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A. Freeways Geometry Standard - Bina Marga - 2009 PDF
A. Freeways Geometry Standard - Bina Marga - 2009 PDF
007/BM/2009
Construction & Buildings
The freeway geometry standard for this toll road includes general provisions and technical provisions for
expressway geometry for toll roads in cities and intercity. The geometry in this standard includes the
technical provisions of the main road geometry, the ramp, the symphony, the geometry of the toll road, and
the place of rest and service.
Reference to this standard is A Policy on Geometric Design of Highways and Streets (AASHTO 2001),
Procedures for Geometric Planning of Inter-City Roads No. 038/TBM/1997, Geometric Planning Standards
for Urban Roads, as well as Laws and Government Regulations1992 related to roads and tot roads.
With this standard, it is hoped that expressway geometry planning for toll roads can be well planned.
A. Herman to Dardak
Freeway geometry standards for toll roads
1 Scope of space
This standard contains general provisions and technical provisions for expressway geometry for toll roads
in cities and intercity. The geometry referred to in this standard includes the technical stipulations of the
main road geometry, ramp (ramp), interchange, toll road geometry and toll gates, and rest and service
places.
2 Normative references
The expressway geometry standard for this toll road refers to the following reference books:
Republic of Indonesia Law No. 38 of 2004 concerning Roads
Republic of Indonesia Law No. 22 of 2009 concerning Road Traffic and Transportation
RI Government Regulation No. 15 of 2005 concerning Toll Roads
PPN. 44 of 2009 concerning the Amendment to the Civil Service Regulation. 15 concerning Roads in the
Republic of Indonesia Government Regulation No. 34 of 2006 concerning Roads
AASHTO, 2001, APOLICON Geometric Design of Highways and Streets Procedures for Geometric
Planning of Inter-City Roads No. 038/TBM/1997 Geometric Planning Standards for Urban Roads, 1992
3 Terms and definitions
The terms and definitions used in this standard are as follows:
3.1 Horizontal alignment
projection of the road axis line in the horizontal plane.
3.2 Vertical alignment
projection of the axis of the road in the vertical plane through the axis of the road.
3.3 The road
Part of the road that includes traffic lanes, with or without a dividing lane, and road shoulder.
3.4 Road side
The space portion of the road benefits side by side with the traffic lane to accommodate stopping vehicles,
emergency needs, and for side support for the bottom foundation layer, foundation layer, and surface layer.
3.5 Free area next to the corner
Space to guarantee freedom of view on the corner so that stop visibility is met.
3.6 Road drainage
infrastructure that can be of natural or artificial nature which functions to decide and channel surface and
underground water, usually using gravity traverses, which consist of lines of water in the drainage canals
or in place for construction (for example, rainwater wells or temporary drainage ponds)
3.7 passenger car equivalence (emp)
the fact that shows the effect of various vehicles compared to passenger cars on speed, ease of
maneuvering, the dimensions of light vehicles in traffic flow (for light vehicles with similar chassis; emp =
1.0).
3.8 factor K
factors to change the volume stated in LHRT (Annual Average Traffic) to rush hour traffic volume.
3.9 toll booth
the space where toll collector works to carry out service tasks to road users.
3.10 toll gate
toll road transaction service for toll road users consisting of several substations and other facilities.
3.11 main toll gate
toll gate located on the main line.
3.12 ramp toll gate
toll gate located on the ramp of the Interchange or access road.
3.13 Street
land transportation infrastructure that covers all parts of the road, including complementary buildings and
equipment intended for traffic, which is on the surface of the land, above the surface of the land, below the
surface of the land and /or water, and above the water surface, except railroad , lorries railway, and cable
roads.
3.14 street city
paths that do not have development are always in every way, although there may be some permanent
developments such as restaurants, factories, or settlements.
3.15 arterial road
public roads that function to serve the main transportation with the characteristics of long-distance travel,
high average speed, and the number of access roads is limited efficiently
3.16 freeway
public roads for continuous traffic with full access to the access road and without a plot crossing and
equipped with a road-bound fence.
3.17 class I road
arterial roads and collectors that can be passed by motorized vehicles with a width not exceeding 2,500
millimeters, a length not exceeding 18,000 millimeters, a maximum size of 4,200 millimeters, and the
heaviest axle load of 10 tons.
3.18 special class road
arterial roads that can be traversed by motorized vehicles measuring more than 2,500 millimeters in size,
exceeding 18,000 millimeters in length, 4,200 millimeters in height, and the heaviest axle loads of more
than 10 tons.
3.19 road collector
public roads that function to serve collectors or dividers with the characteristics of medium distance travel,
medium average speed, and limited number of entrances.
3.20 connecting road
roads that only function to connect toll roads with public roads which have a minimum collector function.
3.21 urban road
road which has a permanent and continuous development throughor almost all roads, minimum on one side
of the road.
3.22 Highway
public roads which are part of the road network system and as national roads for which users are required
to pay tolls.
3.23 public road
road intended for public traffic.
3.24 lane
parts of the road used for vehicle traffic.
3.25 edge lane
the portion of the median which is elevated or distributed by the function provides free space for vehicles
traveling on its traffic lane.
3.26 visibility
the distance along the center of a lane from the driver's eye to a point on the line that can be seen by the
driver
3.27 stop visibility
the driver's front view distance to stop safely and alertly under normal circumstances.
3.28 road capacity
the maximum number of vehicles that can pass a certain cross section on a road, unit time, road conditions,
and certain traffic.
3.29 the speed of the planned toll road
the maximum safe speed on the highway is normal, which will be the basis for toll road geometry planning.
3.30 vehicle plan
vehicles representing one group of vehicle types, which are used for road planning.
3.31 lane
elongated parts of the lane, with or without road markings, which have sufficient width for one motorized
vehicle to be running.
3.32 emergency lane
lanes in anticipation of a long decline that allows the occurrence of vehicles that are controlled, especially
heavy vehicles, can make landings, incursions, derivative slopes, flat slopes, or heaps of sand.
3.33 climbing lane
additional lanes on parts of the road that have a certain slope and length to accommodate vehicles at low
speeds, especially heavy vehicles.
3.34 horizontal curvature
curved road sections with a limited radius.
3.35 intermediate arch
the arch is inserted between the straight part of the road and the curved part of the road with a fixed radius
R, where the intermediate curvature is a spiral.
3.36 vertical arch
the section of the road curved in a vertical direction that connects two road segments with different slope.
3.37 average daily cross (LHR)
the number of average vehicles that cross a road in one day, expressed in passenger car units (pcu).
3.38 median
part of the road that cannot be traversed by vehicles with longitudinal shapes parallel to the road, located
on the axis /middle of the road, intended to separate the opposite traffic flow, the median can be an elevated
median, a lowered median or a flat median.
3.39 passenger car
transport motorized vehicles of people who have a maximum seating of 8 (eight) people, including for drivers
or who weigh no more than 3,500 (three thousand five hundred) kilograms.
3.40 ratio of volume /capacity (V/C ratio)
comparison between traffic volume and road capacity.
3.41 transitional arch length
the length of road needed to achieve change from the straight part to the circle part of the bend.
3.42 toll road (toll plaza)
the area or part of the toll road with a geometric shape that is wider than the normal width of the toll road
where the toll gate is placed.
3.43 intersection
meeting or branching, both in a plot or not.
3.44 toll island (toll island)
buildings that are placed as traffic lane separators on the toll road.
3.45 ramp (exit and driveway)
a road segment that acts as a liaison between the road segment, the main road entrance segment is called
on ramp and the main road exit segment is called the off ramp.
3.46 free space
space along the toll road is limited by a certain width, height and depth which is only intended for traffic and
building security for toll road security.
3.47 clearance of road
space on road surfaces that are only provided for vehicles or pedestrians, wherever they are not permissible
structures, facilities, trees or other immovable objects
3.48 room benefits toll road
the space along the toll road is limited by a certain width, height and depth which includes the road body,
roadside canals, heaps, and excavations and safety thresholds.
3.49 toll road space
space along the toll road which includes the toll road benefit space and a certain line of land outside the toll
road benefit space which is intended for space for road benefits, road widening, and the addition of future
traffic lanes and space requirements for road security and toll road facilities.
3.50 toll road supervision room
space along the toll road which includes a certain line of land outside the toll road space whose use is under
the supervision of the Minister which is intended for the driver's free view and safeguarding road construction
and securing the function of the road.
3.51passenger car unit (pcu)
traffic flow unit, where flows from various types of vehicles have been converted into light vehicles (including
passenger cars) using emp.
3.52 symposium
connecting road system from the road that intersects non-plot which allows traffic flow to flow freely.
3.53 service interchange
flyover that connects toll roads with non-toll roads.
3.54 system interchange
flyover that connects toll roads with toll roads.
3.55 axis of the road
an elongated line that is right in the middle on a road body
3.56 Super-elevation
the transverse slope of a special road surface that serves to compensate for centrifugal force.
3.57 taper
for the standard lane which functions to apply the moving traffic lane
3.58 rest area
a place and facilities provided for road users so that both the driver, passenger and vehicle can rest
temporarily for reasons of fatigue
3.59 service place
part of the location of the Rest Area used to serve road users who are resting, and equipped with various
public facilities.
3.60 tunnel
the road where the surroundings are closed, generally the road elevation is below the ground level.
3.61 utility
public service facilities in the form of electricity, telephone, gas, drinking water, city sanitation, and other
service facilities.
3.62 traffic volume
the number of vehicles that pass a certain point on the road per unit time, expressed in vehicles /hours or
passenger car units (pcu/ hour).
3.63 clock volume plan (VJR)
Forecasts of traffic volume expansion in the annual plan, expressed in the junior high school / hour unit, are
calculated from the VLHR multiplication by factor.
3.64 average daily traffic volume (LHR)
the total volume that crosses a point or segment on road facilities for both majors, for one year is divided
by the number of days in one year.
3.65 Daily traffic volume plan (VLHR)
Estimated or forecasted daily traffic volume for a particular part of the road.
3.66 reaction time
the time needed by a driver since he saw the obstacle in front of him, made a decision, and arrived at when
he would start the reaction.
4 General provisions
4.1 Expressway for toll road
The general requirements of expressways for toll roads are as follows:
a) is an alternative crossing of existing public roads;
b) the general road segment is minimally available for primary crime or the primary police.
4.2 Freeway geometry for Toll Road
Freeway geometry for toll roads must:
a) fulfill the aspects of safety, security, comfort and smoothness of the traffic needed;
b) consider the aspects of traffic that will be used as toll roads, the level of road development, design
standards, maintenance, class and function of roads, and the entrance / exit roads, plots of land;
c) fulfill the requirements of geometry standards specifically designed for expressways with toll collector
systems;
d) consider technical, economic, financial and environmental factors;
e) meets higher class and specifications and must be fully controlled from existing public roads;
f) planned to be able to service the long-distance traffic with mobility height;
g) done by techniques such that a combination of horizontal alignment and vertical alignment is formed;
h) consider the availability of adequate side services.
4.3 Selection of the pathway to the sloughing of the stick
Horizontal and vertical alignments of expressways for toll roads must consider the aspects of technical,
construction, environmental and aspects of the needs of road users that are adequate and efficient.
Selection of alignments must consider:
a) security, safety and comfort for the operation of traffic and drivers;
b) the suitability and harmony of the environment with topography, geography and geology around the
toll road;
c) coordination between horizontal alignments and vertical alignments;
d) technical feasibility, economy, environment, and availability of land.
e) In the vertical alignment must consider critical ramps
4.4 Design of expressways for Toll Roads
Design of freeway for toll roads must meet:
a) functionally must be a primary arterial road or primary collector;
b) Entrance and exit must be fully controlled and only roads have been established;
c) there is no intersection in the field;
d) because topography and land conditions can form:
1) roads with main lines on the surface of the land;
2) flyovers with main lines are covered;
3) roads with main lines on the lower crossings.
4) tunnel road with main lines in the ground / water
5) bridges;
6) combinations of the items in granules 1), 2), 3), 4), and 5) above.
Remarks:
LV Vehicle Lightweight two-wheeled motorized vehicle with 4 (four) wheels and withaxles of 2.0 m
- 3.0 m (including: passenger cars, oplets, microbuses, pick-ups and small
trucks)
MHV Vehicle Two-axle motorized vehicle, with a distance of 3.5 m - 5.0 m
Medium Weight (including small buses, two axles trucks with six wheels)
LT Trucks Large Three-axle truck and combination truck with axle distance <3.5m
LB Bis Large Bus with two or three axles with axles of 5.0 m - 6.0 m.
Remarks:
VLHR: forecast volumes of late daily life at the end of the year (smp/day)
K: rush hour traffic volume factor (%), called K factor, for highways K = 11% (MKJI)
5,10 RAMBU
TELEPON DARURAT
MARKA
MARKA MARKA INSTALASI UTILITAS
DRAINASE DRAINASE
1,50
Figure 7 – Typical of Road Benefit Space (Rumaja) , Road Owned Space (Rumija), and Road Monitoring Space (Ruwasja) of
Freeways for Toll Road
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RUWASJA
RUWASJA RUMIJA
min40m
RUMAJA
BAHUDALAM BAHUDALAM
MEDIAN
BAHULUAR LAJURLALULINTAS LAJURLALULINTAS BAHULUAR
AmbangPengaman
AmbangPengaman
3,6m 3,6m
PAGARRUMIJA
5,10 m RAMBU
TELEPONDARURAT
RELPENGAMANDANREFLECTOR
PATOKSTA
INSTALASI UTILITAS
Figure 8 – Tipical Cross Section of Freeways for Toll Road on the Ground (at grade)
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Dimension 1
S
a b c d e f R r1 r2 r1' r2' ø1 ø2 ø1' ø2'
(%)
2 2.352 2.201 2.161 2.011 1.056 1.058 6.511 3.795 4.316 3.969 4.489 58.108728* 69.196463* 58.190928* 68.819254*
3 2.453 2.222 2.269 2.039 1.021 1.025 6.539 3.706 4.219 3.973 4.485 59.154205* 70.634525* 59.211739* 69.992362*
4 2.538 2.230 2.358 2.050 1.000 1.008 6.568 3.637 4.145 3.993 4.501 59.936933* 71.771219* 59.942560* 70.776039*
Dimension
S
A B C D E F G H I J K L
(%)
2 7.263 2.110 2.000 1.913 2.023 0.752 0.000 -0.600 0.326 0.148 -0.724 -0.902
3 7.291 2.169 2.062 1.929 2.035 0.752 0.000 -0.600 0.364 0.097 -0.686 -0.953
4 7.320 2.218 2.113 1.936 2.040 0.752 0.000 -0.600 0.402 0.046 -0.648 -0.004
Figure 9 - Typical cross section of a freeway for a toll road in a tunnel (underpass)
Min20 M
500
RUMAJA
MEDIAN
BAHU
LAJURLALULINTAS LAJURLALU LINTAS BAHU
LUAR LUAR
BAHU BAHU
DALAM DALAM
Telepon
darurat RELPENGAMAN
DANREFLEKTOR
MARKA MARKA
1,6m 1,6m
The width of the lane and the width of the shoulder of the road are determined based on the location of the
toll road and the speed of the plan. The width of the lane and shoulder of the road can be seen in Table 11.
Transverse slope can be done in 1 (one) direction or 2 (two) directions for each path, as illustrated in the
following Figure 11 and 12.
The normal transverse slope of traffic lanes is 2-3% and road shoulder 3-5%,
5.5.3 Median
Median or middle separator is a building that functions to separate traffic flows in opposite directions and
there are three types of median standards that can be used
:
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1. Median Concrete Barrier, which is a longitudinal barrier that functions as a safety. There
are 2 types of Median concrete barriers, namely the standard type with a height of 32
"(81.28 cm) and type" high "with a height of 42" (106.68 cm).
2. The median is lowered, the number that is lower than the surface of the traffic path. The data that is
lowered must follow the conditions as follows:
• installed if the width of land provided for the median is greater or equal to 5.0m
• the slope of the median surface is between 6% -15%, starting from the outside to the middle of the
median and physically in the form of a bend.
• for toll roads in urban areas, the lowered median is not permitted, it must be flat as green open
space and / or space for additional lane widening in the future.
• detail pieces and lowered median placement in cross sections of the road can be seen in Figure 14.
The median width of the road must meet the conditions in Table 12
.
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Table 12 Median toll road planning
Location Wide of Median (m)
Remarks
of Toll Minimal Construction Stage
Road
Intercity 5,50 13,00 measured from the margins
Urban 3,00 10,00 in the traffic lane
Note: For medians with a minimum width must use a traffic safety rail.
Remarks
VR = Speed plan (km/hour)
T = reaction period, set up 2,5 second
a = deceleration rate /sec2), set up 3,4meter/sec2
G = road slope (%)
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Table 13 contains the minimum Ss calculated based on the formula above with rounding for various VRs.
Table 14 contains the minimum Ss with slope calculated based on the above formula for various VRs.
Axis of Road
Line of
signht
Inner lane
R R
Side free areas in bends in certain conditions are calculated based on the following formula:
a) If visibility is smaller than the length of the bend (Ss < Lc as shown in the Figure 19;
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b) If visibility is greater than the length of the bend (Ss > Lc) as shown in the Figure 20.
Remarks:
M : distance measured from the inner lane axis to the view barrier object (m)
R : inner lane radius (m)
Ss : stop visibility (m)
Lc : bend length (m)
Figure 19 - Illustration diagram of the side free area round the corner for Ss < Lc
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Figure 20 - Illustration diagram of the side free area round the corner for Ss > Lc
Figure 21 gives the M value for the condition Ss <Lc at each plan speed. Whereas Table 15 to Table 17
presents the M value calculated using the formula above. The table is used to determine the value of M
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Table 15 : The free side areas at the bend with Ss< Lc
Tabble 16 Free side areas at the bend with Ss > Lc, where Ss - Lc = 25 m
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Table 17 Free side areas at the bend with Ss > Lc, where Ss - Lc = 50 m
Note:
Road intercity “rumija”, 40 m, distance between the inner lane axis to “rumija” is 6,75 m. Urban
Road, rumija 30 m, the distance between inner lane axis to “rumija” is 4,25 m.
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5.8.3 Standard bend shapes (added when used FC, SCS and SS)
Standard bend forms consist of 3 (three) forms in general, namely:
a) Full Circle (FC), which is a full circle arc. This bend has a central circle with a uniform radius.
b) Spiral-Circle-Spiral (SCS), which is a bend consisting of 1 (one) circle arch and 2 (two) spiral arches.
c) Spiral-Spiral (SS), which is a bend consisting of 2 (two) spiral arches.
d) Special arches, namely in the form of compound bends which have several bend radius, which can
consist of 3 (three) spiral arches or more.
The standards for these bend shapes and their explanations can be seen in Figure 22 to Figure 24, whose
use and application must take into account the planned conditions and field situation.
Remarks:
Rmin = minimum (m) bend finger,
VR = Plan speed (km / h),
emax = Superelevasi maximum (%),
fmax = maximum friction coefficient,
The maximum superelevation value is determined using Table 20 as follows:
Tabel 20 Maximum superelevation based on land use and climate
Max. Superelevation Condition Used
10% The Maximum for Intercity Toll Roads
8% The Maximum for Intercity Toll Roads with High Rainfall
6% Maximum for Urban Toll Roads
4% Maximum for High Descity of Urban Toll Roads
The results of the Rmin calculation are shown in Table 22 and the distribution of the superelevation based
on the R value is shown in Figure 25 to Figure 28 as follows
Table 22 Minimun Radius Length (rounded)
emax VR Rmin (m)
fmax (e/100+f)
(%) (km/hour) Calculation Rounded
10,0 120 0,092 0,192 590,6 590
10,0 100 0,116 0,216 364,5 365
10,0 80 0,140 0,240 210,0 210
10,0 60 0,152 0,252 112,5 110
8,0 120 0,092 0,172 659,2 660
8,0 100 0,116 0,196 401,7 400
8,0 80 0,140 0,220 229,1 230
8,0 60 0,152 0,232 122,2 120
6,0 120 0,092 0,152 746,0 745
6,0 100 0,116 0,176 447,4 445
6,0 80 0,140 0,200 252,0 250
6,0 60 0,152 0,212 133,7 135
4,0 120 0,092 0,132 859,0 860
4,0 100 0,116 0,156 504,7 505
4,0 80 0,140 0,180 280,0
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4,0 60 0,152 0,192 147,6 150
Fiture 25 - Distribution of superelevation quantities for superelevation maximum 10%
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Figure 27 - Distribution of superelevation quantities for superelevation maximum 6%
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The choice of Rmin or bend with emax for a bend is not to provide comfort to road users. Besides that, the
speed of the cornering vehicle varies, thus, the use of Rmin is only for difficult road conditions and only in
urban areas, it is required to use R which is greater than Rmin.
5.8.7 Interchange arches
Transition curves (Ls) function to give the driver the chance to anticipate changes in road alignment from
a straight shape (R infinity) to the curved part of the road with a finger R fixed, thus, the centrifugal force
acting on the vehicle when crossing the bend changes gradually installments, both when the vehicle
approaches the bend or leaves the bend.
Transitional arch provisions are as follows:
a) The intermediate curvature used is spiral (clothoide)
b) Transitional curvature is determined by the following considerations:
1) travel time across the transition arch
2) the rate of change in slope across the road
3) centrifugal force acting on the vehicle
4) the level of change in relative slope
c) Ls are determined that meet the four criteria above, so that the longest Ls value is chosen.
Remarks:
VR : Speed plan (km/hour)
T : travel time in transition arches (seconds), set by 2 seconds
Or used Table 23 below:
Remarks:
em : superelevation maximum (%)
en : superelevation normal (%)
VR : speed plan (km/hour)
re : the rate of change in cross-slope road (m/m/s)
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em Ls min (m)
(%) VR = 120 km/hour VR = 100 km/hour VR = 80 km/hour VR = 60 km/hour
10,0 107 89 71 38
9,5 100 83 67 36
9,0 93 78 62 33
8,5 87 72 58 31
8,0 80 67 53 29
7,5 73 61 49 26
7,0 67 56 44 24
6,5 60 50 40 21
6,0 53 44 36 19
5,5 47 39 31 17
5,0 40 33 27 14
4,5 33 28 22 12
4,0 27 22 18 10
3,5 20 17 13 7
3,0 13 11 9 5
2,5 7 6 4 2
2,0 0 0 0 0
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5.8.7.3 Centrifugal forces acting on vehicles
The centrifugal force acting on the vehicle can be anticipated to be gradually in the transition arc safely.
This criterion is calculated by the formula:
Remarks :
VR : Speed plan (km/hour)
R : Bend radius (m)
C : Change in maximum radial direction acceleration (m/det3), used 1,2 m/det3
The length of attainment of a change in slope from a normal slope to a full super-elevation slope (Ls) is
calculated using the formula:
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Remarks:
W : width of one lane of traffic (m)
Ed : superelevation of the plan (%)
n1 : number of lanes rotated
bw : adjustment factor for the number of lanes being rotated
n1 1 1,5 2
bw 1,00 0,83 0,75
The bend that has R with the value e = LN does not require an intermediate curve and a bend that has R
with the value e = RC does not require superelevation.
(emax = 10%)
VR = 120 km/hour VR = 100 km/hour VR = 80 km/hour VR = 60 km/hour
R Ls (m) Ls (m) Ls (m) Ls (m)
e e e e
2 4 2 4 2 4 2 4
(m) (%) Lane Lane (%) Lane Lane (%) Lane Lane (%) Lane Lane
7000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
5000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
3000 2,5 23 35 RC 16 25 LN 0 0 LN 0 0
2500 2,9 28 42 2,2 18 27 LN 0 0 LN 0 0
2000 3,6 34 52 2,7 22 33 RC 14 22 LN 0 0
1500 4,8 45 68 3,5 29 43 2,4 17 26 LN 0 0
1400 5,1 48 72 3,8 31 46 2,6 19 28 RC 12 18
1300 5,4 52 77 4,0 33 49 2,8 20 30 RC 12 18
1200 5,9 56 83 4,3 35 53 3,0 21 32 RC 12 18
1000 6,9 66 99 5,1 42 63 3,5 25 38 2,2 13 20
900 7,6 72 108 5,6 46 69 3,9 28 42 2,5 15 22
800 8,5 80 120 6,2 51 76 4,3 31 46 2,7 16 25
700 9,4 89 134 6,9 57 85 4,8 35 52 3,1 19 28
600 10,0 95 142 7,9 64 97 5,5 40 59 3,6 21 32
500 Rmin = 590 9,0 73 110 6,4 46 69 4,2 25 37
400 9,9 81 121 7,5 54 81 5,0 30 45
300 Rmin = 365 9,0 65 97 6,3 38 56
250 9,7 70 105 7,1 43 64
200 Rmin = 210 8,2 49 74
175 8,8 53 79
150 9,4 56 85
140 9,6 58 87
130 9,8 59 88
120 10,0 60 90
110 10,0 60 90
Rmin = 110
emax : Superelevation maximum 10%
R : Diameter arch
: Assume speed plan
e : Superelevation level
Ls : Minimum length of achiement of superelevation run off
Excluding the length of achievement of super-run run out)
LN : Normal Slope
RC : The outer slope is rotated so that the pavement
gets a cross slope as big as the normal slope.
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Table 28 Relationship of horizontal curve planning parameters with VR
(emax = 8%)
VR = 120 km/hour VR = 100 km/hour VR = 80 km/hour VR = 60 km/hour
R Ls (m) Ls (m) Ls (m) Ls (m)
e (%) (%) (%) e (%)
2 4 2 4 2 4 2 4
(m) Lajur Lajur Lajur Lajur Lajur Lajur Lajur Lajur
7000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
5000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
3000 2,4 23 34 RC 16 25 LN 0 0 LN 0 0
2500 2,9 27 41 2,1 17 26 LN 0 0 LN 0 0
2000 3,5 33 50 2,6 21 32 RC 14 22 LN 0 0
1500 4,6 43 65 3,4 28 42 2,4 17 25 LN 0 0
1400 4,8 46 69 3,6 30 44 2,5 18 27 RC 12 18
1300 5,2 49 74 3,9 32 47 2,7 19 29 RC 12 18
1200 5,6 53 79 4,1 34 51 2,9 21 31 RC 12 18
1000 6,5 61 92 4,8 39 59 3,4 24 36 2,2 13 20
900 7,1 67 100 5,2 43 64 3,7 27 40 2,4 14 21
800 7,6 72 108 5,7 47 70 4,1 29 44 2,7 16 24
700 8,0 75 113 6,3 52 78 4,5 33 49 3,0 18 27
600 Rmin = 660 7,0 57 86 5,1 37 55 3,4 20 31
500 7,6 63 94 5,8 41 62 3,9 24 35
400 8,0 65 98 6,6 48 71 4,6 28 42
300 Rmin = 400 7,6 55 82 5,6 34 51
250 7,9 57 86 6,2 37 56
200 Rmin = 230 7,0 42 63
175 7,4 44 66
150 7,8 47 70
140 7,9 47 71
130 8,0 48 72
120 8,0 48 72
Rmin = 120
emax : Superelevation maximum 8%
R : Diameter arch
: Assume speed plan
e : Superelevation level
Ls : Minimum length of achiement of superelevation run off
Excluding the length of achievement of super-run run out)
LN : Normal Slope
RC : The outer slope is rotated so that the pavement
gets a cross slope as big as the normal slope.
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Table 29 Relationship of horizontal curve planning parameters with VR
(emax = 6%)
VR = 120 km/hour VR = 100 km/hour VR = 80 km/hour VR = 60 km/hour
R Ls (m) Ls (m) Ls (m) Ls (m)
e (%) (%) (%) e (%)
2 4 2 4 2 4 2 4
(m) Lajur Lajur Lajur Lajur Lajur Lajur Lajur Lajur
7000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
5000 LN 0 0 LN 0 0 LN 0 0 LN 0 0
3000 2,3 23 34 RC 16 25 LN 0 0 LN 0 0
2500 2,7 27 41 2,1 17 26 LN 0 0 LN 0 0
2000 3,3 33 50 2,6 21 32 RC 14 22 LN 0 0
1500 4,2 43 65 3,4 28 42 2,4 17 25 LN 0 0
1400 4,4 46 69 3,6 30 44 2,5 18 27 RC 12 18
1300 4,7 49 74 3,9 32 47 2,7 19 29 RC 12 18
1200 4,9 53 79 4,1 34 51 2,9 21 31 RC 12 18
1000 5,5 61 92 4,8 39 59 3,4 24 36 2,2 13 20
900 5,8 67 100 5,2 43 64 3,7 27 40 2,4 14 21
800 6.0 72 108 5,7 47 70 4,1 29 44 2,7 16 24
700 8,0 75 113 6,3 52 78 4,5 33 49 3,0 18 27
600 Rmin = 745 7,0 57 86 5,1 37 55 3,4 20 31
500 7,6 63 94 5,8 41 62 3,9 24 35
400 8,0 65 98 6,6 48 71 4,6 28 42
300 Rmin = 445 7,6 55 82 5,6 34 51
250 7,9 57 86 6,2 37 56
200 Rmin = 250 7,0 42 63
175 7,4 44 66
150 7,8 47 70
140 7,9 47 71
130 8,0 48 72
120 8,0 48 72
Rmin = 135
emax : Superelevation maximum 6%
R : Diameter arch
: Assume speed plan
e : Superelevation level
Ls : Minimum length of achiement of superelevation run off
Excluding the length of achievement of super-run run out)
LN : Normal Slope
RC : The outer slope is rotated so that the pavement
gets a cross slope as big as the normal slope.
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Table 30 Relationship of horizontal curve planning parameters with VR
(emax = 4%)
VR = 100 km/hour VR = 80 km/hour VR = 60 km/hour
R Ls (m) Ls (m) Ls (m)
(m) e e e
2 4 2 4 2 4
(%) Lajur Lajur (%) Lajur Lajur (%) Lajur Lajur
7000 LN 0 0 LN 0 0 LN 0 0
5000 LN 0 0 LN 0 0 LN 0 0
3000 RC 16 25 LN 0 0 LN 0 0
2500 1,9 16 25 LN 0 0 LN 0 0
2000 2,2 18 27 RC 14 22 LN 0 0
1500 2,6 22 32 RC 14 22 LN 0 0
1400 2,7 22 34 2,1 15 22 LN 0 0
1300 2,8 23 35 2,2 16 24 LN 0 0
1200 3,0 24 36 2,3 17 25 RC 12 18
1000 3,2 27 40 2,5 18 27 RC 12 18
900 3,4 28 42 2,7 19 29 RC 12 18
800 3,6 29 44 2,8 20 30 2,1 13 19
700 3,8 31 46 3,0 21 32 2,3 14 21
600 3,9 32 48 3,2 23 35 2,5 15 22
500 Rmin = 505 3,5 25 37 2,7 16 24
400 3,7 27 40 2,9 18 26
300 4,0 29 43 3,3 20 30
250 Rmin = 280 3,6 21 32
200 3,8 23 34
175 3,9 24 35
150 4,0 24 36
Rmin = 150
emax : Superelevation maximum 4%
R : Diameter arch
: Assume speed plan
e : Superelevation level
Ls : Minimum length of achiement of superelevation run off
Excluding the length of achievement of super-run run out)
LN : Normal Slope
RC : The outer slope is rotated so that the pavement gets a
cross slope as big as the normal slope
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5.8.7.5 Requirements for LSM and Ls max
If the intermediate curve is used, then the position of the bend path shifts from the part of the road that is
straight to the inside as far as p.
If the p value is less than 0.20 m, then the intermediate arc is not needed. So that the bend type becomes
a full circle
Ls min = 24 ( pmin ) R
The intermediate curve is also limited by the magnitude of the p value which is permissible if it uses an
intermediate arc of 1.0 m. So that the equation for the maximum arch length allowed is as follows:
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Figure 30 - Superelevation diagram with the axis of the road axis
Figure 31 - Superelevation diagram with the rotating axis of the side in the pavement
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Figure 32 – Superelevation diagram with the rotating axis on the outside of the pavement
5.8.8 Superelevation Diagram
a) Superelevation is achieved gradually from the normal transverse slope on the straight part of the
road to full superelevation in the curved part, as in Figure 33
b) On the SCS type bend, superelevation is carried out linearly, starting from the normal form to the
beginning of the intermediate curve at the TS point, then increasing gradually until it reaches full
superelevation at the SC point, as in Figure 34.
c) At the FC type bend, if needed superelevation is carried out linearly, starting from the straight part
along the 2/3 LS and continuing to the full circle section along 1/3 the length of Ls, as shown in Figure
35.
d) In the SS type bend, the achievement of superelevation is carried out in the spiral section, as in Figure
36
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Figure 34 - Achievement of superelevations on SCS type bends
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Figure 36 - Achievement of superelevations on SS type bends
Remarks:
W : Widening the road on the bend (m)
Wc : The width of the road at the bend (m)
Wn : The width of the road on a straight road (m)
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Figure 37 - Widening on bends for semi-trailer vehicles
The planned vehicle that will be used in planning the widening of the road at the bend is a V-type vehicle
truck semi trailer with a large combination of 5 axes. The widening of the traffic lane based on the plan
speed and bend radius is determined as in Table 32 as follows
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Table 32 Widening of the traffic lane on the bend
Widening of values less than 0.60 m can be ignored. For road 6/2 D, the widening value is multiplied by 1.5,
while for road 8/2 D the widening value is multiplied by 2.0.
The use of consecutive bends must be considered based on the ratio R1 and R2, where it can be determined
that R1 is the radius of the greater bend. Provisions for consecutive bends are as follows:
a) Each consecutive bend must have a straight slope that has a normal slope with the following
conditions:
1) On consecutive bends in the direction, the length of the straight section is at least 20 m
2) On consecutive bends, the length of the straight section is at least 30 m
b) If R2 / R1> 2/3, then consecutive bends must be avoided
c) If R2 / R1 <2/3, then the reverse direction curve must be inserted in a straight or spiral section /
clothoide
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R1 > R2
R1
R2
R1 > R2
R1
R2
R1 > R2
R1
R2
R1 > R2
R1
R2
Figure 41 - The reverse direction curve with minimum straight section inserts
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5.9 Vertical alignment
5.9.1 Vertical alignment parts
Vertical alignment consists of straight sections and curved parts.
a) Straight parts can be positive ramps (inclines), or negative ramps (derivatives), or zero ramps (flat).
b) The vertical curvature can be a concave arch or a convex arch.
If the construction is carried out in stages during the toll road concession period, it must be considered, for
example increasing pavement, increasing lanes, and with efficient and recommended financing, changes
in vertical alignment in the future should be avoided.
5.9.2 Minimum slope
Minimum slope must be given if road conditions do not allow drainage to the side of the road. The minimum
level of slope is set at 0.50%, extending the road for the sake of breaking the water flow.
5.9.3 Maximum slope
Limitation of maximum slope is intended to allow the vehicle to move continuously without losing significant
speed. Maximum slope of the road for vertical alignments must meet Table 33 as follows.
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Table 34 Length of critical slope
• If the operating speed drops to twice the Level of service, then use the landing.
• If the operating speed is different (down) 15 km /hour from the design speed then use climbing line, or
by using multi grade
• If the speed drops lower than 15 km/hour from the current speed then the current velocity is assumed
to be the same as the design speed
Climbing lanes are intended to accommodate heavy-duty trucks or other vehicles that run slower than
other vehicle vehicles in general, so that other vehicle vehicles can overtake the slow vehicle without
having to move lanes. Climbing lanes must be provided on roads that have a large, continuous slope, and
the traffic volume is relatively dense.
Placement of climbing lanes, based on expressway geometry planning for toll roads must be carried out
with the following conditions:
a) if the critical length is exceeded, the road has VLHR> 25,000 SMP / day, and the percentage of
trucks> 15%.
b) The width of the climbing lane is at least 3.60 m
Tanjakan
Akhir
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c) The climbing lane starts 30 meters from the beginning of the change in slope with a stretch of 45 meters and
ends 50 meters after the peak of the slope with a 45 meter stretch, as in Figure 43.
d) The minimum distance between 2 climbing lanes is 1.5 km.
Long drop lanes allow the vehicle to be out of control, especially heavy vehicles. To anticipate these
conditions, it is necessary to limit the length of the drop lane or provision of emergency lanes. The minimum
criteria for the emergency lane are given for traffic operational conditions reaching 120-140km/ hour and
are provided if the accident rate and fatality rate exceed the applicable standards and guidelines.
Emergency lanes can be slope slope, derivative slope, flat slope, or sand pile, as shown in Figure 44 below
Emergency lanes, in addition to using slope, also use several types of material to hold the vehicle's speed.
Several types of material that can hold the vehicle's speed can be seen in Table 35 as follows
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Table 35 Material types and rate resistances for emergency lanes
To calculate the length of the emergency lane, the following formula can be used:
Remarks:
L : emergency lane length (m)
V : entry speed (km/h)
R : resistance rate, expressed by the multiplicity equivalent (%)
G : slope (%), (+) incline; (-) derivative.
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Figure 45 - Length of the emergency lane for entry speeds of 120 km/h
(Numbers show no material)
b) than the convex vertical arc length (S> L), as in Figure 47.
Remarks:
L : vertical arch length (m)
A : difference in gentle algebra (%)
S : stop visibility (m)
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Figure 46 - Stop visibility is smaller than the convex vertical curvature
The minimum value for vertical curvature in conditions of visibility is greater than the vertical arch length,
which is Lmin = 0.6 VR, where VR is in km / h and Lmin is in meters
Convex vertical curve minimum length based on stop view distance, for each motorway plan speed (Vr)
can use Table 37 and Figure 48
Perbedaan Aljabar Landai (%)
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Table 37 Convex vertical curvature based on stop visibility
a) if the stop visibility is smaller than the concave vertical arc length (S <L)
b) if stop visibility is greater than the concave vertical arc length (S> L),
Remarks:
L : vertical arch length (m)
A : sloping algebraic differences (%)
S: stop visibility (m)
The minimum value for vertical arc length in visibility conditions is greater vertical curve length, which is
Lmin = 0.6 VR, where VR is in km/h and Lmin is in meters.
Concave vertical arch minimum length based on stop view distance, for each plan speed (VR) using Table
38 and Figure 49
.
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Table 38 Concave vertical curvature based on stop visibility
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Figure 50 - Visibility on the track below
This condition resulted in the emergence of limited visibility in the conditions of each plan speed, which is
very dependent on differences in sloping algebra and the location of the road conditions above the road.
Concave vertical curvature, based on the track distance below, is determined by the following formula:
a) if the stop visibility is smaller than the concave vertical arc length (S <L)
b) if the stop visibility is greather than the concave vertical arc length (S <L),
Remarks
L : vertical arch length (m)
A : sloping algebraic differences (%)
S : stop visibility (m)
C : vertical freedom (m
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Figure 51 - Concave vertical curvature below the track
When the concave vertical curve is calculated below the track, it is obtained that the concave vertical
curvature produced by the above equation is smaller than if using the usual vertical curvilinear length
equation, the calculation results obtained are greater than the usual vertical curve length equation at the
planned speed 235 km / hour. Then the above equation is only used as a comparison of the usual concave
vertical curve planning.
Remarks:
Convex vertical curve minimum length based on comfort factor, for each toll road (VR) plan speed can use
Table 39 and Figure 52
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Table 39 - Concave vertical curvature based on comfort factor
Vertical alignment, horizontal alignment, and cross section of the toll road must be coordinated in such a
way as to produce a good road shape in the sense of making it easier for the driver to drive the vehicle
safely and comfortably.
The form of the unity of the three elements of the road is expected to give an impression or guidance to the
driver on the shape of the road that will be passed in front of him, so that the driver can anticipate earlier.
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Coordination of vertical alignment and horizontal alignment must meet the following conditions:
a) horizontal curves should coincide with vertical curves, and ideally a slightly longer horizontal
alignment surrounding the vertical alignment.
b) sharp bends at the bottom of a concave vertical arc or at the top of a convex vertical curve must be
avoided.
c) concave vertical arches on straight and long slopes, must be avoided.
d) two or more vertical curves in one horizontal curve must be avoided.
e) sharp bends between two straight and long parts of the road must be avoided.
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6.4 Resting place and service place
a) Rest and service places are only intended for highway users for toll roads and are prohibited from
being connected with any outside access.
b) Rest and service places are service facilities for toll road users for toll roads and not facilities that
are the destination.
c) Rest and service places must be able to service all types of expressway user vehicles for toll roads.
a) The distance between the ramp ramp on the ramp and the ramp ramp off to the resting place and
service or vice versa in the same direction is a minimum of 5 (five) km.
b) The interval between the resting place and the service in the same direction is determined as
follows Table 40:
c) The geometry of the main lane at the location of the rest area must meet the provisions as follows in
Table 41:
Table 41 The main path geometry at the location of the rest area
The geometry of the exit and ramp with 1 lane of traffic must meet the criteria as follows Table 42:
d). Roads and / or infrastructure for traffic movements within the area of rest and service must be
equipped with traffic arrangements and signs.
e) Entrance and on / off ramp where rest and service are equipped with deceleration lane and
acceleration lane.
f) The ramp nose distance of the exit and entry road with branching or with public facilities (parking
area, gas station area, etc.) at least 60 meters.
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6.1.1 Requirements for service facilities
a) The area of rest and service as well as service facilities must be calculated to be able to
accommodate service needs for up to ten years starting from being operated with the capacity
of service facilities to be built in stages.
b) At the rest area, a minimum parking space must be provided for 30 class I vehicles (passenger
cars and small trucks / single wheels) and 10 class II vehicles (large trucks and large buses)
c) At a minimum rest and service area, parking lots must be provided for 80 class I vehicles and
20 class II vehicles.
The balance of the lane in the main lane and in the interchanges which must follow the provisions as
shown in Figure 54.
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Figure 54 - Provisions on the balance of the number of lanes
For the main lane of more than 4 (four) lanes, then between the fourth lane and the fifth lane, road
nails must be provided.
The standard specification for expressways for toll roads is the absence of a crossing in the same
level. The standard types and forms of intersections are not as large as the following:
• T (or Trumpet) or Y, for 3-foot/arm interchanges:
• Diamond for 4 feet / arms and major and minor currents;
• Cloverleaf consists of partial cloverleaf and full cloverleaf;
• Directional or direct;
• Combination, is a combination of the basic forms above.
The choice of use and application of the types and forms of intersections not as large as possible
must take into account the availability and conditions of the field from the Toll Road Owned Space
and the surrounding environment. The standard form of intersection is not as large as can be seen
in Figure 55.
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Directional
Cloverleaf
Cloverleaf
Provisions for distance of intersections as illustrated in Figures 56, 57 and 58 are as follows:
a) The distance between the interchanges for the intercity toll road is at least 5 (five) km to US or
with the ramp nose distance of the exit of ramp for the same direction at the two intersections at
a minimum of 5 (five) km.
b) The distance between the intersections for urban toll roads is at least 2 (two) km as to or with
the nose ramp the exit path and ramp ramp for the same direction at the two interchanges at a
minimum of 2 (two) km.
on ramp on ramp
Figure 56 - Illustration of the ramp nose distance on on ramp - on ramp and off ramp - off
ramp
off ramp
on ramp
Figure 58 - Illustration of the ramp nose distance on the off ramp - on ramp
c) Service lines must be planned to connect toll roads and non-toll roads that function as arterial
roads or at least collectors in the primary road network system.
d) The distance of the intersection of the intersection of the intersection with the exit ramp ramp
ramp or the intersection distance of the ramp ramp with the break ramp nose ramp in the same
direction at least 5 (five) km.
e) e) The distance of the international airport tunnel / gate / international seaport gate connected
to the toll road must be within the distance of the ramp ramp of the intersection of at least 2 (two)
km.
f) Provision of interchanges on toll roads takes into account the number of residents in the area
concerned to be served, with a provision of at most 1 (one) interchange for 1 (one) region with
a population of at least 100,000 inhabitants.
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7.4 Speed Plan
The speed of the planned ramp intersections connecting toll roads with toll roads (System
Interchanges) must fulfill the provisions as follows:
The speed of the planned ramp intersection that connects toll roads with non-toll roads (Service
Interchanges) must meet the provisions as follows in Table 44:
7.5 Cross-Section
a) Ramp intersections for 2 (two) traffic directions must be equipped with a median.
b) Width of ramp traffic interchanges with 1 lane of traffic with a minimum direction of 4.5 meters
without considering the need for widening the lane of traffic on the bend.
c) The width of the ramp traffic lanes with 1 lane of traffic for 1 direction or with 2 lanes of traffic for
1 direction, is made equal to the width of the lane of traffic on the main lane taking into account
the widening needs of the bends.
d) The amount of widening needs on the ramp follows the calculation of widening on the bend.
e) The outer shoulder and inner shoulder width in the ramp intersection must meet the provisions
as follows in Table 45:
Table 45 The width of the outer shoulder and inner shoulder in the ramp
Speed of the Main Outer Shoulder Width (m) Lebar Bahu Dalam (m)
Road Plan (km/hour) Intercity Urban Intercity Urban
120 3,00 - 1,00 -
100 3,00 2,00 1,00 1,00
80 3,00 2,00 1,00 0,50
60 - 2,00 - 0,50
f) At the Service Interchange ramp with 2 lanes of traffic for 1 direction, the outer shoulder width can
be made equal to the inner shoulder width.
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7.60 + (A)
15.60 + (2A)
2.40
3.00 (2.00) 3.60 + (A) 1.00 1.00 3.60 + (A) 3.00 (2.00)
The median width on the ramp intersection with 2 (two) traffic lanes for 2 (two) directions
using a flat median or elevated median (median concrete barrier) as in the provisions of the
main road technique mentioned above.
Based on the movement, there are 3 (three) types of ramp, namely Direct, Semi Direct, and Indirect.
7.6.1.1 Direct
Before the center point, the ramp is directly shaped towards the destination, as in the Figure 60 below.
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7.6.1.2 Semi direct
In the direction of the destination, ramp through / around the center point first and cut one of the
other currents perpendicularly, as in Figure 61 below.
7.6.1.3 Indirect
Dalam In the direction of the destination, the ramp turns in the opposite direction and then rotates
around 2700, as in Figure 62 below.
The bend radius on the ramp / loop must meet the following conditions:
a) In accordance with the speed of the ramp entry plan, as shown in Table 46 below:
b) If multiple bends are used, the ratio between the first bend radius and the second bend is 2: 1,
or a minimum of 1.5: 1, with the length of each curve determined as follows Table 48:
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Table 47 The minimum circle arch length on the ramp
a) Exit at interchanges with 1 (one) traffic lane using taper type deceleration lane, as shown in
Figure 66 below.
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Figure 67 - Parallel type deceleration lane
b) Entrance to a stack with 1 (one) lane of traffic using a parallel type acceleration lane, as shown
in Figure 68 below.
c) Exit and Entrance Roads in interchanges with 2 lanes of traffic using deceleration lane and
acceleration lane.
d) The deceleration lane and acceleration lane must fulfill the following provisions in Tables 48
and 49:
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Tabel 49 Minimum deceleration lane length
7.8 Taper
The taper is used for the start of the acceleration / deceleration lane provided for right turn movement
and turn left unison, to direct the merging or separation of traffic on the main lane.
The minimum taper length for separating and joining movements is shown in Table 50 below:
Toll and toll gate planning must pay attention to the following:
a) smooth flow of traffic;
b) security and operating efficiency;
c) free view.
a) To avoid the queue at the main toll gates affecting toll road operations, unless it can be proven
through technical analysis, the distance of the connecting road between the main toll gate
towards the non-toll road intersection is a minimum of 2 km while taking into account the balance
of capacity between toll gates and intersections.
b) At toll gates, interchanges or ramps must be planned in such a way that if there is a queue, it
will not disturb the smooth flow of traffic on the main lines of toll roads or non-toll roads.
c) Courtesy of toll roads and toll gates should not be the location of bottle necks for traffic flow.
Therefore, there must be enough traffic lanes and toll booths at the toll gate to be able to
accommodate the traffic volume at peak / busy hours.
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8.1.1 Security and operating efficiency
a) The existence of a toll gate must be known by road users for that it must be equipped with clear
instructions and warnings that can be read from vehicles running at high speed, regarding the
distance to which the toll gate is concerned.
b) To avoid the accumulation of exhaust gas pollution in the toll gate area, the placement of toll
gates in the excavated area is quite avoided.
c) For the drainage needs of the toll road area, the toll gate must be placed at the highest point of
the vertical curve of the convex vertical alignment of the road.
d) Toll gates must allow and guarantee that vehicles can stop and run safely from operational
activities to collect tolls efficiently. For this reason, the toll road should be planned as far as
possible and placed in a straight and flat area.
e) Provision of land for toll road areas and toll gates must take into account the possibility of
increasing gate capacity (expansion) in the future in proportion to the planned maximum road
capacity.
a) The placement of toll gates is avoided placed on bends with small radii or in concave vertical
arches where distance of view is limited and traffic tends to run at relatively high speeds.
b) The toll gate must be placed at least 250 m from the overpass bridge so that the driver's free
view and the toll road geometry are not disturbed.
The width of the traffic lane at the 2.90 m toll gate and the width of the toll island (toll island)
is 2.10 m. To be able to serve something special, such as transportation with special vehicles
that are extra wide then the outer lane (left) is made with a minimum width of 3.50 m, the
transverse slope of the pavement surface at a minimum toll road of 1.0% and a maximum of
2 0% while for the toll road pavement surface on the barrier, the transverse slope of the
pavement surface is made at a minimum of 0.5%, provided that the toll gate axis is at a
vertical arch peak with a ramp extending + 2% and -2%.
The widening of the lane on the toll road must be made with sufficient transition length, so as
to enable maneuvering or weaving traffic from the normal lane to the toll lane / substation to
be addressed and / or vice versa.
In the highway barrier yard, widening of the lane must be made with a maximum
taper slope of 1: 8, and the maximum taper slope of the toll road on the ramp or
access road 1: 5.
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Figure 70 - Pelataran tol pada gerbang tol barrier
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In certain special conditions where the availability of land becomes a determinant or the number of toll
lanes is relatively small (2 lanes to 4 lanes only) such as in urban areas for example, maximum slope
is a taper of 1: 3.
5,10 m
The minimum width of the island is 2.10 m with a minimum length of 25 m for a direct line and 33 m
for a reversible lane. The tip of the toll road that faces the direction of traffic is equipped with bull noses
and 2 bumper blocks. One bumper block is placed at the end of the bull nose and the other one is
placed in front of the toll booth. The bull nose length is 7 m and a bumper block height of 1.35 m above
the road surface. The perimeter of the toll road is equipped with concrete curb (canstine / road frame)
with a height of 0.25 m above the road surface.
Toll stations need to be planned in such a way as to create working conditions that are quite
comfortable and safe for toll collectors. For this reason, toll booths must be equipped with temperature
regulators, fresh air supplies and communication devices between substations and with the gate or
toll station.
The toll booth size is at least 1.25 m wide, 2.00 m long and 2.5 m high. The toll gate door is a sliding
door and is placed on the back of the substation, with a minimum width of 0.60 m
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8.3.4 Number of toll booth needs
To determine the number of lanes or number of toll booths planned, it will be determined by 3 (three)
factors, namely:
a) Traffic volume
b) Service time at the toll booth
c) Service standards (number of queues of vehicles allowed)
In planning the number of lanes (toll booths), the traffic volume that must be taken into account is the
volume of traffic during rush hour, in this case what is used is the volume of traffic planning hours.
The amount of service time is strongly influenced by the toll collection system and toll equipment capabilities
as well as the skills and readiness of toll collection and road users. The amount of service time is as follows:
For the purposes of calculating the plan for the number of toll lanes at toll gates, the maximum number
of vehicle queues per lane (per substation) is 3 (three) vehicles. Thus the toll gate capacity can be
calculated as shown in Table 51 below:
Table 51 Toll gate capacity is based on number of substations and service time
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