Analysis of Pedestrian Facilities Service Level (Case Study : Jl. Raya Bogor in Front of Pasar Jaya
Kramat Jati)
Muhammad Isradi, Widodo Budi Dermawan, Amar Mufhidin and Rafika Novita Sari Faculty of Engineering, University Mercu Buana Jakarta, Indonesia
[email protected] , [email protected] , [email protected] , [email protected]
Joewono Prasetijo
Faculty of Engineering, Universiti Tun Hussein Onn Malaysia, Malaysia [email protected]
Abstract
The problem in terms of pedestrian facilities in urban areas in Indonesia is the unmet needs of pedestrians, both in quality and quantity. There are various causes, such as insufficient fulfillment of the needs of pedestrian facilities by the government, the transfer of the function of facilities from public spaces to parker land or business premises for Street Vendors (PKL). The purpose of this study is to analyze the characteristics of pedestrians on Jl. Raya Bogor Pasar Jaya Kramat Jati, get the level of service of pedestrian facilities, and analyze the type of crossing located on Jl. Raya Bogor Pasar Jaya Kramat Jati. Based on the results of the survey and the dissemination of questionnaires conducted over two days, it was obtained that the pavement lanes viewed based on currents in platoons showed that the level of pedestrian service in 2020 was Standard A. Based on density and pedestrian space showed that the level of pedestrian service in 2020 was Standard B.
Additionally the authors analyzed using the "Importance Performance Analysis" method which was subsequently analyzed normality reliability, and validity with a sample of 50 respondents. And the authors also calculated density, speed, and searched for pedestrian service levels. Based on the analysis obtained assessment indicators that affect the interests and satisfaction of pedestrians located in Quadrant I and Quadrant IV H0 d reject, while quadrant II and quadrant III H0 are accepted.
Keywords :
Pedestrian Satisfaction, Pedestrian Interests, Sidewalks.
1. Introduction
The problem in terms of pedestrian facilities in urban areas in Indonesia is the unmet needs of pedestrians, both in quality and quantity. The development of pedestrian facilities in Indonesia has not been a priority compared to the development of facilities for other modes of transportation, especially motor vehicles (Natalia Tanan, 2011).
There are various causes, such as insufficient fulfillment of the needs of pedestrian facilities by the government, the transfer of the function of facilities from public spaces to parker land or business premises for Street Vendors (PKL). The discrepancy in provision is due to the lack of a facility provision approach that takes into account environmental characteristics as well as the behavior and preferences of Indonesian pedestrians. On the other hand, the development of pedestrian infrastructure is also faced with limited space belonging to the road. Urban development at first often does not take pedestrians into account, where motor vehicles have been a top priority for some time(Natalia Tanan, 2011).
The problem indicates a lack of impartiality in pedestrians causing pedestrians to be in a weak position.
This can be demonstrated through the increasing number of pedestrian accidents in recent years. Data PT. Jasa Raharja noted that compensation recipients from pedestrian groups and the like reached 19,337 people in 2017.
That is, every day, there are about 53 pedestrians who are victims of accidents. They include the deceased and the victims who suffered injuries (rusyanto, 2019).
Data shows pedestrian accidents are mainly caused by a lack of pedestrian facilities, such as sidewalks and pedestrian crossing bridges. The results of research in DKI Jakarta by the Non-Governmental Organization in the field of urban Pelangi together with the Institue for Transportation and Development Policy (ITDP) and the Institute of Transportation (Intrans) showed that pedestrian safety is threatened due to the lack of
infrastructure for pedestrians where 65% of traffic accident victims result in death, are pedestrians, and 35% of the victims are children.
Jl. Raya Bogor area in front of Pasar Jaya Kramat Jati is one of the shopping centers and markets that most of their activities are done on foot. Such conditions will have an impact on the decrease in the level of comfort and safety of road users / crossers. Many problems that occur related to pedestrian facilities, among others, sidewalks are used as a place to sell, the lack of awareness of the community to use the bridge crossing when crossing.
The purpose and Objectives that will be achieved from this research are:
a. To analyze the characteristics of pedestrians on Jl. Raya Bogor Pasar Jaya Kramat Jati.
b. To get the level of service of pedestrian facilities.
c. To analyze the type of crossing located on Jl. Raya Bogor Pasar Jaya Kramat Jati.
2. Methodology
In this research the data sources needed are primary data and secondary data. The survey technique in this research
Are distribute questionnaires to 50 respondents. This questionnaire consists of 23 questions with a number of answers in accordance with its establishment. Respondents check the answers that best suit their standpoint. The questionnaire in this research used the interval measurement scale, such as Likert scale.
Questionnaires were distributed on weekdays, and distributed to road users on the sidewalks of Bogor Highway in front of Pasar Jaya Kramat Jati.
2.1 Data Processing and Data Management
In data processing, researchers use descriptive statistical data analysis techniques. This technique is used by researchers because the data collection by distributing questionnaires and processing it, the following tests are performed:
2.1.1 Validity Test
The validity test in this research was carried out with the aim of hinting the extent to which a measuring device (instrument) measures what it wants to measure. Researcher using SPSS Program to find out validity from the results.
2.1.2 Reliability Test
In this research the Alpha Cronbach (c) technique will be used. This technique is used to measure the reliability of question items whose scores are a range of values (for example 0-10, 0-7) or scale (or 1-3, 1-5).
The Cronbach's Alpha formula used is shown in the following formula:
∝ = [ 𝑘
𝑘 − 1] [1 −𝛴𝜎𝑏2 𝜎𝑡2] explanation:
∝ = Instrument reliability coefficient (cronbach alpha) k = number of data variables that make up the latent variable 𝛴𝜎𝑏2 = total item variance
The reliability testing of a questionnaire there is a basis for decision making in advance, in determining the reliability test results used the SPSS program to find out the results as follows [7]:
a. If Cronbach’s Alpha value > 0,60, then it is reliable or consistent b. If Cronbach’s Alpha value < 0,60, then it is not reliable or consistent 2.1.3 Normality Test
The normality test with SPSS will be carried out through the Kolmogrov-Smirnov test with the condition that the significance value is> 0.05, then the data is declared to be normal while if the significance value is
<0.05, then the data is declared to be abnormally distributed.
2.1.4 Effectiveness Level Analysis
Data analysis begins by tabulating data from primary data collection for each variable then the data is analyzed using descriptive statistics to find out the mean and standard deviation. The descriptive statistical results are analyzed and then entered into the Cartesian diagram IPA (Importance Performance Analysis). To measure the extent of performance and satisfaction, researcher using Importance and Performance Analysis method.
2.2. Pedestrian/Sidewalk Comfort Standards
According to the National Space Administration and the book(Khisty, 2003), it is explained that the level of service of the pedestrian network in this guideline is technical and general, and can be adjusted to existing environmental conditions. The level of service (LOS) of sidewalks is grouped into 6 criteria. See table 1 below.
Tabel 1. LOS Division Description LOS Room (m2/ped) Flow Rate
(ped/mnt/m) Speed (m/mnt)
A ≥ 5,6 ≤ 16 >78
B ≥ 3.7 -5,6 ≤ 16-23 >75,6-78
C ≥ 2,2 – 3,7 ≤ 23-33 >73,2-75,6
D ≥ 1,4 – 2,2 ≤ 33-50 >68,4-73,2
E ≥ 0,74 – 1,4 ≤50-77 >45,6-68,4
F ≥ 0,74 Diverse ≤45,6
Description:
a. LOS A
The pedestrian path covers an area of ≥ 5.6 m2/pedestrian, the large pedestrian flow ≤ 16 pedestrians/minute/meter. In a pedestrian space with LOS A people can walk freely, pedestrians can determine the direction of walking freely, at a relatively fast speed without causing disturbance among fellow pedestrians.
b. LOS B
Pedestrian path covering an area of ≥ 3.7 – 5.6 m2/pedestrian, large pedestrian flow ≤ 16 - 23 pedestrians / minute / meter. At LOS B, pedestrian spaces are still comfortable to pass at a fast pace. The presence of other pedestrians has begun to affect the flow of pedestrians, but pedestrians can still walk comfortably without disturbing other pedestrians.
c. LOS C
Pedestrian path covering an area of ≥ 2.2 – 3.7 m2/pedestrian, large pedestrian flow ≤ 23 - 33 pedestrians / minute / meter. In LOS C, the pedestrian space still has a normal capacity, the pedestrians can move with the current in the direction of normal even in the opposite direction there will be a small contact. Pedestrian flow walking distance normally but relatively slow due to limited space between pedestrians.
d. LOS D
Pedestrian walkways covering an area of ≥ 1.4 – 2.2 m2/pedestrian, large pedestrian flows ≤ 33 – 50 pedestrians/minute/meter. In LOS D, pedestrian space began to be limited, to walk with normal currents must change positions frequently and change speed. The opposite current of pedestrians has the potential to be able to cause conflict. LOS D still generates a comfortable threshold current for pedestrians but has the potential for contact and interaction between pedestrians.
e. LOS E
Pedestrian path covering an area of ≥ 0.74 – 1.4 m2/pedestrian, large pedestrian flow ≤ 50 - 77 pedestrians / minute / meter. At LOS E, every pedestrian will have the same speed, due to the large number of pedestrians available. Turning direction, or stopping will have an impact on the current directly. Movement will be relatively slow and irregular. This situation is starting to be uncomfortable to go through but it is still the lower threshold of the pedestrian space plan capacity.
f. LOS F
The pedestrian path covers an area of ≤ 0.74 m2/pedestrian, large pedestrian flow varies pedestrian/minute/meter. At LOS F, the speed of pedestrian flows is very slow and limited. There will often be conflicts with pedestrians who are in the same direction or opposite. To turn around or stop is impossible. The character of this pedestrian room is more towards walking very slowly and queuing. LOS F is a level of service that is no longer comfortable and no longer in accordance with the capacity of pedestrian space.
2.3 Pedestrian Characteristics
Pedestrian characteristics are an important factor in the planning and operation of transportation systems.
Pedestrian characteristics can be felt through pedestrian activity that occurs. The principles of pedestrian movement analysis (Wilson, 2001) are based on effective sidewalks width, flow, speed, density, pedestrian space, and pedestrian V/C ratio.
V15
(𝑉𝑝 𝑥 𝑁𝑝)+(𝑉𝑝 𝑥 𝑁𝑝) 15We
Np+Nw
Effective pedestrian width (effective sidewalks width) is obtained by using the following formula:
We = Wt - Wo Where :
We : Effective width of pedestrian facilities (meters) Wt : Total width of pedestrian facilities (meters) Wo : Width of obstacles on pedestrian facilities (meters) Flow is obtained by using the following formula:
Vp =
Where :
Vp : Pedestrian Flow (person/m/minute)
V15 : Number of pedestrians per 15-minute interval We : Effective width of pedestrian facilities (meters)
Pedestrian speed is obtained by using formulas such as the following:
Vrt = Where :
Vrt : Average speed (m/sec) Vp : Pedestrian speed (m/sec) Np : Pedestrian speed (m/sec)
Pedestrian density is obtained by using the following formula:
D = Q/Vrt Where :
D : Density (person/m2)
Q : Pedestrian flow (person/m/min) Vrt : Average speed (m/s)
In the Highway Capacity Manual 2000 pedestrian space is obtained by using the following formula:
S = 1/D Where :
S : Pedestrian Room (m2 /person) D : Density (person/m2)
The ratio between current and rigid pedestrian capacity is obtained by the following formula:
R = v/C Where :
R : Current ratio with pedestrian capacity v : Pedestrian flow (person/m/min) C : pedestrian capacity (75 persons/m/min)
3. Result and Analysis
3.1 Analysis of Characteristics Respondents
In this research, respondents taken were users on the sidewalks of Bogor Highway in front of Pasar Jaya Kramat Jati with a total of 50 respondents, with the following respondent characteristics are:
Table 2. Number of Respondent Base on Gender Gender Total Percentage
Male 28 50,9%
Female 22 49,1%
Total 50 100%
3.2 Validity Test
Data inputted for validity testing is the value of the interest factor or variable X and satisfaction factor or variable Y, with the concept of comparing between calculated R values and obtained R table values. In this case the amount of R table of 0.2732. The summary of the validity test results is in the table below:
Table 3. Validity Test Results of Interest Factors Variable R Value R
Table Result X1 0,754 0,2732 Valid X2 0,707 0,2732 Valid X3 0,827 0,2732 Valid X4 0,726 0,2732 Valid X5 0,591 0,2732 Valid X6 0,526 0,2732 Valid X7 0,675 0,2732 Valid X8 0,757 0,2732 Valid X9 0,738 0,2732 Valid X10 0,665 0,2732 Valid X11 0,558 0,2732 Valid X12 0,421 0,2732 Valid X13 0,815 0,2732 Valid X14 0,575 0,2732 Valid X15 0,808 0,2732 Valid X16 0,622 0,2732 Valid X17 0,676 0,2732 Valid X18 0,583 0,2732 Valid X19 0,611 0,2732 Valid X20 0,633 0,2732 Valid X21 0,590 0,2732 Valid X22 0,524 0,2732 Valid X23 0,631 0,2732 Valid
Table 4. Validity Test Results of Satisfaction Factors Variable R Value R
Table Result Y1 0,539 0,2732 Valid Y2 0,472 0,2732 Valid Y3 0,704 0,2732 Valid Y4 0,615 0,2732 Valid Y5 0,504 0,2732 Valid Y6 0,419 0,2732 Valid Y7 0,646 0,2732 Valid Y8 0,674 0,2732 Valid Y9 0,675 0,2732 Valid Y10 0,510 0,2732 Valid Y11 0,465 0,2732 Valid Y12 0,365 0,2732 Valid Y13 0,702 0,2732 Valid Y14 0,493 0,2732 Valid Y15 0,707 0,2732 Valid Y16 0,498 0,2732 Valid Y17 0,435 0,2732 Valid Y18 0,337 0,2732 Valid Y19 0,633 0,2732 Valid Y20 0,627 0,2732 Valid Y21 0,606 0,2732 Valid Y22 0,497 0,2732 Valid Y23 0,675 0,2732 Valid
The results of the validity test above show that R value for the interest and satisfaction variables get R value > R table at a significant value of 5%. Therefore, it can be concluded that all items in the questionnaire in this research are valid, so that it can be used as a research instrument.
3.3 Reliability Test
In this research, researcher using SPPS application to found out the results by entering the factors that have been given an assessment score by respondents for performance’s factor and satisfaction’s factor. The summary of the reliability test results is in the table below:
Table 5. Reliability Test Results of Interest Factor Reliability Statistics
Cronbach's Alpha N of Items
.958 23
Table 6. Reliability Test Results of Satisfaction Factor Reliability Statistics
Cronbach's Alpha N of Items
.959 23
From the table above, it can be concluded that interest factor or variable X has a Cronbach's Alpha value is 0.958> 0.6, so this questionnaire is considered to be reliable or consistent. While that satisfaction factor or variable Y has a Cronbach's Alpha value is 0.959> 0.6, this questionnaire is considered reliable or consistent.
3.4 Normality Test
In this research the normality test uses the Kolmogorov-Smirnov test, with the following results:
Table 7. Normality Test Results
Kolmogorov-Smirnova Shapiro-Wilk
Statistic df Sig. Statistic df Sig.
Interests .125 23 .200* .960 23 .464
Satisfaction .115 23 .200* .959 23 .437
a. Kolmogorov-Smirnov Test
The significant value of interest in the Kolmogorov-Smirnov column is 0.200, then the interest data is normally distributed because 0.200 > 0.05. And the significant value of satisfaction also distributed the norm because 0.200 > 0.05.
b. Shapiro-Wilk Test
The significant value of interest in the Shapiro-Wilk column is 0.464, so interest data is normally distributed because 0.464 > 0.05. While the significant value of satisfaction in the Shapiro-Wilk column was 0.437, the satisfaction data was normally distributed.
3.5 Priority Level Calculations
After obtaining the average calculation from valuation of the interest and passenger satisfaction, we can see the position of each service quality factor examined in the Cartesian diagram "Importance Performance Analysis". The value from each factor are used for divider border on Cartesian diagram as follows:
Figure 1 Priority Level Calculations.
In the ploting results of Cartesius Diagram based on Importance Performance Analysis can be described as follows:
a. Assessment indicators entered Quadrant I is a top priority in the interests of pedestrians, indicators located in Kuadarn I Cartesius Diagram based on Importance Performance Analysis as follows:
1. Physical Pavement
a. Indicator no. 1 : Pavement width at least 3 meters
b. Indicator no. 5 : Visual condition of sidewalk (not perforated/damaged) 2. Security
a. Indicator no. 6 : Has lighting lamp 3. Comfort
a. Indicator no. 18 : Continuity of sidewalks
b. Assessment indicators that are included in Quadrant II is to be maintained satisfaction indicators located in Kuadarn II Cartesius Diagram based on Importance Performance Analysis as follows:
1. Physical Pavement
a. Indicator no. 2 : Pavement Length
b. Indicator no. 3 : Pavement surface is not slippery 2. Complement
a. Indicator no. 11: The existence of enough trash cans b. Indicator no. 12 : The presence of shade trees
c. Indicator no. 13: The presence of pavement limiting plants d. Indicator no. 14: The presence of interesting spots on the sidewalk e. Indicator no. 15 : Wifi Availability
3. Comfort
a. Indicator no. 16 : Pavement Cleanliness
b. Indicator no. 17 : Flexibility to move on sidewalks
c. Assessment indicators entered into Quadrant III is a low priority in the satisfaction of indicators located in Kuadarn III Cartesius Diagram based on Importance Performance Analysis as follows:
1. Physical Pavement
a. Indicator no. 4 : Adequate drainage channels 2. Security
a. Indicator no. 7 : Traffic sign
b. Indicator no. 9 : Has pavement barrier 3. Comfort
a. Indicator no. 19 : Ease of walking on sidewalks
b. Indicator no. 20 : The level of sidewalk comfort for pedestrians
KUADRAN I KUADRAN II
KUADRAN III KUADRAN IV
Interests
Satisfaction
4. Social Space
a. Indicator no. 21 : The presence of street vendors or wild parkers
d. Assessment indicators entered into Quadrant IV are the top priority in pedestrian satisfaction, indicators located in Kuadarn IV Cartesius Diagram based on Importance Performance Analysis as follows:
1. Security
a. Indicator no. 8 : Has road markings 2. Complement
a. Indicator no. 10 : Seat availability 3. Social Space
a. Indicator no. 22 : Availability of space for chatting b. Indicator no. 23 : Existence of shalter/stop
3.6 Pedestrian Flow Data Calculation
Pedestrian flow data is calculated based on all pedestrians passing through Bogor Highway. Observations were conducted for 6 hours starting at 05.00-07.00 WIB, 11.00-13.00 WIB, and 18.00-20.00 WIB with intervals of 15 minutes. The results of the pedestrian calculation are then adjusted into current units or people/m/minute units. To facilitate in conducting a survey of the number of pedestrians distinguished from the direction of travel, namely:
a. Pedestrians to the North b. Pedestrians to the South
The mode of transportation used by pedestrians to cross using zebra cross. The survey is conducted during peak hours, the data will be displayed in the following table:
In the calculation of the number of pedestrians will be taken an example of the calculation on Monday, December 21, 2020.
Tabel 8. Number of Pedestrians December 21, 2020 Monday
Time Number of Pedestrian
Total North South
05.00-05.15 65 45 110
05.15-05.30 55 43 98
05.30-05.45 48 47 95
05.45-06.00 50 40 90
06.00-06.15 52 32 84
06.15-06.30 51 35 86
06.30-06.45 49 31 80
06.45-07.00 53 32 85
11.00-11.15 17 10 27
11.15-11.30 20 14 34
11.30-11.45 25 13 38
11.45-12.00 31 17 48
12.00-12.15 15 14 29
12.15-12.30 23 18 41
12.30-12.45 15 14 29
12.45-13.00 18 16 34
17.00-17.15 23 25 48
17.15-17.30 31 28 59
17.30-17.45 36 30 66
17.45-18.00 28 32 60
18.00-18.15 35 36 71
18.15-18.30 38 39 77
18.30-18.45 40 36 76
18.45-19.00 42 32 74
Jumlah 800 679 1539
Tabel 9. Pedestrian Flow Across Kramat Jati Jaya Market Segment 1 per Rush Hour Monday, December 21 2020
Time Time
(Time minute) t
Pedestrian Volume (ped)
V
Effective Width (m)
We
Current (person /m/
minute) (V)
Currents in Platoon (person/m/
minute)
Morning 05.00-06.00 60 393 1,75 3,74 5,49
06.00-07.00 60 335 1,75 3,19 4,94
Noon 11.00-12.00 60 147 1,75 1,4 3,15
12.00-13.00 60 133 1,75 1,27 3,02
Night 17.00-18.00 60 233 1,75 2,22 3,97
18.00-19.00 60 298 1,75 2,83 4,58
Tabel 10. Pedestrian Flow That Crosses Pasar Jaya Kramat Jati Segment 2 per Rush Hour Monday, December 21, 2020
Time Time
(minute) t
Pedestrian Volume (ped)
V
Effective Width (m)
We
Current (person /m/
minute) (V)
Currents in platoons (person /m/
minute)
Morning 05.00-06.00 60 393 0,5 13,1 13,6
06.00-07.00 60 335 0,5 11,17 11,67
Noon 11.00-12.00 60 147 0,5 4,9 5,4
12.00-13.00 60 133 0,5 4,43 4,93
Night 17.00-18.00 60 233 0,5 7,77 8,27
18.00-19.00 60 298 0,5 9,93 10,43
Tabel 11. Pedestrian Flow Across Pasar Jaya Kramat Jati Segment 3 per Rush Hour Monday, December 21, 2020
Time Time
(minute) t
Pedestrian Volume (ped) V
Effective Width (m)
We
Currents (person/m/min
ute) (V)
Currents in platoons (person/m/me
nit)
Morning 05.00-06.00 60 393 0,75 8,73 9,48
06.00-07.00 60 335 0,75 7,44 8,19
Noon 11.00-12.00 60 147 0,75 3,27 4,02
12.00-13.00 60 133 0,75 2,96 3,71
Night 17.00-18.00 60 233 0,75 5,18 5,93
18.00-19.00 60 298 0,75 6,62 7,37
3.7 Density and Pedestrian Space
Tabel 12. Average Density and Pedestrian Space Across Pasar Jaya Kramat Jati Segment 1 Per Rush Hour Monday, December 21, 2020
Time Density
(person/m2) (D)
Room (m2/person)
(M) Morning 05.00-06.00 0,2928 3,42 06.00-07.00 0,2630 3,80
Noon 11.00-12.00 0,1774 5,64
12.00-13.00 0,1991 5,02 Afternoon 17.00-18.00 0,2390 4,18 18.00-19.00 0,2579 3,88
Tabel 13. Average Density and Pedestrian Space Across Pasar Jaya Kramat Jati Segment 2 Per Rush Hour Monday, December 21, 2020
Time Density
(person/m2) (D)
Room (m2/person)
(M)
Morning 05.00-06.00 0,7253 1,38
06.00-07.00 0,6214 1,61
Noon 11.00-12.00 0,3041 3,29
12.00-13.00 0,3250 3,08
Afternoon 17.00-18.00 0,4979 2,01
18.00-19.00 0,5873 1,70
Tabel 14. Average Density and Pedestrian Space Across Pasar Jaya Kramat Jati Segment 3 Per Rush Hour Monday, December 21, 2020
Time Density
(person/m2) (D)
Room (m2/person)
(M)
Morning 05.00-06.00 0,5056 1,98
06.00-07.00 0,4361 2,29
Noon 11.00-12.00 0,2264 4,42
12.00-13.00 0,2446 4,09
Afternoon 17.00-18.00 0,3570 2,80
18.00-19.00 0,4150 2,41
3.8 Pedestrian Service Level At Research Site
Tabel 15. Recapitulation of Average Pedestrian Service Level Based on Currents Crossing Kramat Jati Jaya Market in Segment 1 Per Rush Hour
Time Currents in Platoon
(person/m/minute)
Service Level From
Kramat Jati Market
From Rs.
Polri
From Kramat Jati
Market
From Rs.
Polri
Morning 05.00-06.00 5,67 6,07 A A
06.00-07.00 5,24 5,95 A A
Noon 11.00-12.00 4,51 4,89 A A
12.00-13.00 4,59 4,68 A A
Night 17.00-18.00 5,09 5,12 A A
18.00-19.00 5,36 5,48 A A
Tabel 16. Recapitulation of Average Pedestrian Service Level Based on Currents Crossing Kramat Jati Jaya Market in Segment 2 Per Rush Hour
Time Currents in Platoon
(person/m/minute)
Service Level From
Kramat Jati Market
From Rs.
Polri
From Kramat Jati
Market
From Rs.
Polri
Morning 05.00-06.00 9,83 11,27 A A
06.00-07.00 8,33 10,83 A A
Noon 11.00-12.00 5,8 6,1 A A
12.00-13.00 6,07 6,37 A A
Night 17.00-18.00 7,83 7,93 A A
18.00-19.00 8,77 9,17 A A
Tabel 17. Recapitulation of Average Pedestrian Service Level Based on Currents Crossing Kramat Jati Jaya Market in Segment 3 Per Rush Hour
Time Currents in Platoon
(person/m/min)
Service Level From Kramat
Jati Market
From Rs.
Polri
From Kramat Jati Market
From Rs.
Polri
Morning 05.00-06.00 7,89 8,84 A A
06.00-07.00 6,89 8,56 A A
Noon 11.00-12.00 5,2 5,4 A A
12.00-13.00 5.38 5,58 A A
Night 17.00-18.00 6,56 6,62 A A
18.00-19.00 7,18 7,44 A A
Tabel 18. Recapitulation of Average Pedestrian Service Rates Based on Density in Segment 1 Per Rush Hour
Time Density
(person/m2) (D)
Service Level
Morning 05.00-06.00 0,5056 B
06.00-07.00 0,4361 B
Noon 11.00-12.00 0,2264 B
12.00-13.00 0,2446 B
Afternoon 17.00-18.00 0,3570 B
18.00-19.00 0,4150 B
Tabel 19. Recapitulation of Average Pedestrian Service Rates Based on Density in Segment 2 Per Rush Hour
Time Density
(person/m2) (D)
Service Level
Morning 05.00-06.00 0,7253 B
06.00-07.00 0,6214 B
Noon 11.00-12.00 0,3041 B
12.00-13.00 0,3250 B
Afternoon 17.00-18.00 0,4979 B
18.00-19.00 0,5873 B
Tabel 20. Recapitulation of Average Pedestrian Service Rates Based on Density in Segment 3 Per Rush Hour
Time Density
(person/m2) (D)
Service Level
Morning 05.00-06.00 0,5056 B
06.00-07.00 0,4361 B
Noon 11.00-12.00 0,2264 B
12.00-13.00 0,2446 B
Afternoon 17.00-18.00 0,3570 B
18.00-19.00 0,4150 B
Tabel 21. Recapitulation of Average Pedestrian Service Levels Based on Pedestrian Space Segment 1 Per Rush Hour
Waktu Space
(m2/person) (M)
Service Level
Morning 05.00-06.00 3,42 B
06.00-07.00 3,80 B
Noon 11.00-12.00 5,64 B
12.00-13.00 5,02 B
Afternoon 17.00-18.00 4,18 B
18.00-19.00 3,88 B
Tabel 22. Recapitulation of Average Pedestrian Service Levels Based on Pedestrian Space Segment 2 Per Rush Hour
Time Space
(m2/person) (M)
Service Level
Morning 05.00-06.00 1,38 B
06.00-07.00 1,61 B
Noon 11.00-12.00 3,29 B
12.00-13.00 3,08 B
Afternoon 17.00-18.00 2,01 B
18.00-19.00 1,70 B
Tabel 23. Recapitulation of Average Pedestrian Service Levels Based on Pedestrian Space Segment 3 Per Rush Hour
Time Room (m2/
person) (M)
Service Level
Morning 05.00-06.00 1,38 B
06.00-07.00 1,61 B
Noon 11.00-12.00 3,29 B
12.00-13.00 3,08 B
Afternoon 17.00-18.00 2,01 B
18.00-19.00 1,70 B
4. Conclussion
Based on the results of research and analysis conducted on the sidewalks of Bogor Highway in front of Pasar Jaya Kramat Jati, there are several conclusions are obtained as follows:
1. Based on the calculation above the speed-current-density obtained the result that the speed in free current conditions is 18.78 m / min, the maximum density of 0.7523 pedestrians / m2.
2. Pedestrian paths have an average service level value of A and B.
3. From the results of questionnaire research seen from several categories
a. The physical condition of the sidewalk as much as 50% feel Quite Important for the visual condition of the pavement (not perforated / not damaged) and as much as 56% feel Satisfied enough for the visual condition of the sidewalk (not perforated / not damaged).
b. In terms of safety, 56% felt It was Important enough to have a pavement barrier and as many as 56%
felt Satisfied Enough to Have a pavement barrier.
c. In terms of appendages, as many as 46% feel Quite Important for the Existence of pavement limiting plants and as much as 40% feel Quite Satisfied for the Existence of shade trees.
d. In terms of comfort, as many as 54% felt Important Enough for Flexibility to move d sidewalks and as many as 62% felt Satisfied Enough for Flexibility to move d sidewalks.
e. In terms of social space, as many as 36% felt It Was Not Important for the Existence of street vendors or wild parkers and as many as 66% felt Quite Satisfied for the Existence of street vendors or wild parkers.
References
Khisty, C. J. & B. K. L. (2003). Dasar-dasar Rekayasa Transportasi,.
Natalia Tanan. (2011). Fasilitas Pejalan Kaki. Bandung, Kementerian Pekerjaan Umum Badan Penelitian Dan Pengembangan Pusat Penelitian Dan Pengembangan Jalan Dan Jembatan, Hal, 22.
rusyanto. (2019). No Title.
Wilson, R. A. (2001). Transportation In America 2000: Statistical Analysis Of Transportation In The United States. Eighteenth Edition With Historical Compendium 1939-1999.
Biographies
Muhammad Isradi., born in Kandangan on 18 August 1972. He is secretary of study program of Civil Engineering of Mercu Buana University. He earned his Bachelor Degree in Civil Engineer from Muhammadiyah Malang University in 1998 with the title of his thesis is One Way Flat Plate Planning at Ratu Plaza Madiun. Then he earned his master degree in Civil Engineer with concentration in Transportation from Brawijaya University in 2001 with the title of thesis is Model Analysis of Family Movement Awakening in
Resident Area Sawojajar Malang. He also teaches several courses such as Pavement Planning, Road Geometric Planning, Transportation Planningm and Environmental Engineering.
Dr.-Ing. Joewono Prasetijo, born in Pontianak on 18 October 1969. He earned his Engineer title in Civil Engineering in Tanjungpura University, Pontianak, Indonesia in 1993. He earned his Master of Science in Road and Transportation Engineering from Delft University of Technology, The Netherlands in 1996. He earned his Doctor Ingenieur from Ruhr-Universität Bochum, Germany in 1996. Now he is a Head Of Department of Rail Transportation Engineering Technology, Faculty of Engineering Technology, Univerisity Tun Hussein Onn Malaysia
Amar Mufhidin., born in Majalengka on 16 June 1991. He is lecturer of some program study : pavement planning, road geometric planning, and transportation planning. He earned his Bachelor Degree in civil engineer from Indonesian University of Education, and he earned his Master Degree in Civil Enginer with concentration in transportation from Bandung Institute of Technology. He has expertise certificate of road pavement from Lembaga Pengatur Jasa Konstuksi. And he is still active in road planning project in Indonesia.
Widodo Budi Dermawan, born on 02 July 1970. Universitas Katolik Parahyangan 1994, Refueling System in Soekarno Hatta Airport, MSCE, 1996 University of Wisconsin at Madison. A path-based multi-class dynamic traffic assignment model, research interest road safety, accident prediction model, intelligent transportation system, mengajar di UMB ; Transportation Engineering, Geometric Design.
