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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
ii
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
. Experimental Design
.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
experimental methods knowledge, unable to identify selects adequate and
steering in the righ direction and proposes imp
suitable for the given the physical phenomenon feasible, describes steps
case, reference to involved
standard procedures, etc.
Establishes ground work
.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
selects adequate and
for conducting knowledge, unable to identify steering in the right direction and proposes imp
feasible, describes steps
experiment
involved
. Data Analysis and Presentation
Describes the methods of
data analysis, able to identify
Demonstrates
.1. Present experimental necessary tools and potential
Demonstrates either no, Has basic idea but in need of comprehensive kn
data; plots, tables. errors as well as
incomplete or incorrect extreme supervision and data analysi
Consideration of trends, discrepancies, identifies
knowledge, unable to identify steering in the direction presentation and
statistical evaluation trends and presents
supervision
scientific/processed data in a
coherent way
Demonstrates
Demonstrates either no,
comprehensive
.2. Interprets results of data incomplete or incorrect
Has basic knowledge of Able to generate scientific and require no s
analysis and draws knowledge of the basic
theory, but in need of extreme formulations and reports generates m
conclusions and makes theory, unable to identify and
supervision and steering in the based on the experimental formulations an
connections to existing discuss coherently the
right direction observations and results applications that
theory experimental observations
improvements t
and results
theory and metho
iv
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
TABLE OF CONTENTS
vi
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LIST OF FIGURES
Figure 1.1 Graph of Vehicle Volume, Direction from Location 1 to Location 2 ........ 5
Figure 1.2 Graph of Vehicle Volume, Direction from Location 2 to Location 1 ........ 7
Figure 2.1 Graph of Vehicle Speed, Direction from Location 1 to Location 2 ......... 12
Figure 3.1 Types of Conflicts .................................................................................... 14
Figure 3.2 Traffic Lights ............................................................................................ 16
Figure 3.3 Flow Chart of Signalized Intersection Analysis ....................................... 22
Figure 3.4 Flow Chart of Unsignalized Intersection Analysis ................................... 29
Figure 4.1 Graph of Vehicle Number ........................................................................ 37
Figure 4.2 Graph of Vehicle Duration ....................................................................... 40
Figure 4.3 Graph of Turn Over .................................................................................. 42
Figure 5.1 Standard Vehicle Dimensions for Passenger Cars ................................... 53
Figure 5.2 Parking Space Unit for Passenger Cars .................................................... 55
Figure 5.3 Parking Space Unit for Bus (unit in cm) .................................................. 56
Figure 5.4 Parking Space Unit for Motorcycle (unit in cm) ...................................... 56
Figure 5.5 Parking Space on the Road Bodies ........................................................... 58
Figure 5.6 Parallel Parking Pattern on The Flat Area ................................................ 59
Figure 5.7 Parallel Parking Pattern on The Inclining Area ........................................ 59
Figure 5.8 Parallel Parking Pattern on The Declining Area ...................................... 60
Figure 5.9 Angular Parking Maneuver Pattern = 300 ................................................ 60
Figure 5.10 Angular Parking Maneuver Pattern = 450 .............................................. 61
Figure 5.11 Angular Parking Maneuver Pattern = 600 .............................................. 62
Figure 5.12 Angular Parking Maneuver Pattern = 900 .............................................. 62
Figure 5.13 Parking Pattern Maneuver in the incline area ......................................... 63
Figure 5.14 Parking Pattern Maneuver in the decline area ........................................ 64
Figure 5.15 (a) ............................................................................................................ 64
Figure 5.16 (b) ........................................................................................................... 65
Figure 5.17 (c) ............................................................................................................ 65
Figure 5.18 (d) ........................................................................................................... 66
Figure 5.19 (e) ............................................................................................................ 66
Figure 5.20 (f) ........................................................................................................... 67
Figure 5.21 (g) ........................................................................................................... 67
vii
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
Figure 5.22 (h) ............................................................................................................ 67
Figure 5.23 Single-Sided Passenger Car Parking 900 Pattern .................................... 68
Figure 5.24 Single-Sided Passenger Car Parking 300,450,600 Pattern ........................ 69
Figure 5.25 Double-Sided Passenger Car Parking 900 Pattern ................................... 69
Figure 5.26 Double-Sided Passenger Car Parking 300,450,600 Pattern ...................... 70
Figure 5.27 900 Island Pattern .................................................................................... 70
Figure 5.28 Fishbone Type A Pattern ........................................................................ 71
Figure 5.29 Fishbone Type B Pattern ......................................................................... 71
Figure 5.29 Fishbone Type C Pattern ......................................................................... 72
Figure 5.31 Single-Sided Bus/Truck Pattern .............................................................. 72
Figure 5.32 Double-Sided Bus/Truck Pattern ............................................................ 72
Figure 5.33 Single-Sided Motorcycle Pattern ............................................................ 73
Figure 5.34 Double-Sided Motorcycle Pattern........................................................... 73
Figure 5.35 Island Parking Motorcycle Pattern.......................................................... 73
Figure 5.36 900 Circulation Paths, Alley, and Module .............................................. 74
Figure 5.37 300,450,600 Circulation Paths, Alley, and Module .................................. 75
Figure 5.38 Seperated Entry and Exitway .................................................................. 76
Figure 5.39 Conjoined Exit and Entryway ................................................................. 77
Figure 5.40 The entrance and exit are separate and are located on one road section. 78
Figure 5.41 The entrance and exit are separate and not located in one section. ........ 78
Figure 5.42 The entrance and exit are one and are located on one road section ........ 79
Figure 5.43 The entrance and exit into one section are located in one different segment.
............................................................................................................................ 79
Figure 5.44 Multistorey Parking Layouts................................................................... 81
Figure 5.44 Number of Parking Vehicles Graph ........................................................ 85
Figure 5.46 Parking Turnover Graph ......................................................................... 86
viii
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
LIST OF TABLES
ix
CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
Table 5.14 Minimum Width of One-Way Primary Local Road for Parking on Road
Bodies ................................................................................................................. 57
Table 5.15 Minimum Width of Secondary Local Road One Way for Parking on Road
Bodies ................................................................................................................. 57
Table 5.16 Minimum Width of One-Way Collector Road for Parking on Road Bodies
............................................................................................................................ 58
Table 5.17 300 Angle Variable ................................................................................... 61
Table 5.18 450 Angle Variable ................................................................................... 61
Table 5.19 600 Angle Variable ................................................................................... 62
Table 5.19 900 Angle Variable ................................................................................... 62
Table 5.16 Alley Width ............................................................................................. 75
Table 5.22 Parking Space Unit .................................................................................. 83
Table 5.23 Parking Pattern ........................................................................................ 83
Table 5.24 Parking Review Data ............................................................................... 84
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CIVL6054 TRAFFIC ENGINEERING
CIVIL ENGINEERING LABORATORY
BINUS UNIVERSITY
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
(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.
3.2.3 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
NALIZED PHASE
s g = s g = s g = s Cycle Time: c = s
TUAL CONDITION
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
ching Uninterrupted PCE = 1.0 Uninterrupted PCE = 1.3 Uninterrupted PCE = 0.2 Total Motorized Vehicle (QMV)
Direction
de
Interrupted PCE = 1.0 Interrupted PCE = 1.3 Interrupted PCE = 0.4
LT/LTOR
ST
W
RT
TOTAL
LT/LTOR
ST
RT
TOTAL
LT/LTOR
ST
RT
TOTAL
LT/LTOR
ST
RT
TOTAL
Intersection : Period :
Speed, Ve Approach W E N S
(m/s) Speed, VA (m/s) 10 10 10 10
Distance of Depart – Arrive (m)
10
Time of Depart – Arrive (s)
Distance of Depart – Arrive (m)
10
Time of Depart – Arrive (s)
Distance of Depart – Arrive (m)
10
Time of Depart – Arrive (s)
Distance of Depart – Arrive (m)
10
Time of Depart – Arrive (s)
All Red Time
Phase 1 ˃ Phase 2
Phase 2 ˃ Phase 3
Phase 3 ˃ Phase 4
Phase 4 ˃ Phase 1
Total Yellow Duration (3 s/phase)
Lost Time Interval (LTI) = Total All Red Duration + Yellow Duration
[Graph of all Phase] [Graph of Phase 1] [Graph of Phase 2] [Graph of Phase 3] [Graph o
Approaching Type
(PCU/green time)
(PCU/green time)
Traffic Flow
All Type of Approach Type P
Phase Ratio
(PCU/hour)
Flow Ratio
Adjusted Value
Saturated Flow
Oppsite Direction
Same Direction
(FR)
(PR)
Turning Ratio
Region Size
Right Turn
Hindrance
Left Turn
External
Parking
Slope
PLTOR PLT PRT QRT QRTO WE SO FCS FSF FG FP FRT FLT S Q Q/S FRcrit/IFR g
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21
W
E
N
S
Cycle Time of Pre-adjustment (cua) (sec) IFR =
Lost Time Interval (LTI)
Adjusted Cycle Time (c) (sec) ƩFRcrit
Region : Phase :
V Form: Intersection : Period :
Length, Total Stopped Vehicle, and Delay
Population :
Delay
Degree of Saturation (DS)
Traffic Flow (PCU/hour)
Capacity (PCU/hour)
Total Stopped
Vehicle Ratio
(stop/PCU)
Average Delay
Total Delay
Total Vehicle Queue (PCU) (m)
(s/veh)
(s/veh)
(s/veh)
Q C Q/C g/c NQ1 NQ2 NQtotal NQmax QL NS NSV DT DG D = DT + DG D×
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16
S
LTOR (All)
Corr. Flow
Total Total
(QCorr)
Average Intersection Delay
al Flow (Qtot) Average Vehicle Stop (stop/PCU)
(s/veh)
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
Road Road
Option
Width
WBD
WAC
WA
WD
WC
WB
Wi
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
1
2
2. Capacity
Average
Option
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.
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.
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.
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
Table 5.14 Minimum Width of One-Way Primary Local Road for Parking on
Road Bodies
Parking Criteria One Way Two Ways
Total Total
Effective Maneuver Effective Effective
Parking D+M Road Road
Parking Width, Parking Space, Space, D+M– J Road Road
Angle (E) Width, Width,
A D M (m) Width, Width,
(O) (m) W W
(m) (m) (m) L L
(m) (m)
(m) (m)
Table 5.15 Minimum Width of Secondary Local Road One Way for Parking on
Road Bodies
Parking Criteria One Way Two Ways
Effective Total
Maneuver Effective Effective Total
Parking Parking Parking D+M Road
Space, D+M– J Road Road Road Width,
Angle Width, Space, (E) Width,
M (m) Width, Width, W
(O) A D (m) W
(m) L L (m)
(m) (m) (m)
(m) (m)
Table 5.16 Minimum Width of One-Way Collector Road for Parking on Road
Bodies
Parking Criteria One Way Two Ways
Effective
Maneuver Total Total
Parking Parking Parking D+M Effective Road Effective Road
Space, D+M– J Road Width, Road Width,
Angle Width, Space, (E) Width, Width,
M (m) W W
(O) A D (m) L L
(m) (m) (m)
(m) (m) (m) (m)
Curb Line
c. Parking Pattern
• Parallel Parking Pattern
➢ Flat Area
Building
Access
Parallel
End of Intersection
➢ Incline Area
➢ Decline Area
o 300 Angle
A B C D E
Group I 2.3 4.6 3.45 4.70 7.6
Group II 2.5 5.0 4.30 4.85 7.75
Group III 3.0 6.0 5.35 5.0 7.9
o 450 Angle
A B C D E
Group I 2.3 3.5 2.5 5.6 9.3
Group II 2.5 3.7 2.6 5.65 9.35
Group III 3.0 4.5 3.2 5.75 9.45
o 600 Angle
o 900 Angle
Notes:
A = Parking space width (m)
B = Parking space leg width (m)
C = Difference in length of parking space (m)
D = Effective parking space (m)
M = Space for maneuver (m)
E = Effective parking space plus maneuver space (m)
o Incline Area
o Decline Area
• Parking Prohibition
➢ Along 6 meters before and after the pedestrian crossing or bicycle crossing that
has been determined
➢ Along 25 meters before and after sharp turns with a radius of less than 500 m
Building
➢ For 6 meters before and after a fire extinguisher faucet or similar water source
▪ 300,450,600 Angle
This parking pattern has more capacity compared to parallel parking patterns,
and the ease and comfort of the driver to do maneuvering in and out of the
parking space is greater when compared to the parking pattern with a 90 °
angle.
▪ 300,450,600 Angle
o Island Pattern
This parking pattern is applied if the availability of space is quite extensive.
▪ 900 Angle
▪ 450 Angle
o Fishbone Type A
o Fishbone Type B
o Fishbone Type C
➢ Bus/Truck Pattern
The position of the vehicle can be made at an angle of 600or 900, depending on
the size of the parking area. In terms of the effectiveness of the space, the
position of the angle 900 is more profitable.
o Single-Sided Parking
o Double-Sided Parking
➢ Motorcycle Parking
In general, the position of the vehicle is 900. In terms of space effectiveness,
the position of the 900 angle is the most profitable.
o Single-Sided Parking
This pattern is applied if the availability of space is narrow.
o Double-Sided Parking
This pattern is applied if the availability of space is adequate (Section width
of ≥5.6 m).
o Island Parking
This pattern is applied if the availability of space is quite extensive.
Notes:
h = The farthest distance between the outer edge of the parking space unit
w = The farthest width of the island parking space
b = Alley lane width
➢ Circulation Paths, Alley, and Module
The difference between the circulation path and the alley lane mainly lies in
its use.
The general benchmark used are:
o The length of an alley lane is not more than 100 meters;
o The alley lane which is intended to serve more than 50 vehicles is considered
a circulation path..
Minimum circulation path width:
• For one-way roads = 3.5 meters,
• For two-way roads = 6.5 meters.
Width
Alley Module
Length
Length
Width
Alley Module
PARKING
AREA
PARKING
AREA
Things that need to be considered in planning the entrance and exit are as
follows.
• The location of the entrance / exit is placed as far as possible from the
intersection
• The location of the entrance / exit is placed so that the possibility of conflict
with pedestrians and others can be avoided.
• The location of the exit is placed in such a way as to provide sufficient
visibility when entering traffic flows.
• Theoretically it can be said that the width of the entrance and exit (in terms of
the number of lanes) should be determined based on capacity analysis.
• In certain conditions, a partial module is sometimes determined, ie an alley
lane only accommodates a row of parking spaces on one side.
This type of module should be avoided wherever possible. Thus, a parking park
is an arrangement of modules whose numbers depend on the area of land available and
the location of the entrance or exit.
o Pintu masuk dan keluar terpisah dan terletak pada satu ruas jalan.
Figure 5.40 The entrance and exit are separate and are located on one road
section.
o Separated entrances and exits and are not located in one section.
Figure 5.41 The entrance and exit are separate and not located in one section.
o The entrance and exit are one and are located on one road section.
Figure 5.42 The entrance and exit are one and are located on one road section
o The entrances and exits that are one are located in one different segment.
BUILDING
Figure 5.43 The entrance and exit into one section are located in one different
segment.
door.
In Figure 5.44h the horizontal floor plate, at the ends - the edges are
formed downward to form a ramp system. Generally it is a one-way road
and can be adjusted to location availability, such as flat floor parking
buildings.
• Minimum height of free space for parking buildings is 2.50 m.
5.5 PROCEDURES
a. This parking study practicum is conducted for 12 hours from 07.00 - 19.00
WIB
b. Practitioner who have duty to record vehicle license plate number, type of
vehicle, and the time of entry / exit of the vehicle.
c. Practitioner who have the duty to patrol will make records in the form of data
information regarding vehicles parked in their patrol area every 30 minutes.
d. Practitioner do the same thing as step c to obtain data for 6.5 hours (13x 30
minute period). If a serial number is a parking space, there is no change in the
number of plates of the vehicle occupying it, the practitioner is quite a member
(+). When it have switched to another vehicle, can write down the number of
the plate as usual. If there is no vehicle parked, give the member a sign (-).
c. Parking Volume = Ei – X
Where:
Ei = Entry (vehicles that enter the parking location);
X = Number of vehicles that have been in the parking location before.
Parking Volume
d. Parking Turnover = ×100%
Available Parking Lot
Dimension Door
Type Free Space
L (mm) W (mm) H (mm) Width
Parallel Parking
Angular Parking
Parking Accumulation
Parking Index = ×100%
Available Parking Lot
=
Parking Volume = Ei – X
=
Where:
Ei = Entry (vehicles that enter the parking location);
X = Number of vehicles that have been in the parking location before.
Parking Volume
Parking Turnover = ×100%
Available Parking Lot
=
The following is a collection of data that will explain the level of ability of the
parking area in providing its capacity to the number of car vehicles parked in it:
0.9
0.8
0.7
0.6
0.4
0.3
0.2
0.1
0
Durasi
Duration
0.9
0.8
0.7
0.6
0.5
Turn Over
0.4
0.3
0.2
0.1
0
Duration
5.8 REFERENCE
DEPARTEMEN PEKERJAAN UMUM. (1997). In D. J. MARGA, MANUAL
KAPASITAS JALAN INDONESIA (p. 573). JAKARTA.