Mapping of pedestrian characteristics and level of service for facilities at Universitas Negeri Malang using geographic information system

Transcription

1 Mapping of pedestrian characteristics and level of service for facilities at Universitas Negeri Malang using geographic information system Titi Rahayuningsih, Pranoto, Nindyawati, B. Sri Umniati, and Moch Aqfa Syabahid Mardhika Citation: AIP Conference Proceedings 1887, (2017); View online: View Table of Contents: Published by the American Institute of Physics Articles you may be interested in Calibration of infiltration parameters on hydrological tank model using runoff coefficient of rational method AIP Conference Proceedings 1887, (2017); / Thermal performance of vertical greening system on the building façade: A review AIP Conference Proceedings 1887, (2017); / Marshall properties of asphalt concrete using crumb rubber modified of motorcycle tire waste AIP Conference Proceedings 1887, (2017); / Effect of concrete strength gradation to the compressive strength of graded concrete, a numerical approach AIP Conference Proceedings 1887, (2017); / Implementation of project based learning on the Prakerin subject of vocational high school students of the building engineering to enhance employment skill readiness of graduates in the construction services field AIP Conference Proceedings 1887, (2017); / A mini review on the integration of resource recovery from wastewater into sustainability of the green building through phycoremediation AIP Conference Proceedings 1887, (2017); /

2 Mapping of Pedestrian Characteristics and Level of Service for Facilities at Universitas Negeri Malang Using Geographic Information System Titi Rahayuningsih 1,a), Pranoto 1,b), Nindyawati 1,c), B.Sri Umniati 1,d), Moch Aqfa Syabahid Mardhika 1,e) 1 Department of Civil Engineering, Faculty of Engineering, State University of Malang, Malang, Indonesia a) Corresponding author: rahayuningsihtiti@gmail.com b) kangnoto20@gmail.com c) nindyawati.ft.@um.ac.id d) b.sri.umniati.ft@um.ac.id e) aqfamardhika@gmail.com Abstract. Universitas Negeri Malang (UM) is a university with the second largest academic community in Malang. The activities of the academic community should be supported by adequate facilities, such as pedestrian facilities crucial yet much neglected matters, so pedestrians to walk along the roadway. As a result, conflicts between pedestrians with motor vehicle users and accidents might occur at any time. This research aimed at: 1) investigating the geometric conditions of pedestrian facilities at UM; 2) identifying the characteristics of pedestrians and the pedestrian facilities at UM; and 3) determining the level of service for pedestrian facilities at UM using Geographic Information System (GIS). The research was conducted through survey of location, survey of geometric conditions, estimation of the number of pedestrians using sidewalk (data were recorded every 15 minutes), measurement of pedestrian speed, and questionnaire about pedestrians identity, destination, as well as travel time and distance. Data analysis was carried out to identify the pedestrian characteristics, pedestrian flow characteristics, and pedestrian level of service. The research result showed that the percentage of road segments in campus without sidewalks was 52%. The average width of sidewalk was 1.33 m, which was less than the minimum standard of i.e. 2 m. In terms of pedestrian characteristics, the pedestrians consisted of more female (51%) who were mostly students of the Faculty of Letters whose destination was classroom building. The maximum pedestrian flow was at i.e p/m/min. The average speed of pedestrian was m/min. The highest pedestrian density of p/m2 occurred at The largest walking space was m2/p and occurred in the afternoon at The level of service for pedestrian facilities belonged to category A in the morning and afternoon. The level of service at decreased to category B. BACKGROUND PROBLEMS Universitas Negeri Malang (UM) is a university with the second largest academic community in Malang. The activities of the academic community should be supported by adequate facilities, such as pedestrian facilities crucial yet much neglected matters. UM is located on Jl. Semarang no 5 Malang with the coordinates of longitude East and latitude South. The location of UM taken from Google Maps is shown in Figure 1. In UM, the parking lots spread throughout the campus, which are located quite far from the classroom building. Thus, all members of the academic community have to walk to the classroom building after parking the vehicle. Inadequate pedestrian facilities within the campus environment cause pedestrians to walk along the roadway. As a result, conflicts between pedestrians with motor vehicle users and accidents might occur at any time. During morning Green Construction and Engineering Education for Sustainable Future AIP Conf. Proc. 1887, ; doi: / Published by AIP Publishing /$

3 rush hour or lunch break, the roads are compacted with heavy pedestrian and motor vehicle user flows. Therefore, adequate pedestrian facilities are required to resolve this conflict. This research aimed at: 1) 1) investigating the geometric conditions of pedestrian facilities at UM; 2). identifying the characteristics of pedestrians and the pedestrian facilities at UM; and 3) determining the level of service for pedestrian facilities at UM using Geographic Information System (GIS). FIGURE 1. Locationof Campus UM RESEARCH METHOD The research was conducted through survey of location, survey of geometric conditions, estimation of the number of pedestrians using sidewalk (data were recorded every 15 minutes), measurement of pedestrian speed, and questionnaire about pedestrians identity, destination, as well as travel time and distance. Data analysis and mapping were performed using GIS to examine geometric conditions, pedestrian characteristics, pedestrian flow and pedestrian level of service. 14 surveyors were deployed in 7 observation locations to collect the primary data. The study was conducted for three days, on Monday, Tuesday and Thursday from to Data analysis was carried out to identify the pedestrian characteristics, pedestrian flow characteristics, and pedestrian level of service. The data were gathered through observation, documentation, and questionnaire. All data were then recapitulated and analyzed using Microsoft Excel and GIS. Pedestrian currents are calculated using formulas in High Capacity Manual (1): Q=. (1) Q = pedestrian currents (person/meter/minute) n = Pedestrian time passes through the observation area (people) T = observation time (minute) We = Effective width of the sidewalk (meter) Pedestrian speed is calculated using the formula from Mannering and Kilareski (2): Vi = (2) Vi = pedestrian speed (meter/ minute) L = Length of observation (meter) t = Pedestrian time passes through the observation area (minute) Average velocity of time from Mannering and Kilareski (2):

4 (3) Vt = 1/ Vi Vi = Average velocity of time Average velocity of space from Mannering and Kilareski (2): Vs = (L x n)/( t (4) Vs = Average velocity of space (meter/ minute) Pedestrian density from N.J. Garber and Lester A Hoel (3): D= D = pedestrian density (person/meter) (5) Pedestrian space in High Capacity Manual (1): S= = S = Pedestrian space (meter 2 /person) (6) Ratio and service level from C.J.Khisty (4): = SCVD = Service volume between LOS C and D (7) RESULTS AND DISCUSSION Geometric Conditions of Pedestrian Facilities The total length of the road used for transportation at UM was 2569 m. The sidewalk on both sides of the road was m long (20%), while the one-side sidewalk was m (28%). In sum, the percentage of road segments without sidewalks was 52% ( m). As a result, pedestrians often have to walk on the roadways, sharing with other modes of transportation. This condition reduces pedestrian comfort and safety. The research results of the geometric conditions of pedestrian facilities are presented in Table

5 TABLE 1 Geometric Condition of Pedestrian Facilities No Location Sidewalk Width (m) Paving Type 1 Sidewalk Point A 1,197 Concrete Paving Block 2 Sidewalk Point B 1,193 Concrete Paving Block 3 Sidewalk Point C 1,553 Concrete Paving Block 4 Sidewalk Point D 1,287 Concrete Paving Block 5 Sidewalk Point E 1,417 Concrete Paving Block 6 Sidewalk Point F 1,207 Cast Concrete 7 Sidewalk Point G 1,457 Concrete Paving Block The type of sidewalk paving at UM was dominated by concrete paving blocks; only the sidewalk at point F was covered with cast concretes. Concrete paving blocks are often used because they have many advantages. Concrete blocks are made in various shapes, textures, colors some are made to look like bricks and also easy to install and maintain by N. Anggriani (5). Another type of paving used was cast concrete. This type was used because the sidewalk was constructed above the drainage channel so it also served as a cover for the drainage channel. Pedestrian Characteristics One of the main factors in the design and operation of pedestrian facilities is the characteristics of pedestrian. The parameters used to analyze the pedestrian level of service were the identity of pedestrians, modes of transportation, travel time and distance, pedestrian flow, pedestrian speed, pedestrian density, pedestrian space, and pedestrian level of service. The identity of the pedestrians consisted of information about sex, occupation, faculty, and destination. Questionnaires were administered to 350 respondents to determine the identity of pedestrians using sidewalks at UM. The result is shown in Table

6 TABLE 2. Identity of Pedestrians No Pedestrian Identity Description Percentage 1 Sex Male 49% Female 51% 2 Occupation Students 89% Lecturer 6% General Public 2% Non-Teaching Staff 3% 3 Faculty Faculty of Engineering 28% Faculty of Education 8% Faculty of Economics 10% Faculty of Sport Science 3% Faculty of Social Science 7% Faculty of Psycology Education 1% Faculty of Mathematics and Science 9% Faculty of Letters 26% Postgraduate 2% Others 5% 4 Destination Classroom 53% Library 15% Mosque 16% Canteen 11% Others 6% From Tab 2, the respondents were mostly female students of the Faculty of Letters whose destination was classroom building. Proportion of Transportation Mode is the comparison of the modes of transportation used among the academic community at UM. The result of the survey of modes of transportation used is shown in Table

7 TABLE 3. Modes of Transportation No Observation Time Gate Pedestrian Motorcycle Car Others Mon Tue Mon Tue Mon Tue Mon Tue & & & Surabaya Ambarawa Semarang & Cakrawala TOTAL Percentage 35% 59% 5% 1% The most used mode of transportation was motorcycle, and then followed by walking, car, and others. The data on travel time and distance of pedestrians at UM are shown in Table 4. TABLE 4. Pedestrian Travel Time and Distance No Travel Time and Distance Description Percentage 1 Travel Hour % % % 2 Travel Distance < 250 m 17% 250 m s/d 500 m 35% 500 m s/d 750 m 29% 750 m s/d 1 km 11% > 1 km 9% 3 Travel Duration < 5 minutes 11% 5 s/d 10 minutes 41% 10 s/d 15 minutes 29% 15 s/d 20 minutes 15% > 20 minutes 4% Pedestrians mostly walked on the sidewalks in the morning, with a travel distance of 259 m to 500 m, and a travel time of 5-10 minutes. Pedestrian flow is the number of pedestrians crossing a point on the sidewalk. The observation to identify the flow of pedestrians on the sidewalks within the campus of UM was conducted at 7 points for 3 days i.e. Monday, Tuesday, and Thursday from to The resultis presented in Figure

8 FIGURE 2. Pedestrian Flow Based on the graph above, it can be seen that the flow of pedestrians in the morning, afternoon and afternoon varied. Amount of research intervals is 1470 minutes, and the total width of the sidewalk is meters. The number of pedestrians in the morning as much as people, in the daytime, and the afternoon is people. The pedestrian flow is calculated using the formula (1). In the morning at WIB, the pedestrian flow was person/meter/minute, while the pedestrian flow in the afternoon at was person/meter/minute. The maximum pedestrian flow was at i.e person/meter/minute; the flow increased around these hours due to lunch break. The observation to determine the speed of pedestrians walking on the sidewalks within the campus of UM was conducted at 7 points for 3 days i.e. Monday, Tuesday, and Thursday from to Pedestrian speed is calculated using the formulas (2) and (3). The result of pedestrian speed calculation in the morning is 61,356, day 68,953, and afternoon 60,151 meter / minute. Highest pedestrian speed occurs during the day, where the air temperature has exceeded the conditions of comfortable conditions. People run faster at temperatures beyond their comfortable reach, to avoid uncomfortable areas as soon as possible. This is consistent with research conducted by V.Melnikov (6). The results of this study are in accordance with research conducted by Setiawan R (7) on the level of pedestrian facilities service at Petra Christian University Surabaya with the result of pedestrian speed 67.2 meter/minute. The result is presented in Figure 3. FIGURE 3. Pedestrian Speed The pedestrian density is the average number of pedestrians per unit area within a walking path. The pedestrian precision is calculated using the formula (4). With a land area of m2, then obtained in the morning density of , daylight by , and afternoon by people / m2. Afternoon gets the greatest pedestrian speed. This is related to the hot pavement conditions due to the lack of shade trees. The result of density calculation is shown in Figure

9 FIGURE 4. Pedestrian Density FIGURE 5. Pedestrian Space Figure 4 shows that the highest pedestrian density of p/m2occurred at The density of pedestrians was indeed influenced by the flow of pedestrians. This condition is in accordance with the level pedestrian flow (discussed at previous section) at which had the highest value compared to other hours. The results of this study are not in accordance with research conducted by Setiawan N (8) conducted in shopping malls Malang with the highest density of people / m2. The very high pedestrian density on the UM campus is due to the below standard sidewalks, and the many pedestrians. Pedestrian space is the average space available for any pedestrian in the walking path. The pedestrian space is calculated using the formula (5). The pedestrian space was estimated based on the result of the density calculation (see Figure 5). As shown in Figure 5, the largest walking space was m2/person and occurred in the afternoon at The larger the walking space, the more comfortable the pedestrians potential conflicts among pedestrians reduced. In fact, the number of pedestrians decreased in the afternoon. The pedestrian space of UM campus does not match the research conducted by Setiawan N (7) on pedestrian characteristics in the shopping district of Malang City. The largest space is 85,0486 m2/person and the smallest space is 6,9732 m2/person. The level of pedestrian service is calculated using the formula (6). The level of service for pedestrian facilities within the campus of UM is shown in Figure 6 and Table 5. FIGURE 6. Level of Service in the Morning, Noon and Afternoon

10 TABLE 5. Estimation of Pedestrian Level of Service Observation No Time Day Flow Average Speed Space LOS LOS (p/m/min) (m/min) (m²/p) LOS Ratio LOS Monday A E A A Tuesday A E A A Thursday A E A A Average A E A A Monday A D A B Tuesday A D A B Thursday A E A A Average A D A B Monday A E A A Tuesday A E A A Thursday A E A A Average A E A A The level of service for pedestrian facilities in UM belonged to category A in the morning and afternoon. Level of Service A means that pedestrians can walk on the desired path without any change in movement and without the presence of other pedestrians (TRB 2000 in Khisty CJ). The level of service at included in category B, i.e. pedestrians can adjust their speed of walking, avoid other pedestrians and conflicts, but feel the presence of other pedestrians. According to the Sidewalk Installation Guidelines (Petunjuk Perencanaan Trotoar no.007/t/bnkt/1990), the minimum level of service for pedestrian facilities is at least C. Thus, it can be concluded that the sidewalks within the campus of UM have met the minimum requirements for the level of service for pedestrian facilities. The result of this research is in accordance with research done by Setiawan R (7) about the level of pedestrian facilities service at Petra Christian University Surabaya with the average service level in category A

11 ROADWAY FACILITIES UM PEDESTRIAN FACILITIES UM OBSERVATION POINT GATE SIDEWALK STREET UM REGIONS BUILDINGS OBSERVATION POINT GATE SIDEWALK STREET UM REGIONS BUILDINGS FIGURE 7. Roadway Facilities Map FIGURE 8. Pedestrian Facilities Map. The map of roadways in UM is shown in Figure 7, while the map of pedestrian facilities in UM is shown in Figure 8. CONCLUSIONS AND SUGGESTIONS Conclusions: (1) In terms of pedestrian characteristics, the pedestrians consisted of more female (51%) who were mostly students of the Faculty of Letters whose destination was classroom building.the maximum pedestrian flow was at i.e p/m/min. The average speed of pedestrian was m/min. The highest pedestrian density of p/m2 occurred at (2)The level of service for pedestrian facilities belonged to category A in the morning and afternoon. The level of service at decreased to category B. According to the Sidewalk Installation Guidelines (Petunjuk Perencanaan Trotoar no.007/t/bnkt/1990), the minimum level of service for pedestrian facilities is at least C. In conclusion, the sidewalks within the campus of UM have met the minimum requirements for the level of service for pedestrian facilities. This research offers several suggestions as follows: Sidewalks should be widened to 2 m to comply with the minimum requirements established in the Sidewalk Installation Guidelines no.007/t/bnkt/1990. REFERENCES 1. Transportation Research Board, Highway Capacity Manual (Transportation Research Board, Washington DC., 1985) 2. F.I. Mannering, and W.P. Killareski, Principles of Highway Engineering and Traffic Analysis. (Willey, New York, 1988) 3. N.J. Garber, and L.A. Hoel, Traffic and Highway Engineeering (West Publishing, New York, 1997) 4. C.J. Khisty, and B.K. Hall, Dasar-Dasar Rekayasa Transportasi, Jilid 2, Edisi Ke Tiga. Terjemahan, Gressando J ( Erlangga,Jakarta, 2006) 5. N. Anggriani, Pedestrian Ways Dalam Perancangan Kota (Klaten, Yayasan Humaniora, 2009)

12 6. V. Melnikov, V.V Krzhizhanovskaya, P.M.A. Sloot, Prosedia Computer Science 108C ( , Zurich: Elsevier (2017) 7. R. Setiawan, Jurnal Ilmiah Elektronik Dimensi Teknik Arsitektur Vol. 33, no 1, (2005) 8. N. Setiawan, Analisa Tingkat Pelayanan Fasilitas Pejalan Kaki di Kawasan Pertokoan Kota Malang, Skripsi, Universitas Negeri Malang, (2014)