PERFORMANCE ANALYSIS OF UNSIGNALIZED INTERSECTION ON PERJUANGAN AND VETERAN STREET

The intersection of Jl. Perjuangan – Jl. Veteran is located in Martapura City, Banjar Regency, South Kalimantan Province. At this intersection there are only cautionary street lights or yellow lights, then the Intersection condition which is the road to residential areas, schools, shops, and traditional markets to support the occurrence of traffic jams and accidents Primary data or data taken from the field include geometric conditions, environmental conditions, side barriers, traffic volume at the Intersection of Jalan Perjuangan Jalan Veteran Martapura City. Secondary data includes the number of residents in Martapura City and data on the growth of the number of vehicles. Furthermore, the data samples were analyzed using the Indonesian Road Capacity Manual (MKJI, 1997) to find out whether Intersection performance is still feasible or not. If the results of the analysis show that the Intersection performance is no longer feasible, it is necessary to solve the problem. At the intersection, Jl. Perjuangan Jl. Veteran, Martapura City, Banjar Regency, on a unsignal condition, obtained a degree of saturation (DS) of 0.76 and delay (D) of all intersections of 12.7 seconds / smp with the Service Level Index at B, which indicates that at the intersection still has good conditions. After forecasting analysis, it is found that in the 6th year the degree of saturation (DS) is 1.11 and the whole delay is 26.21 seconds / smp with the Service Level Index in class D where the intersection has reached a bad condition or must be done intersection management analysis. By analyzing the form of intersection management when applied with a signalized intersection, the alternative 2 phase proposal is the best which is seen from the degree of saturation and delay with the value of Degree Saturation (DS) 0.74 and Delay (D) 18,33 seconds / smp with the intersection service level becomes C.


INTRODUCTION Background
Martapura City is one of the cities in South Kalimantan Province. Based on data from the Central Bureau of Statistics of Martapura City, the population in Martapura City is approximately 115,828 people. With high population growth, of course, road infrastructure services are needed. But along with that, the level of traffic growth in Martapura City is quite high.
The intersection analyzed in this study is the non-signaled intersection at Jalan Perjuangan and Jalan Veteran, the city of Martapura. At this intersection there are only cautionary street lights or yellow lights and are located in business areas (shops) so that many vehicles stop and make queues of vehicles, even reducing travel time.

Problem Identification
From the description of the background, the three intersections of Jalan Perjuangan and Jalan Veteran in the city of Martapura, are still experiencing delays, which are caused by the chaos of the road users who pass the three intersections. For this reason, it is necessary to do a study and analysis of the level of servants on the road to the flow of traffic moving on the road.

Problem Identification
This study has the following objectives: 1. Evaluate the performance of the Jalan Perjuangan and Jalan Veteran intersection in the city of Martapura in the existing condition using the MKJI 1997 method.

Predict and determine
in what year the intersection performance does not meet the requirements.
3. Providing alternative solutions needed to overcome the performance of intersections that do not meet the requirements.rements.

Research Benefits
The benefit of this final assignment research located at Jalan Perjuangan and Jalan Veteran Martapura city is to provide information, solutions, and advice to relevant parties and road users who need it, as well as future learning.
Problem Limitation 1. The area under review is a three-branched branch (three-arm intersection).

Calculation of intersection performance based on MKJI (Manual Kapasitas
Jalan Indonesia) 1997.
3. The calculation time parameters on the location of the road reviewed were carried out for 12 hours.
4. Secondary data on traffic flows obtained from the relevant agencies.

Location of Intersection
The location of the three intersections of the Struggle Road and Jalan Veteran can be seen in the intersection sketch in Figure

General review
Capacity on urban roads is usually determined by the ability of vehicles that are passed/released by intersections. The road network consists of roads and crossroads, which each of these components has a physical character that affects the maximum traffic flow that can be passed by the road. The capacity of a road in a highway system is the maximum number of vehicles that have enough possibilities to pass through these roads (in one or two directions) in a certain period and a general road and traffic condition (Clarkson H. Oglesby & R. Gary Hicks,1988).
Identification of problems shows the location of congestion located at intersections or certain points located along the road. Between the two intersections, the road is burdened with very large traffic so that almost no space usually results in traffic that is not smooth and frequent accidents.

Intersection Theory
Intersections can be defined as general areas where two or more roads join or intersect, including roads and roadside facilities for the movement of traffic in them (Khisty, 2005).

Basic Principles of Intersection
Intersections are the most important part of the highway because most of the efficiency, traffic capacity, speed, operating costs, travel time, security and comfort will depend on the planning of the intersection.

Road Intersection Point
The existence of a crossing on a road network is intended so that motorized vehicles, pedestrians, and non-motorized vehicles can move in different directions and at the same time. Thus at the intersection, there will be a situation that is a unique characteristic of the intersection, namely the emergence of repeated conflicts as a result of the movement (maneuver).

Geometric Conditions
Sketches of geometric conditions should provide a good picture of the intersection of information about the curb, the width of the path, the shoulder, and the median. The names of the main and minor roads, the name of the city, and the direction arrows for the traffic also need to be illustrated in the sketch as information from the intersection.

Traffic conditions
Input data for traffic conditions consists of four parts, as described below: 1) Period and question (alternative).

CERUCUK
4) The Flow of non-motorized vehicles.

Environmental conditions
The city size class is estimated from the total number of urban areas in million as shown in Table 2 The number of lanes used for calculation purposes is determined from the average width of the road approach for the intersection and the main road can be seen in

Traffic Control Equipment
Traffic control equipment includes; signs, markers, removable barriers and traffic lights. The function of traffic control equipment is to ensure the safety and efficiency of intersections by separating the flow of intersecting vehicle traffic.

Cross Traffic Conflict
In the intersection area, the trajectory of the vehicle will intersect at one point of conflict. This conflict will hamper movement and is also a potential location for contact/accident. The flow of traffic affected by the conflict in an intersection has complex behavior, each movement turns (left or right) or straight each faces a different conflict and is directly related to the behavior of the movement.

Type of Movement Meeting
Basically there are four types of traffic movement meetings:

Traffic Performance
The following non-signalized intersection performance measures can be estimated for certain conditions with respect to geometry, environment and traffic are: -Queue opportunities (QP%)

Non-Significant Intersection Capacity
Description:

Delay (D)
The delay at the intersection is the total time the average obstacle experienced by the vehicle when it passes through an intersection (Tamin. O.Z, 2000;p. 543).
Average traffic delay for all intersections (DTi)   The table is based on the assumption that the effect of non-motorized vehicles on capacity is the same as light vehicles, namely emp UM = 1.0. The following equation can be used if the user has evidence that emp UM # 1.0, which may be a condition if the non-motorized vehicle is mainly in the form of a bicycle the following equation can be used: The slope adjustment factor (FG) is a function of the slope of the road for each approach.

Subject Determination Method
The purpose of determining this subject is a variable that can be targeted in the study. Some of these variables are intersection geometric conditions, environmental conditions, traffic settings, traffic volume, number of approaches, signal phase, cycle time, vehicle clarification and observation period.

Library Study Method
A literature study is needed as a reference for research after the subject is determined. Library studies are also the theoretical foundation for research that refers to books, opinions, and theories related to research.

Preliminary Survey and Site Selection
Observe several existing intersections visually (geometric conditions, vehicle composition, and road facilities), and finally select the three intersections of the Jalan Perjuangan, and Jalan Veteran Martapura city because problems often occur in traffic intersections.

Data collection
Primary data or data taken from the field include geometric conditions, environmental conditions, side barriers, traffic volume. Secondary data includes the number of residents in Martapura City, data on growth in the number of vehicles.

Research Tools
In data collection several tools are used to support the implementation of the research as follows; a. Stopwatch As a recording device the results of primary data that existed at the time of the observation took place.

Data Analysis for Unsignaled Intersection with MKJI 1997
Data analysis for Non-Signalized Intersection using the Manual Kapasitas Jalan Indonesia (MKJI, 1997) aims to determine whether performance is still feasible or not. If the results of the analysis show that the intersection performance is no longer feasible, it is necessary to solve the problem.

Determining Intersection Management and Signal Phase
Management is made based on the results of traffic light planning and the effect of signals on capacity, degree of saturation, traffic behavior (queue length, stop number, ratio of stop and delay vehicles).

Research Flow Chart
Research flow chat is used as the basis for conducting research and to make it easier in the study. The flow chart can be seen in Figure 3.1 below.

Data
The data used in this study are based on the results of a survey that has been conducted in the field on December 6, 2018. Traffic data is obtained from the results of field volume and measurement surveys, then grouped in geometric data and traffic data by dividing in the composition of flows/vehicle equivalent type, data has been entered into the form table that has been exemplified by MKJI 1997.

Geometric Data
The research location at the three intersections of Jl.Perjuangan -Jl.Veteran for the condition of each road segment approach has a different geometric for the segment of the major and minor legs. The type of environment of the road at this intersection is visually commercial (commercial) because it is an environment consisting of shops, restaurants, and access to the Darul Hijrah Islamic Boarding School, etc.

Residents of Martapura City
According to data obtained at the Central Bureau of Statistics, Kab.

Traffic Conditions
Observations made at the intersection of Jalan Perjuangan -Jalan Veteran in the city of Martapura obtained the busiest traffic at 07.05-08.05 Wita.

Traffic Flow Analysis (Q) in Existing Conditions
The Flow of Jalan Perjuangan and Jalan Veteran at three intersections in the morning at 07.05-0.05 in the existing conditions as follows: Volume 4 No. 1 2020 (33-60) 48 Table 4.6 Calculation of comparison of main and minor lines in existing conditions.

Basic Capacity (Co)
Based on Table 2.5 Basic intersection type capacity, base capacity value (Co) according to intersection type = 2700

Adaptive Width Adjustment Factor (Fw)
The approximate average width of the intersection type 322 is obtained: The results of the calculation of the comparison of the main vs minor lines in existing conditions can be seen in Table 4.8 as follows: The results of the calculation of the Capacity and Coefficient of the Supporting Factors for Intersection can be seen in Table 4.9 as follows: Conditions can be seen in Table 4.10 as follows: Table 4.

Calculation of Traffic Flow Conditions on Existing Conditions
Based on the Traffic Service Index Table,

Forecasting Condition Analysis
The percentage of traffic growth can be calculated using the formula: The ratio increases when the prediction is 6 years = 2560,56 / 1765,9= 1,45 Calculation of predicted traffic flow analysis for the next 6 years can be seen in Table 4.11 below: Can be seen from the table above the traffic conditions after predicting the next 6 years the number of delays entering ITP class D, which means that the traffic volume is approaching the capacity of the road.

Analysis of calculation of intersections with traffic lights
To analyze the data is done by designing traffic lights at intersections without geometric changes, then by performing a signalized intersection calculation using an alternative 3-phase and 2-phase   Table 4.14 below: Table 4.14 Turning Vehicle Ratio

Signal usage
Determination of signal phase. In this calculation try using 3 phases and 2 phases.
Interarrival time and time lost. Based on the normal value of the time between green based on the intersection size obtained 4 seconds/phase with an average width of the road between 6-9 m. Calculating red lights can all use Formula 2.20 by knowing the value of LEV, LAV from the example in Figure 2.14.

Type of approach
Based on the provisions for determining the type of approach for the 3 phase type P approach for approach codes B and T and O for the approach code S, while the two phases use the approach type O in all the approach codes.

Queue Length
Use the calculation of the degree of saturation to calculate the number of junior (NQ1) queues left over from the previous green phase in the example below with the T phase 2 for the approach code.
Calculates the number of SMP queues that come during the red phase (NQ2).  Table 4.15 Design Comparison of 2 phases and 3 phases of Intersection Jl.

Perjuangan -Jl. Veteran
The results of phase 2 type analysis show the proportion of delay values and the best degree of saturation of the two analysis results.

Traffic diagram
Based on the results of the above calculations, it is obtained a picture of the cycle time of the conditions for red, yellow and green lights according to the specified phase. As can be seen in  Level Index at B, which indicated that at the intersection still had good conditions. So from that do forecasting analysis for the coming year.