FINAL PROJECT

DESIGN OF UNDERGROUND PEDESTRIAN PATHWAY TO

INTEGRATE DUKUH ATAS MRT STATION AND SUDIRMAN BARU
AIRPORT TRAIN STATION

Submitted to Fulfill Undergraduate Curriculum of the Department of Civil and

Environmental Engineering, Faculty of Engineering, Universitas Gadjah Mada

Submitted by:

CLAUDIA ASYARAFI
14/366771/TK/42193

DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING

FACULTY OF ENGINEERING
UNIVERSITAS GADJAH MADA
YOGYAKARTA
2018
DECLARATION

i
 FINAL PROJECT

DESIGN OF UNDERGROUND PEDESTRIAN PATHWAY TO

INTEGRATE DUKUH ATAS MRT STATION AND SUDIRMAN BARU
AIRPORT TRAIN STATION

Submitted to Fulfill Undergraduate Curriculum of the Department of Civil and

Environmental Engineering, Faculty of Engineering, Universitas Gadjah Mada

Submitted by:

CLAUDIA ASYARAFI
14/366771/TK/42193

DEPARTMENT OF CIVIL AND ENVIRONMENTAL ENGINEERING

FACULTY OF ENGINEERING
UNIVERSITAS GADJAH MADA
YOGYAKARTA
2018
DECLARATION

i
DEDICATION

ii
PREFACE

iii
 TABLE OF CONTENTS

DECLARATION ...................................................................................................................... i
DEDICATION ........................................................................................................................ ii
PREFACE ............................................................................................................................. iii
TABLE OF CONTENTS...........................................................................................................iv
LIST OF TABLES ...................................................................................................................vii
LIST OF FIGURES ................................................................................................................viii
ABSTRACT............................................................................................................................ix
CHAPTER 1 INTRODUCTION ........................................................................................... 1
1.1 Background ......................................................................................................... 1
1.2 Problem Statement ............................................................................................. 3
1.3 Design Objectives ................................................................................................ 3
1.4 Limitations........................................................................................................... 4
1.5 Design Benefits ................................................................................................... 4
1.6 Design Authenticity ............................................................................................. 4
CHAPTER 2 LITERATURE REVIEW ................................................................................... 6
2.1 Pedestrian ........................................................................................................... 6
2.2 Types of Pedestrian............................................................................................. 6
2.3 Pedestrian Characteristics .................................................................................. 7
2.4 Pedestrian Pathway ............................................................................................ 8
2.5 Integrated Transportation ................................................................................ 10
2.6 Pedestrian Design Principles ............................................................................. 10
CHAPTER 3 THEORITICAL BASIS ................................................................................... 12
3.1 Pathway Stipulation .......................................................................................... 12
3.1.1 Multi-criteria decision analysis (MCDA) .................................................... 12
3.2 Pedestrian Network Planning ........................................................................... 14
3.2.1 Special pedestrian area development (pedestrian mall) .......................... 15
3.2.2 Crosswalk facility ....................................................................................... 15
3.2.3 Complementary facilities .......................................................................... 16
3.3 Spatial Requirements ........................................................................................ 17
3.3.1 Pedestrian path space requirement ......................................................... 17

iv
 3.3.2 Level of Service (LOS) ................................................................................ 18
3.4 Pedestrian Circulation Path .............................................................................. 18
3.4.1 Equivalent Lateral Force Procedure .......................................................... 20
3.5 Design Wind Load ............................................................................................. 24
3.5.1 Wind Speed ............................................................................................... 24
3.5.2 Topographic Factor ................................................................................... 27
3.5.3 Gust Effect Factor...................................................................................... 29
3.5.4 Velocity Pressure ....................................................................................... 31
3.6 Concept in Structural Steel Design.................................................................... 32
3.6.1 .......................................................................................................................... 32
3.6.2 Evaluation of Compression Members ....................................................... 32
3.6.3 Evaluation of Flexure Members ................................................................ 32
3.6.4 Beam-Columns .......................................................................................... 32
3.6.5 .......................................................................................................................... 32
3.7 Pile Foundation Design ..................................................................................... 32
3.7.1 Cone Penetration Test .............................................................................. 32
3.7.2 Pile Bearing Capacity in Cohesive Soils ..................................................... 32
3.7.3 Allowable Lateral Force ............................................................................. 33
3.7.4 Lateral Deflection ...................................................................................... 33
3.7.5 Inclined Pile Foundation ........................................................................... 33
CHAPTER 4 DESIGN METHOD ...................................................................................... 34
4.1 Design Procedure .............................................................................................. 34
4.2 Design Location ................................................................................................. 34
4.3 Flowchart .......................................................................................................... 34
4.4 Data Collection .................................................................................................. 34
4.4.1 Aerial Imagery Data................................................................................... 34
4.4.2 Coal Yard Layout ....................................................................................... 34
4.4.3 Wind Speed Data ...................................................................................... 34
4.4.4 Seismic Data .............................................................................................. 34
4.4.5 Geotechnical Data ..................................................................................... 34
4.5 Data Analysis ..................................................................................................... 34
4.5.1 Coal Yard Layout ....................................................................................... 34
4.5.2 Wind Speed Data ...................................................................................... 34
v
 4.5.3 Seismic Data .............................................................................................. 34
4.5.4 Geotechnical Data ..................................................................................... 35
4.6 Loading .............................................................................................................. 35
4.6.1 Load Combinations ................................................................................... 35
4.6.2 Wind Load ................................................................................................. 35
4.6.3 Dead Load ................................................................................................. 35
4.6.4 Earthquake Load ....................................................................................... 35
4.7 Material Properties ........................................................................................... 35
4.7.1 Steel Frames.............................................................................................. 35
4.7.2 Wind Breaker Panels ................................................................................. 35
4.7.3 Pile Caps .................................................................................................... 35
4.7.4 Driven Piles................................................................................................ 35
4.8 Prototype Modelling Using SAP2000 ................................................................ 35
4.8.1 Steel Frames Modelling............................................................................. 35
4.8.2 Foundation Modelling ............................................................................... 35
CHAPTER 5 DESIGN AND CALCULATION RESULTS ....................................................... 36
5.1 Structural Analysis............................................................................................. 36
5.2 Pile Foundation Design ..................................................................................... 36
5.3 Validation .......................................................................................................... 36
CHAPTER 6 CONCLUSIONS AND RECOMMENDATIONS ............................................... 37
6.1 Conclusions ....................................................................................................... 37
6.2 Recommendations ............................................................................................ 37
BIBLIOGRAPHY .................................................................................................................. 38
APPENDIX .......................................................................................................................... 40

vi
 LIST OF TABLES
Table 2.1 Types of Pedestrian ............................................................................................. 6
Table 3.1 Selecting Crosswalk Facility Type Based On Road Function .............................. 15
Table 3.2 Site coefficient, Fa .............................................................................................. 18
Table 3.3 Site coefficient, Fv .............................................................................................. 19
Table 3.4 Response modification factor, R for nonbuilding steel structure ..................... 22
Table 3.5 Values of approximate period parameters ....................................................... 23
Table 3.6 The values of wind directionality factor (Kd) ..................................................... 25
Table 3.7 Exposure category ............................................................................................. 26
Table 3.8 Parameters for speed-up over hills and escarpments ...................................... 28
Table 3.9 Terrain exposure constants ............................................................................... 30

vii
 LIST OF FIGURES
Figure 3.1 Illustration of pedestrian network planning techniques ................................. 14
Figure 3.2 Design response spectrum ............................................................................... 20

viii
ABSTRACT

ix
 CHAPTER 1
INTRODUCTION

1.1 Background
As the capital city of Indonesia, Jakarta has become the center of trade and business
triggering urbanization to happen very rapidly. According to Transportation
Statistics of DKI Jakarta 2016 published by Badan Pusat Statistik Provinsi DKI
Jakarta, the number of population had increased up to 10,277.628 million people
with density of 15,517 people per square kilometer by the end of 2016. Jakarta also
surrounded with developing suburbs whose citizens commute to Jakarta very
frequently.

With a rapid development of Jakarta and its suburbs, the increasing needs of high
mobilization is inevitable. As we all know, Jakarta has one of the worst traffic in
the world. Based on a research done by INRIX in 2016, Jakarta ranked 22nd on the
most congested cities in the world. The problem is, the increasing congestion in
Jakarta does not followed with the growth of the transportation facilities like roads
and public transportation to support the demand. Another reason is the habit of
commuting with private transportation causing a worsening congestion. As stated
by Ditlantas Polda Metro Jaya (2016), vehicle growth for the past five years has
reach the number of 5.53% per year.

This growth does not followed with the number of roads built. Obtained from
Transportation Statistics of DKI Jakarta 2016, specified by the classification, there
are 5,117.26 kilometers of local roads, 1,562.28 kilometers of province roads
consisting 535.26 kilometers of secondary arterial roads and 1,027.02 kilometers of
secondary collector roads, 152.27 kilometers of national roads consisting 128.88
kilometers of primary arterial roads and 23.69 kilometers of primary collector
roads, also 123.73 kilometers of expressways.

To overcome congestion problems, government plan is to improve existing public

transportation and construct a new and more effective public transportation. Rail
basis public transportation was considered as the most effective solution to untangle
1
congestion in Jakarta therefore, mass rapid transit is being built. Development plan
of Mass Rapid Transit Jakarta (MRT Jakarta) has been pioneered since 1985 but
the construction was just started in 2013 with the help of funding from the
government of Japan. The phase one construction of MRT Jakarta started on
October 10, 2013 for the length of 16 kilometers. The railways consist of 10
kilometers of elevated structure and 6 kilometers of underground structure. This
route stretched from Lebak Bulus on South Jakarta up to Bundaran Hotel Indonesia
on Central Jakarta was targeted to begin operation by 2019.

The construction of MRT Jakarta should be complemented with a good planning

and organization in order to anticipate conflict with other public transportation and
gain the best outcome on overcoming congestion problems in Jakarta. Often found
in one area there are several public transportation stops but not yet equipped with
facilities that integrate one another. This condition demands the creation of
connecting facilities between stop points. The idea of connecting different public
transportation modes is to create a prospective environment both for the economy
and the convenience of transportation users.

There are five stops planned to be connected with other public transportation modes
on the first phase corridor, Lebak Bulus Station, Fatmawati Station, Cipete area
(includes Cipete Station, Haji Nawi Station, and Blok A Station), Blok M area
(includes Sisingamangaraja Station), and Dukuh Atas Station. The first
implementation will be done at Dukuh Atas Station, managing passenger flow from
five different transportation modes which is MRT Jakarta, Bus Rapid Transit (BRT)
Jakarta, airport line access train (Airport Train), commuter line, and Light Rapid
Transit (LRT). This particular station will become very busy and crowded thus the
application of this concept is expected to be able to manage it well.

Airport line access train (Airport Train) which just released on 2nd January 2018 is
one of five transportation modes crossing Dukuh Atas area. This train is quite vital
because it serves trips to Soekarno-Hatta International Airport. As a new public
transportation mode, a new station, Sudirman Baru Airport Train, are built to

2
support its operation. This station has not been integrated with any other public
transportation despite the high demand.

Based on problems discussed earlier, integrating Dukuh Atas MRT Station with
Sudirman Baru Airport Train Station becomes important and has its own urgency
to support mobilization of public transportation users especially MRT. Station
integration planning with other public transportation modes is projected to be able
to serve passenger activities and other supporting activities without reducing the
quality of service, security, comfort, and safety of the passengers.

1.2 Problem Statement

Based on the explanation on the background, the problems found can be stated as
follows:

1. What is the pedestrian facility needed to integrate Dukuh Atas MRT Station and
Sudirman Baru Airport Train Station?
2. What is the total area required by the pedestrian facility?
3. What is the suitable components of pedestrian facility to improve safety of the
users?

1.3 Design Objectives

Corresponding to aforementioned background, the design objectives of this final
project are as following:

1. To design pedestrian facility to integrate Dukuh Atas MRT Station and

Sudirman Baru Airport Train Station that are standardized and safe.
2. To conclude the most suitable pedestrian facility to integrate Dukuh Atas MRT
Station and Sudirman Baru Airport Train Station.
3. To design a good circulation and wayfinding system in order to support the large
passenger movements effectively and efficiently.
4. To design a friendly pedestrian facility for disabled people.

3
1.4 Limitations
In order to clarify the problems and make a more focused design, the limitations of
the design are set on:

1. The design will emphasize on the pedestrian facility of passenger movements

between Dukuh Atas MRT Station and Sudirman Baru Airport Train Station.
2. The design will not consider architectural and structural aspects.
3. The design will not change the existing design of the station, will only
complement with supporting infrastructure to provide pedestrian movements.
4. Safety aspect will be included on the design.
5. The design does not include a budget plan.

1.5 Design Benefits

The benefits expected to be obtained from this design are:

1. Benefits for public and related agency (PT MRT Jakarta):

a. Obtain the design of passage infrastructure for pedestrian and wayfinding
system to integrate Dukuh Atas MRT Station and Sudirman Baru Airport
Train Station.
b. Giving idea of public transportation stops integration development plan.
2. Benefits on academic field:
a. Provides an overview of the application of pedestrian facilities designing
theories.
b. Give references to Introduction to Transportation Planning lecture and
Traffic Management lecture about public transportation integration
planning.

1.6 Design Authenticity

Similar studies have been done about pedestrian facility to integrate public
transportation modes. By focusing the design on pedestrian facility to integrate
Dukuh Atas MRT Station and Sudirman Baru Airport Train Station, will
4
differentiate this design from these other studies. However, in making the design
also uses literature from these following pedestrian facility planning design:

1. Final project titled “Analisis Tingkat Keselamatan dan Kenyamanan Pejalan

Kaki Untuk Pemeliharaan Fasilitas Penyeberangan Jalan di Kawasan
UGM” conducted by Amalia (2017)
This paper proposed an analysis of safety and comfort level of pedestrian by
observing pedestrian behavior on crossing streets and evaluate pedestrian
crossing facilities in Universitas Gadjah Mada to determine the need for
maintenance of road crossing facilities.
2. Final project titled “Perencanaan Desain Fasilitas Pejalan Kaki yang
Terintegrasi dengan Kantong Parkir dan Halte Bus Kampus di Lingkungan
Kampus UGM” conducted by Cahyadi (2016)
This paper identified the problems of pedestrian, analyze pedestrian needs, and
use it on the planning of pedestrian facilities integrated with campus parking
and bus shelter in the campus vicinity of Universitas Gadjah Mada.
3. Final project titled “Perencanaan Koridor Jalan Prof. Dr. Ir. Herman
Yohanes Dengan Konsep City Walk” conducted by Bilal (2016).
This paper proposed a plan that transform the road corridor of Prof. Dr. Ir.
Herman Yohanes Street into a mall full type of pedestrian special area using
City Walk concept, a concept of open public space for pedestrian combined
with commercial function.
4. Final project titled “Identifikasi Pola Sirkulasi Pejalan kaki di Taman Pintar”
conducted by Ramdani (2015).
This paper proposed an identification of pedestrian circulation pattern by
reviewing the walking pace and volume of visitors to analyze the effectiveness
of the circulation system in Taman Pintar, Yogyakarta.

5
 CHAPTER 2
LITERATURE REVIEW

2.1 Pedestrian
Walking is an activity which always done when traveling, both in close distance
and long distance. Pedestrian is every person walking in road traffic space (Menteri
Pekerjaan Umum Republik Indonesia, 2014). Pedestrian also defined as any person
on foot or who is using a powered wheelchair or mobility scooter or wheeled
propelled by human power, other than a cycle. This can include an able pedestrian,
a person pushing a pram, a person on a skateboard, a person in a wheelchair, and a
number of other users (NZ Transport Agency, 2009). While according to Indian
Roads Congress (2012), pedestrian referred as people who walk, sit, stand in public
space, or use a mobility aid such as walking sticks, crutches or wheelchair, either
children, teenagers, adults, elderly persons, persons with disabilities, workers,
residents, shoppers of people-watchers.

2.2 Types of Pedestrian

Pedestrian are grouped into three categories based on the way of travelling as a
pedestrian (NZ Transport Agency, 2009):

 on foot
 on small wheels
 mobility impaired

Comprehensive grouping of pedestrian types is shown on Table 2.1.

Table 2.1 Types of Pedestrian

Type of Pedestrian Sub Groups
On foot Able pedestrian
Runner/jogger
Adult pedestrian
6
 Young pedestrian
Impaired pedestrian
Aged pedestrian
Pedestrian with a guide dog
Sensory impaired pedestrian
Pedestrian with a cane
On small wheels In-line skates
Roller skates
Skateboards
Kick scooters
Pedestrian with a pram
Mobility Impaired Mobility scooter
Manual wheelchairs
Electric wheelchairs
Pedestrian with a walking frame
Source: NZ Transport Agency, 2009

2.3 Pedestrian Characteristics

Pedestrian varies broadly from several aspects. Age, abilities, and travel destination
makes diverse pedestrian characteristics. Pedestrian characteristics are determined
based on pedestrian travel because pedestrians differ from other modes of travel.
These are the unique aspects of pedestrian when doing travel activities which will
influence network planning and design (Halton Region, 2015):

 Walking is very efficient for short distance – typically being the primary mode
of transportation throughout the daytime on dense employment areas.
 Pedestrian travel is very “portable” – easy transition to other modes of travel
and does not require storage facilities such as parking areas before changing
modes.
 Walking trips are short – walking trips generally does not goes more than 2.5
kilometers in length with average speed of 4.3 kilometers/hour.

7
 Pedestrians generally seek the most direct route to destinations – because of
slower travel speeds and shorter trips than any other modes of transportation,
an indirect route may discourage walking.
 Pedestrians can travel many places that do not require formalized routes – short
cuts, alleyways, or informal routes often used by pedestrian to get to their
destination.
 Pedestrian travel tends to be more geographically contained in some areas
compared to others – pedestrian trips are more common in business areas than
on a suburban. Density and mix of land use within a walkable distance greatly
influence the number of walking trips.
 Pedestrian travel is “organic” – a less organized form of travel due to unique
origins and destinations with formal and informal routes.
 Pedestrians are sensitive to the environment in which the walk – pedestrian will
enjoy the aesthetics, experience the weather, disturbed by high noise levels or
over lighting, and fear for their personal safety.
 Pedestrians have a wider range of abilities – abilities regarding seeing, hearing
and thus interpret or react to what is going on around them.

2.4 Pedestrian Pathway

A pedestrian pathway is a path provided for pedestrian in order to facilitate
pedestrian as to improve convenience, safety, and ease of the pedestrian (Direktorat
Jenderal Bina Marga, 1995). Pathway can serve as pedestrian connections, to
shorten walking trips in places where the street system is discontinuous or where
blocks are large (Office of Transportation , 1998). Various requirements are
specified in designing types of pedestrian walkway as follows:

1. Sidewalk
Sidewalk is allowed to be installed under the conditions as follows:
 The sidewalk should be placed on the outer side of the road shoulder or on
the outer side of the traffic. Made parallel to the road, may not be parallel to
the road if necessary.

8
  The sidewalk should be placed on the inner side of an open drainage or
above drainage covered with the standardized concrete plate.
 The sidewalk on bus stops should be placed parallel to the busway. Allowed
to be placed on the in front or behind the bus stops.
2. Zebra Cross
Zebra cross should be installed under the conditions as follows:
 The zebra cross should be placed on roads with a relatively low traffic flow,
traffic speed, and pedestrian flow.
 The zebra cross location should have sufficient visibility to assure safety
from vehicle delays caused by the use of crossing facility.
3. Pelican Crossing
Pelican crossing should be placed on locations as follows:
 On a high traffic flow, traffic speed, and pedestrian flow road.
 Positioned on the road near the intersection.
 On the signalized intersection, pelican crossing installed to a single unit of
a traffic signal.
4. Pedestrian Bridge
The use of pedestrian bridge is recommended to fulfill these requirements:
 If the use of zebra cross and pelican crossing has disrupted the existing
traffic flow.
 On the road that has a high frequency of traffic accident involving
pedestrian.
 On a high traffic flow, traffic speed, and pedestrian flow road.
5. Pedestrian Tunnel
The use of pedestrian tunnel is recommended to fulfill these requirements:
 If the use of zebra cross and pelican crossing not possible to serve as it
should be.
 Supporting land conditions that allow tunnels to be built.
 High level of pedestrian flow.
6. Non-Sidewalk

9
 The elevation of the facility shall be the same or the form of the crossing shall
be made in such to provide the safety and comfort of the pedestrian if built
together with the sidewalk.

2.5 Integrated Transportation

On designing a public transportation network, integration with other modes of
transport and other elements is one of the most important aspects. Integration of
various transportation is needed to achieve the main goal of establishing a public
transportation network: safety, security, and convenience of its users, especially
pedestrians. A successful pedestrian and bicycle systems are integrated into the
overall transportation plan of a city, region, or state and incorporate inter-modal
connections (Vermont Agency of Transportation, 2002).

Transport integration can be considered at various levels. At the strategic level, it

is the aim of any city to integrate land use and transport to reduce the growth in
length and number of motorized trips, encourage means of travel which have least
adverse environmental impact and reduce reliance on private car transport (Halcrow
Fox, 2000).

Shanghai shows a good example of public transportation integration with other

modes of transport such as cars, walking and cycling as they provide excellent
Metro/bicycle and Metro/pedestrian interchanges, and Metro/bus interchanges at
some major stations. Poor integration leads to some under-performing rail-based
public transportation systems, such as in Kuala Lumpur and Manila (Wright &
Fjellstrom, 2003).

2.6 Pedestrian Design Principles

A design should be made as effectively and efficiently as possible, as well as in
designing pedestrian facilities. The design should also be able to facilitate users
thoroughly to acquire the maximum benefits. Therefore, these principles must be
applied in designing pedestrian facilities.

10
According to Vermont Agency of Transportation (2002), an effective pedestrian
and bicycle networks depend on:

1. Accommodating pedestrians and bicyclist on arterial and collector streets.

2. Selecting appropriate facilities.
3. Creating and maintaining a system of closely-spaced interconnected local
streets.
4. Overcoming barriers such as highway crossings, intersections, railroads, and
rivers.

The principal of designing pedestrian facilities cited from Pedoman Perencanaan,

Penyediaan, dan Pemanfaatan Prasarana dan Sarana Jaringan Pejalan Kaki di
Kawasan Perkotaan Menteri Pekerjaan Umum Republik Indonesia (2014) are as
follows:

1. To facilitate pedestrians to reach their destination as close as possible.

2. Connecting one place to another in the presence of connectivity and continuity.
3. Ensuring integrity, both from the aspects of buildings arrangement,
environment, accessibility between the environment and region, as well as the
transportation system.
4. Provides pedestrian space facilities for all users including pedestrians with
physical limitations.
5. Has standardized slope and relatively flat surface.
6. Provides safe, comfortable, eco-friendly, and easy to use condition on the
facilities.
7. Improve value in economic, social, and environment for pedestrian.
8. Encourage the formation of public space supporting local social activities such
as sports, social interaction, and recreation.
9. Combining physical character with social conditions and local cultures such as
daily routines, lifestyle, population density, also local value and heritage to be
applied to the environment.

11
 CHAPTER 3
THEORITICAL BASIS

3.1 Pathway Stipulation

Generally, there are several things need to be considered in designing urban
pedestrian pathways such as freedom when overtaking and passing by with another
pedestrian. These followings are the data requirements in designing pedestrian
pathways (Direktorat Jenderal Bina Marga, 1995):

1. Vehicle traffic volume.

2. Pedestrian traffic volume.
3. Traffic crossing volume.
4. Geometric data.

While according to Pedoman Perencanaan, Penyediaan, dan Pemanfaatan

Prasarana dan Sarana Jaringan Pejalan Kaki di Kawasan Perkotaan Menteri
Pekerjaan Umum Republik Indonesia (2014), providing pedestrian pathways
facilities should be based on these considerations:

1. Transportation system characteristic, modes changing, and hub.

2. Road function characteristic and land use.
3. Crossing facilities availability
4. Furnishing zone (street trees, planting strip) availability.
5. Positioning of pedestrian facilities.
6. Form of pedestrian facilities.

Furthermore, designing pedestrian pathways should also consider factors such as

safety, comfort, economy, and conformity with the surrounding environment.

3.1.1 Multi-criteria decision analysis (MCDA)

Multi-criteria decision analysis or MCDA is both an approach and a set of
techniques, with the goal of providing an overall ordering of potions, from the most
preferred to the least preferred option (Department for Communities and Local

12
Government, 2009). This method can be used to consider costs and benefits on each
option with certain parameter to compare. MCDA is a way of looking at complex
problems by breaking the problem into more manageable pieces to analyze then
reassemble the pieces to present a coherent overall picture for decision making.

The steps to conduct a multi-criteria decision analysis are as follows:

1. Establish the decision context.

2. Identify the options to be appraised.
3. Identify objectives and criteria.
4. ‘Scoring’. Assess the expected performance of each option against the criteria.
Then assess the value associated with the consequences of each option for each
criterion.
5. ‘Weighting’. Assign weights for each of the criterion to reflect their relative
importance to the decision.
6. Combine the weights and scores for each option to derive an overall value.
7. Examine the result
8. Sensitivity analysis.

In this final project, several attributes selected from Portland Pedestrian Design
Guide (1998) are used to analyze the best pathway between three options of
pathways are as follow:

1. Appropriate Accessibility – the facility should be as accessible as possible,

despite the constraints of topography.
2. Direct Connectivity – the facility takes the most direct route that is practical
from end to end.
3. Adequate Travel Width – the width of the pedestrian facility should be able to
facilitate the level of service as planned.
4. Security – stair and path placement, landscaping, and lighting all contribute to
making walkers feel safe as they traverse the connection, and visibility to and
from the connector is maintained to ensure “eyes on the path”.

13
5. Safety – provides adequate protection for pedestrian from motor vehicle traffic,
and the path is relatively level, resistant to slipping, and free of tripping hazards.
6. Durability – surface materials are stable and provide a reasonable walking
surface that meets standards for people with disabilities.

3.2 Pedestrian Network Planning

Planning a pedestrian network requires certain techniques. As stated on Pedoman
Perencanaan, Penyediaan, dan Pemanfaatan Prasarana dan Sarana Jaringan
Pejalan Kaki di Kawasan Perkotaan Menteri Pekerjaan Umum Republik Indonesia
(2014), there are two techniques that can be done on the design. First, by
segregating spaces between pedestrian and vehicles, pedestrians are allowed to be
separated physically from vehicles traffic.

The second is integration. Spaces integration between pedestrian and vehicles is a

concept which pedestrian and vehicle could share the same space. Managing it is
by intensifying the traffic signs and rules to slow down the vehicles passing on the
area. Separation could also be done on this technique by installing separators along
the pedestrian pathways. But there remain periods where pedestrians and vehicles
share the space. These two techniques are illustrated in Figure 3.1.

Figure 3.1 Illustration of pedestrian network planning techniques

Source: Pedoman Perencanaan, Penyediaan, dan Pemanfaatan Prasarana dan
Sarana Jaringan Pejalan Kaki di Kawasan Perkotaan Menteri Pekerjaan Umum
Republik Indonesia, 2014

14
3.2.1 Special pedestrian area development (pedestrian mall)
Special pedestrian area development usually is done on a high pedestrian flow.
Development of special pedestrian area aims to lessen congestions by escalating the
usage of public transportation, therefore urging people to walk. Reduced pollution
level would also increase the environmental quality as the result of the decreased
use of private cars.

Cited from Pedoman Perencanaan, Penyediaan, dan Pemanfaatan Prasarana dan

Sarana Jaringan Pejalan Kaki di Kawasan Perkotaan Menteri Pekerjaan Umum
Republik Indonesia (2014) there are types of special pedestrian area development:

1. Enclosed mall
2. Transit mall/transit way
3. Semi mall
4. Full mall

Developing this area should consider provisions such as traffic and vehicle
circulation surrounding the area set as special pedestrian area. Heavy vehicle traffic
sometimes could happen when the area is set to be a special pedestrian area.
Choosing which type of special pedestrian area development to be used in an area
should not lower the level of service and accompanied by a comprehensive vehicle
circulation regulation.

3.2.2 Crosswalk facility

Selecting crosswalk facility shall be carried out accordingly to ensure safety of road
users, both pedestrian and vehicle users. These are the type of crosswalk facility
based on road function as shown on Table 3.1 (Menteri Pekerjaan Umum Republik
Indonesia, 2014).

Table 3.1 Selecting Crosswalk Facility Type Based On Road Function

Pedestrian At grade Pedestrian
Underground
Function sign crossing on traffic
crosswalk
operation facility island
Arteries A C C C

15
 Highway
Two ways B A C C
One way B A C C
Sub-arteries
Two ways B A B B
One way B A B B
Collector
One way C B B A
Alleyway
One way C C C C
Note: A = Compatible
B = Semi-compatible
C = Not compatible
Source: Pedoman Perencanaan, Penyediaan, dan Pemanfaatan Prasarana dan
Sarana Jaringan Pejalan Kaki di Kawasan Perkotaan Menteri Pekerjaan Umum
Republik Indonesia, 2014

3.2.3 Complementary facilities

Pedestrian facilities should be equipped with complementary facilities that support
various aspects such as security, safety, hygiene, and other things described as
follows (Menteri Pekerjaan Umum Republik Indonesia, 2014):

1. Furnishing zone
This furnishing zone is provided for plants and street trees along the pedestrian
pathway to add freshness to the surrounding air from pollution.
2. Lighting
Lighting is placed on every 10 meters with a maximum height of 4 meters using
high durability materials.
3. Bench
The bench is placed on every 10 meters with width of 0,4-0,5 meter and 1,5
meter long, using high durability materials.
4. Safety fence
Safety fence is installed on specific locations that require protection. Made with
0,9 meter high using high durability materials.
5. Waste bin

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 Waste bin is placed on every 20 meters with appropriate dimension, made from
high durability materials.
6. Marks, signage, and information board
Marks, signage, and information board are placed on a high pedestrian traffic
flow. Provided as needed using high durability materials and does not cause a
glare effect.
7. Bus shelter
Placed on every 300 meter radius on potential spots. Provided as needed using
high durability materials.
8. Payphone
Placed on every 300 meter radius on potential spots. Provided as needed using
high durability materials.

While according to Portland Pedestrian Design Guide (1998), complementary

facilities that buffer pedestrian from the adjacent roadway includes:

1. Street trees
2. Signal poles
3. Utility poles
4. Street lights
5. Controller boxes
6. Hydrants
7. Signs
8. Parking meters
9. Driveway aprons
10. Street furniture

3.3 Spatial Requirements

3.3.1 Pedestrian path space requirement

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