DAMPAK TARIKAN DAN BANGKITAN PERJALANAN PENGGUNA SPBU OEBUFU TERHADAP KINERJA BAGIAN JALAN DI SEKITARNYA

Selama ini penentuan kelas hambatan samping jalan dan kapasitas ruas jalan hanya didasarkan pada frekuensi kendaraan masuk/keluar sehingga nilai derajat kejenuhan yang diperoleh tidak dapat digunakan untuk menggambarkan dampaknya terhadap gangguan perjalanan. Studi ini difokuskan pada penilaian dampak manuver belok kanan terhadap kelancaran dan keselamatan perjalanan sehingga penilaian kinerja didasarkan pada derajat kejenuhan, tundaan dan risiko kecelakaan. Risiko adalah fungsi dari peluang terjadinya kecelakaan dan konsekuensi yang dapat ditimbulkannya. Peluang tersebut diukur melalui nilai faktor keselamatan dan konsekuensinya ditentukan berdasarkan prakiraan kecepatan kendaraan saat benturan antara kendaraan arus mayor dan masuk/keluar SPBU. Ditemukan bahwa walaupun rasio arus belok kanan akibat manuver kendaraan masuk/keluar SPBU relatif rendah, namun 1) berdampak pada tundaan perjalanan yang cukup tinggi 2) peluang kecelakaan cukup tinggi karena sejumlah pengendara melaju dengan kecepatan di atas 50 km/jam 3) celah penyeberangan kritis rerata adalah sekitar 20 m sehingga dengan pilihan kecepatan tersebut potensi kecelakaan fatal mendekati 80%

PENGELOLAAN RISIKO KECELAKAAN LALU LINTAS: CAKUPAN, INDIKATOR, STRATEGI DAN TEKNIK

Penjabaran agenda kegiatan Rencana Umum Nasional Keselamatan (RUNK) Jalan Indonesia 2011-2035 mengindikasikan adanya upaya pengelolaan risiko kecelakaan lalu lintas secara terpadu. Sayangnya, proses dan hasil pelaksanaan Inspeksi Keselamatan Jalan, yang adalah salah satu agenda unggulan RUNK cenderung bersifat parsial dan subyektif karena tidak tersedianya kriteria obyektif indikator risiko maupun belum optimalnya kinerja kelembagaan penyelenggaraannya. Studi ini dimaksudkan untuk merekomendasikan strategi dan teknik pengelolaan risiko kecelakaan yang lebih terukur melalui penyediaan berbagai indikator risiko kecelakaan beserta teknik penilaiannya. Data dan informasi tentang indikator risiko maupun cara pengelolaan risiko eksisting dikumpulkan lalu dihitung berdasarkan ketersediaan data sekunder dan ditampilkan dalam bentuk matriks indikator maupun nilai risiko. Hasil studi ini menunjukkan bahwa kuantifikasi risiko dan soluasi pengelolaannya secara obyektif hanya dapat dilakukan apabila tersedia indikator risiko yang terukur. Safety factor dan impact speed merupakan indikator peluang dan konsekuensi yang dapat digunakan untuk menentukan nilai risiko kecelakaan. Indikator dan nilai risiko yang ditampilkan dalam paper ini bersifat acuan alternatif. Strategi dan teknik intervensi perilaku pengguna jalan, kecepatan, kinerja infrastruktur jalan, sistem kendali gerak kendaraan dan kelembagaan pengelolaan risiko agar diterapkan secara terpadu dan berkelanjutan. Agar berdampak kumulatif, cakupan pengelolaan risiko hendaknya melingkupi aspek konservasi; pendayagunaan, pengendalian daya rusak dan pemberdayaan sistem keselamatan; hingga perbaikan sistem informasi keselamatan

PENGGUNAAN SISTEM STRUKTUR RANGKA ATAP TIPE PELENGKUNG 3 SENDI

So far, the system of the roof structure of residential and office buildings is dominated by conventional frame types. The use of a 3-joint arch structure system is only familiar to warehouse buildings and the like. The purpose of this study is to identify the feasibility of using type 3 joint arches on the roof of a residential building. The research scenario is focused on calculations using SNI 7973-2013, namely Design Specifications for Wooden Construction and Specific Static Structural Analysis Methods for 3 Joint Arch Structures based on the length of the truss span model, which is 9 m. The calculation result indicates that 1). The 3-joint curve type is worth using as it proves stable and safe 2). The distance between the truss of the roof truss affects the dimensions of the truss. The implication is that the construction of the roof of a residential house can use a 3-joint arch structure system while the basic material for modeling uses Code E20 wood material with Quality B, depending on the length of the span and the slope of the roof

Hubungan Antara Pola Tutupan Lahan Terbangun Dan Laju Infiltrasi Air Hujan

Kupang City is an area in Indonesia which has a relatively low number of rainy days. This causes the supply of clean water or drinking water in Kupang City to decrease. The high infiltration rate not only increases the amount of water stored in the soil, but also reduces flooding and erosion caused by run off. This study aims to model the relationship between infiltration and discharge capability for each type of samples land by using linear regression method. For this reason, a water absorption test was conducted on the built up area based on the infiltration rate. The results of experiments and calculations using linear regression shown that area often received heavy load such as vehichles had lower infiltration rate leading to slow inundation height decrease. While areas rarely received heavy load had higher infiltration rate. Even though the difference is only around 2-3 cm / 5 minutes, it indicates that the availability of open areas is still needed to support the implementation of the zero run-off model in urban built area

Accident risk management strategy at un-signalized intersection

The increasing of traffic sign and/or light violations is a commonly views in many countries. Even it was occurred intentionally which indicates that drivers accept its possible consequences. The constant fatality index of motorcyclist strongly indicates that determinant variables behind their risky behaviour and/or accident involvement should be further investigated and managed systematically. Accordingly, this paper focuses on motorcyclist accident risk management, particularly at un-signalized segment, by combining the aggregated-individual and expert expectancy approaches. Therefore a questionnaire and braking manoeuver test were undertaken at closed circuit course. The result shows that speeding behaviour was caused by trip purpose and triggered by perception about their braking and hazard detection abilities. In addition, only 24 % of 56 % of riders who believed that their braking capability was above average could apply high braking capability so that most riders might involve in crash due to the average critical crossing gap choice at the monitored intersection. This explains that their speed choice should be deal with their braking capability. However, the overlay policy at the monitored intersection indicates that the unbalanced between mobility and safety still to be a latent issue, which virtually could be bridged by using a standardized braking capability

Use of Systematic Approach in Accident Risk Analysis for Motorcyclists: A Conceptual Idea

Thus far, minimum stopping sight distance (SSD) is determined based on design speed, a minimum reaction time of 1.64 s and a deceleration rate of 3.4 m/s², whereas in certain situations the latter can be shorter than 1 s and higher than 4.5 m/s². Awareness of this can trigger speculative behavior, as can be seen from the choice of speed and/or the critical crossing gap, which is often smaller than the recommended minimum SSD. This study focused on the development of an appropriate minimum SSD model that is suited to risky conditions at an un-signalized intersection and its possible usage in accident risk evaluation, particularly for motorcyclists. The data were taken from direct measurements and related studies. Variables that potentially influence minimum SSD were tested. The results strongly suggest that the speed reduction achieved by downshifting significantly influences both the braking distance and the impact speed. Moreover, the minimum SSD obtained from the proposed model significantly differs from that obtained from a similar model recommended by AASHTO. Therefore, it is worthwhile to consider the application of the proposed minimum SSD as an accident probability indicator parameter

Considering the Effect of Motorcyclist Risk Tolerance in Accident Risk Management: A Preliminary Study

Negative perceptions about accident are usually associated with speeding behavior. However, risk perception has not been considered in accident risk management. It is accepted as a personality matter, thus the number of accidents per year was used as accident risk tolerance indicator. Consequently, due to insufficient measurable indicators, it would be difficult to prevent the increasing speeding behavior. This paper discusses the improvement of accident risk tolerance indicators, i.e. safety factor and margin of safety, and their possible usage in speed management policies. These indicators were built based on the correlation between the results of interview and braking maneuver test. From this combine approach, using aggregated-individual and expert acceptance models, it was found that risk tolerance arose because motorcyclists accepted both the advantages and disadvantages gained from speeding, obtained through their riding frequency, duration of riding and/or accident involvement experienced. However, inappropriate speed due to miss-perception toward braking capability should be avoided. Inversely, an appropriate speed management should consider their travelling expectatio

Accident risk management strategy at un-signalized intersection

The increasing of traffic sign and/or light violations is a commonly views in many countries. Even it was occurred intentionally which indicates that drivers accept its possible consequences. The constant fatality index of motorcyclist strongly indicates that determinant variables behind their risky behaviour and/or accident involvement should be further investigated and managed systematically. Accordingly, this paper focuses on motorcyclist accident risk management, particularly at un-signalized segment, by combining the aggregated-individual and expert expectancy approaches. Therefore a questionnaire and braking manoeuver test were undertaken at closed circuit course. The result shows that speeding behaviour was caused by trip purpose and triggered by perception about their braking and hazard detection abilities. In addition, only 24 % of 56 % of riders who believed that their braking capability was above average could apply high braking capability so that most riders might involve in crash due to the average critical crossing gap choice at the monitored intersection. This explains that their speed choice should be deal with their braking capability. However, the overlay policy at the monitored intersection indicates that the unbalanced between mobility and safety still to be a latent issue, which virtually could be bridged by using a standardized braking capability

E-frame

Analisa pórticos planos, que são estruturas formadas por barras e formam quadros entre siComponente Curricular::Educação Superior::Engenharias::Engenharia Civi