11.9.
6) More detailed median planning refers to the Geometric Planning Standards for
Urban Roads, Directorate General of Bina Marga, March 1992.

Table II.9. Wide Minimum median.

Median shape Minimum width

(m)

Elevated median 2,0

Median debased 7,0

11.4.6 Pedestrian Facilities

1) Pedestrian facilities serve to separate pedestrians from the path of vehicle traffic to
ensure pedestrian safety and smooth traffic.
2) If pedestrian facilities are needed then the plannerrefers to the Geometric Planning
Standards for Urban Roads, Directorate General of Bina Marga, March 1992

11.5. VISIBILITY

Visibility is a distance required by a driver while driving in such a way that if the
driver sees a dangerous obstacle, the driver can do something to safely avoid the danger.
Two visibilitys are distinguished, namely visibility (Jh)and visibility preceded (Jd).

11.5.1 Stop Visibility

1) Ah is the minimum distance required by each driver to safely stop his vehicle once he
sees an obstacle in front. Every point along the way must meet J h.
2) Jh is measured based on the assumption that the height of the driver's eyes is105 cm and
the height of the obstacle is 15 cm measured from the road surface.
3) Jh consists of 2 distance elements, namely:
(1) The distance of response (Jht)is the distance traveled by the vehicle since the driver
saw an obstacle that caused him to stop until the moment the driverstepped on
the brakes; and
(2) Braking distance (Jh,) is the distance required to stop the vehicle from the
moment the driver steps on the brakes until the vehicle stops.
4) Jh, in units of meters, can be calculated by the formula:

(V r) 2

V
Jh = R 3.6 (II.2)
T + 2gf
3,6

Where:
VR = plan speed (km/h)
T = response time, set at 2.5 seconds
g = gravitational acceleration, set at 9.8 m/det 2
f = the friction coefficient extends the pavement of the asphalt road, set 0.35-0.55.
The equation (11.2) is simplified to:

V2
JBhB = 0, 694 VBRB + 0, 004 R (II.3)
F

5) Table 11.10 contains a minimum J h calculated based on equations (11.3) with rounds
for various VR's.

Table II.10. Stop Visibility (Jh) minmum.

VR, km/h 120 100 80 60 50 40 30 20

Jh minimum 250 175 120 75 55 40 27 16

(m)

II.5.2. Visibility Precedes

1) Ad is the distance that allows a vehicle to safely precede another vehicle in front of it
until it returns to its original lane (see Figure 11.17).
2) Ad is measured based on the assumption that the height of the driver's eyes is 105 cm
and the height of the obstacle is 105 cm.
3) Jd, in units of meters is specified as follows:

Jd=dl+d2+d3+d4 (1L4)

where:
d1 = distance traveled during response time (m),
d2 =the distance traveled during the precedence until returning to the original
column (m),
d3 = the distance between the vehicle that precedes and the vehicle coming from
the opposite direction after the preempting process is completed (m),
d4 = the distance traveled by a vehicle coming from the opposite direction, the
magnitude of which is taken equals 213 d2 (m).
4) Jd corresponding to VR is set from Table II.11.

Table II.11. Long Visibility Precedes

VR (km/h) 120 100 80 60 50 40 30 20

Jd(m) 800 670 550 350 250 200 15 100

5) The area preceding must be spread along the road with a minimum length of 30% of the
total length of the road.

II.5.3. Side Free Areas Around the Corner

1) The side-free area in the corner is a space to guarantee freedom of view in the
corner so that Jh is filled.
2) The side-free area is intended to provide ease of view at the bend by freeing barrier
objects as far as E(m), measured from the center line of the inner column to the object
of the viewing barrier so that the requirements J h are met (see Figure 11.18 and
Figure 11.19).
3) The side-free area at the corner is calculated basedon the following formulas:
(1) If Jh<Lt:

(11.5)

22
(2) If Jh>Lt

(II.6)

where: R = Finger bend (m)

Jh = Visibility of stopping
(m) Lt = Length of bend (m)

Table 11.12 contains the value E, in units of meters, which is calculated using an equation
(11.5) with rounds for Jh<Lt. The table can be used to assign E.

23
Table II.12. E(m) for Jh<LI,VR (km/h) and J h(m).

R (m) VR = 20 30 40 50 60 80 100 120

Jh=16 27 40 55 75 120 175 250

5000 1.6
3000 2,6
2000 1,9 3,9
1500 2,6 5,2
1200 1,5 3,2 6,5
1000 1,8 3,8 7,8
800 2,2 4,8 9,7
600 3,0 6,4 13,0
500 3,6 7,6 15,5
400 1,8 4,5 9,5 Rmin=500
300 2,3 6,0 Rmin=350
250 1,5 2,8 7,2
200 1,9 3,5 Rmin=210
175 2,2 4,0
150 2,5 4,7
130 1,5 2,9 5,4
120 1,7 3,1 5,8
110 1,8 3,4 Rmin=115
100 2,0 3,8
90 2,2 4,2
80 2,5 4,7
70 1,5 2,8 Rmin=80
60 1,8 3,3
50 2,3 3,9
40 3,0 Rmin=50
30 Rmin=30
20 1,6
15 2,1
Rmin=15
Table II.13. E(m) for Jh>L" VR (km/h) and J h(m), where Jh-Lt 25 m.

R(m) VR= 20 30 40 50 60 80 100 120

Jh=16 27 40 55 75 120 175 250
6000 1,6
5000 1.9
3000 1,6 3,1
2000 2,5 4,7
1500 1,5 3,3 6,2
1200 2,1 4,1 7,8
1000 2,5 4,9 9,4
800 1,5 3,2 6,1 11,7
600 2,0 4,2 8,2 15,6
500 2,3 5,1 9,8 18,6
400 1,8 2,9 6,4 12,2 Rmin=500
300 1,5 2,4 3,9 8,5 R mi n =
35 0
250 1,8 2,9 4,7 10,1
200 2,2 3,6 5,8 Rmin=210
175 1,5 2,6 4,1 6,7
150 1,7 3,0 4,8 7,8
130 2,0 3,5 5,5 8,9
120 2,2 3,7 6,0 9,7
110 2,4 4,1 6,5 Rmin=115
100 2,6 4,5 7,2
90 1,5 2,9 5,0 7,9
80 1,6 3,2 5,6 8,9
70 1,9 3,7 6,4 Rmin=80
60 2,2 4,3 7,4
50 2,6 5,1 8,8
40 3,3 6,4 Rmin=50

30 4,4 8,4
20 6,4 Rmin=30
15 8,4
Rmin=15
Table II.14. E(m) for Jh>Lt, VR (km/h) and J h(m), where J.-L,=50 m.

R (m) VR= 30 40 50 60 80 100 120

20
Jh=16 27 40 55 75 120 175 250
6000 1,8
5000 2,2
3000 2,0 3,6
2000 1,6 3,0 5,5
1500 2,2 4,0 7,3
1200 2,7 5,0 9,1
1000 1,6 3,3 6,0 10,9
800 2,1 4,1 7,5 13,6
600 1,8 2,7 5,5 10,0 18,1
500 21 33 66 12 0
2R 1=5007
yy =S0 0
400 1,7 2,7 4,1 8,2 15,0 min

300 2,3 3,5 5,5 10,9 R m i n =350

250 1,7 2,8 4,3 6,5 13,1
200 2,1 3,5 5,3 8,2 Rmin=210
175 2,4 4,0 6,1 9,3
150 1,5 2,9 4,7 7,1 10,8
130 1,8 3,3 5,4 8,1 12,5
120 1,9 3,6 5,8 8,8 13,5
110 2,1 3,9 6,3 9,6 Rmin=115
100 2,3 4,3 7,0 10,5
90 2,6 4,7 7,7 11,7
80 2,9 5,3 8,7 13,1
70 3,3 6,1 9,9 Rmin=80
60 3,9 7,1 11,5
50 4,6 8,5 13,7
40 5,8 10,5 Rmin=50
30 7,6 13,9
20 11,3 Rmin=30
15 14,8
Rmin=15
II.6. HORIZONTAL PARAGRAPH

II.6.1. Common

1) Horizontal alinemen consists of a straight section and a curved part (also called a
bend).
2) The geometric planning on the curved part is intended to compensate for the
centrifugal force received by vehicles running at the speed of V R.
3) For the safety of road users, visibility and roadside-free areas must be taken into
account.

11.6.2. Straight Section Length

1) Taking into account the safety factor of the road user, in terms of driver fatigue, the
length of the straight road must betaken in no more than 2.5 minutes (according to
VR).
2) The length of the straight section can be set from Table 11.15.

Table II.15. Maximum Straight Section Length.

Functio Maximum Straight Section Length

n

Flat Hills Mountains

Artery 3.000 2.500 2.000

Collector 2.000 1.750 1.500

s

11.6.3. Bend

1) The shape of the curved part can be:

(1) Spiral-Circle-Spiral (SCS);
(2) Full Circle (fC); and
(3) Spirals (SS).
2) Superelevation
(1) Superelevation is a transverse slope at the corner that serves to compensate for
the centrifugal force received by the vehicle when walking through the corner
of the VR speed pads.
(2) The maximum superelevation value is set at 10%.
3) Twist fingers
(1) The minimum bend finger (Rmin) is set as follows:

(II.7)

Where:
Rmin = Minimum bend finger (m),
VR = Plan Speed (km/j),
emax = Superelevation maximum (%),
F = Friction coefficient, for asphalt pavement f=0.14-
0.24

(2) Table II. 16. can be used to assign Rmin.

Table II.16. Minimum Radius Length (rounded).

VR (km/h) 120 100 80 60 50 40 30 20

Minimum finger, 600 370 210 110 80 50 30 15

R min(m)

4) Transition curves
(1) The transitional curve is a curve inserted between the straight part of the road and
the curved part of the road with a fixed finger R; serves to anticipate changes in
road paragraphs from a straight shape (infinite R) to the curve of the road with
fixed fingers R so that the centrifugal force that works on the vehicle when
walking on corners changes significantly. gradually, both when the vehicle
approaches the corner and leaves the corner.
(2) The curved shape of the transition can be either a parabola or a spiral (clothoid). In
this procedure a spiral shape is used.
(3) The length of the transition arch (L) is determined on the consideration that:
a) the length of travel time in the transition arch needs to be limited to avoid
the dark effects of sudden changes inlinement, set at 3 seconds (at the
speed of V R);
b) Centrifugal force working on the vehicle can be anticipated gradually at the
curve of the transition safely; and
c) The rate of change in transverse land (r e) from normal landform to full
superelevation landshould not exceed the re-max specified as follows:
for VR 70 km/h, re-max =0.035 m/m/s, for VR
 80km/h, re-maz =0.025 m/m/s.
 (4) LS is determined from the 3 formulas below and the largest value is taken:
(1) Based on the maximum travel time in the transition arch,

VR
Ls = T (II.8)
3.6

where: T = travel time at the transition curve, set at 3 seconds.

VR = plan speed (km/h).
(2) Based on the anticipation of centrifugal force,

(II.9)

(3) Based on the level of achievement of land change,

(II.10)

where: VR = plan speed (km/h), em =

superelevation maximum,
en = normal superelevation,
re = the rate of achievement of the change in slope
across the road (m/m/sec).
(5) In addition to using formulas (II.8) s.d. (II.10), for practical purposes L S may
be established using Table II.17.
Table II.17. The length of the Transitional Arch (L,) and the length of the
superelevation achievement (Le)for the path ljalur-2lajur-2arah.

VR Superelevasi,e (%)

2 4 6 8 10

(km/. Ls Le Ls Le Ls Le Ls Le Ls Le
Clock)
20
30
40 10 20 15 25 15 25 25 30 35 40
50 15 25 20 30 20 30 30 40 40 50
60 15 30 20 35 25 40 35 50 50 60
70 20 35 25 40 30 45 40 55 60 70
80 30 55 40 60 45 70 65 90 90 120
90 30 60 40 70 50 80 70 100 10 130
100 35 65 45 80 55 90 80 110 0 145
110 40 75 50 85 60 100 90 120 11 -
120 40 80 55 90 70 110 95 135 0 -
-
-

(6) Curves with R greater than or equal to those shown in Table 11.18, do not require
a transitional curve.

Table II.18. Twisted fingers that don't require a transition arch

VR 120 100 80 60 50 40 30 20
(Km/Jam)

Rmin (m) 25000 150 900 50 350 25 13 60

0 0 0 0

(7) If the transition curve is used, the position of the bend trajectory shifts from the
straight to inner part of the road (see Figure 11.20) by p. The value p(m) is
calculated based on the following formula:

(II.11)

at where: LS = the length of the transition arch

(m), R = finger finger curved (m).

30
 (8) If the p value is less than 0.25 meters, then the transition curve is not required
so that the type of bend becomes fC.
(9) Superelevation is not required if the R value is greater than or equal to that
shown in Table 11.19.

Table II.19. Fingers allowed without transition curves

Plan speed (km/h) R

(m)

60 700

80 1.250

100 2.000

120 5.000

5) Achievements of superelevation
(1) Superelevation is achieved gradually from a normal transverse slope on a
straight part of the road to full tilt (superelevation) at the curve.
(2) At the SCSbend, the superelevation achievement is done linearly (see Figure
II.21), starting from the normal shape to the beginning of the transition curve
(TS) which is k-shaped on the straight. the road,' then
continued until the full superelevation at the end of the transitional arch
section(SC).
(3) At the fCbend, the superelevation achievement is done linearly (see

Figure 11.22), starting from the straight section along 213 LS up to the full circle
section along 113 long parts LS.

31
 (4) At the S-S bend, the superelevation achievement is entirely done in the spiral
part.

11.6.4 Widening of Traffic Lanes at The Corner

 1) Widening on corners is intended to maintain the geometric consistency of the
road so that the operational conditions of traffic on the bend are the same as in the
straight. Widening the road around the corner considers:
(1) Difficulty the driver to put the vehicle fixed on its lane.
(2) The addition of the width (space) of the lane used when the vehicle performs
circular movements. In all respects the widening in the corner must meet the
motion of the vehicle's rotation plan in such a way that the vehicle projection
remains at its pace.
(3) Widening at the corners is determined by the plan vehicle's turn radius (see Figure
11.1 s.d. Figure 11.3), and the magnitude is set according to Table 11.20.
(4) Dilation smaller than 0.6 meters is negligible.
(5) For a 1-lane 3-lane path, the values in Table 11.20 must be multiplied by 1.5.
(6) For a 1-lane, 4-lane path, the values in Table 11.20 must be multiplied by 2.

Table II.20. Widening in the Corner Lane width

20.50m, 2 direction or 1 direction.

R Plan Speed, Vd (km/h)

(m)
50 60 70 80 90 100 110 120
1500 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1
1000 0.0 0.0 0.1 0.1 0.1 0.1 0.2 0.2
750 0.0 0.0 0.1 0.1 0.1 0.2 0.3 0.3
500 0.2 0.3 0.3 0.4 0.4 0.5 0.5
400 0.3 0.3 0.4 0.4 0.5 0.5
300 0.3 0.4 0.4 0.5 0.5
250 0.4 0.5 0.5 0.6
200 0.6 0.7 0.8
150 0.7 0.8
140 0.7 0.8
130 0.7 0.8
120 0.7 0.8
110 0.7
100 0.8
90 0.8
80 1.0
70 1.0

Table II.20. (Continued) Widening at bends per Lane (m)

The width of the path is 2x3.00m, 2 directions or 1 direction.
R Plan Speed, Vd (Km/H)
(m)
50 60 70 80 90 100 110
1500 0.3 0.4 0.4 0.4 0.4 0.5 0.6
1000 0.4 0.4 0.4 0.5 0.5 0.5 0.6
750 0.6 0.6 0.7 0.7 0.7 0.8 0.8
500 0.8 0.9 0.9 1.0 1.0 1.1 0.1
400 0.9 0.9 1.0 1.0 1.1 1.1
300 0.9 1.0 1.0 1.1
250 1.0 1.1 1.1 1.2
200 1.2 1.3 1.3 1.4
150 1.3 1.4
140 1.3 1.4
130 1.3 1.4
120 1.3 1.4
110 1.3
100 1.4
90 1.4
80 1.6
70 1.7

II.6.5. Combined Bends

1) There are two types of combined bends, as follows:

(1) unidirectional combined bend, i.e. a combination of two or more bends in the
same direction of rotation but with different fingers (see Gambarll.23);
(2) a reverse-directional combined bend, i.e. a combination of two bends with
different lap directions (see Figure 11.25).
2) The use of combined bends depends on the ratio of R1 and R2:

R1
2, unidirectional combined bends should be avoided,
>
3
R2

R1 2, the combined bend must be equipped with a straight part or

< clothoide
R2 3
at least 20 meters long (see Figure 11.24).

3) Each reverse-directional combined bend must be equipped with a straight section

between the two bends along at least 30 m (see Figure 11.26).
II.7. VERTICAL PARAGRAPH

II.7.1. Common

1) The vertical alinemen consists of a vertical ramp and a vertical curved section.
2) Judging from the starting point of planning, vertical ramps can be either
positive ramps (inclines), or negative ramps (derivatives), or zero ramps
(flat).
3) Vertical curves can be concave curves or convex curves.

II.7.2. Maximum Ramps

1) Maximum land is intended to allow the vehicle to move continuously

without any significant loss of speed.
2) Maximum land is based on the speed of a fully loaded truck capable of moving at a
speed drop of no more than half its original speed without having to use low
gears.
3) The maximum land for the various R's set can be seen in Table II.21.

Table II.21. Maximum land allowed

VR(km/h) 120 110 10 80 60 50 40 <40

0

Maximum Land (%) 3 3 4 5 8 9 10 10

4) The critical length is the maximum ramp length that must be provided in order
for the vehicle to maintain its speed in such a way that the speed decrease is not
more than half the VR. The journey is set to be no more than one minute.
5) The critical length can be assigned from Table II.22.

Table 11.22. Critical Length (m)

Speed at the Land (%)

beginning of the
km/h climb
4 5 6 7 8 9 10

80 630 460 360 270 230 230 200

60 320 210 160 120 110 90 80

11.7.3. Vertical Curves

1) Vertical curves must be provided at each location that undergoes a change of land
with the aim of
(1) reduce shock due to land changes; and
(2) Provides stop visibility.
2) The vertical curve in this ordinance is set in the form of a simple parabolic,
(a) if the stopping visibility is smaller than the length of the convex
vertical curve, the length is set by the formula:

US 2
L=
405 (II.14)

(b) if the stopping visibility is greater than the concave vertical curve length,
the length is set by the formula:

405
L=2 S - (II.15)
A

3) The minimum length of the vertical curve is determined by the formula:

L=AY (II.16)

2
L= S
405 (II.17)

Where:
L = Vertical curve length (m), A =
Difference in grade (m),
Jh = Stopping distance (m),
Y = Comfort appearance factor, based on the height of the object 10 cm and eye
height 120 cm.
4) Y is influenced by visibility at night, comfort, and appearance. Y is specified
according to Table II.23.

Table II. 23. Determining the comfort appearance factor, Y

Plan Speed (km/h) Comfort Appearance Factor, Y

< 40 1,5

40 - 60 3

> 60 8
5) The vertical curve length can be determined directly according to Table II.24 vang
based on appearance, comfort, and visibility. For details see Figure II.27 and Figure
II.28.

Table II.24. Minimum Length Vertical Curve

Plan Speed (km/h) Difference in Curved Length (m)

Landness
Lengthwise (%)

<40 1 20- 30

40 - 60 0,6 40 - 80

> 60 0,4 80- 150

II.7.4. Climbing Column

1) The climbing lane is intended to accommodate heavily loaded trucks or other vehicles
that run slower than other vehicles in general, so that other vehicles can
precede the slow vehicle without having to berpindah lane or use the opposite
direction lane.
2) Climbing lanes should be provided on roads that have a large, continuous land, and the
volume of traffic is relatively heavy.
3) The placement of the climbing lane must be done with the following conditions:
a) provided on arterial roads or collectors,
b) If the critical length is exceeded, the road has a VLHR > 15,000 junior high
schools / day, and the percentage of trucks > 15%.
4) The width of the climbing lane is equal to the width of the plan lane.
5) The climbing column begins 30 meters from the beginning of the land change with
a length of 45 meters and ends 50 meters after the peak of the land with a 45-
meter-long serongan (see Figure 11.29).
6) The minimum distance between the 2 climbing lanes is 1.5 km (see Figure 11.30).
II.7.5. Coordination of paragraphs

1) Vertical alinemen, horizontal paragraphs, and cross-road pieces are

elements of the road element as the output of hares planning is coordinated in such a
way that it produces a good form of road in the sense of making it easier for the
driver to drive. The vehicle is safe and comfortable. The form of unity of the three
elements of the road is expected to give an impression or clue to the driver of the
shape of the road to be traversed in front of him so that the driver can do
Anticipate early.
2) The coordination of vertical paragraphs and horizontal paragraphs must meet
thespecifics of n as follows:
(a) horizontal paragraphs should be narrowed with vertical paragraphs, and
ideally horizontal alinelines are slightly longer and encompass vertical
paragraphs;
(b) sharp bends at the bottom of concave vertical curves or at the top of
convex vertical curves should be avoided;
(c) Concave vertical curves on the land of a straight and long road should be
avoided;
(d) two or more vertical curves in one horizontal curve should be avoided; and
(e) Sharp bends between 2 parts of the straight and long road should be
avoided.
As an illustration, Figure II.31 s.d. Figure II.33 displays examples of ideal paragraph
coordination and which should be avoided.
As an illustration, Figure II.31 s.d. Figure II.33 displays examples of ideal paragraph
coordination and which should be avoided.
 CHAPTER III
HOW TO WORK

III.1. SCOPE OF GEOMETRIC PLANNING WORK

The geometric planning work of intercity roads includes 5 consecutive stages as

follows:
1) Complete basic data;
2) Identification of road locations;
3) Setting planning criteria;
4) Setting optimal road paragraphs; and
5) Detailed drawing of road geometric planning and ground work.

III.2. BASIC DATA

The basic data needed for a geometric plan are:

1) A contoured topographic map that would be the basic map of road planning, with a
scale no smaller than 1:10,000 (other scales such as 1:2,500 and 1:5,000). The
difference in height of each contour line is recommended no more than 5 meters.
2) Geological map containing information on labile and stable areas
3) Land use map that contains information on road allocation space.
4) Map of existing road network.

III.3. IDENTIFICATION OF ROAD LOCATION

Based on the data in III.2, set:

1) Road terrain class (Table II.2);
2) The starting and ending points of planning; and
3) On the basic map of planning, identify areas that are suitable for road crossing based
on the mechanical structure of the soil, geological structure, and other considerations
deemed necessary.

III.4. PLANNING CRITERIA

1) Set:
(1) For geometric planning, it is necessary to assign classification by road function
(Table II.1);
 (2) Vehicle Plan (Table II.3);
(3) VLHR and VJR (II.2.3); and
(4) Plan Speed, VR.
2) The planning criteria mentioned above are determined based on consideration of the
tendency of transportation development in the future so that the road built can fulfill its
function during the life of the desired plan.

III.5. ASSIGNMENT OF ROAD ALINEMEN

Optimal road paragraphs are obtained from a process of iteration of paragraph selection.
1) Using basic data, several alternative horizontal paragraphs (more than one) are
considered to meet planning criteria (III.5.1).
2) Each alternative horizontal paragraph is made vertical paragraph and its transverse
pieces (III.5.2 and III.5.3).
3) All paragraph alternatives are evaluated (III.5.4) to select the most efficient
alternative.

III.5.1. HORIZONTAL PARAGRAPH

1) Based on planning criteria, it is set:

(1) Minimum fingers curved horizontally;
(2) Maximum road land;
(3) Maximum length of a straight section of road; and (4) Stop visibility and visibility
precedes.
2) Taking into account planning criteria and Damija (III.5.3), on the basic map of
planning, plan a horizontal paragraph of the road for several alternative trajectories.
3) In each alternative image of alinemen, put "station number", abbreviated sta. And
written Sta.XXX+YYY, where XXX is the unit kilometer and YYY unit meter.
Sta numbering. designated as berikut:
(1) On the straight side of the road Sta. affixed for every 50 meters;
(2) On the curved part of the road Sta. affixed for every 20 meters;
(3) Sta's writing. The image is done on the left from the direction of small
kilometers to large kilometers.

111.5.2. VERTICAL ALINEMEN

1) Based on planning criteria, it is set:

(1) Minimum vertical curved fingers;
 (2) Maximum road land;
(3) The length of the road with a certain land that requires a climbing column; and
(4) Stop visibility and visibility precedes.
2) Taking into account planning criteria, plan vertical paragraph drawings for all
horizontal alineline alternatives. Vertical paragraph images are 1:1,000 long and
vertical scales are 1:100.
3) Each paragraph needs to be tested against the fulfillment of visibility in accordance with
the provisions outlined in section II.5.

III.5.3. TRANSVERSE PIECES

1) Based on planning criteria, it is set:

(1) Lane width, lane width, and road shoulder width (Table I1.7);
(2) Widening of the road around the corner for each bend (Table II.20); and
(3) Damaja, Damija, and Dawasja (II.3).
2) Plan a picture of a cross-street cut with a horizontal scale of 1:100 and a vertical scale of
1:10. A transverse cut image is made for each sta point.
3) Cross-road pieces along with horizontal paragraphs and vertical paragraphs are
used to calculate the volume of excavations, piles, and transfer of excavation and
heap materials.

111.5.4. OPTIMAL ALINEMEN SELECTION

1) Planning for several alternatives aims to find the most efficient road paragraphs, namely
paragraphs with criteria as berikut:
(1) The shortest paragraph;
(2) All planning criteria must be met. If there is no alternative paragraph that meets
the planning criteria, then the planning criteria must be changed;
(3) Have the least or cheapest land jobs. What is meant by the work of the land here
covers the volume of excavation, the volume of piles, and the volume of
displacement and operation of excavation and heap land; and
(4) Have the least or shortest or cheapest number and length of bridges.
2) In the most efficient alternatives, it is necessary to evaluate coordination between
horizontal paragraph and vertical paragraph (II.7.5). Small changes to these selected
paragraphs can be made, but if those paragraph changes lead to the addition of large
ground work then the paragraph selection process needs to be repeated.
III.6. AJIAN GEOMETRIC PLAN

1) The planning sections presented include:

(1) A horizontal paragraph image of the road drawn on a contoured topographic map;
(2) Vertical paragraph image of the road;
(3) Superelevation diagram;
(4) Draw pieces across the path for each point of Sta.;
(5) Groundwork diagram (mass diagram); and
(6) Other parts that are deemed necessary.
 LIST OF NAMES AND INSTITUTIONS

1). Initiator
 Directorate of Engineering

2). Building Team, elements of:

 Directorate of Engineering
 Navel R&D Road

3). Team The fixer

1. Ir. Sukawan M., MScDirectorate of Engineering

2. Ir. R. Enus Yunus Directorate of Engineering
3. Ir. Peter Sepang, MEngSc Directorate of Engineering
4. Ir. Nawawi, MSc Directorate of Engineering
5. Ir. Saktyanu P., MEngScDirectorate of Engineering
6. Ir. Jawali Marbun, MScDirectorate of Engineering
7. Ir. Yayan S., MEngScDirectorate of Engineering
8. Ir. Buddy Darma S., MScDirectorate of Engineering
9. Kamal S., BEDirectorate of Engineering
10. Ir. Agita WidjajantoDirectorate Bina i eknik
11. Ir. Wahyu Widodo Directorate of Engineering
12. Jumiran, BE Directorate of Engineering
13. Ir. Marijanto, MEngScDirectorate of City Road Construction
14. Ir. Mochtar Napitupulu, MScDirectorate of City Road Construction
15. Dr. Ir. I.F. Poernomosidhi, MSc Libang Street Centre
16. Dr. Ir. Hikmat Iskandar, MSc Libang Road Centre
17. Ir. Agus Bari S., MSc Libang Jalan Center
18. Ir. Panca Darma, MSc Libang Road Center
19. Ir. Didiek Rudjito, MSc Libang Street Center
20. Imam Santoso, BE Central Libang Jalan
21. Husein Rivai, BA Libang Street Center