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Base saturation flow is a critical constraint used for evaluating the capacity of signalized intersections. The Indonesian Highway Capacity Manual (IHCM, 2023) is frequently used for signalized intersection planning in Indonesia. In heterogeneous traffic environments, the driver characteristics and behaviors exhibit significant variations. However, the base saturation flow was also influenced by traffic volume during the observation period. This study modeled the base saturation flow by analyzing differences in morning and afternoon peak hour data. The objective was to examine the base saturation flow at pretimed signal in Banda Aceh, with a focus on traffic volume fluctuations during peak hours. Four intersections were investigated in this study. Unmanned aerial vehicles were employed to record discharge flow pattern within targeted signalized intersection. Manual timing was conducted using stopwatches and geometric road data were collected through direct field measurements. Bayesian linear regression with a Gibbs sampling approach was utilized to recalibrate the saturation flow rate coefficients. The base saturation flow during the morning peak is 284 We, while in the afternoon peak, it is 285 We, with We representing the effective intersection approach.

A livable house construction program was implemented for the poor by the governments of Pidie district and Aceh province to improve the welfare of the people. These programs were, however, observed not to be effective in achieving the targeted objectives. Therefore, this research was conducted to determine the effectiveness of the decent housing assistant program implemented by the government of Aceh province and Pidie district in 2019 and 2020. This involved the application of the effectiveness analysis through four variables of input, output, outcome, and impact using modified Dantes formula with five achievement levels. Findings from this work is related to effectiveness of the livable house construction programs implemented in Pidie Regency were used to draw the following conclusions: (a) The Aceh provincial government program was analyzed using four variables and found to be effective. The input and output variables were recorded to be quite effective while the outcome and impact variables were less effective; (2) the Pidie regency government program was also analyzed using four variables and found to be less while the input was discovered to be quite effective while the output, outcome, and impact were less effective.

Estimation is a method used to predict financial requirements by analyzing, calculating, and engineering based on field conditions and bidding documents. To enhance efficiency, there is a pressing need for a simple, swift, accurate cost estimation model. Therefore, this study aimed to establish cost estimation model at the initial planning phase of construction work and to assess its accuracy in estimating cost for road improvement using cost significant model (CSM) compared to actual expenses. The fundamental objective was to facilitate the execution of construction work, ensuring the successful completion. Data collection occurred at the (PUPR) in Aceh Jaya Regency, consisting of 25 contracts for road improvement work spanning from 2018 to 2022. The data included the execution year, road area, total variable cost (y), and the categorization of work item as independent variables (xn). Subsequently, the work data was transformed into data per square meter (m2) for each work item by dividing each independent variable by the area of road improvement work. This showed the cost/m2 for each work item (xn) and the total cost (y)/m2. Annual inflation data was obtained from (BPS) of Aceh province used for calculation projection year. The identification of cost-significant item variables occurred after organizing the data according to work item, adjusting the work cost for the execution year and the work-year cost while considering inflation factor. Additionally, it was observed that 3 most expensive work items represented 80% work item had a substantial impact on the total cost. Classic assumption tests were conducted to confirm the suitability of data for further analysis. The analysis was conducted using multiple linear regression, resulting in a model with y = 69850.515 + 0.879(x4) + 1.085(x5) + 1.221(x7). When cost significant model estimates were compared to the actual total cost of road improvement in Aceh Jaya, the accuracy ranged from +17.46% to -19.30%, which was consistent with Class 3 classification of (AACE) International standards.This classification was suitable for semi-detailed cost estimation in the conceptual phase.

The basic saturation flow serves as a fundamental parameter in the design of signalized intersections and evaluation of their operational performance. One observed behavior influencing this parameter is Weak Lane Discipline (WLD). In such scenarios, vehicles, particularly two-wheelers, tend to exhibit creeping and weaving maneuvers through larger vehicles to position themselves closer to the front of the queue, thereby achieving a faster departure once the green signal is activated. This behavior leads to irregular vehicle formations at the front of the queue, resulting in delayed discharge at the start of the green-signal phase. Consequently, this condition substantially affects in reducing the effective green time and saturation flow rate. Therefore, this study conducted an initial investigation into the impact of WLD behavior at four signalized intersections in Banda Aceh. A time-slice observation method was utilized to capture the vehicle discharge rates at short intervals (3-6 seconds) using traffic flow recorded from Unmanned Aerial Vehicle (UAV). A Bayesian Linear Regression (BLR) approach was employed to model the BSF. This preliminary study concluded that WLD queuing has a significant impact, reducing the BSF values at signalized intersections by 13%.

A motorcycle-exclusive lane was implemented since 2015 at busiest urban arterial road in the city center of Banda Aceh. However, this policy seen to be ineffective as indicated by the low obedience by the motorcycle users. This study was, therefore, conducted to analyze the determinant of the implementation of motorcycle-exclusive lane. This involved infrastructure observation and road user direct interview through questionnaires survey. Target respondent was motorcyclist who used motorcycle-exclusive lane within the study area. A total volume of these users was observed to be 364 vehicles/day and drawn the sample as much as 170 samples were selected for data analysis using the Principal Component Analysis (PCA). The PCA found that the main factors influencing the implementation of the motorcycle-exclusive lanes include the sign, lane support, motorbike, and speed factors with each having its significant explanatory level. Finding depict that greatest factor had 26.419% variant of Factor 1 with technical improvement delivers to aspect of motorcycle-exclusive lanes must have traffic signs showing the entry and exit locations of motorbikes, must have motorcycle-exclusive lanes with information prohibiting the motorbikes from stopping, and motorcycle-exclusive lane signs must install in the needed place and easily visible to users.

The widespread use of private vehicles, particularly motorcycles and passenger cars, has significantly exacerbated air pollution in Banda Aceh, Indonesia, a problem compounded by inadequate infrastructure, outdated vehicle technology, and an overreliance on high-emission transportation modes. This study aimed to quantify carbon monoxide (CO) emissions from various private vehicles, providing data to support the development of targeted environmental policies. Using fuel consumption and vehicle kilometres Travelled (VKT) as the primary methods, the study collected data from 100 private vehicle users and employed Tier I and Tier II assessment methods for a comprehensive evaluation. The findings revealed substantial CO emission loads, with motorcycles contributing 185.83 tons/year and passenger cars contributing 176.25 tons/year based on fuel consumption. VKT-based emissions further indicated that motorcycles and passenger cars contribute 174.88 tons/year and 205.94 tons/year, respectively. These results highlight passenger cars as the primary CO emission source in the Kuta Alam sub-district, underscoring the urgent need to reevaluate urban mobility paradigms. Addressing the hazardous impacts of outdated technology, inadequate infrastructure through cleaner technologies, and improved urban planning is crucial for mitigating urban air pollution. This study serves as a catalyst for advancing more sustainable transportation modalities, emphasizing the necessity of targeted policies to reduce CO emissions and improve public health in urban environments.

This research was conducted to determine the performance of the facilities and operations of the terminal using a direct survey method in the field. The primary data was collected by recording the number plate, entrance and departure time, number of passengers, vehicles entering and leaving, number of passengers getting on and off as well as the parking and vehicle number for visitors to the terminal. The survey was conducted for a duration of 9 hours daily starting from 8.00 am to 5.00 pm for a week. The results showed some facilities are not available at the terminal such as the administration room, supervisor room, platform, user fees, information room, first aid room, service room, restroom, warehouse, and spare parking space. Moreover, some facilities were observed not to be up to the required standard such as the office space, vehicle circulation, waiting room, and the toilet. Concerning the transportation characteristics, it was discovered that the highest number of passengers embarking and disembarking at the terminal per day was 8 and 4 while the highest number of those entering and leaving was recorded to be 361 and 367 respectively. Furthermore, the highest number of transportations was found to be 94 vehicles while the highest average headway time of arrival and departure was 8.81 minutes and 10.34 minutes and the values for load factor for arrival and departure of transportation was 38.33% and 39.47% respectively. The highest average waiting time was observed to be 7.62 minutes and the parking number and space requirements were found to be 72 for two-wheeled, 6 for three-wheeled, and 15 for four-wheeled vehicles with the highest average duration recorded to be 55.23, 56, and 58.58 minutes, respectively.

Urban environments present unique challenges for operators of two-wheeled vehicles, often increasing stress levels owing to various external factors. This study employed Heart Rate Variability (HRV) analysis in the frequency domain to examine the stress levels of two-wheeler drivers. It addresses a critical gap in understanding how aspects such as land use, road geometry, and traffic control contribute to stress among drivers in urban settings. The research involved monitoring twenty-five participants along a route from Syiah Kuala St to Dr. Mohd Hasan St using a Polar Vantage 2 watch with GPS to measure heart rates. A GoPro Max 360 camera was used to document surrounding land use, road geometry, and traffic conditions. Data analysis was conducted using the Multiple Indicators and Multiple Causes (MIMIC) model to identify the latent variables affecting stress levels. Techniques such as the Fast Fourier Transform (FFT) and autoregressive (AR) were applied to assess stress indicators, including the LF/HF ratio. The findings indicate that land-use factors, such as river areas, commercial zones, and office districts, significantly influence stress levels. Additionally, road geometry features, such as straight roads and intersections, along with traffic conditions involving traffic lights also play crucial roles. This study underscores the importance of considering these factors in urban planning and traffic management for mitigating driver stress.

The objective of this research is to study the compressive strength of semi-flexible pavement by using waste tire rubber and natural zeolite as asphalt and cement replacements. The mix design of porous asphalt is started with a determination of optimum asphalt proportion with open-graded aggregate as specified in Australian Asphalt Pavement Association (AAPA) 2004. The asphalt was then replaced by 3 %, 4 % and 5 % of waste tire rubber and the Marshall test were conducted. The cement mortar with 0 %, 5 %, 10 %, 15 % and 20 % natural zeolite was injected to porous asphalt specimens. The compressive strength test was conducted based on ASTM C670-91a at the age of the specimens of 14 days. The test results showed that the higher compressive strength is reached at the 15 % natural zeolite and 5 % waste tire rubber, which is 15,43 MPa.

Simpang Tujuh Ulee Kareng is one of the intersection that are crowded by local people who always doing movement in this area. The method of this research to calculated level of service this intersection by using SIDRA Intersection as a software, then it will merger of intersection be four road segments. The result and discussion of this intersection for existing condition based on Degree of Saturation (DS) for JD's street is F. DS for TICI's street is A. DS for LG's street is A, DS for LR's street is B, DS for MT's street is A, DS for KR's street is C, and DS for TIBPKP's street is D. After the geometric merger into four road segments in unsignalized condition, DS for JD's street and TIBPKP's street is E, DS for TICI's street is A, DS for LG's street and LR's street is F, and DS for MT's street and KR's street is F. For signalized condition, DS for JD's street merger with TIBPKP's street is E, DS for TICI's street is E, DS for LG's street merger with LR's street is E, and DS for MT's street merger with KR's street is F.