Analysis of the Queuing System and the Access Bridge of the Kuningan LRT Station
Vanogary Eljuvonrodo Yogawijaya, Prihartono
*, B.M.A.S. Anaconda Bangkara
Department of Civil Engineering, President University, Cikarang, Indonesia Received 24 August 2023; received in revised form 27 September 2023; accepted 28 September 2023
Abstract
LRT or Light Rail Transit is an alternative to mass transportation from the outskirts to the city center, helping to cut travel time and is integrated with public transportation and activity center locations. LRT effectiveness needs to be supported by LRT stations, the factors included are passenger queues and access bridge. This research delves into an analysis of the queuing system and access bridge at Kuningan LRT station, Jakarta, focusing on the expected waiting time in the system (card tapping time) and the queue at the north and south entrances. The research methodology involved a combination of observation and analytical methods, including data collection on the dimension of the access bridge and LRT station and the use of Queuing theory with multiple single servers' models for data analysis. The research findings reveal that during peak hours, with an estimated daily influx of 10,990 passengers arriving at Kuningan LRT and 10,096 departing from it, the average number of people in the queue is less than one person, with no prolonged queues. The analysis of data presented in this study reveals that the design and construction of the Kuningan LRT access bridge align closely with the pertinent development regulations. The study contributes to the knowledge of queuing systems and provides insights into the number of people estimated to be queuing at the Kuningan LRT station and to forecast how many queues may form during peak hours.
Keywords: queue, LRT, pedestrian bridge, access bridge, multiple single serversβ model
1. Introduction
To assess the performance of pedestrian traffic, similar metrics used for vehicular traffic like flow, speed, and density are applied. Managing pedestrian queues efficiently is also essential in high-density areas to maintain the smooth flow of foot traffic. The access bridge, specifically designed for pedestrians, serves as a critical component of infrastructure. Its primary purpose is to enhance pedestrian safety by facilitating secure road crossings [1]. Queues can form at intersections, toll booths, parking facilities, or any location where there is limited capacity or congestion in the transportation system [2-3]. Queueing can result in delays, increased congestion, and reduced transportation system efficiency. The concept of queuing phenomena is an integral aspect of everyday life, especially in the field of transportation. Transportation infrastructure is a very important facility for the progress and development of a region [4]. The factors that influence queueing include traffic volume, traffic flow, transportation infrastructure design, and the management and control of the transportation system. User behaviour, such as how they walk and make decisions about entering and exiting queues, also play a role.
Walking, a fundamental mode of transportation, serves as the linchpin connecting individuals to a multitude of daily activities. Within densely populated urban landscapes, exemplified by the LRT (Light Rail Transit) Kuningan station in South Jakarta, the imperative of providing secure, efficient, and aesthetically integrated pedestrian infrastructure becomes paramount.
*Corresponding author. E-mail address: [email protected] Tel.: +62(0)21 89109763
This obligation extends to the development of essential facilities like pedestrian bridges, which play a pivotal role in facilitating safe and expeditious pedestrian movement.
Within the domain of transportation engineering, βqueuingβ signifies the organized formation of lines or βqueues,β
comprising both people and vehicles, awaiting access to transportation facilities or services [2-3]. Queues are commonly observed in various everyday situations. These situations include vehicles waiting at traffic lights, customers in line at supermarket checkouts, patients waiting for medical care at hospitals, individuals conducting financial transactions at bank branches, passengers forming queues at train stations, buses awaiting passengers at terminals, ships queuing for berthing at docks, and planes queued for take-off. Such queue formations are pervasive elements of daily life [5]. The implications of queuing are profound, encompassing disruptions, augmented traffic volumes, and compromised transportation system efficiency. While several variables influence traffic dynamics and queue formation, including the quantity of vehicles and road users, their speeds, and the layout of the transportation network, it is imperative to recognize the substantial impact of human behavior. As pedestrians and drivers, our actions, from walking patterns to driving habits, and even our entrance and exit strategies within queues, significantly shape the dynamics and functioning of traffic queues. Understanding these dynamics is paramount to optimizing transportation system performance. This study aims to analyse the queuing system at Kuningan LRT station, with a specific focus on the anticipated waiting time within the system and the queue dynamics at both the north and south entrances.
2. Method
Using a comprehensive research methodology that combines observational techniques and an analytical approach, this study includes the acquisition of data related to the dimensions of the access bridge and Kuningan LRT station. Observations involved the meticulous measurement of two critical elements: the dimensions of the access bridge and those of the LRT station. Analytical method involves using statistical or other techniques to analyze and interpret the data collected through observation or other means. For the analytical method is using Queuing theory with multiple single serversβ model [3].
Together, these methods can provide a comprehensive and in-depth understanding of the research topic.
Construction data is carried out from the standards and conditions for the construction of pedestrian bridges set by the Director General of Highways, Indonesia, and according to Neufert as showed in Table 1 [6-7]. The analysis of construction data is conducted through a comprehensive comparison between field measurements and the architectural blueprints of the access bridge. This analysis was carried out in conjunction with a careful examination of the standards and regulations governing the construction of pedestrian bridges. Through this rigorous assessment, this study aims to ascertain the level of compliance demonstrated by the reviewed access bridge construction with respect to the provisions stipulated in the relevant regulations.
Table 1 JPO (Access bridge) standard
Viewed Parameters Standards
Height of JPO 5 m
Width of the pedestrian path 2 m
stair width 2 m
slope of the stairs 20Β°
riser 15 β 21.5 cm
tread 21.5 β 30.5 cm
The Jabodebek (Jakarta, Bogor, Depok, Bekasi) LRT system employs a well-established queuing method known as βFirst In First Outβ (FIFO). This method prioritizes passengers based on their waiting time, ensuring that those who have been in
line the longest are served first [3]. This is a commonly used method in public transportation systems, as it ensures fairness and reduces the likelihood of congestion. Additionally, the queuing model employed at the Jabodebek LRT involves a
"multiple single server" configuration. This model features a network of independent servers, notably turnstile gates in this context, each equipped to serve multiple customers simultaneously [3]. This model is chosen for its efficiency in handling a high volume of passengers and its ability to reduce waiting times for passengers.
Table 2 Estimated number of LRT user per day [8]
The presented Table 2 is the predicted daily passenger of the LRT. It displays the volume of LRT passengers originating from distinct locations alongside their respective destinations [8]. The data in the table can be used to understand the patterns of LRT usage and identify areas that have high demand for the service.
In the context of urban transportation, critical peak hour conditions mainly occur during the morning and evening rush hours, in line with the inflow and outflow of commuters to and from the city center. Conversely, daytime transportation primarily caters to non-routine activities. The projected interest of Jabodebek LRT passengers during weekdays is 41% during the morning peak hours, 23% during the evening peak hours, and 36% during the off-peak hours. On weekends and holidays, passenger interest takes on a distinct profile, with 25% of passengers during both morning and evening peak hours, and a significant 50% preference for off-peak hours [9-10]. The breakdown of Jabodebek LRT passenger interest is shown in Fig. 1.
Fig. 1 Jabodebek LRT Passenger Interest
Harjamukti Ciracas Kampung Rambutan Taman Mini Cawang Ciliwung Cikoko Pancoran Kuningan Rasuna Said Setiabudi Dukuh Atas Bekasi Timur Bekasi Barat Cikunir 2 Cikunir 1 Jaticempaka Halim Total
Harjamukti - 1802 1912 1458 330 110 1348 1568 1802 674 1004 3026 784 1128 110 110 55 55 17276
Ciracas 1802 - - 220 - - 110 330 220 110 330 784 110 - 110 - - - 4126
Kampung Rambutan 1802 - - 220 110 - 110 - 220 - 220 330 110 110 - - 110 110 3452
Taman Mini 1458 220 220 - - 110 454 110 674 - 330 1678 - 110 - 110 110 110 5694
Cawang 220 - 110 - - - - - - 220 454 1802 1238 454 - 110 - - 4608
Ciliwung 110 - - 110 - - - - 110 110 - 454 110 - - - - - 1004
Cikoko 1128 110 110 330 - - - 110 1458 330 674 5392 1128 1458 220 330 392 392 13562
Pancoran 1238 330 - 110 - - 110 - 220 894 220 1678 454 564 110 - 165 165 6258
Kuningan 1348 220 110 674 - 110 1458 220 - - 674 2586 674 1348 110 110 227 227 10096
Rasuna Said 454 - - - 110 110 110 330 - - - 454 220 1348 220 - - - 3356
Setiabudi 784 110 220 330 110 - 674 220 674 - - 1128 784 1128 110 220 227 227 6946
Dukuh Atas 2132 564 220 1238 1568 330 3920 1128 2586 454 1004 110 3026 5268 330 674 729 729 26010
Bekasi Timur 784 110 110 - 1238 110 1128 564 784 454 784 3370 - 894 - - 55 5 10390
Bekasi Barat 1128 110 220 110 564 - 1912 564 1458 1458 1458 6176 894 - - 110 55 5 16222
Cikunir 2 220 110 - - - - 330 110 - 220 - 330 - - - - - - 1320
Cikunir 1 110 - - 110 110 - 454 110 110 - 220 564 - - - - 55 55 1898
Jaticempaka 55 - 110 110 - - 447 165 337 110 165 784 55 55 - 110 - - 2503
Halim 55 - 110 110 - - 447 165 337 110 165 784 55 55 - 110 - - 2503
Total 14828 3686 3452 5130 4140 880 13012 5694 10990 5144 7702 31430 9642 13920 1320 1994 2180 2080 274448
Destination
Station
Origin
41%
25% 25% 25%
23%
25% 25% 25%
36%
50% 50% 50%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Weekday Saturday Sunday Holiday
Peak-hour Morning Peak-hour Night Off-peak
3. Results and Discussion
The analysis of data presented in this study reveals that the design and construction of the Kuningan LRT access bridge align closely with the pertinent development regulations. Notably, the distance between the tapping service and entrance size measures approximately 10 meters, in accordance with established standards. It is worth noting that, in concurrence with Neufert's architectural guidelines, the width of the access bridge for the Kuningan LRT station is aptly dimensioned to facilitate the passage of three individuals simultaneously. From a psychological perspective, the effectiveness of the "climbing effort"
within the access bridge is optimized [7]. This optimization is achieved through a stair pitch of 30Β° and a riser-to-tread ratio of 17/29, aligning the design with ergonomic principles that enhance user experience and safety [7-8]. The LRT access bridge is shown in Fig. 2, Fig. 3, and Fig. 4.
Fig. 2 North entrance of Kuningan LRT access bridge stairs
Fig. 3 South entrance of Kuningan LRT access bridge stairs
Fig. 4 South entrance of Kuningan LRT access bridge
The standard and dimension of the access bridge of Kuningan LRT is shown in Table 3. The queue calculation outcomes obtained through the application of the multiple single-server method (FIFO Discipline) at Kuningan LRT station in the Table 4 and Table 5. Where Ξ» is the arrival rate, ΞΌ is the service time, Ο is the utilization factor, P (0) is the percentage of time the toll booth will be idle, E [X] is the average number of people in the system, E [πΏπ] is the average number of people in the queue, E [T] is the average number of people spends in the system, E [ππ] is the average number of people spends in the queue.
Table 3 Construction data evaluation and access bridge
Viewed Parameters Standards Access Bridge of Kuningan LRT
Height of JPO 5 m 6 m
Width of the pedestrian path 2 m 3.6 m and 5.4 m
stair width 2 m 3.850 m (1.88 m each lane)
slope of the stairs 20Β° 32Β°
riser 15 β 21.5 cm 17.5 cm
tread 21.5 β 30.5 cm 28 cm
Table 4 Calculation of queues at morning peak hour Number
of servers
Ξ» (people/hour)
ΞΌ
(people/hour) Ο P (0) (min)
E[X]
(people)
E [πΏπ] (people)
E[T]
(sec)
E [ππ] (sec)
6 345 1440 0.240 45.625 0.315 0.075 3.288 0.788
4 518 1440 0.360 38.417 0.562 0.202 3.905 1.405
Table 5 Calculation of queues at night peak hour Number
of servers Ξ» (people/hour) ΞΌ
(people/hour) Ο P (0) (min)
E[X]
(people)
E [πΏπ] (people)
E[T]
(sec)
E [ππ] (sec)
8 158 1440 0.110 53.417 0.123 0.014 2.808 0.308
10 127 1440 0.088 54.708 0.097 0.009 2.742 0.242
Fig. 5 Tapping services on Jabodebek LRT [11]
Based on the results of the analysis conducted at the Kuningan LRT, it can be seen that the number of queues that occur in the tapping services (Fig. 5) with a service time of 2.5 seconds with an estimated daily passenger load of 10,990 arrivals from Kuningan LRT and 10,096 departures to Kuningan LRT. Utilizing the FIFO queuing discipline and multiple single- server models, the following results were obtained: Ο (utilization) during morning peak hours with 6 servers = 0.240, morning peak hours with 4 servers = 0.360, night hours with 8 servers = 0.11, and night hours with 8 servers = 0.088. Additionally, employing the FIFO queuing discipline and the multiple single-server method, we calculated the average number of individuals in the queue as follows: E [πΏπ] morning with 6 servers = 0.075 people, morning peak hours with 4 servers = 0.202 individuals, night hours with 8 servers = 0.014 individuals, and night hours with 10 servers = 0.009 individuals. From these results it can be seen that during peak hours at the Kuningan LRT station there will be no long queues of people and the average number of people in the queue is less than 1 person.
4. Conclusions
Based on the results and data obtained, it can be seen that the design and construction of the Kuningan LRT station access bridge fully complies with construction regulations. In addition to stairways, the bridge incorporates escalators and lifts, enhancing accessibility for individuals with disabilities. The adherence to construction standards ensures optimal stairway design for user convenience. Located within an office district, the Kuningan LRT significantly enhances transportation efficiency for daily commuters, mitigating traffic congestion, reducing travel time, and consequently elevating productivity while alleviating commute-related stress.
From the analytical results, it becomes evident that the Kuningan LRT station efficiently manages passenger queues during peak hours. There are no prolonged queues, and the average number of individuals in the queue consistently remains below one person. This suggests a well-designed and effectively operated queuing system that caters to the demands of a high passenger volume, ensuring a smooth and efficient commuter experience during peak hours. These findings have implications for the design and operation of urban transportation systems, particularly in optimizing queuing strategies for enhanced passenger flow and convenience.
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