KAJIAN SATU PERSIMPANGAN SEBIDANG JALAN DAN JALAN REL TESIS Karya tulis sebagai salah satu syarat untuk memperoleh gelar Magister dari Institut Teknologi Bandung oleh SAID NIM : 250 01 069 INSTITUT TEKNOLOGI BANDUNG 2004
ABSTRAK KAJIAN SATU PERSIMPANGAN SEBIDANG JALAN DAN JALAN REL oleh Said Departemen Teknik Sipil Institut Teknologi Bandung Pesimpangan sebidang merupakan suatu tempat yang berpotensi menjadi sumber terjadinya tundaan lalu lintas jalan yang cukup besar. Penelitian ini mengkaji karakteristik arus lalu lintas dan tundaan yang terjadi pada satu persimpangan sebidang jalan dan jalan rel. Persimpangan yang dikaji adalah persimpangan antara Jalan Laswi dan jalan rel, dengan arah lalu lintas dari Jalan Gatot Subroto ke Jalan R.E. Martadinata. Jalan Laswi adalah jalan tipe 4/2 D dengan lebar lajur 4 x 3,5 m, lebar median 1,8 m serta lebar bahu jalan 2 x 3,0 m yang digunakan untuk parkir. Jalan rel adalah double track dengan dilengkapi pintu pengaman. Jarak antara pintu pengaman pada perlintasan jalan rel adalah 17,0 m. Pengambilan data dilakukan pada hari Kamis tanggal 22 April 2004. Penghitungan ants lalu lintas secara manual dimulai pada jam 05.00 dan berakhir pada jam 21.00. Sedangkan pengambilan data arus lalu lintas dengan 2 kamera video dimulai pada jam 07.45 sampai 09.45 dan 12.45 sampai 13.45. Lalu lintas kereta mempunyai 70 rangkaian kereta yang lewat tiap harinya pada daerah studi. Keretakereta ini dapat digolongkan menjadi 4 kelompok yaitu kereta dinas, kereta barang petikemas, kereta ekonomi dan kereta eksekutif. Arus lalu lintas selama 16 jam tersebut sebesar 102.450 kendaraan dengan distribusi arah 50/50. Pada pengamatan selama 3 jam, lajur tengah sebelum persimpangan sebidang, persentase kendaraan berat, kendaraan ringan dan sepeda motor, berturut-turut yaitu 3,48%; 58,58%; 37, 94%, setelah persimpangan sebidang yaitu 1,31%; 25,43% and 73,26%. Pada lajur tepi, sebelum persimpangan sebidang yaitu 4,23%; 49,81%; 45,96%, setelah persimpangan sebidang yaitu 2,08%; 34, 56% and 63,36%. Hubungan kecepatan dan kerapatan didekati dengan regresi linier memberikan persamaan untuk lajur tengah pada lokasi sebelum persimpangan sebidang yaitu Ussbi = -0,9547D + 73,012; setelah persimpangan yaitu Ussa = -0,1587D + 29,958. Untuk lajur tepi pada lokasi sebelum persimpangan yaitu Uss b1 = -0,3835D + 54,152; setelah persimpangan yaitu Ussti = -0,2286D + 32,483. Dui perhitungan didapat kapasitas lajur tengah sebelum dan setelah persimpangan sebidang berturutturut yaitu 1.396,51 smp/jam dan 1.413,83 smp/jam yang menunjukkan selisih yang kecil. Sementara pada lajur tepi, nilai kapasitas sebelum dan setelah persimpangan sebidang berturut-turut yaitu 1.911,32 smp/jam dan 1.154, 02 smp/jam dengan selisih yang lebih besar. Tundaan yang dihitung adalah tundaan pada arus lalu lintas yang terjadi akibat penutupan pintu perlintasan dan tundaan geometrik akibat adanya rel kereta ketika pintu perlintasan terbuka. Dari basil perhitungan tundaan didapat tundaan total selama satu hari sebesar 15.725,45 smp.jam per arah, yang terdiri atas tundaan akibat penutupan pintu sebesar 13.350,41 smp.jam dan tundaan saat pintu dibuka sebesar 2.375,04 smp.jam.
ABSTRACT STUDY OF ONE AT GRADE HIGHWAY-RAIL INTERSECTION by Said Department of Civil Engineering Bandung Institute of Technology At grade intersection is a place that potentially become a source of significant traffic delay. This Thsis studies the traffic characteristics and delay occurred in one at grade highway-rail intersection. At grade highway-rail intersection studied was an intersection between Jl. Laswi and railway, and Tar-tic ticm studied was the traffic from Jl. Gatot Subroto to Jl. R.E. Martadinata. J1. Laswi was 4/2 :) with lane width of 4 x 3.5 m, median width of 1.8 m and shoulder width of 2 x 3.0 m. The -aiiwa) was a double track, which equipped with safety gates. The distance between safety gates at the at grade highway-rail intersection was 17.0 m. Data taken on Thursday, April 22, 2004, manual traffic counting was carried out at 05.00 a.m. and ended at 21.00 p.m. Traffic data were collected by using two video cameras and it was carried out in two periods, i.e. at 07.45 am until 09.45 a.m. and 12.45 p.m. until 13.45 p.m. The locations of the survey of traffic were 2 locations, one location was at 410 m before the gate and another one was at,u m after the gate. There were 70 trains passing the intersection per day. The trains could be classified into four groups e inspection-train, container train, economy train, and executive train. From the research, the capacity of inner lane for before and after at grade highway-rail intersection were 1,396.51 pcu/hr., and 1.413.83 pcu/hr., respectively. At the outer lane, capacity value before and after at grade intersection were 1,911.32 pcu/hr. and 1,154.02 pcu/hr., respectively. The traffic volume during 16 hours was 102,450 vehicles with direction distribution about 50/50. Within 3 hours observation, for inner lane, the proportion of the traffic observed before at-grade highway-rail intersection, percentage of heavy vehicle, light vehicle, and motorcycle were as follow 48 ; 58.58%; and 37.94%, and that after at grade intersection were as follow 1.31%; 25.43% and '3.26%. The traffic proportion of the outer lane, observed location before at grade highway-rail intersection were as follow 4.23%; 49.81%; and 45.96%, and that after at grade highway-rail intersection were as follow 2.08%; 34.56% and 63.36%. Linear regression was used in analysis the relationship between speed and density. The results were as follow, for inner lane at before at grade highway-rail intersection was U ssbl = - 0.9547D + 73.012; after at grade intersection was Uss ti = - 0.1587D + 29.958. For outer lane at before at grade highway-rail intersection equation was Ussbl = - 0.3835D + 54.152; and that after at grade intersection was Ussti = - 0. 2286D + 32.483. Predicted delays obtained from the researched consist of delay caused by closing gate and geometric delay due to the existence of the railway. Total traffic delay per day calculated for two lanes about 15,725. 45 pcu.hr., which consisted bf delay caused closing gate about 13,350.41 pcu.hr. and delay caused opening gate about 2,375.04 pcu.hr.