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WEAVING SECTIONS

WEAVING SECTIONS. TS4273 Traffic Engineering. Scope of Weaving Sections. Basic Indonesian Traffic Code rule give-way to the left. Two types of weaving: single weaving sections and roundabout weaving sections Capacity estimate error ≤ ± 15%

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WEAVING SECTIONS

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  1. WEAVING SECTIONS TS4273 Traffic Engineering

  2. Scope of Weaving Sections • Basic Indonesian Traffic Code rule give-way to the left. • Two types of weaving: single weaving sections and roundabout weaving sections • Capacity estimate error ≤ ± 15% • Valid for Degree of Saturation less than 0,8-0,9

  3. Scope of Weaving Sections

  4. Weaving Section Type and Measures

  5. Scope of Weaving Sections

  6. Scope of Weaving Sections

  7. Objectives of Weaving Sections • Design and traffic control features should be selected with the aim to ensure that Degree of Saturation during the peak hour does not exceed an acceptable value (normally 0,75).

  8. Definition of Roundabout Types in MKJI 1997

  9. Traffic Safety Considerations The traffic accident rate for four-arm roundabouts has been estimated as 0,30 accidents per million incoming vehicles as compared to 0,43 for signalised intersections and 0,60 for unsignalised intersections.

  10. Traffic Safety Considerations Roundabouts are thus much safer than other at-grade intersection types, especially at high minor flow ratios, mainly due to small conflict angles and low conflict speeds.

  11. STEP A-1: Geometric Conditions

  12. STEP A-2: Traffic Conditions

  13. STEP A-3: Environmental Conditions • City Size Class Table A:3-1 p. 4-28 • Road Environment Type Table A-3:2 p. 4-28 • Side Friction defined qualitatively by traffic engineer!

  14. STEP B-1: Geometric Weaving Section Parameters

  15. STEP B-1: Geometric Weaving Section Parameters If: W1 > W  W1 = W W2 > W  W2 = W

  16. STEP B-2: Base Capacity WW Figure B-2:1 p. 4-32 WE/WW  Figure B-2:2 p. 4-32 pW Figure B-2:3 p. 4-33 WW/LW Figure B-2:1 p. 4-33

  17. STEP B-3: City Size Adjustment Factor

  18. STEP B-4: Road Environment Type, Side Friction & Unmotorised Vehicle Adjustment Factor FRSU = a – b x pUM

  19. STEP B-5: Actual Capacity FCS  Table B-3:1 p. 4-34 FRSU  Table B-4:1 p. 4-34

  20. STEP C-1: Degree of Saturation QPCU  actual total flow (pcu/h) QPCU =Qveh x FPCU FPCU PCU factor C  actual capacity (pcu/h)

  21. STEP C-2: Delay for Roundabout Weaving Section DS  degree of saturation DS  0,60 DS > 0,60

  22. STEP C-3: Queue Probability for Roundabout Weaving Section DS  degree of saturation

  23. STEP C-4: Travel Speed for Single Weaving Section Free-flow speed V0 pW ratio weaving flow/total flow

  24. STEP C-4: Travel Speed for Single Weaving Section Estimate Travel Speed V V0 free-flow speed (kph) DS  degree of saturation

  25. STEP C-5: Travel Time for Single Weaving Section LW weaving section length (m) V  travel speed (kph)

  26. STEP C-6: Evaluation ofTraffic Performance • Design and traffic control features should be selected with the aim to ensure that Degree of Saturation during the peak hour does not exceed an acceptable value (normally 0,75).

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