Performance Analysis of Road Section and Unsignalized Intersections On Jalan Cileungsi Setu and Jalan Raya Narogong

The unsignalized intersection which is located in Cileungsi District, precisely on Jalan Cileungsi Setu and Jalan Raya Narogong, is a commercial area with dense economic activity and densely populated settlements. As a result of the dense activity, congestion occurs due to the large number of vehicles passing the road, especially during peak hours, namely the morning and evening. Seeing this problem, an analysis is needed that aims to determine the volume, performance of roads, and unmarked intersections as measured by capacity, degree of saturation, and level of service. In analyzing this study using the Indonesian Road Capacity Manual (MKJI) 1997 method which will determine the performance of roads and intersections without signs. The data needed in this research are primary data in the form of geometric road data, traffic volume, vehicle speed data, and side friction. As well as secondary data in the form of location maps, land use, and population data. From the results of data analysis and processing, the busiest traffic flow at the intersection occurred on Sunday, November 15, 2020 at 17.30 - 18.30 WIB, the saturation degree value was 1.17 with LOS F. By doing an alternative solution, the saturation degree value was 0.68 and LOS B with placing signs are prohibited from stopping around intersections, and prohibiting the flow of traffic turning right either from the main road D to the Minor C road or from the Minor C road to the main road B. On Jalan Raya Narogong, the degree of saturation is 0.74 LOS C service, this shows that the road sections do not exceed the figure required by MKJI 1997, namely ≤ 0.75.


Introduction
Bogor Regency is an area that is growing relatively fast and one of the areas in West Java which has a fairly high population. Based on projections, the total population in Bogor Regency in 2018 is 5,840,907 people, consisting of 2,983,278 male residents and 2,857,629 female residents. When compared to the population in 2017, the population of Bogor Regency experienced a population growth rate of 2.20% [2]. With the increase in population there has been a development in every sector, starting from the social, economic and cultural sectors which are marked by consumptive, productive, public services, distribution services and government, demanding an increase in transportation needs that are in harmony and balanced to support daily activities. However, another impact of the development of this sector is that there is a complex problem with traffic in Bogor Regency, namely congestion. One of the locations in Bogor Regency which is experiencing traffic problems is in Cileungsi District, namely on Jalan Cileungsi Setu -Jalan Raya Narogong. Traffic jams and busyness often occur at roads and intersections, especially during rush hours, namely the morning and evening. The density of vehicles at the intersection can be caused because Jalan Cileungsi Setu and Jalan Raya Narogong are connecting routes between regions, and are road access to housing in Metland Transyogi, Pasar Cileungsi, Hospitals, Schools, Shopping Centers, etc. From these observations, the density at the intersection is also influenced by the absence of traffic lights and side obstacles which also add to the problems at the intersection. From the conditions of the intersection of Jalan Cileungsi Setu and Jalan Raya Narogong that have been described, it can be seen that the intersection has quite a complex problem and it is necessary to conduct research to determine the performance of these roads and intersections. As well as looking for alternative solutions to deal with congestion at these road sections and intersections. The research location can be seen in Figure 1.

Literature Review
Transportation in general can be defined as an effort to move, or the movement of people or goods from one location, which is called the location of origin, to another location, which is usually called the destination location, for certain purposes also use certain tools [6]. The transportation system can be interpreted as a unit of components that support each other and work together in the provision of transportation services that serve areas ranging from local (rural and urban) to national and international levels [6]. The presence of certain activity functions on land indicates that certain activities are taking place on the land in question, for example settlements, markets, tourist attractions, ports, terminals, train stations, businesses, offices, etc. All activities that take place on this land are referred to as land use. (TGL) which has the potential to cause travel flows. According to [7] predicting and estimating the number of potential travel flows arising from a land use is carried out through a 4-stage transportation planning concept, namely: a. Travel awakening b. Travel distribution c. Choice of transportation mode that will be used d. Choice of route According to the Republic of Indonesia Law Number 38 of 2004 defines a road as land transportation infrastructure which includes all parts of the road, including complementary buildings and equipment intended for traffic, which are on ground level, above ground level, below ground level and / or water, as well as above the water level, except for railways, lorries and cable roads. An intersection is an area where two or more roads meet, join, intersect or cross. An intersection can also be referred to as a meeting between two or more roads, either one level or not a level or a point in the road network where the roads meet and the road intersects.

Methods
Method used consists of several stages, namely the preparation stage, the data collection stage, and the data analysis stage. The preparatory stage discusses the preliminary survey carried out before the research, the data collection stage discusses data collection methods, the analysis stage discusses the processing and analysis of data carried out based on the 1997 Indonesian Road Capacity Manual (MKJI) for urban roads and unsigned intersections, and the evaluation stage for the conclusions of the study. The data used for the calculation of the performance analysis of roads and intersections without signal include primary and secondary data.

Secondary Data
For secondary data obtained from related agencies and self-search, secondary data required in the study include: a. Population Data b. Location Map c. Land Use

Research Time
research was conducted for 3 (three) days, namely Monday (9 November 2020), Friday (13 November 2020) and Sunday (15 November 2020). The research was conducted for 2 hours during peak hours, namely in the morning at 06.30 -08.30, at noon at 11.30 -13.30 and in the evening at 16.30 -18.30.

Performance of Unsignalized Intersections
Analysis of intersections is carried out atintersections on Jalan Cileungsi Setu and Jalan Raya Narogong. The data used are primary data in the form of geometric data, environmental data and traffic data, side friction data, and vehicle speed data obtained through direct observations and surveys at the research location. As well as secondary data obtained from related agencies.

Geometric Data
Intersection of Jalan Cileungsi Setu and Jalan Raya Narogong is an intersection of type 322 which means an intersection of 3 arms with 2 lanes on the minor road and 2 lanes on the main road. Existing geometric data at the intersection can be seen in table 1 and illustration of the intersection in Figure 2. Existing geometric data at the intersection include: a. Geometric data for the main road on Jalan Cileungsi Setu (Arm D) b. Geometric data for the minor road on Jalan Raya Narogong towards Bekasi ( Arm C) c. Geometric data of the main road of Jalan Raya Narogong towards Bogor (Arm B)

Intersection Traffic Data
Following is the intersection survey enumeration which was conducted for 2 hours in 3 days, namely Monday, Friday, and Sunday by taking morning, noon and evening. Recapitulation of Survey Results can be seen in table 2 and graphs of survey results can be seen in Figure 3.  The busiest traffic volume occurs on Sundays and peak hours are obtained 17.30 -18.30 with Qtotal = 5119.5 pcu / hour. This data will be used as a reference for calculating the unsignalized intersection analysis. The results of the intersection survey can be seen in table 3.

Results of the calculation of the intersection without signal a. Total Capacity of Unsignalized Intersection
The total capacity for all intersection arms is the result of the multiplication of the basic capacity (C0), namely the capacity under certain conditions (ideal) and the adjustment factors (F) taking into account the effect of field conditions on capacity. The formula for the total capacity of the unnamed intersection and the results of the intersection capacity can be seen in

b. Degree of Saturation
Degree of saturation is defined as the ratio of traffic flow to capacity, used as a major factor in determining the level of p erformance of intersections and road segments (MKJI 1997

c. Service Level
From the results of the analysis with the Indonesian Road Capacity Manual Method (MKJI) 1997, the intersection of Jalan Cileungsi Setu and Jalan Raya Narogong has a degree of saturation of DS = 1.17 which exceeds the target of the study, namely ≤ 0.75 and is at the Level of Service. ClassF. Therefore, it is necessary to do an alternative solution so that the congestion at the intersection of Jalan Cileungsi Setu and Jalan Raya Narogong can be overcome.

Alternative 1
Alternative one is carried out by changing the value of the adjustment factor for the type of side obstacle road and non-motorized vehicle (FRSU) from 0.86 to 1.0, placing signs that are prohibited from stopping and controlling public transportation so that it does not stop too long around the intersection.

Alternative 2
Alternative two is to change the value of the adjustment factor for the environmental type of sideways and non-motorized vehicles (FRSU) from 0.86 to 1.0, placing prohibited stop signs, and prohibiting the flow of traffic that will turn right from the minor road C.

Alternative 3
Alternative three is by changing the value of the environmental type adjustment factor, side friction and non-motorized vehicles (FRSU) from 0.86 to 1.0, placing prohibited stop signs, and prohibiting the flow of traffic that will turn right either from Main D road to Minor road C and from road Minor C to main road B.
To recapitulate the results of data processing of unsigned intersections on Jalan Cileungsi Setu and Jalan Raya Narogong can be seen in table 6.

Performance Roads
Analysis ofAnalysis of roads in Do this on the main road, namely Jalan Raya Narogong, using standard tables described in the 1997 Indonesian Road Capacity Manual (MKJI) on Urban Roads. Analysis of road data refers to data on Sundays at 17.30 -18.30 WIB where the highest peak flow occurs.

Road Traffic Volume Data
For road section analysis, traffic data were obtained from direct surveys at the research location for 3 days. The research was conducted on Monday, 9 November 2020, Friday, 13 November 2020 and Sunday, 15 November 2020. From the results of the occurred at Sunday, November 15 2020, 17.30 -18.30. Graph of total flow can be seen in Figure 5.  Side A Side B

Calculation of Road Performance a. Actual Speed of Roads
To get the actual speed of vehicles on Jalan Raya Narogong, a vehicle speed survey was carried out using a speed gun. This survey was carried out along 300 m, where the distance is part of the research survey location segment. In taking the sample the researchers took 3 samples of each type of vehicle in the form of light vehicles, heavy vehicles and motorbikes. Vehicle speed on Jalan Raya Narogong can be seen in table 8.

d. Degree of Saturation
value of the degree of saturation is used as the main factor that can determine the level of service of a road, whether the road section under study has a capacity problem or not. The degree of saturation is defined as the ratio or ratio of traffic flow to capacity. The degree of saturation is calculated using the formula below and can be seen in table 10.

Conclusion
From the results of field surveys and the results of data analysis calculations that have been carried out, The following conclusions can be drawn: 1. At the unsignalized intersection at Jalan Cileungsi Setu and Jalan Raya Narogong based on the results of a survey conducted for three days, the highest volume was found on Sunday, November 15, 2020 at 17.30 -18.30 WIB, indicating the volume intersection 5119.5 pcu / hour with an intersection capacity of 4345.2 pcu / hour.
2. Based on the calculations that have been made in accordance with MKJI 1997, the value of the degree of saturation (DS) at peak hour traffic volume is 1.17 for the intersection traffic delay (DTI) of 30.10 sec / pcu, traffic delay main road (DTMA) is 18.35 sec / pcu, minor road traffic delay (DTMI) is 52.96 sec / pcu, intersection geometric delay (DG) is 4 sec / pcu, intersection delay (D) is 34 , 1 sec / pcu. With these results, the Queuing Chance (QP%) value is 55.63% -112.47%. Because the DS value exceeds the target of the study, namely ≤ 0.75 and is at the Level of Service class F, it is necessary to make alternatives to reduce the degree of saturation and delay at the intersection.
3. Of the several alternatives made, only alternative 3 gets saturation (DS) and the smallest delay is the degree of saturation (DS) of 0.68 meaning that this is included in the number required by MKJI 1997, namely ≤ 0.75, with Intersection delay is 11.28 sec / smp, and the opportunity to queue is 18.98% -38.78%. Alternative 3 is done by changing the value of the environmental type adjustment factor, side friction and non-motorized vehicles (FRSU) from 0.86 to 1.0, providing a stop sign, and prohibiting the flow of traffic that will turn right from either the main road D leads to road Minor C or from road Minor C to main road B.