Improvement of Traffic Performance at Intersections on Cak Doko

Street, Kupang City, Indonesia

Mateus R. Sodanango, Amy Wadu, Obed Nenobais and Johan Lada

Department of Civil Engineering, Kupang State Polytechnic, Adi Sucipto Street, Kupang, Indonesia

Keywords: Intersection, Traffic, Volume, V/C Ratio.

Abstract: The increase in the vehicle population along with the lack of infrastructure capacity will cause social problems.

Cak Doko Street is located in a commercial area in the busy city center of Kupang. At unsigned intersections,

various turning movements will form many conflict points which will result in decreased traffic performance

at this point. The purpose of this study is to measure traffic performance at the intersection on Cak Doko

Street, especially at the meeting with the Nangka and Pemuda roads in the existing conditions and conditions

for the next 10 years and provide long-term handling directions to improve traffic performance at the

intersection without adding road infrastructure. The results show that the traffic conditions in the next 10

years will result in the v/c ratio for both intersections passing 1, after traffic regulation the v/c ratio will

decrease below 0.9. It can be concluded that the traffic regulation proposed in this study has succeeded in

improving the performance of the intersection on Cak Doko Street.

1 INTRODUCTION

Urban transportation is the main lifeblood of the

urban economy. Meanwhile, rapid economic

development does require smooth traffic flow. Thus,

the organization of level crossings is very important

in traffic control (J. Zhang et al., 2015). Traffic flow

data at intersections is very important in the design of

intersection configurations, canalization, and signal

control. Therefore, it is necessary to forecast current

and future traffic flows from the intersection

approach (Q. Fang et al., 2011).

At present, urban arterial road traffic is

increasingly congested, which eventually causes

social problems. At present, road conditions cannot

be fundamentally adjusted or engineered in the short

term, and traffic management tools such as junction

traffic canalization and traffic signal control

technologies are basically universally applied. Thus,

how to fully utilize and optimize limited road

resources and allocate traffic control resources, how

to better meet and serve road user demands, improve

arterial road traffic efficiency, and reduce traffic

congestion have become the subject of urgent

research (L. L. Dai et al., 2013).

The city of Kupang itself is the capital of the

province of East Nusa Tenggara (NTT) which is the

busiest city in the province of NTT. Based on data from

the Central Agency of Statistics for the City of Kupang

within the City of Kupang in 2020 figures, the number

of motorized vehicles in the City of Kupang continues

to increase every year, with a percentage increase of

7.09% per year. This means that this will result in an

increase in traffic movement which will burden the

existing road network. The growth of motorized

vehicles will have serious implications for road

infrastructure, road safety, urban parking, traffic

management (F. I. Ukonze et al., 2020).

The cak doko road section is located in a

commercial area in the very dense city center of

Kupang, there are shop houses lined up and there is

also a Subasuka Factory Outlet shopping center.

Traffic flow on this section is often jammed,

especially in the late afternoon. at unsigned

intersections, various turns form multiple points of

conflict. The number of conflict points increases

dramatically as the number of paths increases (P.

Ouyang et al., 2018). The most congested points on

the Cak Doko road are at 2 unsignalized intersections,

namely at the confluence of the Cak Doko road with

the Nangka road and the Pemuda road. These two T-

junctions are close so that there are often conflicts

over traffic movements here. No one relents and the

squabbling between road users further adds to the

congestion on this segment. If not taken seriously,

Sodanango, M., Wadu, A., Nenobais, O. and Lada, J.

Improvement of Trafﬁc Performance at Intersections on Cak Doko Street, Kupang City, Indonesia.

DOI: 10.5220/0010944800003260

In Proceedings of the 4th International Conference on Applied Science and Technology on Engineering Science (iCAST-ES 2021), pages 321-328

ISBN: 978-989-758-615-6; ISSN: 2975-8246

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

321

this congestion problem will have an impact on

various sectors, such as the economic sector, namely

the increasing transportation costs, quality-of-life:

namely the deterioration of the quality of life in a

community due to the increased emotional level due

to travel (Y. Yao et al., 2020).

Given that this location is already crowded and

there is no more empty space to increase the width of

the road or intersection, the purpose of this study is to

determine the appropriate handling steps in the form

of controlling traffic flow by optimizing the use of

existing infrastructure to improve traffic flow

performance at the location. This is in order to

provide convenience to traffic efficiently in the use of

road space and to expedite the movement system

without changing the geometry of intersections and

segments (A. Wadu et al., 2019). These

countermeasures will be carried out with traffic

engineering simulations based on the 2014

Indonesian road capacity guidelines (PKJI, 2014).

2 RESEARCH METHODS

The research stages start from literature study, data

collection, data analysis, until the results are in the

form of conclusions and recommendations for

handling. It was started with a literature study which

then identified problems that caused traffic jams on

the Cak Doko street, especially at the intersection

with Nangka street and Pemuda street. This stage is

carried out to find out the real root problems that

occur in the study area. At this stage, the

concentration points of the study area and the scope

of the problems to be discussed are also carried out.

The analysis stage is a follow-up after data processing

is completed. The purpose of this stage is to

understand and analyze the processing results in

depth. The analysis is carried out by taking into

account the traffic performance at the two intersections

starting from capacity, delays and queuing

opportunities that occur with considerations based on

the 2014 Indonesian Road Capacity Guidelines (PKJI

2014). Then a projection of the condition of the next 10

years is carried out using data on the growth rate of

motorized vehicles in Kupang City to anticipate the

possibilities that occur in depth in the future so that the

handling of congestion problems can be carried out

efficiently for the long term.

2.1 Road Geometric

The collection of road geometric data using the

manual method is carried out directly at the survey

location by measuring the width of the road, the width

of the sidewalk, and the parking layout, as well as

other data about the roads related to this research by

using a meter.

2.2 Traffic

The survey conducted in this study is a classified

volume survey using the manual traffic counts

method. The survey is carried out by placing the

surveyor at a fixed point on the side of the road, so

that it can clearly observe passing vehicles at the

specified point. Data recording is filled in on the

survey form according to the vehicle classification

that has been determined. The implementation period

starts from 06.00 to 18.00 for 7 days.

2.3 Level of Service

Road service level analysis was conducted based on

the PKJI 2014 Indonesian road capacity guidelines.

The level of road service to passing traffic is usually

measured by the v/c ratio or commonly referred to as

the degree of saturation. The degree of saturation (Ds)

is the ratio between the traffic volume (V) and the

road capacity (C), the magnitude of which is

theoretically between 0 - 1, which means that if the

value is close to 1 then the road condition is close to

saturation.

Where

Ds = De

ree Of Saturation

Q = Traffic flow (pcu/hour)

C = Capacit

(pcu/hour)

3 RESULTS AND DISCUSSION

3.1 Intersection Profile Existing

Condition

The intersection of Cak Doko Street – Pemuda Street

and Cak Doko Street –Nangka Street are types of 3-

arm unsignalized intersection that is passed by

vehicles from Cak Doko Street, Pemuda Street, and

Nangka Street. The three roads are successively

identified as approaches A1, B1 and A2 as shown in

Figure 1. The characteristics of each of these

approaches can be seen in PKJI 2014. Based on this

classification, the closest type of intersection is

determined for the intersection of Cak Doko Street –

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Pemuda Street and Cak Doko Street –Nangka Street,

namely intersection 322 which means 3-arm

intersection with 2 lanes of minor roads and 2 lanes

of major roads

Figure 1: Overview of the intersection location.

The location of this intersection is in a commercial

environment, which is an environment that surrounds

many shops, shopping centers, banks, workshops.

And not far from the intersection there are several

schools. Pemuda Street also connects Cak Doko

Street and Kuanino Market, while Nangka Street

connects Cak Doko and Bhayangkara Hospital and

Oeba Market. Furthermore, in this discussion, the

Cak Doko Street and Nangka Street will be called the

intersection A, while the Cak Doko Street and

Pemuda Street intersections will be called the

intersection B.

3.2 Existing Traffic Flow

Traffic counting passing through the intersection of

Cak Doko Street – Pemuda Street and Cak Doko

Street – Nangka Street was observed for 1 week of

observation. The results obtained for the calculation

of traffic volume are shown in Figure 2. Peak hours

occur on Saturdays between 17:00 – 18:00 with a

traffic volume of 1471 pcu/hour at the Cak Doko

Street - Pemuda Street intersection and 1610 pcu/hour

at the intersection. the intersection of Cak Doko Street

– Nangka Street.

From the peak hour data obtained from Figure 2

and Figure 3, then an analysis of the capacity of

intersection A and intersection B is carried out to

obtain traffic performance at both intersections, both

from the degree of saturation, intersection delays and

opportunities for queues. The geometric data for

intersection A is shown in figure 4 with the traffic

composition shown in table 1, while the geometric

data for intersection B is shown in figure 5 with the

traffic composition shown in table 2.

Figure 2: Traffic Flow in Intersection A.

Figure 3: Traffic Flow in Intersection B.

65 m

1.2

8.0

1.2 1.2

Cak Doko Street

6.2

1.2 1.2

9.0

1.2

6.4

0 500 1000 1500 2000

6-7

7-8

8-9

9-10

10-11

11-12

12-13

13-14

14-15

16-17

17-18

18-19

Traffic Flow (pcu/hour)

Hours

Sunday Saturday Friday

Thursday Wednesday Tuesday

Monday

0 500 1000 1500 2000

6-7

7-8

8-9

9-10

10-11

11-12

12-13

13-14

14-15

16-17

17-18

18-19

Traffic Flow (pcu/hour)

Hours

Sunday Saturday Friday

Thursday Wednesday Tuesday

Monday

Improvement of Trafﬁc Performance at Intersections on Cak Doko Street, Kupang City, Indonesia

323

Figure 4: Geometric of Intersection A.

Figure 5: Geometric of Intersection B.

The traffic flow data in figure 4 is in Passenger car

equivalent (pcu) units, while the traffic flow data in

table 1 is in vehicles/hour units for each type of

vehicle with Motorcycle (MC), Light Vehicle (LV),

Heavy vehicle (HV) , and Uninsured motorist (UM)

and for the direction of each vehicle is Left Turn (LT),

Right Turn (RT), straight through (ST).

Table 1: Traffic flow at the peak of Intersection A.

Vehicle

Type

Approach

A1 A2 A3

RT ST RT LT LT ST

MC 206 1097 292 180 309 969

LV 47 325 77 55 56 365

HV 2 6 3 2 2 26

UM 0 1 0 0 0 4

Table 2: Traffic flow at the peak of Intersection B.

Vehicle

Type

Approach

B3 B1 B2

LT ST LT RT ST RT

MC 171 1179 110 315 1047 125

LV 26 370 19 69 330 19

HV 2 6 0 4 25 0

UM 0 2 0 0 1 0

Table 1 and Table 2 show that the type of

motorcycle vehicle is the most common type of

vehicle crossing intersection A and intersection B.

While the type of heavy vehicle is the least crossing

intersection A and intersection B. As for the

Uninsured motorist, it is very little even at several

legs Uninsured motorist found.

3.3 Existing Traffic Performance

The ratio between peak traffic flow (q) for one hour

to capacity (C) which is determined based on the

surrounding environmental conditions and the

existing infrastructure at intersection A and

intersection B.

1610

()

670

0, 6

DA==

1471

( ) 0, 588

2500

DB==

The additional travel time used by the driver to

pass through Intersection A and Intersection B when

compared to the route without the Intersection. T

consists of Traffic Delay (TLL) and Geometric Delay

(TG). TLL is the waiting time caused by the

interaction of traffic with opposite traffic movements.

TG is the additional travel time caused by the

deceleration and acceleration of vehicles turning at

the intersection. Because the degree of saturation of

intersection A is more than 0.6 then the average

traffic delay for all motorized vehicles entering

Intersection A from all directions is

1, 0504

() (1 )

(0,2742 0,2042 )

1, 0504

(1 0, 603) 6, 79

(0,2742 0,2042 0,603)

LL J

TA D

=−−

−×

=−−=

−×

While the degree of saturation from intersection B

is less than 0.6 then the average traffic delay for all

1.2 m

9.0 m

1.2 m

1.2 m1.2 m

6.4 m

1.2 m

8.0 m

137

614

572

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motorized vehicles entering Intersection B from all

directions is

() 2 8,2078 (1 )

2 8, 2078 0, 588 (1 0, 588) 6, 66

LL J J

TB D D=+ × − −

=+ × −− =

The average traffic delay for all motorized

vehicles entering Simpang A from Cak Doko Street

1,8

1, 0503

() (1 )

(0,3460 2460 )

1, 0503

(1 0, 603) 4, 5

(0, 3460 2460 0, 603)

LLma J

TA D

=−−

−×

=−−=

−×

Meanwhile, the average traffic delay for all

motorized vehicles entering Simpang B from Cak

Doko Street is

1,8

( ) 1, 8000 5, 8234 (1 )

1, 8000 5, 8234 0,588 (1 0, 588) 5, 02

LLma J J

TB D D=+×−−

=+×−− =

The average traffic delay for all motorized

vehicles entering Simpang A from Nangka Street is

1610 6, 79 1374 4, 5

( ) 19, 92

235

TOT LL ma LLma

LLmi

qTqT

×−×

The average traffic delay for all motorized

vehicles entering Simpang B from Pemuda Street is

1471 6, 66 1292 5, 02

() 18,52

178

TOT LL ma LLma

LLmi

qTqT

×−×

So the waiting time caused by traffic interaction

with opposite traffic movements at Cak Doko Street

intersection A is 4.5 seconds/pcu and for intersection

B is 5.02 seconds/pcu. Meanwhile, the average traffic

delay for Nangka Street is 19.92 seconds/pcu and for

Pemuda Street is 18.52 seconds/pcu.

The mean geometrical delay of the entire

intersection

{}

( ) 2, 48

(1 0, 603) 6 0, 28 3 (1 0, 28) 4 0, 603

TA==

−××+×−+×

{}

() 3,83

(1 0, 588) 6 0,19 3 (1 0,19) 4 0, 588

TB=

−××+×−+×

So the additional travel time caused by the

deceleration and acceleration of vehicles turning at

intersection A and intersection B or what is called the

geometric delay is 2.48 seconds/pcu for intersection

A and 3.83 seconds/pcu for intersection B.

So, the total delay of intersection A and

intersection B is

( ) 6, 79 2, 48 9, 27

( ) 6, 66 3,83 10, 49

LL G

TT T

=+=

The additional travel time used by the driver to go

through intersection A when compared to a track

without an intersection is 9.27 seconds/skr, while for

intersection B it is 10.49 seconds/pcu

The probability that a queue will occur at each

approach at intersection A is

47, 71 0, 603 24, 68 0, 603 56, 47 0, 603 15%

P =

×−× +× =

9, 02 0, 603 20, 66 0, 603 10, 49 0, 603 32%

P =

×+× +× =

While the probability of a queue at each approach

at intersection B is

47, 71 0, 588 24, 68 0, 588 56, 47 0, 588 15%

×−× +× =

9, 02 0, 588 20, 66 0, 588 10, 49 0, 588 31%

P =

×+× +× =

Based on the results of the analysis, the

probability of queuing vehicles at intersection A is

15-32% while at intersection B is 15-31%.

3.4 Traffic Conditions for the Next 10

Years

Traffic projections in the next 10 years in the city of

Kupang is based on the growth rate of motor vehicle

obtained from the Central Statistics Agency of

Kupang City (Badan Pusat Statistik Kota Kupang,

2018) City (Badan Pusat Statistik Kota Kupang,

2014) can be seen in Figure 6 and Table 3

Improvement of Trafﬁc Performance at Intersections on Cak Doko Street, Kupang City, Indonesia

325

Figure 6: Growth in the Number of Vehicles in Kupang

City.

Table 3: Average Growth in the Number of Vehicles in

Kupang City.

Vehicle Type Average

Motorcycle (MC) 6.91%

Light Vehicle (LV) 5.62%

Heavy vehicle (HV) 5.28%

From Figure 6 it can be seen that the highest

growth of motorized vehicles occurred in 2016 in the

type of motorcycle vehicle with a growth rate of

8.93%, while the lowest growth rate occurred in 2020

in the type of light vehicle which was 3.11%. From

table 3, it is found that the average growth of each

type of vehicle over the last 5 years is 6.91% for

motorcycles, 5.62% for light vehicles, and 5.28% for

heavy vehicles. From the average growth rate for each

type of vehicle, this is then used to project traffic

conditions in the next 10 years.

Traffic flow in the next 10 years as shown in

Figure 7 and Figure 8 is then analyzed using PKJI

2014 to obtain traffic behavior and traffic

performance without handling or in other words no

improvements have been made, traffic management

is still as it is today as shown in table 4.

Figure 7: Traffic flow conditions in the next 10 years on

Intersection A.

Figure 8: Traffic flow conditions in the next 10 years on

Intersection B.

Table 4: Intersection Performance Conditions for the Next

10 Years.

Parameter

Intersecton

Total Traffic Flow, pcu/hour 2912 2669

Degree of saturation 1,090 1,068

Intersection traffic delay,

sec/

20,34 18,71

Intersection geometric delay,

sec/pcu

4,00 4,00

Total Intersection delay,

sec/pcu

24,34 22,71

Queue Opportunity, % 48 - 96

46 - 82

It can be seen from table 4 that there will be a

decline in the performance of the intersection in the

10%

2016 2017 2018 2019 2020

Growth

Years

MC LV HV

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next 10 years, with increasing traffic flow, in year 0

the traffic flow only reached 1610 pcu/hour at

intersection A, increasing to 2912 pcu/hour, while at

intersection B the traffic flow traffic in year 0 was

1471 increasing to 2669 pcu/hour. As a result of the

increase in traffic flow then the impact on the degree

of saturation which in the 10th year at intersections A

and B only reached 0.603 and 0.588 increased to

1.090 and 1.068, respectively. This increase in v/c

ratio also has an impact on the total delay of

intersections A and B, which initially only reached

9.27 sec/pcu in year 0 and 10.49 sec/pcu, in the 10th

year it increased to 22.71 sec/pcu. pcu and 24.34

sec/pcu with queuing probability for intersection A is

48%-96% and for intersection B is 46%-92%.

3.5 Intersection Performance

Improvement

One of the ways to improve intersection performance

with traffic management is to regulate the movement

of traffic flow by prohibiting each leg of the

intersection to turn right (E. S. Prassas et al., 2020) (S.

R. Srinivasula et al., 2020). This is the most

economical step without adding infrastructure or

overhauling existing infrastructure (J. Goyani, P, et

al., 2019). The analysis is carried out using traffic

conditions in the next 10 years with infrastructure

conditions that are still the same as in year 0 with the

arrangement of traffic movements not turning right as

shown in Figure 9 and Figure 10.

Figure 9: Arrangement of intersection A traffic movement.

Seen in Figure 9 and Figure 10, the traffic flow at

intersection A and intersection B if a right turn

prohibition is applied, so there is no conflict at the

intersection. Traffic flow on this movement is then

analyzed based on the PKJI 2014.

Figure 10: Arrangement of intersection B traffic movement.

Table 5: Traffic Performance After Traffic Arrangements.

Parameter

Intersection

Total Traffic Flow, pcu/hou

2912 2669

Degree of saturation 0.843 0.825

Intersection traffic delay,

sec/

10.27 9.90

Major Road Traffic Delay,

sec/pcu

6.1 6.56

Minor Road Traffic Delay,

sec/

34.76 33.87

Intersection geometric delay,

sec/

1.10 3.91

Total Intersection delay,

sec/pcu

11.37 13.81

Queue Opportunity, % 29 - 57 27 - 54

It can be seen in table 5, that there was an increase

in traffic performance at both intersections due to the

regulation of traffic movement at the intersection.

The traffic flow in the 10th year at intersection A and

intersection B, namely 2912 pcu/hour and 2669

pcu/hour turned out to produce a degree of saturation

of 0.843 and 0.825, which decreased the v/c ratio

from before treatment was 1.090 and 1.068.

Meanwhile, the total delay at the intersection after

adjusting the traffic movement resulted in a delay of

11.37 sec/pcu for intersection A and 13.81 sec/pcu for

intersection B, this decreased from the previous

which reached 24.34 sec/pcu for intersection A and

22.71 sec/pcu for intersection B. Chances of queues

are also decreasing due to traffic movement

regulation, which only reached 29%-57% for

intersection A and 27%-54% for intersection B, this

is better than before the regulation namely reaching

48%-96% for intersection A and 46%-82% for

intersection B.

Based on the results of the analysis in table 5, the

performance of intersection A and intersection B is

still sufficient for the next 10 years, with no need for

Improvement of Trafﬁc Performance at Intersections on Cak Doko Street, Kupang City, Indonesia

327

additional infrastructure, it is only enough to

rearrange traffic movements at both intersections by

prohibiting vehicles to turn right at both intersections.

4 CONCLUSIONS

Based on the results and discussion, The analysis of

the condition of intersection A and intersection B in

10 years will cause traffic jams, the capacity of the

intersection will not be able to accommodate traffic

flows that have exceeded capacity, this can be seen

from the v/c ratio of intersection A which reaches

1.090 and intersection B reaches 1.068. Traffic

regulation in the form of a right turn prohibition for

each leg of the intersection will improve the

performance of the intersection, this can be seen from

the capacity of the intersection that will be able to

accommodate traffic flow with a v/c ratio for

intersection A 0.843 and intersection B 0.825.

ACKNOWLEDGEMENTS

A very high appreciation is conveyed to the Kupang

State Polytechnic which has supported this research

in the form of research funds originating from the

2021 PNK DIPA.

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