https://ijssr.ridwaninstitute.co.id/index.php/ijssr/
INTERNATIONAL JOURNAL OF SOCIAL
SERVICE AND RESEARCH
FEASIBILITY STUDY OF PODO TOWN SQUARE GEMEK PEDESTRIAN,
KEDUNGWUNI DISTRICT, PEKALONGAN REGENCY
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim
Kriswandaru, M. Makhfud Riyadi
University 17 Agustus 1945 Semarang, Central Java, Indonesia
Email: aris[email protected], [email protected],
[email protected], [email protected], [email protected]
Abstract
The Institute of Technology and Science (ITS) campus, Pusmanu Polytechnic, SMA Negeri 1
Kedungwuni, SMK Negeri 1 Kedungwuni, SMP Negeri 2 Kedungwuni as an educational center,
There are shophouses along the right and left side of the road as a trading place. This is the
reason why so many people come to the area. So in the Podo-Surabaya segment, human
movement in the area is high. The more visitors who come to the place will impact the
concentration of pedestrians. With a large pedestrian flow and the presence of street vendors
and illegal parking at several points along the sidewalk, it will significantly affect the comfort
and flexibility of pedestrians. For this reason, it is necessary to plan for improving pedestrian
facilities in the area. To obtain the minimum width, the required sidewalk width, and pedestrian
facilities are calculated according to the Technical Guidelines no. 032/T/BM/1999 “Guidelines for
Planning Pedestrian Paths on Public Roads, Minister of Public Works Decree No. 468/KPTS/1998
"Technical Requirements for Accessibility in Public Buildings and the Environment," Director
General of Highways No.007/T/BNKT/1990 "Guidelines for Using Sidewalks," Minister of Public
Works Regulation No. 03/PRT/M/2014 "Guidelines for Planning, Provision, and Utilization of
Pedestrian Network Infrastructure and Facilities in Urban Areas," Technical Guidelines no.
022/T/BM/1999 "Accessibility Requirements on Public Roads." The results of the design are
carried out with the AutoCAD program. From the calculation of pedestrian walking speed, the
average rate is 43.80 m/minute, from the analysis of the minimum width obtained 1,6 meters.
Keywords: Pedestrians; Sidewalks; LOS; Pedestrian facilities
Received 01 March 2022, Revised 10 March 2022, Accepted 29 April 2022
Introduction
Transportation problems are constantly
faced by developed and developing countries,
one of which is Indonesia. Both in urban
transportation, inter-city transportation, and
regional transportation (Jotin Khisty & Kent
Lall, 2003). Creating a sound transportation
system capable of ensuring the smooth, safe,
fast, cheap, comfortable, and environmentally
appropriate movement of people and
vehicles, both private and public, is a
development goal in the transportation sector
(Keputusan Menteri Pekerjan Umum &
Indonesia, 1998). A pedestrian path is a
pedestrian path separated from the gallery of
public, transportation, usually located next to
each other or adjacent, given a surface layer,
given an elevation higher than the
pavement's surface, and generally parallel to
the vehicle traffic lane. The pedestrian path
serves as a means of achievement that can
protect pedestrians from the dangers of
motorized vehicles. The primary function of
the pedestrian path is to provide services to
pedestrians to improve the smoothness,
safety, and comfort of pedestrians.
298 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
Pedestrians process large amounts of sensory
input for sophisticated signal exchanges to
negotiate rights of way (Sarkar, 1993).
According to Law Number 22 of 2009
concerning Road Traffic and Transportation, it
is clearly stated that pedestrians have the
right to the availability of supporting facilities
in the form of sidewalks, crossings, and other
facilities (Manual, 2000b). According to Article
275 paragraph 1, it is stated that every
person who commits an act that causes
disturbance to the function of traffic signs,
road markings, traffic signaling devices,
pedestrian facilities, and road user safety
devices shall be punished with imprisonment
for a maximum of one month or a maximum
fine of 250,000 rupiahs.
The availability of pedestrian facilities is
one of the elements that need to be
considered in the traffic engineering process
(available pedestrian facilities) (Sisiopiku &
Akin, 2003). The pedestrian lane represents a
section that often experiences conflict with
vehicular traffic, resulting in traffic delays and
a high rate of traffic accidents.
Based on the background that has
been described, the main problems in this
final project are as follows (Kota, 1990):
1) Determine the average travel time of
pedestrians crossing Simpang Podo Street
- Surabaya Street, Kedungwuni District,
Pekalongan Regency?
2) Determine the dimensions of the need for
pedestrian sidewalks according to
standards on Jalan Simpang Podo - Jalan
Surabaya, Kedungwuni District,
Pekalongan Regency?
The aims and objectives of this
discussion are as follows:
1) Identify two-way pedestrians Jalan
Simpang Podo - Jalan Surabayan,
Kedungwuni District, Pekalongan Regency.
2) Identify the pedestrian volume and speed
of the Intersection Podo-Jalan Surabayan,
Kedungwuni District, Pekalongan Regency.
3) Identify pedestrian plans according to the
standards of Jalan Simpang Podo-Jalan
Surabayan, Kedungwuni District,
Pekalongan Regency.
The benefits of this Final Project are as
follows:
1) Obtained an appropriate and appropriate
pedestrian sidewalk design on Jalan
Simpang Podo - Jalan Surabaya,
Kedungwuni District, Pekalongan Regency.
2) The planning concept in this final project
can be used as an alternative to improve
the design of sidewalks and pedestrian
crossings that have the same
characteristics.
The problem limitation of this final project is
as follows (Yermadona, 2018):
1) The area studied is Kedungwuni District,
Pekalongan Regency.
2) Analysis Not doing pavement structure
planning.
3) Does not take into account the budget
plan (RAB).
4) The survey is conducted on effective
working days and school hours.
5) Not planning for bus stops, drainage
flows, and other facilities.
6) The observed sample is all pedestrians
who walk on sidewalks and crosswalks but
does not include street vendors who
occupy the sidewalks.
Pedestrian Planning for Jalan Simpang
Podo-Jalan Surabayan (Setiawati, 2017),
Kedungwuni District, Pekalongan Regency
with the total length of the planned road, is
1,143 km. (Miro, 2005) The initial STA point
of planning is at the intersection of Podo
village, Kedungwuni sub-district, Pekalongan
district, until the final STA is at the
Suromadukaran bridge, Surabayan village,
Kedungwuni district, Pekalongan district.
Figure 1
Location Plan
International Journal of Social, Service, and Research, 2(4), 297-308 299
Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan
Regency
A. Sidewalk
Pedestrian comes from the Greek,
from the word pedos which means foot.
Pedestrian also comes from the Latin
pedestal pedestrians, namely people
walking or pedestrians, so pedestrians can
be interpreted as pedestrians or people
who walk. Pedestrian means "person
walking in the street," which means
people walking on the street. And while
the lane is the part of the road used for
vehicle traffic (PP No. 43 of 1993 on
infrastructure and road traffic). According
to the Big Indonesian Dictionary, a path is
a straight column, a broad line, a wide
strip, the space between two lines on a
large surface, the elongated space
between two rows of plants, the vast
space between two straight boundary
lines, the distance between a single
playing line and a double playing line.
B. Crossing Place
The zebra cross is installed with the
following conditions (Kota, 1990).
1) Zebra crosses must be installed on
roads with low traffic volume, between
200-500 vehicles/hour, with a
pedestrian volume of fewer than 100
people/hour.
2) The location of the zebra crossing must
have sufficient visibility so that the
vehicle bunches caused by the use of
crossing facilities are still within safe
limits.
C. Level of Service
According to HCM (2000), the
service level is a qualitative measure
describing traffic flow operational
conditions (Nedevska, Ognjenović, &
Murgul, 2017)(Quraisy, 2021). The
following is the level of service for
pedestrian facilities: (Asadi-Shekari,
Moeinaddini, & Shah, 2014)
D. Pedestrian Survey
Pedestrian volume surveys are
carried out to accurately determine the
number of pedestrian movements that
pass through an area or at selected
locations. The use of survey data is to:
1) Basis for evaluation of pedestrian
paths/pavements/walkways.
2) Evaluate whether or not the crossing is
sufficient.
3) Protection and pedestrian facilities.
4) Calculation of traffic light timing.
5) Provide data for future pedestrian
facility planning.
Method
Simulation Block Diagram
The order of implementation of the
Final Project is carried out in the following
stages.
Figure 2
Research Method Flow
300 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
Results and Discussion
A. Data Volume
Table 1
pedestrian volume survey results
1 Kanan 47 10.45-11.45 150 11.15-12.15
Kiri 48 10.45-11.45 140 11.30-12.30
2 Kanan 127 08.30-09.30 61 16.30-17.30
Kiri 126 12.30-13.30 80 08.45-09.45
3 Kanan 204 15.15-16.15 82 16.45-17.45
Kiri 95 08.15-09.15 82 10.30-11.30
4 Kanan 55 09.45-10.45 15 16.00-17.00
Kiri 70 10.30-11.30 22 11.30-12.30
Segmen
Sisi
Weekend
Weekday
Jam Puncak
Table 2
wader volume survey results
Volume Puncak
Penyeberang
Jam Puncak
Volume Puncak
Penyeberang
Jam Puncak
Kanan-Kiri 21 11.15-12.15 91 10.00-11.00
Kiri-Kanan 31 17.00-18.00 113 11.15-12.15
Kanan-Kiri 63 10.30-11.30 35 16.00-17.00
Kiri-Kanan 65 11.30-12.30 45 16.15-17.15
Kanan-Kiri 112 15.15-16.15 35 08.00-09.00
Kiri-Kanan 39 08.30-09.30 95 06.45-07.45
Kanan-Kiri 29 10.15-11.15 94 13.00-14.00
Kiri-Kanan 32 13.45-14.45 94 13.00-14.00
3
4
Segmen
Sisi
Weekend
Weekday
1
2
Table 3
vehicle volume survey results
Segmen
Sepeda Motor 1620 13.30-14.30 2391 07.15-08.15
Kend.Ringan 964 13.00-14.00 1038 07.30-08.30
Kend.Berat 8 11.45-12.45 15 10.30-11.30
Unmotorized 78 08.00-09.00 30 17.00-18.00
Sepeda Motor 1947 17.00-18.00 2228 07.30-08.30
Kend.Ringan 1589 12.45-13.45 1512 17.00-18.00
Kend.Berat 32 08.30-09.30 5 13.45-14.45
Unmotorized 135 07.45-08.45 25 09.00-10.00
Sepeda Motor 2343 09.00-10.00 2099 08.15-09.15
Kend.Ringan 1294 16.15-17.15 1263 14.45-15.45
Kend.Berat 14 08.30-09.30 36 11.30-12.30
Unmotorized 194 08.30-09.30 46 07.30-08.30
Sepeda Motor 2513 08.45-09.45 2062 16.45-17.45
Kend.Ringan 1246 16.45-17.45 1043 12.45-13.45
Kend.Berat 14 08.45-09.45 49 13.45-14.45
Unmotorized 219 07.45-08.45 58 07.00-08.00
Weekend
Weekday
Volume Puncak
Lalu Lintas
Jam Puncak
Volume Puncak
Lalu Lintas
Jam Puncak
1
2
3
4
Jenis Kendaraan
International Journal of Social, Service, and Research, 2(4), 297-308 301
Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan
Regency
B. Pavement Service Level Analysis
The first analysis is about the level
of pavement service using the method of
HCM and the Gainesville Prototype
(Bhuyan & Nayak, 2013). For the analysis
of HCM, the first thing to do is to calculate
the volume of pedestrians in each
sidewalk segment on the Podo-Surabaya
section, Kedungwuni District, Pekalongan
Regency. Which have been specified. After
that, the volume data that has been
obtained is processed to determine the
peak volume of Pedestrians
in each sidewalk segment (Dixon, 1996).
Then the pavement service level is
calculated using the formulation
recommended by the (Manual, 2000a).
The results of this calculation are entered
into the level of service table to determine
the level of pavement service in each
segment. Meanwhile, a physical
examination or facilities along the
pedestrian path were carried out for the
Gainesville Prototype analysis.
Table 4
Peak pedestrian volume
leg of each segment
Segment 1
Right side (X1)
Total width (Wt.) :2,30 m
Reduction width
W1 (kereb) (Yermadona, 2018)
: 0,10 m
W2 (tree) : 0,90 m +
Wr (total width reduction) : 1,00 m
Effective Width (We) = Wt. – Wr : 1,30 m
Pedestrian volume : V1 = 47 org/15
minute
Pedestrian flow, V =
=
= 3
human/m/ minute
Left side (X2)
Total width (Wt) : 4,50 m
Reduction width W1 (kereb) : 0,10 m
W2 (PKL) : 1,70 m
W3 (Motorcycle Parking Only) : 0,96 m
W4 (tree) : 1,10 m +
Wt (total width reduction) : 3,86 m
Effective Width (We) = Wt - Wr : 0,64
Pedestrian volume: V1 =54
org/15minute
Pedestrian flow, V =
=
= 6
org/m/minute
Segment 2
Right side (X3)
Total width (Wt) :1,6 m
Reduction width
W1 (kereb) : 0,10 m
W2 (PKL) : 1,50 m
W 3 (tree) : 0,80 m +
Wr (total width reduction) :140 m
Effective Width (We) = Wt– Wr: 0,050 m
Pedestrian volume: V1 =70
human/15 minute
Pedestrian flow, V =
302 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
=
=10
org/m/minute
Left side (X4)
Total width (Wt) :1,20 m
Reduction width
W1 (kereb) : 0,10 m
W2 (tree) : 1,30 m +
Wr (total width reduction) : 1,40 m
Effective Width (We) = Wt – Wr : 0,50 m
Pedestrian volume: V1 = 70 org/15
minute
Pedestrian flow, V =
=
=10
org/m/minute
Segment 3
Left side (X5)
Total width (Wt) : 1,80 m
Reduction width
W1 (tree) : 1,40 m +
Wr (total width reduction) : 1,40 m
Effective Width (We) = Wt - Wr : 0,40 m
Pedestrian volume: V1 =70
poeple/15 minute
Pedestrian volume, V =
=
=24
org/m/minute
Left side (X6)
Total width (Wt) :1,50 m
Reduction width W1 (kereb)
: 0,10 m
W2 (PKL) : 0,50 m
W3 (Pohon) : 1,12 m +
Wr (total width reduction): 1,72 m
Effective Width (We) = Wt- Wr : 0,78 m
Pedestrian volume: V1 = 36
human/15 minute
Pedestrian flow, V =
=
= 4
org/m/minute
Right side (X7)
Total width (Wt) :1,50 m
Reduction width:
W1 (kereb) : 0,10 m
W2 (channel) : 1,12 m +
Wr (total width reduction) : 1,72 m
Effective Width (We) = Wt – Wr : 0,78 m
Pedestrian volume: V1 = 36
human/15 minute
Pedestrian volume, V =
=
= 4
human/m/minute
Left side (X8)
Total width (Wt) :1,50 m
Reduction width
W1 (kereb) : 0,10 m
W2 (tree) : 1,12 m +
Wr (total width reduction) : 1,72 m
Effective Width (We) = Wt - Wr: 0,78 m
Pedestrian volume: V1 = 36 org/15
minute
Pedestrian flow, V =
=
= 4
human/m/minute
The level of service (LOS) for the
pedestrian path of Jalan Simpang Podo-
Jalan Surabayan, Kedungwuni District,
Pekalongan Regency. The complete list is
shown in Table 5.2.
International Journal of Social, Service, and Research, 2(4), 297-308 303
Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan
Regency
Table 5
The level of service (LOS) of the existing pedestrian path HCM method
Table 6
Assessment of the level of service for the existing pedestrian Gainesville
prototype method
Table 7
track service level recapitulation
existing pedestrian Gainesville prototype method
304 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
C. Pavement Width Planning
W = + 1,5
Where:
W = Planned road width (m)
P = Number of pedestrians (person
/minute)
From the survey data in chapter 4,
the maximum pedestrian volume is
obtained, namely:
Segment 1
• Right (11:15 – 12:15) = 150
people/hour
• Left (11.30 – 12.30) = 140
people/hour
a) Design sidewalk width (right)
Vol. pedestrian = 150 people/hour
=
= 15 org/minute
W = + 1,5
= + 1,5
= 1,57 m
= 1,6 m
b) Design sidewalk width (Left)
Vol. pedestrian = 140 people/hour
=
= 13 people/minute
W = + 1,5
= + 1,5
= 1,56 m
= 1,6 m
From the results of these calculations, the
width of the pavement plan for the right
and left sides is 1.6 m.
Segment 2
• Right (at 08.15 – 09.30) = 127
people/hour
• Left (12.30 – 12.30) = 167
people/hour
a) Design sidewalk width (right)
Vol. pedestrians = 127 people/hour
=
=112 person/minute
W = + 1,5
= + 1,5
= 1,56 m
= 1,6 m
b) Width pavement plan (Left)
Vol. pedestrians = 126 people/hour
=
=110 person/minute
W = + 1,5
= + 1,5
= 1,56 m
= 1,6 m
From the results of these
calculations, the width of the pavement
plan for the right and left sides is 1.6 m.
Segment 3
• Right (15.15 – 16.15) = 204
people/hour
• Left (at 08.15 – 09.15) = 95
people/hour
a) Width pavement plan (right)
Vol. pedestrians = 204 people/hour
=
= 3,4 person/minute
W = + 1,5
= + 1,5
= 1,6 m
b) Width pavement plan (Left)
Vol. pedestrians = 557 people/hour
=
=0,92 person/minute
W = + 1,5
= + 1,5
= 1,53 m
= 1,6 m
From the results of these
calculations, the width of the pavement
plan for the right and left sides is 1.6 m.
International Journal of Social, Service, and Research, 2(4), 297-308 305
Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan
Regency
Segment 4
• Right (at 15.15 – 16.15) = 94
people/hour
• Left (at 08.15 – 09.15) = 94
people/hour
a) Width pavement plan (right)
Vol. pedestrians = 94 people/hour
=
= 1,56
person/minute
W = + 1,5
= + 1,5
= 1,54 m
= 1,6 m
b) Width pavement plan (Left)
Vol. pedestrians = 94 people/hour
=
=1,56 person/minute
W = + 1,5
= + 1,5
= 1,54 m
= 1,6 m
From the results of these
calculations, the width of the pavement
plan for the right and left sides is 1.6 m.
D. Crossing Planning
Table 8
type of crossing facility based on PV2
(Source: (Departemen Pekerjaan Umum, 1995))
Information:
P = Traffic flow of 100 meters long
pedestrian crossing (person/hour).
V = Two-way traffic flow per hour
(vehicles/hour).
All types of vehicles are added up or
converted to flow.
Table 9
weekend vehicle volume calculation
306 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
Table 10
weekday vehicle volume calculation
Table 11
crossing type calculation
Conclusion
From the results of calculations that
have been carried out, several conclusions
have been obtained, namely from the
Guidelines for Planning for Pedestrian
Facilities on Public Roads, 1999, the minimum
effective width is 1.6 m. We recommend that
the sidewalk section is not used for trading so
that the use of the sidewalk is optimal. And
traders returned to trade according to the
boundaries of their respective lands.
The level of service (LOS) of existing
pedestrian facilities in the Podo-Surabaya
section, Kedungwuni District, Pekalongan
Regency, by using the HCM method as many
as 7 out of 8 points in each segment on the
Podo-Surabaya section, Kedungwuni District,
Pekalongan Regency is included in the
LOS type category A, and 1 point LOS B. With
the type of pedestrian path owned by the
width of each point, pedestrians can walk
freely without considering other pedestrians,
determine the walking speed as desired, and
there is no conflict with other pedestrians.
The service level value (LOS) of 7
points is in the range of 1-10
people/meter/minute, and this value is
minimal compared to the size used by LOS
type A, which is less than 16
people/meter/minute. Then 1 point is in the
range of 16-23 people/meter/minute. The
small LOS value of the pedestrian path on the
Podo-Surabaya section, Kedungwuni District,
Pekalongan Regency, shows that the level of
utilization of the pedestrian path is not
International Journal of Social, Service, and Research, 2(4), 297-308 307
Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan
Regency
optimal and is not used correctly by the
community. Many things can cause the low
utilization of pedestrian paths on this road.
Using the Gainesville prototype
method, all points in each segment along the
pedestrian path obtained LOS E, except for
the rightside sidewalk in segment 2, which
received LOS D. This is proven by the
absence of safe and comfortable pedestrian
facilities. To find out the factors that cause
and formulate solutions for the lack of use of
sidewalks, further research is needed
regarding the performance of pedestrian
paths.
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308 International Journal of Social, Service, and Research, 2(4), 297-308
Aris Krisdiyanto, Kemmala Dewi, Archi Rafferti Kriswandanu, Althea Serafim Kriswandaru, M.
Makhfud Riyadi
© 2022 by the authors. It was submitted for possible open access publication under
the terms and conditions of the Creative Commons Attribution (CC BY SA) license
(https://creativecommons.org/licenses/by-sa/4.0/).