Professional Documents
Culture Documents
Practicum Module
Practicum Module
This is to certify that the practicum module prepared by the laboratory assistant, entitle
“CIVL6054 – Traffic Engineering” submitted in fulfillment to be used by the civil
engineering student of BINUS University since February, 8th 2019.
Prepared by,
Reviewed by,
Dr. Caroline Maretha Sujana, S.T., M.T. Irpan Hidayat, S.T., M.T.
Subject Content Coordinator Head of Civil Engineering
Department
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CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LEARNING OUTCOMES
iii
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LEARNING PLAN
Rubric
Performance Indicators
Poor (0 - 64) Fair (65 - 74) Good (75 - 84) Excellent (85 - 100)
1. Experimental Design
1.1. Identify the physical
phenomenon, Establishes ground work
experimental parameters, Demonstrates either no, identifies the
Has basic idea but in need of Demonstrates
uncertainties, incomplete or incorrect appropriate/proper and
extreme supervision and comprehensive knowledge
experimental methods knowledge, unable to identify selects adequate and
steering in the righ direction and proposes improvements
suitable for the given the physical phenomenon feasible, describes steps
case, reference to involved
standard procedures, etc.
Establishes ground work
1.2. Select appropriate
successfully, identifies the
equipment/measuring Demonstrates either no, Has basic idea but in need of Demonstrates
appropriate/proper and
devices and methodology incomplete or incorrect extreme supervision and comprehensive knowledge
selects adequate and
for conducting knowledge, unable to identify steering in the right direction and proposes improvements
feasible, describes steps
experiment
involved
2. Data Analysis and Presentation
Describes the methods of
data analysis, able to identify
Demonstrates
2.1. Present experimental necessary tools and potential
Demonstrates either no, Has basic idea but in need of comprehensive knowledge in
data; plots, tables. errors as well as
incomplete or incorrect extreme supervision and data analysis and
Consideration of trends, discrepancies, identifies
knowledge, unable to identify steering in the direction presentation and requires no
statistical evaluation trends and presents
supervision
scientific/processed data in a
coherent way
Demonstrates
Demonstrates either no,
comprehensive knowledge
2.2. Interprets results of data incomplete or incorrect
Has basic knowledge of Able to generate scientific and require no supervision,
analysis and draws knowledge of the basic
theory, but in need of extreme formulations and reports generates mathematical
conclusions and makes theory, unable to identify and
supervision and steering in the based on the experimental formulations and correct
connections to existing discuss coherently the
right direction observations and results applications that proposes
theory experimental observations
improvements to existing
BINUS UNIVERSITY
iv
theory and methods
TABLE OF CONTENTS
vi
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LIST OF FIGURES
vii
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
Gambar 4.22 (h) ......................................................................................................... 68
Gambar 4.23 Pola Parkir Mobil Penumpang Satu Sisi sudut 900 .............................. 69
Gambar 4.24 Pola Parkir Mobil Penumpang Satu Sisi sudut 300,450,600 .................. 70
Gambar 4.25 Pola Parkir Mobil Penumpang Dua Sisi sudut 900 ............................... 70
Gambar 4.26 Pola Parkir Mobil Penumpang Dua Sisi sudut 300,450,600 .................. 71
Gambar 4.27 Pola Parkir Mobil Penumpang Pulau sudut 900 ................................... 71
Gambar 4.28 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe A ............... 72
Gambar 4.29 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe B ............... 72
Gambar 4.30 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe C ............... 73
Gambar 4.31Pola Parkir Bus/Truk Satu Sisi .............................................................. 73
Gambar 4.32 Pola Parkir Bus/Truk Dua Sisi ............................................................. 74
Gambar 4.33 Pola Parkir Sepeda Motor Satu Sisi...................................................... 74
Gambar 4.34 Pola Parkir Sepeda Motor Dua Sisi ...................................................... 75
Gambar 4.35 Pola Parkir Sepeda Motor Pulau........................................................... 75
Gambar 4.36 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 900 ............................. 76
Gambar 4.37 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 300,450,600 ................ 77
Gambar 4.38 Pintu Masuk dan Keluar Terpisah ........................................................ 78
Gambar 4.39 Pintu Masuk dan Keluar Menjadi Satu ................................................. 79
Gambar 4.40 Pintu masuk dan keluar terpisah dan terletak pada satu ruas jalan. ...... 80
Gambar 4.41 Pintu masuk dan keluar terpisah dan tidak terletak pada satu ruas. ..... 81
Gambar 4.42 Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas jalan
............................................................................................................................ 81
Gambar 4.43 Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas berbeda. .. 82
Gambar 4.44 Tata letak gedung parkir ....................................................................... 85
Gambar 4.45 Grafik Jumlah Kendaraan Parkir .......................................................... 94
Gambar 4.46 Grafik Turn Over .................................................................................. 95
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CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LIST OF TABLES
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CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
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LIST OF ANNOTATIONS
1.1 PURPOSE
The purpose of traffic volume studies is:
a. To determine the volume of vehicles along the road according to classification
of the vehicles;
b. To determine the total passengers and passenger car unit from the city;
c. To determine the peak hour for each type of vehicles.
The following table showing the passenger car unit which use in Indonesia:
Table 1.1 Coefficient of Passenger Car Unit
B. PASSENGER VOLUME
To calculate passenger volume, the vehicle volume is multiplied with the
coefficient of passenger volume. The following table showing the coefficient of
passenger volume:
Table 1.2 Coefficient of Passenger Volume Factor
average value of PHF for small towns 15-minute principal is 0.75 with the range of
0.53 – 0.90. PHF can also be calculated using this formula:
Vh
PHF = 4∙V ................................................... (1.3)
15 max
Description:
PHF : peak hour factor;
Vh : hourly volume;
V15 max : maximum 15-minute volume within the hour.
1.3 PROCEDURE
A method of surveying is applied based on manual counting. The survey was
conducted in the certain location that consisting of:
1.4 TOOLS
The tools that used in this practicum are:
a. Stop Watch;
b. Counter;
c. Form;
d. Clipboard;
e. Pen.
1.6 REFERENCE
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.
CHAPTER 2
TRAFFIC SPEED STUDIES
2.1 PURPOSE
The purpose of this practicum is:
a. To find out the time mean speed (Vt) of vehicles that pass the road;
b. To find out the space mean speed (Vs) of vehicles that pass the road.
(d × n)
Vs = .................................................... (2.2)
𝛴𝑡
Where:
Vs = Space mean Speed (m/s);
D = Distance of Observation (m);
n = number of samples;
2.3 PROCEDURE
The procedure that used to observe the vehicle speed carried out by manually
by an observer in each path by works as follows:
a. Determine two tipping point observations with some distance (100 meters);
b. Observer standing between two tipping point;
c. Divided the vehicles into 4 types, which are: cars, motorcycles, light trucks,
and heavy trucks;
d. Count the time of each vehicles when it reached the range of 100 m;
e. Write down 3 samples of each vehicle for every 15 minutes.
2.4 TOOLS
The tools that used in this practicum are:
a. Measuring Wheel;
b. Stopwatch;
c. Form;
d. Clipboard;
e. Pen.
07:00 - 07:15
07:15 - 07:30
07:30 - 07:45
07:45 - 08:00
08:00 - 08:15
08:15 - 08:30
08:30 - 08:45
08:45 - 09:00
09:00 - 09:15
09:15 - 09:30
09:30 - 09:45
09:45 - 10:00
BINUS UNIVERSITY
(m/s)
(m/s)
CHAPTER 3
STUDY OF INTERSECTIONS
3.1 PURPOSE
The purpose of this practicum is:
a. To find out the volume and capacity;
b. To determine timing diagram;
c. To find out the number of vehicles that turn to right, left, and straight;
d. To determine the planned capacity of the intersections being reviewed.
From the results of the practicum, it can be seen whether the intersection design
is correct and the intersection can accommodate the capacity of the vehicle so that
traffic jams do not occur.
conflict that occurs is also small and by itself does not require a control of the
traffic flow that moves at the intersection.
D. Priority Intersection
Control methods for vehicle movements at the intersection are needed with the
intention that the vehicles carrying out the conflict movements will not collide
with each other. The main concept is the priority system, which is a rule to
determine which vehicle can run first. This control system has certain
principles, namely:
Priority rules must be clearly understood by all drivers;
Priority must be well divided, so that everyone has the opportunity to
move;
Priorities must be organized so that points of conflict can be minimized;
Decisions that must be made by the driver must be kept as simple as
possible;
The total number of obstacles to traffic must be minimized.
In Indonesia and in several other countries, there are generally priority rules
that have an effect, except in certain locations where this rule becomes less
precise. In Indonesia, the priority of giving this vehicle the opportunity to walk
first is for vehicles coming from the left.
This principle is good in theory, and is quite efficient for low volume traffic
whose speed is low. However, this will cause problems if the traffic volume
increases, such as in urban areas. Furthermore, in areas outside the city, this
will cause problems - problems if the vehicle moves from a low speed small
road to enter the main high speed road.
This type of intersection can work well for traffic whose volume is low, but
can cause long obstacles for traffic moving on small roads when the traffic flow
on the main road is high. If this happens, the driver starts to face risks and
accidents also occur. Nevertheless priority junction is an intersection with the
simplest and cheapest form of control and a portion of the existing intersections
are priority intersections.
E. Manual Control
Given that the volume of traffic from year to year continues to increase, the
obstacles at the foot of a small road junction from a priority intersection will
increase until it reaches an unacceptable condition (average 2-3 minutes per
vehicle). The first problem arises during rush hour. Crossing capacity can be
(but not always) increased (and barriers can be reduced) by formally
introducing a priority system that can be used together. Road safety will usually
also be improved. Manually controlling the traffic carried out by traffic police
during rush hour periods is usually sufficient.
F. Traffic Lights
Traffic control lights are a simple tool (manual, mechanical or electrical) to
instruct drivers to stop or walk. This tool provides alternative priorities through
giving priority to each traffic movement in sequence (alternately) in a period
of time. This tool is used when:
Space for intersections is limited (eg urban areas).
There is an integrated traffic flow or traffic management system will be
used.
A simple traffic light consists of 3 lights, namely: red, yellow, and green with
the right times allocated to each traffic movement.
PHASE
In regulating traffic at intersections in the form of conflicts between vehicle
flows, it can be done with time separation. Setting the separation of traffic flows is
called phase (phasing).
The user and phase selection depend on the direction of the main conflict that
occurs, usually between north-south and east-west. Because there are 2 main conflicts,
it must be resolved with 2 phases. At several intersections there are more than 2 main
conflicts, therefore more than 2 phases are needed.
One common situation is that there is a current that turns to the right that is
large enough in one approach. In this case there are 3 main conflicts so that it can be
overcome with a 3 phase system. If a fork (T Junction) where there is a normal left and
many right currents, this situation will require a 2 phase system.
uninterrupted lines of visible traffic, without vehicle parking, without traffic disruption
from the right turning vehicle, good visibility and adequate turning radius, saturation
flow is taken 120% of the standard value.
If a location is planned with a bad environment, namely low average speed,
interference from a silent vehicle and a vehicle that turns right, the viewing distance is
poor and the alignment is bad, then saturation flow is 85% of the standard.
During the beginning and end of the saturation interval there is a reduction in
capacity due to the influence of the vehicle moving from rest at the start of the green
period and reducing speed in the yellow period.
If a vehicle that turns right mixes with a vehicle that is running straight, the
saturation flow on that approach is calculated assuming that all vehicles are running
straight, but the equivalence of the vehicle that turns right plus 75% of the number of
vehicles passing the stopline during a certain time of saturationflow, but also from the
comparison time as long as the green sign is effective. One cycle is a complete
sequence of traffic signs, namely the green and red periods for the 2 phase system and
if the sign is green effective for one cycle, then it is called effective green time.
The current through the stopline cannot start and stop suddenly and at the end
of the green sign the current is slow and decreases until it reaches zero. As is known
yellow mark is the period where the vehicle can pass through the stopline in certain
circumstances, then the release at the stop line starts at the beginning of the green
period and ends in the yellow period. The time interval between the start of the green
and green periods is effective and also between the expiration of the yellow period
expressed as time loss during the starting delays.
the stopline in the next green period is the vehicle that arrives in sequence so that it
has a large headway. The release height of a stopline or saturationflow will have a
large value if there is a queue in an approach that will result in inefficient operation.
3.3 PROCEDURES
Observation is done by counting the number of vehicles that turn left, right, or
straight from each road based on vehicle classification, namely:
Motorcycle;
Light vehicles such as private cars, light trucks, city transportation;
3.4 TOOLS
The tools used in conducting this practicum is:
a. Meter;
b. Stop Watch;
c. Counter;
b. Form;
c. Clip board;
d. Pen.
No
To facilitate the calculation process, a form is used for each calculation step.
SIG I Form - Geometric, Traffic Settings, Environmental Conditions
SIG II Form - Traffic Flow
SIG III Form - Inter Green Time, Lost Time
SIG IV Form - Signal Timing
SIG V Form - Delay, Queue Length, Number of Vehicles Stopped
BINUS UNIVERSITY
SIGNALIZED PHASE
g = s g = s g = s g = s Cycle Time: c = s
ACTUAL CONDITION
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
S
Table 3.2 Traffic Flow Condition
SIGNALIZED INTERSECTION Date : By Group :
Approaching Uninterrupted PCE = 1.0 Uninterrupted PCE = 1.3 Uninterrupted PCE = 0.2 Total Motorized Vehicle (QMV) Turning Ratio
Direction
Code
Interrupted PCE = 1.0 Interrupted PCE = 1.3 Interrupted PCE = 0.4
LT/LTOR
ST
W
RT
TOTAL
LT/LTOR
ST
E
RT
TOTAL
LT/LTOR
ST
N
RT
TOTAL
LT/LTOR
ST
S
RT
TOTAL
Intersection : Period :
BINUS UNIVERSITY
Traffic Departure Traffic Arrival All Red Duration (s)
[Graph of all Phase] [Graph of Phase 1] [Graph of Phase 2] [Graph of Phase 3] [Graph of Phase 4]
Flow Ratio
(PCU/hour)
Phase Ratio
Traffic Flow
Green Time (sec)
Capacity (PCU/h)
Saturated Flow
Slope
Parking
(PCU/green time)
(PCU/green time)
External
Approaching Type
Approaching Code
Green in Phase no.
Left Turn
Hindrance
Same Direction
Right Turn
Degree of Saturation (DS)
Region Size
Oppsite Direction
PLTOR PLT PRT QRT QRTO WE SO FCS FSF FG FP FRT FLT S Q Q/S FRcrit/IFR g C Q/C
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21) (22) (23)
W
E
N
S
Cycle Time of Pre-adjustment (cua) (sec) IFR =
Lost Time Interval (LTI)
ƩFRcrit
Region : Phase :
SIG - V Form: Intersection : Period :
Queue Length, Total Stopped Vehicle, and Delay
Population :
BINUS UNIVERSITY
Delay
(m)
Vehicle Ratio
Total Stopped
(s × veh)
Queue Length
Total Delay
Approaching Code
Average Delay
Capacity (PCU/hour)
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
LTOR (All)
Corr. Flow
Total Total
(QCorr)
Average Intersection Delay
Total Flow (Qtot) Average Vehicle Stop (stop/PCU)
(s/veh)
29
b. Unsignalized Intersection
For the calculation guideline, the calculation method used in the Indonesian
Road Capacity Manual (MKJI) regarding unsignalized intersections is used.
The sequence of work on the calculation of non-signalized intersections is as
follows:
End of Analysis
PCU
Traffic Composition LV% HV% MC % K-Factor
Factor
Unmotoryzed Vehicle
Traffic Light Vehicle Heavy Vehicle
Motorcycle (MC) Total Motoryzed Vehicle (MV)
Direction (LV) (HV)
Direction
PCE =1.3
PCE =1.0
PCE =0.5
(PCU/h)
(PCU/h)
(PCU/h)
Turning
PCU/h
Veh/h
Veh/h
Veh/h
Veh/h
Ratio
Approaching
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
LT
Minor Road ST
A RT
Total
LT
Minor Road ST
C RT
Total
Total A+C Qmi
LT
Main Road ST
B RT
Total
LT
Main Road ST
D RT
Total
Total B+D Qmi
LT
Main + Minor ST
RT
Main + Minor
(Total)
Ratio of Main Road / Total (Main+Minor) UM/MV
Intersection
Approaching Width (m) Number of Lanes (m)
Type
Total ways of intersection
Average
Minor Main
Minor Road Main Road Approaching
Option
Road Road
Width
WBD
WAC
WA
WD
WC
WB
Wi
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
1
2
2. Capacity
Right Turn
Left Turn
Initial
Option
Average
Capacity Approaching C
Width
3. Traffic Behavior
Degree of Freedom
Traffic Intersection
Intersection Delay
Queue Probability
Main Road Delay
Geometry Delay
Traffic Flow
Intersection
Delay
Aim
Option
3.6 REFERENCE
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
CHAPTER 4
PARKING DURATION
4.1 PURPOSE
In order for students to be able to design, prepare and carry out surveys of
vehicle parking duration both carried out at the gate and patrol and carry out a simple
analysis of the results.
4.3 PREPARATION
a. The practicum group is divided into two, each for practicum of parking
duration at the gate and patrol;
b. The practicum fills out general data / sketches the Bina Nusantara campus
parking system (no need to use a scale) on those containing sketches of the
positions of parking spaces (which can also describe the amount), buildings /
other infrastructure, entrance / exit gates, parking circulation. Practice also
must describe the division of the patrol area and include the serial number of
the patrolled parking space according to the criteria in item d;
c. Each one of them is assigned at the exit and entry gate of the Bina Nusantara
campus. The entry vehicle registration form is separated from the vehicle exit
form;
b. The study parking area is divided into several patrol areas, in such a way that
can be traveled by 1 practitioner in less than 30 minutes and with group
members who have all campus parking lots can be covered.
4.5 TOOLS
The tools used in conducting this practicum is:
a. Watch;
b. Stationary;
c. Clipboard.
From Table 4.1, the maximum number of vehicles obtained is ... vehicle at ...
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
Based on the results obtained from table 4.4 the biggest Turn Over results are
... at ... shows that …
4.8 REFERENCE
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.
5.1 INTRODUCTION
Parking is a condition of a vehicle that is not moving and is temporary because
it was abandoned by the driver. In the other words, parking is any vehicle that stops at
certain places whether expressed by traffic signs or not. Parking facilities are built
together with most buildings, to facilitate building use vehicles and not solely for the
purpose of raising or lowering people or goods. Public parking facilities outside the
road can be parked parking or parking buildings. Determination of location and
construction of public parking facilities, carried out by taking into account the general
plan of regional spatial planning, safety and smooth traffic, environmental
sustainability, and convenience for service users. The implementation of public
parking facilities is carried out by the government, state legal entities or citizens.
Organizers of public parking facilities can charge fees for the use of the facilities
sought.
b. Perpendicular Parking
In this way the car is parked perpendicular, side by side, facing perpendicular
to the aisle, sidewalk or wall. This type of car parking is more measurable than
parallel parking and therefore is usually used in places in the parking lot
parking lot or parking building. Often, in a car park using a perpendicular
parking lot, two rows of parking lots can be arranged face to face with the front,
with or without an alley between them. Upright parking can also be carried out
along the road along the road where parking is placed wide enough for the
vehicle to exit or enter the parking space
c. Angle Parking
One way of parking that is widely used on the side of the road or in the yard or
parking building is a parking lot that makes it easier for vehicles to enter or exit
the parking space. In the wide yard or parking lot, a narrow alley is needed
when compared to perpendicular parking.
PARKING TERMINOLOGY:
The following are definitions of several terms in parking studies:
a. Parking facilities are locations that are determined as a place to stop vehicles
that are not temporary to carry out activities in a period of time;
b. Parking facilities outside the road are parking facilities for specially made
vehicles that can be in the form of parking parks or parking buildings;
c. Parking facilities on road bodies are facilities for parking vehicles using a part
of the road body;
d. Public parking facilities are parking facilities outside the road in the form of
parking buildings or parking parks which are managed as stand-alone business
activities by providing public parking services;
e. parking grin is an additional length of limited lane, mainly designed for parking
vehicles;
f. Parking accumulation, namely the number of vehicles parked in an area or
parking location at a certain time;
g. Parking duration is the time span of the vehicle parked at the parking location;
h. An alley lane is a path between two rows of adjacent parking spaces;
i. A circulation path is a place used for the movement of vehicles entering and
exiting parking facilities;
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
48
j. The number of parking vehicles is the number of vehicles in the parking area
at a certain time in the vehicle clock;
k. Parking area is an area or area that uses the road body as a parking facility and
there is parking control through the entrance;
l. Parking markers are markers as parking space boundaries;
m. A parking meter is an automatic tool for setting coin-driven parking times;
n. Parking on a road body (On street parking) is a parking facility that uses the
edge of a road body;
o. Parking demand is the number of vehicles to be parked at a certain place and
time;
p. The shuttle parking lot is a park where people who go from home to work can
park their cars and continue their journey by using a shared car, vanpool, bus,
commuter bus, train or other types of public transportation;
q. Parking volume per day is the number of vehicles in the parking area for one
day, in a vehicle in one day;
r. Turn Over is the level of use of parking spaces for a certain period of time.
PARKING DEVELOPMENT
Based on the Technical Guidelines for the Implementation of Parking Facilities
by the Department of Transportation, the Director General of Land Transportation:
a. Determining Parking Requirements
The types of parking requirements are as follows:
Fixed parking activities
o Market;
o School / College;
o Trade center;
o Private or government office centers;
o Retail trade centers or supermarkets;
o Hospital;
o Hotels and lodging places;
o Recreation area;
o School / Institution
Table 5.2 Parking Space Requirements for Markets
o Shopping Center
Table 5.3 Parking Space Requirements for Shopping Center
o Office
Table 5.4 Parking Space Requirements for Office
Requirement (PSU)
Number of Staff
Administration General Service
1000 235 288
1250 236 289
1500 237 290
1750 238 291
2000 239 291
2500 240 293
3000 242 295
4000 246 298
5000 249 302
o Groceries Center
Table 5.5 Parking Space Requirements for Groceries Center
o Hospital
Table 5.6 Parking Space Requirements for Hospital
o Hotel
Table 5.7 Parking Space Requirements for Hotel
Rate
Room (unit)
<100 100 – 150 150 – 200 200 – 250
100 154 300 300 300
150 155 450 450 450
200 156 476 600 600
250 158 477 798 900
350 161 480 799 1050
400 162 481 800 1119
550 165 484 803 1122
550 166 485 804 1124
o Recreation Center
Table 5.8 Parking Space Requirements for Recreation Center
50 103
100 109
150 115
200 122
400 146
800 196
1600 295
3200 494
6400 892
300 198
400 202
500 206
600 210
700 214
800 218
900 222
1000 227
1000 230
o Sports Venue
Table 5.10 Parking Space Requirements for Sports Venue
4000 235
5000 290
6000 340
7000 390
8000 440
9000 490
10000 540
15000 790
1000 230
o Based on the size of the parking space needed that has not been included by
Item a.
Table 5.11 Parking Space Requirements
Space
Designation PSU
Requirement
Shopping Center
• Shops PSU / 100 m2 Effective floor area 3.5 – 7.5
• Supermarkets PSU / 100 m2 Effective floor area 3.5 – 7.5
• Market PSU / 100 m2 Effective floor area
Space
Designation PSU
Requirement
Office
• Administration PSU / 100 m2 Floor area 1.5 – 3.5
• General Services PSU / 100 m2 Floor area
School/Institution PSU / Students 0.7 – 1.0
Hotel PSU / Beds 0.2 – 1.0
Hospital PSU / Beds 0.2 – 1.3
Cinema PSU / Seats 0.1 – 0.4
Note:
a = Axle distance h = Height
b = Front rear B = Total width
c = Back rear L = Length
d = Width
Vehicle parking free space is given in the lateral and longitudinal direction of
the vehicle. Lateral free space is set when the vehicle door position is opened,
measured from the outermost end of the door to the parking vehicle body beside
it. This free space is given so that there is no collision between the door of the
vehicle and the vehicle parked beside it when the passenger gets off the vehicle.
Longitudinal free space is given in front of the vehicle to avoid collisions with
walls or vehicles that pass through the aisle. Lateral clearance is taken
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
54
The size of the door opening is a characteristic function of vehicle users who
utilize parking facilities. For example, the width of the door openings of office
employees will be different from the width of the vehicle door openings for
visitors to the shopping center. In this case, the characteristics of vehicle users
who take advantage of parking facilities are chosen as three such as Table 5.12.
Based on Item 1 and 2, the determination of the parking space unit (PSU) is
divided into three types of vehicles and based on item 3, the determination of
PSU for passenger cars is classified into three groups, as in Table 5.13.
PSU
Note:
B = Total vehicle width L = Total vehicle length
O = Door opening width a1, a2 = Longitudinal clearances
R = Lateral clearance
PSU
PSU
Tabel 5.2 Lebar Minimum Jalan Lokal Primer Satu Arah untuk Parkir pada
Badan Jalan
Kriteria Parkir Satu Lajur Dua Lajur
Lebar Ruang Lebar Lebar Lebar Lebar
Ruang
Sudut Ruang Parkir D+M D+M– Jalan Total Jalan Total
Manuver
Parkir Parkir Efektif (E) J Efektif Jalan Efektif Jalan
M
(OOnO) A D (m) (m) L W L W
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 3 5,8 6,0 8,8
30 2,5 4,5 2,9 7,4 4,9 3 7,9 6,0 10,9
45 2,5 5,1 3,7 8,8 6,3 3 9,3 6,0 12,3
60 2,5 5,3 4,6 9,9 7,4 3 10,4 6,0 13,4
90 2,5 5,0 5,8 10,8 8,3 3 11,3 6,0 14,3
Keterangan : J = Lebar pengurangan ruang manuver (2,5 meter)
Tabel 5.3 Lebar Minimum Jalan Lokal Sekunder Satu Arah untuk Parkir pada
Badan Jalan
Kriteria Parkir Satu Lajur Dua Lajur
Lebar Ruang Lebar Lebar Lebar Lebar
Ruang
Sudut Ruang Parkir D+M D+M– Jalan Total Jalan Total
Manuver
Parkir Parkir Efektif (E) J Efektif Jalan Efektif Jalan
M
(OOnO) A D (m) (m) L W L W
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 2,5 5,3 5,0 7,8
30 2,5 4,5 2,9 7,4 4,9 2,5 7,4 5,0 9,9
45 2,5 5,1 3,7 8,8 6,3 2,5 8,8 5,0 11,3
60 2,5 5,3 4,6 9,9 7,4 2,5 9,9 5,0 12,4
90 2,5 5,0 5,8 10,8 8,3 2,5 10,8 5,0 13,3
Keterangan : J = Lebar pengurangan ruang manuver (2,5 meter)
Tabel 5.4 Lebar Minimum Jalan Kolektor Satu Arah untuk Parkir pada Badan
Jalan
Kriteria Parkir Satu Lajur Dua Lajur
Lebar Ruang Lebar Lebar Lebar Lebar
Ruang
Sudut Ruang Parkir D+M D+M– Jalan Total Jalan Total
Manuver
Parkir Parkir Efektif (E) J Efektif Jalan Efektif Jalan
M
(OOnO) A D (m) (m) L W L W
(m)
(m) (m) (m) (m) (m) (m)
0 2,3 2,3 3,0 5,3 2,8 3,5 6,,3 7,0 9,8
30 2,5 4,5 2,9 7,4 4,9 3,5 8,4 7,0 11,9
45 2,5 5,1 3,7 8,8 6,3 3,5 9,8 7,0 13,3
60 2,5 5,3 4,6 9,9 7,4 3,5 10,9 7,0 14,4
90 2,5 5,0 5,8 10,8 8,3 3,5 11,8 7,0 15,3
Keterangan : J = lebar pengurangan ruang manuver (2,5 meter)
c. Pola Parkir
Pola parkir paralel
Pada daerah datar
o Sudut 300
o Sudut 450
o Sudut 600
o Sudut 900
Keterangan :
A = Lebar ruang parkir (m)
B = Lebar kaki ruang parkir (m)
C = Selisih panjang ruang parkir (m)
D = Ruang parkir efektif (m)
M = Ruang manuver (m)
E =Ruang parkir efektif ditambah ruang maneuver (m)
o Pada daerah tanjakan
Sepanjang 25 meter sebelum dan sesudah tikungan tajam dengan radius kurang
dari 500 m
Gambar 5.18 Pola Parkir Mobil Penumpang Satu Sisi sudut 900
Gambar 5.19 Pola Parkir Mobil Penumpang Satu Sisi sudut 300,450,600
Gambar 5.20 Pola Parkir Mobil Penumpang Dua Sisi sudut 900
Gambar 5.21 Pola Parkir Mobil Penumpang Dua Sisi sudut 300,450,600
Gambar 5.23 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe A
Gambar 5.24 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe B
Gambar 5.25 Pola Parkir Mobil Penumpang Pulau bentuk tulang ikan tipe C
Keterangan :
h = Jarak terjauh antara tepi luar satuan ruang parkir
w = Lebar terjauh satuan ruang parkir pulau
b = Lebar jalur gang
Jalur Sirkulasi, Gang, dan Modul
Perbedaan antara jalur sirkulasi dan jalur gang terutama terletak pada
penggunaannya.
Patokan umum yang dipakai adalah :
o Panjang sebuah jalur gang tidak lebih dari 100 meter;
o Jalur gang yang ini dimaksudkan untuk melayani lebih dari 50 kendaraan
dianggap sebagai jalur sirkulasi.
Lebar minimum jalur sirkulasi :
o Untuk jalan satu arah = 3,5 meter,
o Untuk jalan dua arah = 6,5 meter.
Gambar 5.31 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 900
Gambar 5.32 Sketsa Jalur Sirkulasi, Gang, dan Modul Sudut 300,450,600
o Pintu masuk dan keluar terpisah dan terletak pada satu ruas jalan.
Gambar 5.35 Pintu masuk dan keluar terpisah dan terletak pada satu ruas
jalan.
o Pintu masuk dan keluar terpisah dan tidak terletak pada satu ruas.
Gambar 5.36 Pintu masuk dan keluar terpisah dan tidak terletak pada satu
ruas.
o Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas jalan.
Gambar 5.37 Pintu masuk dan keluar menjadi satu dan terletak pada satu ruas
jalan
o Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas berbeda.
Gambar 5.38 Pintu masuk dan keluar yang menjadi satu terletak pada satu ruas
berbeda.
2. Gedung Parkir
a. Kriteria
Tersedia tata guna lahan;
Memenuhi persyaratan konstruksi dan perundang – undangan yang
berlaku
Tidak menimbulkan pencemaran lingkungan
Memberikan kemudahan bagi penggunajasa.
Lantai terpisah
Gedung parkir dengan bentuk lantai terpisah dan berlantai banyak deng
an ramp yang ke atas digunakan untuk kendaraan yang masuk dan ramp
yang tirim digunakan untuk kendaraan yang keluar (Gambar
4.43b,4.43c dan 4.43d). Selanjutnya Gambar 4.43c dan 4.43d
menunjukkan jalan masuk dan keluar tersendiri (terpisah), serta
mempunyai jalan masuk dan jalan keluar yang lebih pendek.Gambar
4.43b menunjukkan kombinasi antara sirkulasi kedatangan (masuk)
dan keberangkatan (keluar).
Sesuai dengan jenis fasilitasnya, tata cara parkir adalah sebagai berikut.
Fasilitas parkir tanpa pengendalian parkir:
o Dalam melakukan parkir, juru parkir dapat memandu pengemudi
kendaraan;
o Juru parkir memberi karcis bukti pembayaran sebelum kendaraan
meninggalkan ruang parkir;
o Juru parkir harus menggenakan seragam dan identitas.
Fasilitas parkir dengan pengendalian parkir (menggunakan pintu masuk/
keluar)
o Pada pintu masuk, baik dengan petugas maupun dengan pintu otomatis
, pengemudi harus mendapatkan karcis tanda parkir, yang
mencantumkan jam masuk (bila diperlukan, petugas mencatat nomor
kendaraan);
o Dengan dan tanpa juru parkir, pengemudi memarkirkan kendaraan
sesuai dengan tata – cara parkir;
o Pada pintu keluar, petugas harus memeriksa kebenaran karcis tanda
parkir, mencatat lama parkir, menghitung tarif parkir sesuai dengan
ketentuan, menerima pembayaran parkir dengan menyerahkan karcis
bukti pembayaran pada pengemudi.
Untuk memelihara pelataran parkir itu, perlu diketahui hal– hal berikut :
Pada fasilitas parkir di badan jalan, penambalan atau pelapisan (overlay)
dilakukan sesuai dengan pemeliharaan badan jalan oleh instansi
pembina jalan.
Pada fasilitas parkir di luar badan jalan, pengelola parkir wajib
menyiapkan fasilitas/peralatan pemeliharaan perkerasan pelataran
parkir.
B. MARKA DAN RAMBU JALAN
Karena berfungsi sebagai pemandu dan penunjuk bagi pengemudi pada saat
parkir, marka dan rambu jalan harus dijaga agar tetap dapat terlihat jelas.
Marka Jalan
o Secara berkala marka jalan dicat kembali agar terlihat jelas oleh
pengemudi.
o Bersamaan dengan pembersihan pelataran parkir, bagian marka
jalan harus dibersihkan secara khusus.
Rambu Jalan
o Rambu jalan harus diganti apabila sudah tidak terlihat jelas
tulisannya atau sudah rusak.
o Secara rutin daun rambu jalan harus dibersihkan agar tidak
tertutup oleh kotoran.
Akumulasi Parkir
- Indeks Parkir = × 100%
Ruang Parkir Tersedia
=
- Volume Parkir = Ei – X
=
Dimana :
Ei = Entry (Jumlah kendaraan yang masuk pada lokasi parkir)
X = Exit (Jumlah kendaraan yang keluar pada lokasi parkir)
Volume Parkir
- Tingkat Turn Over parkir =
Ruang Parkir yang Tersedia
=
Berikut adalah kumpulan data-data yang akan menjelaskan mengenai tingkat
kemampuan area parkir dalam menyediakan kapasitasnya terhadap jumlah kendaraan
mobil yang parkir di dalamnya :
Tabel 5.11 Data Peninjauan Parkir
No Waktu Jml. Kendaraan Slot Turn Over
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
93
25
26
27
Dari Tabel 4.23 didapatkan hasil berupa nilai Turn Over terbesar yaitu …
yang berarti …
0.9
0.8
0.7
0.6
0.5
Jumlah Kendaraan Parkir
0.4
0.3
0.2
0.1
0
Durasi
0.9
0.8
0.7
0.6
Axis Title
0.5
Turn Over
0.4
0.3
0.2
0.1
0
Durasi
j. Pemeliharaan Parkir
Tabel 5.12 Data Pemeliharaan Parkir
Detail Pemeriksaan Keterangan
Peralatan Parkir
Marka dan Rambu Jalan
Fasilitas Penunjang Parkir
5.10 REFERENSI
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.