At Banaran, Sekaran intersection. Morning peak hour occurs before 7am, since the first classes begins at 7am. Generally, traffic flows decline after 12am. On site Origin-Destination pattern shows that south to north streams are dominant. There was single peak hour, 12:15-13:15. There are three alternatives based on Manual Kapasitas Jalan Indonesia (Indonesia Highway Capacity Manual). Firstly do nothing, secondly geometric enhancement and the latest is building a roundabout. First alternative will drive into saturated intersection. Whereas its degree of saturation will became 0,74 which closed to 0,75 saturated value. Second alternative is relative small impact in DS, reducing only 0,06 into 0,68. Meanwhile, selected roundabout alternative is reduce DS into mentioned directionN-E 0,25, E-S 0,25, S-W 0,24, W-N 0,27. Di Simpang Empat Lengan Banaran – Sekaran, peningkatan volume dominan terjadi sebelum jam 07.00 WIB, karena kegiatan perkuliahan jam pertama adalah jam 07.00 WIB, dan penurunan volume dominan terjadi setelah jam 12.00 WIB. Pola asal-tujuan menunjukkan pergerakan didominasi pergerakan Utara-Selatan, dengan asal pergerakan dominan dari Selatan. Hanya ada satu jam puncak, 12.15 – 13.15. Dari hasil perhitungan berdasarkan Manual Kapasitas Jalan Indonesia, alternatif pertama, yaitu alternatif dengan kondisi saat ini (do nothing), menghasilkan derajat kejenuhan (Degree of  Saturation=DS) sebesar 0,74, mendekati DS jenuh yang sebesar 0,75.  Perhitungan alternatif kedua, berupa perbaikan geometrik, pemberian rambu dan marka jalan hanya mampu menurunkan DS sebesar 0,06 menjadi 0,68. Alternatif ketiga sebagai alternatif terpilih, berupa jalinan bundaran, menghasilkan Derajat kejenuhan bagian jalinan arah U-T sebesar 0,25, T-S 0,25, S-B 0,24, B-U 0,27.

https://journal.unnes.ac.id/nju/index.php/jtsp/article/download/7224/5171

Studi penanganan tundaan pergerakan di persimpangan empat banaran-sekaran

Vehicles wishing to pass on the toll road must diverge from the traffic flow on public roads. The toll road movement consists of low vehicles (LV) and heavy vehicles (HV). The public road movement is a mixed traffic flow consisting of LV, HV, motorcycles, and unmotorized vehicles. Traffic lights are used at the T-junction of the toll road gate for travel safety management. The traffic lights that implement a fixed-time strategy should be optimized for efficiency. This study aims to review the safety of travel management at T-junctions for the toll road gate when adaptive traffic lights are used. The structural complexity of mathematical modeling with Petri net is used to analyze and measure the feasibility study. Results illustrate that the structural complexity of the traffic lights that implement a fixed time strategy equals 0.387. It is equal to 0.489 for the adaptive traffic lights. The structural complexity of adaptive traffic lights is 25% higher than conventional systems that implement a fixed-time strategy. The adaptive traffic lights time strategy is feasible for travel safety for road users. The travel time is efficient and comfortable because the delay is low. Furthermore, traffic lights can adjust to the demand of vehicles queuing.

pdf/traffic-lights-time-strategy-for-t-junctions-of-toll-road-4rqsqjpris.pdf

Traffic lights time strategy for T-junctions of toll road gate

Traffic lights have a vital role as regulatory systems to control the vehicles flowed in urban networks. This research is based on the real case. The traffic lights are installed at a massive intersection of an urban network consisting of four sections. The systems control implements the modification of the Norwegian traffic lights states. The behavior of traffic lights states were modeled using Petri net method. For the model verification and validation, the invariants and simulation were applied. The purpose of the implementation of this control system was to reduce travel delays. The intersection performance level was good while the average travel delay on all sections was low. The method used for the testing was the comparison of the simulation results due to the settings that apply the standard system to the imitation of the reality of the system using modifications of the Norwegian traffic lights states. The control system was able to reduce the travel delays slightly. The average of Level of Service (LoS) index of the roads for all sections was at level D. It improved the performance of the intersection, but not yet significant. In addition to setting traffic lights, the presence of flyovers is urgent to improve travel delays.

/pdf/modification-of-the-norwegian-traffic-light-states-as-the-3u5vh2bzri.pdf

Modification of the Norwegian Traffic Light States as the Method to Reduce the Travel Delay

/pdf/outlet-model-of-coaxial-vacuum-tube-solar-collector-on-kvzedhhhgy.pdf

Outlet model of coaxial vacuum tube solar collector on ethanol distillation

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Modification of the Norwegian Traffic Light States as the Method to Reduce the Travel Delay

Outlet model of coaxial vacuum tube solar collector on ethanol distillation