Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim Ptv Software and Mkji Method 1997

Abstract

The growth of motor vehicles in Surakarta from year to year always increases while road capacity does not develop. Therefore, there are often traffic jams everywhere. The discipline of every road user also plays an important role in overcoming congestion on the highway. Stages carried out from problem formulation, research objectives, and literature review, Then preliminary surveys, geometric surveys, vehicle volume surveys, and vehicle speed surveysMonday saturation degrees (DS) decreased after changing the cycle time. This means that the traffic volume at the Mlipahan intersection has decreased due to the resetting of traffic lights on Monday Road capacity: north 1,647 smp / hour, south 1,610 smp / hour, west 786 smp / hour, east 1,348 smp / hour. Saturation Degrees: North 1.15, South 1.12, West 1.15, and East 1.13. Queue Length: North 203 m, South 195 m, West 93 m, and East 145 m. obtained a value of 210 sec/smp. Sunday obtained Road capacity: North 1,763 smp / hour, South 1,549 smp / hour, West 818 smp / hour, and East 1,050 smp / hour. Saturation Degree: North 0.54, South 0.51, West 0.95, and East 0.91. Queue Length: North 92 m, South 89 m, West 87 m, and East 104 m. And the delay was obtained at 36 sec/smp. With PTV-VISSIM software, the queue length is obtained: North 97 m, South 129 m, West 198 m, and East 83 m. The delay was obtained at 72 sec/skr. And Service Level Intersection F or poor.

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How to cite:
Frenky Pratama Sejati, Sumina, Erni Mulyandari (2024) Comparative Analysis of Mlipahan Signaling
Intersection Performance Using Vissim Ptv Software and Mkji Method 1997, (5) 7
E-ISSN:
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Syntax Admiration: p-ISSN 2722-7782 | e-ISSN 2722-
5356 Vol. 5, No. 7, July 2024
Comparative Analysis of Mlipahan Signaling Intersection
Performance Using Vissim Ptv Software and Mkji Method
1997
Frenky Pratama Sejati1, Sumina2, Erni Mulyandari3*
1,2,3 Universitas Tunas Pembangunan Surakarta, Indonesia
Email: frenkysejadti@gmail.com, sumina@lecture.utp.ac.id,
erni.mulyandari@lecture.utp.ac.id
Abstract
The growth of motor vehicles in Surakarta from year to year always increases while road capacity
does not develop. Therefore, there are often traffic jams everywhere. The discipline of every road
user also plays an important role in overcoming congestion on the highway. Stages carried out
from problem formulation, research objectives, and literature review, Then preliminary surveys,
geometric surveys, vehicle volume surveys, and vehicle speed surveysMonday saturation degrees
(DS) decreased after changing the cycle time. This means that the traffic volume at the Mlipahan
intersection has decreased due to the resetting of traffic lights on Monday Road capacity: north
1,647 smp / hour, south 1,610 smp / hour, west 786 smp / hour, east 1,348 smp / hour. Saturation
Degrees: North 1.15, South 1.12, West 1.15, and East 1.13. Queue Length: North 203 m, South
195 m, West 93 m, and East 145 m. obtained a value of 210 sec/smp. Sunday obtained Road
capacity: North 1,763 smp / hour, South 1,549 smp / hour, West 818 smp / hour, and East 1,050
smp / hour. Saturation Degree: North 0.54, South 0.51, West 0.95, and East 0.91. Queue Length:
North 92 m, South 89 m, West 87 m, and East 104 m. And the delay was obtained at 36 sec/smp.
With PTV-VISSIM software, the queue length is obtained: North 97 m, South 129 m, West 198
m, and East 83 m. The delay was obtained at 72 sec/skr. And Service Level Intersection F or poor.
Keywords: Signaling Interchange, Analysis, Performance
Introduction
The growth of motor vehicles in Surakarta from year to year always increases
while road capacity does not develop. Therefore, there are often traffic jams everywhere.
The discipline of every road user also plays an important role in overcoming congestion
on the highway. This is because not a few road users are impatient in driving because
they want to immediately arrive at their respective destinations. If the road speed at the
intersection is red, road users will try to get ahead of the queue by taking another lane of
road so that it can interfere with vehicles that will cross the other road lane and can also
reduce the capacity of the existing road.
According to Rusdiyanto (2014), at intersections using signals, the flow of
vehicles entering the intersection alternately is regulated using traffic lights. The traffic

Frenky Pratama Sejati, Sumina, Erni Mulyandari*
2632 Syntax Admiration, Vol. 5, No. 7, July 2024
flow through it is quite high, so the use of unsignaled intersections is no longer adequate.
Traffic lights have the main function as a regulator of the right of way for traffic
movements including pedestrians. According to Kurnia Anggi (2013), the intersection in
question is the meeting of one plane between two or more lanes on the highway.
According to Dwi Prasetyanto (2019), traffic flow is an interaction between
drivers, vehicles, and roads. No traffic flow is the same even under similar circumstances.
So that the flow on a certain road section always varies (Carpintero, Vassallo, & Soliño,
2015);(Saw, Katti, & Joshi, 2015). However, parameters are needed that can indicate the
condition of the road section, or that will be used as a basis for planning. These parameters
are volume, speed and density, level of service, degree of saturation and degree of
accompaniment.
According to Syaiful (2022), traffic signals consist of three types, namely green
to walk, yellow means allowing vehicles to enter the meeting if there are no other vehicles
before the red light appears and red to stop. According to Widarto (2022), a traffic light
is an electrical device with a timing system that gives the right of way to one or more
traffic flows so that this traffic flow can pass through intersections safely and efficiently.
According to Soltani (2016), conflictis the flow of traffic from various directions will
meet at an intersection point, this condition causes conflicts between road users from
different directions.
MKJI 1997 is a manual used to calculate road traffic performance but cannot be
used to view or analyze network. Road facilities that can be analyzed for performance are
only at signalized intersections, non-signaled intersections, interlocks and roundabouts,
simple interchanges, urban roads, out-of-town roads, and expressways. VISSIM is a
multimodal microscopic flow traffic simulation software that can analyze the operation
of private vehicles and public transportation with problems such as lane configuration,
vehicle composition, traffic signals and others (Ullah et al., 2021);(Ji, 2020);(Rakkesh,
Weerasinghe, & Ranasinghe, 2016), so VISSIM becomes a useful tool for the evaluation
of various alternative steps based on transportation engineering measures and
effectiveness planning (Hendrayati, Askolani, Achyarsyah, Sudrajat, & Syahidah,
2020);(Meng, Zhou, J., Liu, B., & Mao, 2021);(Kurniawan & Putritama, 2020). VISSIM
was developed by PTV (Planung Transport Verkehr AG) in Karlsruhe, Germany.
VISSIM stands for "Verkehr Stadten – SIMulationsmodell" which means "Traffic
in the City – Simulation Model". The program provides animation capabilities with
enhancements in three dimensions. According to Ramadhan (2019), the Model is a tool
or media that can be used to reflect and simplify a reality (the real world) measurably.
Calibration in VISSIM is a process in forming appropriate parameter values so that the
model can replicate traffic to conditions that are as similar as possible. The calibration
process can be carried out based on the observed behavior of the driver of the area (Flew,
Martin, & Suzor, 2019). The method used is trial and error by referring to previous
research on calibration and validation using VISSIM (Hutabarat, Peslinof, Afrianto, &
Fendriani, 2023).

Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim
Ptv Software and Mkji Method 1997
Syntax Admiration, Vol. 5, No. 7, July 2024 2633
The formulation of the problem in this study is as follows: 1) What are the results
of the analysis of vehicle volume, queue length, delay time, capacity, degree of saturation
at the Juanda intersection using the 1997 MKJI Method? 2) What are the results of the
analysis of queue length (Qlen), delay value (VehDelay) and Level of Service (LOS)
using PTV-VISSIM 2023 Student Version Software? What are the results of the
comparison of queue length (Qlen), delay value (VehDelay) and Level of Service (LOS)
with the MKJI 1997 method and PTV-VISSIM 2023 Student Version Software?
Research Method
This study took place at the intersection of four Mlipahan. Jalan Ir. Juanda has
many intersections, one of which is the Mlikahan Signaled Interchange. This interchange
consists of Jalan Ir. Juanda, and Jalan Gotong Royong.
Source: Personal Data, 2023
Picture 1. Research Flow Chart
Results and Discussion
Geometric Conditions of Simpang
Geometric conditions at the Mlipahan signaled intersection, Surakarta from the
results of surveys directly in the field using measuring instruments and observations.
There are four arms, namely the North arm Jl. Gotong Royong, the East arm Jl. Ir. Juanda,

Frenky Pratama Sejati, Sumina, Erni Mulyandari*
2634 Syntax Admiration, Vol. 5, No. 7, July 2024
the South arm Jl. Gotong Royong, the West arm Jl. Ir. Juanda. For the size of the Mlipahan
Simpang geometry can be seen in Picture 2 and Table 1.
Source: Personal Data, 2023
Picture 2. Geometric Conditions of Simpang Mlipahan
Table 1. Mlipahan Simpang Size
Source: Personal Data, 2023
Traffic Light Cycle Simpang Mlipahan
It is necessary to do cycle time engineering in the form of optimization of traffic
light signals to find out the cycle time of traffic lights at intersections that are the object
of this study. The cycle time at each intersection can be seen in Table 2.
Table 2. Cycle Time of Mlipahan Interchange Signal
Approach Code
On Time (seconds)
Green
Yellow
All Red
Red
North
34
3
2
110
South
30
3
2
122
West
35
3
2
109
East
17
3
2
113
Source: Personal Data, 2023
From the results of recording the duration carried out on each leg of the Mlipahan
intersection obtained as in Table 2 where the duration of green time is longer on the West
Geometric
Simpang
Jl. Ir Juanda
East
Jl. Ir Juanda
West
Jl. Gotong Royong
North
Jl. Gotong Royong
South
Right
(m)
Left
(m)
Right
(m)
Left
(m)
Right
(m)
Left
(m)
Right
(m)
Left
(m)
Shoulder Width
2.5
2.5
0.8
0.8
-
-
-
-
Number of
Lanes
1
1
1
1
1
1
1
1
Number of
Paths
1
1
1
1
1
1
1
1
Lane Width
5
5
5
5
4.5
4.5
4.5
4.5
Median Width
-
-
-
-
-
-
-
-

Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim
Ptv Software and Mkji Method 1997
Syntax Admiration, Vol. 5, No. 7, July 2024 2635
foot which is an average of 35 seconds, red time is longer on the South foot which is an
average of 122 seconds, while the yellow time for each leg is on average for 3 seconds.
Source: Personal Data, 2023
Picture 3. Mlipahan Simpang Cycle Time Diagram
Monday's Traffic Flow Data
Traffic flow data on Monday is taken in the morning, afternoon and evening with
a time period of 2 hours. Vehicle data obtained from survey results at peak hours, then
hourly vehicle data is converted into light vehicle units (skr). From Monday's survey, the
total number of vehicles passing on Monday can be seen in Table 3 and for the Graph can
be seen in picture 4.
Table 3. Traffic Volume on Monday Simpang Mlipahan
No
VLHR Type
Vehicle / hour
Number of Junior High School / Hour
North
South
West
East
North
South
West
East
1
Heavy Vehicle
(HV)
151
82
52
74
196.3
106.6
67.6
96.2
2
Light Vehicle (LV)
1051
1114
563
979
1051
1114
563
979
3
Motorcycles (MC)
3209
2923
1358
2932
1604.5
1461.5
679
1466
4
Non-Motor
Vehicles (UM)
31
44
17
13
-
-
-
-
Source: Personal Data, 2023
Source: Personal Data, 2023
Picture 4. Vehicle Volume Graph for Monday Mlipahan Interchange
It can be concluded from Picture 4 that the vehicle that crosses the intersection the
most every 15 minutes is a motorcycle (MC). The flow of vehicles is dense in the morning
and evening, while during the day tends to slope.
North 3 2 Fase 1
South 30 3 2 Fase 2
West 35 3 2 Fase 3
East 17 3 3 Fase 4
All Red = 2 Detik
Intergreen = 3 Detik
Cycle Time = 136 Detik
72
110
110
83
37
39
34
23 12 23 15 19 23 16 12 13 12 15 911 821 725 16 14 18 23 987
169 176 183 219 230 223 189 175 125 111 130 123 114 137 95 98 142 131
192 182 174 151 125
113
436 389
479 505 472 489
430 427
240
349 345
263 295 266 260 251
482 520 572
629
511
392
330
368
628 577
685 739 721 735
635 614
378
472 490
395 420 411 376 356
649 667
778 829
708
552
463
488
0
100
200
300
400
500
600
700
800
900
Vehicle Volume (Pu/Hour)
Time Per 15 Minutes
Graph of Vehicle Volume at the Mlipahan Intersection
Monday, April 17, 2023
HV LV MC Total

Frenky Pratama Sejati, Sumina, Erni Mulyandari*
2636 Syntax Admiration, Vol. 5, No. 7, July 2024
Sunday Traffic Flow Data
Traffic flow data on Sunday is taken in the morning, afternoon and evening with
a time period of 2 hours. Vehicle data obtained from survey results at peak hours, then
hourly vehicle data is converted into light vehicle units (skr). From the survey on Sunday,
the total number of vehicles passing on Sunday can be seen in Table 4 and for the Graph
can be seen in Picture 5.
Table 4. Traffic Volume on Sunday Simpang Mlipahan
Source: Personal Data, 2023
Source: Personal Data, 2023
Picture 5. Vehicle Volume Graph for Sunday Simpang Mlipahan
Calculation of MKJI 1997 Monday and Sunday
Traffic Flow (Q)
Based on the provisions of MKJI regulations and conditions in the field, the data
used as traffic flow for junior high school / hour is protected conditions can be seen in
Table 5.
Table 5 Vehicle Conversion to Passenger Car Unit
Vehicle Type
emp for approach type
Sheltered
Fight
Heavy Vehicle (HV)
1,3
1,3
Light Vehicle (LV)
1,0
1,0
Motorcycles (MC)
0,2
0,4
Source: MKJI, 1997
Calculate for each vehicle ratio can be calculated by the formula:
10 10 11 96 6 36911 11 4611 7415 910 96710 5
83 90 107 99 99 116 118 98 81 91 85 92 77 95 71 77 93 103 116 106 87 69 60 56
143 166
197 192 189 177 198 202 200 209
172 165 151 156 140 157
255 243 239 261
235 235
201
199
236
266
315 300 294 299 319 306 290 311
268 261
234
262
218 238
363 355 365 376
328 311
271
260
0
50
100
150
200
250
300
350
400
Vehicle Volume (Pu/Hour)
Time Per 15 Minutes
Graph of Vehicle Volume at the Mlipahan Intersection
Sunday, 23 April 2023
HV LV MC Total
No
VLHR Type
Vehicle / hour
Number of Junior High School /
Hour
North
South
West
East
North
South
West
East
1
Heavy Vehicle (HV)
55
47
59
43
71.5
61.1
76.7
55.9
2
Light Vehicle (LV)
558
492
438
621
558
492
438
621
3
Motorcycles (MC)
1078
1160
1011
1412
539
580
505.5
706
4
Non-Motor Vehicles
(UM)
24
11
14
14
-
-
-
-

Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim
Ptv Software and Mkji Method 1997
Syntax Admiration, Vol. 5, No. 7, July 2024 2637
󰇛󰇜    
(1)
where Q = Traffic Flow, emp = Passenger Car Unit Conversion.
Capacity (C)
To calculate the intersection capacity at the Mlipahan Interchange according to
MKJI 1997, you can use the following formula:


(2)
where S = Saturation Current, gi = Green Time, c = Cycle TimSaturated current (S)
The Saturation Current (S) can be determined in the 1997 MKJI guide. It can be
seen in the following formula:
   (3)
where S0 = Base Saturation Current , F CS = City Size Factor, F SF = Side Obstacle
Adjustment Factor, F G = Slope Factor, F P = Parking Vehicle Factor, F RT = Left Turn
Factor, FLT = Right Turn Factor.
Signal Timers (c)
Cycle Time (c) of Simpang Mlipahan is obtained by the formula according to MKJI 1997:


(4)
where LTI = Lost Time Intersection , ∑FRCRIT = The highest RF value of all departing at
a signal phase.
Saturation Degree (DS)
To calculate the degree of saturation (DS) according to MKJI 1997 can use the
following formula:
  

(5)
where Q = Traffic Flow , C = Interchange Capacity.
Queue Length (NQ)
The length of the queue is the number of vehicles at the intersection of each lane
when the red light turns on (Department P.U., 1997). The formula for determining the
average queue length based on MKJI 1997, is:
  (6)
where NQ1 = Number of junior high schools remaining from the previous green phase,
NQ2 = Number of junior high schools coming in there red phase.
For a recapitulation of the calculation of MKJI 1997 on Monday and Sunday,
April 16, 2023, see Table 6 and Table 7 below:
Table 6. Results of MKJI 1997 Calculation on Monday
Approach
Base
Value
(S0)
FCS
FSF
FG
FP
FRT
FLT
S
Q
g
c
DS
North
5580
0.94
0.95
1
0.78
1.06
0.93
3841
1889
39
1647
1.1
South
5580
0.94
0.95
1
0.78
1.13
0.95
4185
1805
35
1610
1.1
West
6420
0.94
0.95
1
0.80
1.06
0.92
4471
902
16
786
1.1
East
6420
0.94
0.95
1
1
1.09
0.93
5841
1517
21
1348
1.1
Source: Personal Data, 2023

Frenky Pratama Sejati, Sumina, Erni Mulyandari*
2638 Syntax Admiration, Vol. 5, No. 7, July 2024
Table 7. Results of MKJI 1997 Calculation on Sunday
Approach
Base
Value
(S0)
FCS
FSF
FG
FP
FRT
FLT
S
Q
g
c
DS
North
5580
0.94
0.95
1
0.77996
1.12
0.95
4113
946
39
1763
0.54
South
5580
0.94
0.95
1
0.78025
1.10
0.94
4028
785
35
1549
0.51
West
6420
0.94
0.95
1
0.8019
1.08
0.93
4654
777
16
818
0.95
East
6420
0.94
0.95
1
0.80392
1.07
0.92
4550
959
21
1050
0.91
Source: Personal Data, 2023
Signaling Interchange Analysis Using PTV-Vissim Softwere 2023
In this analysis at Simpang Mlipahan, researchers used PTV Vissim 2023 Software
(Student Version). For the average recapitulation results using PTV-VISSIM 2023 Student
Version software, please see Table 8.
Table 8. Recapitulation of Average Running Results of PTV VISSIM
Movement
Qlen (m)
VehDelay (m)
LOS
Jl. Gotong Royon Utara
97
105
LOS_F
Jl. Gotong Royong Selatan
129
107
LOS_F
Jl. Ir Juanda Barat
198
47
LOS_F
Jl. Ir JuandaTimur
204
30
LOS_F
Source: Personal Data, 2023
Based on the Running results, it can be concluded that Simpang Mlipahan has an
average delay value (VehDelay) Jl. Gotong Royong Utara is 97 sec/skr, Jl. Gotong
Royong Selatan is 129 sec/skr, Jl. Ir Juanda Barat is 197 sec/skr , and Jl. Ir Juanda Timur
is 204 sec/skr. The average Level of Service is F (very poor). The results of existing
modeling can be seen that traffic flow becomes restrained, there are long vehicle queues,
low vehicle speed.
Alternative Solutions at Mipahan Interchange on Monday
An alternative solution for optimizing the performance of Simpang Mlipahan to
reduce Saturation Drama (DS) is to change the cycle time.
Table 9. Alternate Cycle Times
North
South
West
East
Total
Green Time
34
30
35
17
116
Amber
2
2
2
2
Red All
1
1
1
1
Intergreen
3
3
3
3
12
Cycle Time
128
Source: Personal Data, 2023
From Table 9 it can be seen that the cycle time or cycle time which was originally
136 seconds, is now changed to 128 seconds with the original amber time of 3 seconds
changed to 2 seconds each arm of the intersection. The red all time was originally 2
seconds changed to 1 second each interchange arm and the intergreen time which was
originally 5 seconds was changed to 3 seconds each interchange arm. For an alternate
cycle time diagram of Simpang Mlipahan can be seen in Picture 6.

Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim
Ptv Software and Mkji Method 1997
Syntax Admiration, Vol. 5, No. 7, July 2024 2639
Source: Personal Data, 2023
Picture 6. Alternate Cycle Time Diagram of Simpang Mlipahan
For recapitulation, the calculation of alternative solutions at Simpang Mlipahan is
calculated by the same formula taken from MKJI 1997. So the calculation results can be
seen in Table 10.
Table 10. Recapitulation of Calculation of Alternative Solutions on Monday
Approach
Base
Value
(S0)
FCS
FSF
FG
FP
FRT
FLT
S
Q
g
c
DS
North
5580
0.94
0.95
1
0.78
1.06
0.93
3841
1889
39
2506
0.8
South
5580
0.94
0.95
1
0.78
1.13
0.95
4185
1805
35
2450
0.7
West
6420
0.94
0.95
1
0.80
1.06
0.92
4471
902
16
1197
0.8
East
6420
0.94
0.95
1
1
1.09
0.93
5841
1517
21
2052
0.7
Source: Personal Data, 2023
From the recapitulation data in Table 10, it can be seen that the degree of
saturation (DS) on Monday decreased. This means that the traffic volume at the Mlipahan
intersection has decreased due to the resetting of the traffic light (APPIL) which originally
had a cycle time of 136 after being changed to 126 seconds. According to MKJI (1997)
cycle time planning for intersection four with the ideal time is between 80 – 130 seconds.
This means that the cycle time at the Mlipahan Simpang has shown the ideal time for the
intersection cycle.
Conclusion
From the results of the Performance Analysis of the Mlipahan Signaled
Interchange in Surakarta City, it can be concluded as follows: 1) On Monday, road
capacity was obtained: north 1,647 smp / hour, south 1,610 smp / hour, west 786 smp /
hour, east 1,348 smp / hour. Saturation Degrees: North 1.15, South 1.12, West 1.15, and
East 1.13. Queue Length: North 203 m, South 195 m, West 93 m, and East 145 m.
obtained a value of 210 sec/smp. 2) On Sunday, road capacity was obtained: North 1,763
smp / hour, South 1,549 smp / hour, West 818 smp / hour, and East 1,050 smp / hour.
Saturation Degree: North 0.54, South 0.51, West 0.95, and East 0.91. Queue Length:
North 92 m, South 89 m, West 87 m, and East 104 m. And the delay was obtained at 36
sec/smp. 3) With PTV-VISSIM software, the queue length is obtained: North 97 m, South
129 m, West 198 m, and East 83 m. The delay is obtained at 72 sec / skr. And Service
Level Intersection F or poor.
North 2 1 Fase 1
South 30 2 1 Fase 2
West 35 2 1 Fase 3
East 17 2 3 Fase 4
110
34
All Red =
1 Detik
Intergreen =
3 Detik
39
72
110
37
83

Frenky Pratama Sejati, Sumina, Erni Mulyandari*
2640 Syntax Admiration, Vol. 5, No. 7, July 2024
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Comparative Analysis of Mlipahan Signaling Intersection Performance Using Vissim
Ptv Software and Mkji Method 1997
Syntax Admiration, Vol. 5, No. 7, July 2024 2641
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Frenky Pratama Sejati, Sumina, Erni Mulyandari* (2024)
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Syntax Admiration
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