EFFECTIVENESS OF PELICAN CROSSING ON TRAFFIC FLOW (CASE STUDY: M.H. THAMRIN ROAD AND SUDIRMAN ROAD, CENTRAL JAKARTA CITY)

Pelican Crossing is a crossing with a signaling device that is operated by pedestrians and will stop the flow of vehicle traffic. Pedestrians must press a button to request green time from vehicle drivers so that vehicle drivers stop and pedestrians can cross the road. As a metropolitan city, Central Jakarta is full of activity. The increase in the number of vehicles is not the main factor causing congestion. There are other factors such as the movement of pedestrians crossing the road using Pelican Crossing, causing queues and delays. This study aims to analyze the effect of pedestrians crossing at pelican crossing on the queue length of vehicles, to analyze the characteristics of traffic flow and pedestrians due to pelican crossing and to apply a model that connects the characteristics of traffic flow and pedestrians at pelican crossing. The research was conducted by surveying the existing traffic conditions. The results of the research show that after calculating the PV2 value, we can see the discrepancy in the existing pelican crossing facilities on Jalan MH Thamrin and Jalan Sudirman based on the calculation of pedestrian crossings and traffic volume, which in calculating the PV2 value recommends a non-level crossing type.

Many Indonesians are not aware of the classification of pelican crossings.In traffic regulations, Pelican Crossing is categorized as a type of road marking.This is because Article 3, letter b of Minister of Transportation Decision No. 65 of 1993 states that pedestrian crossings are indicated by road markings or traffic signs.Therefore, the government issued Minister of Transportation Regulation No. 34 of 2014, as amended by Minister of Transportation Regulation No. 67 of 2018, regarding road markings.
In a scientific journal, it is mentioned that "Pedestrian" comes from the Greek word "pedos," meaning foot (Sukawi, 2010).Thus, it can be interpreted as a walker or someone on foot.A pedestrian walkway is a path designated for walking, including level crossings and non-level crossings (such as sidewalks, zebra crossings, pelican crossings, pedestrian bridges over roads, and pedestrian lanes under roads).Pedestrian paths, also known as pedestrian ways, are expected to integrate with their surroundings in a manner suitable for the environment.At certain stages, pedestrian flow may reduce the capacity of existing roads, necessitating pedestrian facilities such as sidewalks, crossings, pedestrian bridges, and safety barriers in urban areas.This minimizes conflicts between pedestrians and vehicles, ensuring safety and comfort (Pushkarev & Zupan, 1975).
Transportation modes are essential for people to move from one place to another.Walking is the most fundamental transportation mode, accessible to everyone.Therefore, facilities are needed to support pedestrian activities.Pedestrians who cross roads without using proper crossing facilities are at a higher risk of conflicts with traffic, leading to traffic congestion and accidents.Central Jakarta covers an area of 48.13 km2 with a population of 1,107,357 people (Central Jakarta in Figures, 2023).The increasing population has led to more activities, especially in the M.H. Thamrin and Sudirman Road areas.The rising movement levels increase the demand for transportation infrastructure.It's not just the increase in transportation movement; the rising number of pedestrians in these areas adds complexity to traffic issues.
The increase in the number of motorized vehicles is not the main cause of traffic congestion.Unnoticed factors, such as pedestrian movements using pelican crossing facilities, contribute to the reduction of effective green time for vehicles, resulting in longer queues.These queues can impact other road sections (Pesik, 2017).With the high number of motorized vehicles in Central Jakarta, evaluating the effectiveness of pelican crossing on traffic flow is necessary.Traffic users include not only motorized vehicles but also non-motorized vehicles and pedestrians.Therefore, ensuring accessibility for all traffic users needs careful consideration to avoid conflicts.In general, the Bundaran HI area on M.H. Thamrin and Sudirman Road significantly affects traffic flow.Many people engage in daily activities in this area, creating social interactions between pedestrians and motorized vehicles.Given this background, the author finds it necessary to study the impact of pedestrians crossing the road at pelican crossings on vehicle queue lengths.
This study aims to address three main problem formulations.Firstly, concerning the impact of pedestrians crossing at pelican crossings on the length of vehicle http://eduvest.greenvest.co.id queues.Secondly, evaluating the characteristics of traffic flow and pedestrians influenced by the presence of pelican crossings.Thirdly, applying a model that connects the characteristics of traffic flow and pedestrians at pelican crossings.This research is expected to contribute to expanding the knowledge in transportation regarding the effects of Pelican Crossings on road traffic flow.Additionally, the research findings are anticipated to serve as a foundation for operators in planning the development of cities and Pelican Crossing infrastructure to optimize the use of traffic flow.The study encompassed four main variables: the number of vehicles, the number of pedestrians, vehicle speed, and pedestrian speed.These variables were divided into research indicators, including flow and density to determine the number of vehicles, flow and density to determine the number of pedestrians, flow and speed to determine local vehicle speed, and flow and speed to determine pedestrian speed.

RESEARCH METHOD
Data collection was carried out through direct observation, particularly during busy hours on weekdays.Primary data obtained included traffic volume, vehicle speed, pedestrian crossing volume, pedestrian crossing speed, queue length, and road geometry.Secondary data included location maps and road segment information.In data processing, an analysis of traffic characteristics was performed using the Greenshield, Greenberg, and Underwood models.Survey methods involved geometric road surveys, vehicle volume surveys, vehicle speed surveys, pedestrian flow surveys, pedestrian speed surveys, traffic signal cycle surveys, and queue length surveys.Equipment used in the survey included a camera, walking measure, roll meter, speed gun, survey forms, writing tools, counter, stopwatch, and clipboard.
Data were processed using various methods, including calculations of motor vehicle volume, pedestrian volume, vehicle speed, and pedestrian speed.A mathematical relationship analysis between volume, speed, and density was conducted using the Greenshield, Greenberg, and Underwood models.Effective green time was calculated, taking into account start loss and end gain.Furthermore, queueing analysis was employed to calculate queue duration, release time, the number of queued vehicles, the maximum number of vehicles in the queue, and the average delayed vehicle time.Shock wave calculations were used to measure queue length and delay, and an analysis of pedestrian crossing facilities was conducted.
The results of data processing were used as input for simulation using Vissim software.Calibration and validation stages were carried out to ensure that the simulation model accurately represented field conditions.Ultimately, the simulation Windy Aprilia Simanjuntak, Sutanto Soehodho, Jachrizal Sumabrata provided outputs such as vehicle speed, queue length, and vehicle delay, which were compared with existing conditions.

Traffic Data Analysis of Survey Results
Road Geometric Data Jalan M.H. Thamrin and Jalan Sudirman are the secondary arteries of the province connecting the primary area and the first secondary area.Jalan M.H. Thamrin, with a length of 2.5 km, is the main route at the confluence of Medan Merdeka area, Dukuh Atas area, and Setiabudi Golden Triangle area.Jalan Sudirman, 4 km long, is one of Jakarta's main roads and a business center connected to Jalan M.H. Thamrin via Bundaran HI.The geometric condition of the road involves the status of provincial roads, functions as arterial, 6/2 T road type with bidirectional current.The lane width of Jalan M.H. Thamrin is 10 m for both directions, while Jalan Sudirman has a width of 10 m (north) and 9.5 m (south).Road dividers and medians are available, with the median width of Jalan M.H. Thamrin 4.5 m and Jalan Sudirman 2.5 m.The sidewalks on Jalan M.H. Thamrin have a width of 7 m (left) and 5.5 m (right), while on Jalan Sudirman the width is 3.2 m (left) and 6.3 m (right).Both roads have flat roads, road markings, traffic signs, and asphalt concrete (AC) pavement types.

Traffic Volume
Traffic volume fluctuations are predetermined trends in traffic volume over time.From the traffic enumeration survey, data on traffic volume per unit time is generated.This data collection is carried out for 12 hours, namely at 06.00 -18.00 WIB with an interval of 15 minutes.The processing of traffic volume data is then converted into passenger car units (junior high school) by multiplying the number of each type of vehicle by the equivalent value of each type of vehicle.The results of the converted traffic volume are presented in the form of a graph of traffic volume fluctuations with a time period of 15 minutes categorized according to each type of vehicle and the overall volume of vehicles in the form of passenger car units (SMP).
From the graph of traffic fluctuations, it can be known peak hours and off peak hours.The following are the results of the recapitulation of traffic volume on Jalan M.H Thamrin and Jalan Sudirman:   Based on the results of a survey conducted on the M.H Thamrin and Jalan Sudirman segments, speed data for each vehicle was obtained in a 15-minute interval.To find the average speed for all types of vehicles, it is obtained in the same way as finding the spatial speed of each type of vehicle.
The following are the fluctuations in traffic speed on the road segment shown in Figure 4.5.North to South and South to North Based on the graph of traffic speed fluctuations on Jalan M.H Thamrin and Jalan Sudirman, it can be seen that the conditions in the morning and evening traffic speed are quite low because in the morning and evening are the rush hour of vehicles so that the speed is inversely proportional to the high traffic volume with the average speed in the morning for north to south direction of 26 km / hour, South to north 28 km/h and the speed in the afternoon for north to south is 26 km/h, south to north is 23 km/h.From here it is very clear that the difference in speed is quite significant during rush hour and non-peak hours, vehicles that during rush hour are forced to reduce speed and vehicles that experience long queues at Pelican Crossing.

Traffic Density
From the survey results of traffic volume and speed, it can be said that the average density for north-south roads is 105.35 smp/km and south-to-north is 130.00 smp/km.From these data, it can be seen that the average density on roads with a south to north direction is greater than the density in the north to south direction.It is characterized by a high volume of traffic which results in a decrease in speed and increased density.Conversely, in normal road conditions there will be a condition of greater traffic flow capacity than in previous conditions, in this condition will experience a reduction in density due to increased road capacity.Thus there will be an increase in speed and a decrease in density.Fluctuations in traffic density in each direction of the road can be seen in Figure 4.6 as follows: The calculation of the volume of pedestrians at the pelican crossing will be useful to know the number of pedestrians.The pedestrian volume survey will be conducted on Thursday, June 22, 2023, from 06.00 -18.00 WIB.Based on the average volume of pedestrians on Jalan M.H Thamrin from north to south is 89 people, while from south to north is 171 people.While the highest volume of pedestrians in the north to south direction was 275 people, occurred at 17.45-18.00WIB, in the south to north direction as many as 547 occurred at 17.45-18.00WIB.Based on the average volume of pedestrians on Jalan Sudirman from north to south is 65 people, while from south to north is 124 people.While the highest volume of pedestrians in the north to south direction was 154 people, occurred at 16.45-17.00WIB, in the south to north direction as many as 321 occurred at 17.45-18.00WIB.The following fluctuations in the volume of pedestrians crossing on Jalan M.H Thamrin and Jalan Sudirman are shown in Figure 4  The largest volume of pedestrians on both roads is at the morning peak at 08.00 -09.00 and the afternoon peak at 17.00 -18.00.

Cycle Time Data
Cycle time data on Jalan M.H Thamrin and Jalan Sudirman for the phases of vehicle traffic lights and pedestrian crossing traffic lights can be seen in the following table:

Relationship of Volume, Speed and Density
In conducting analysis using mathematical models, it is necessary to know the distribution pattern of field data obtained from survey results.After knowing the relationship between the distribution of volume, speed, and density data, then to get the relationship between volume, speed and density on a road section, you can use 3 relationship models, namely the Greenshields linear model, logarithmic Greenberg, and exponential Underwood.These three models are used in determining the differences in traffic characteristics on Jalan M.H Thamrin and Jalan Sudirman.

Validate the Volume, Speed and Density Relationship Model
Traffic flow on a road section has similarities to a certain mathematical calculation model.Before conducting an analysis of the effect of vehicle queues on pelican crossing, it is necessary to know the characteristics of traffic flow.This intends to find out the characteristics of traffic flow in the object of study close to which mathematical model of the three mathematical models has been tested.
Speed and volume data from survey results that have been obtained in the field have been analyzed using the Greenshield, Greenberg and Underwood models.To be able to find out which model is closest or most suitable to field survey data, it is necessary to validate the data from the calculation of the three models with the data from field survey results.The calculation results of the three models and field survey data were validated using the Chi-Square statistical test.Here is the calculation process of the Chi-Square Test: Validation in the Greenshield model is obtained from Chi-Square calculations as follows: 1. Determine the null hypothesis (H0) and the alternative hypothesis (H1) -H0 = There is no significant difference between the model data and the field result data (X 2 count < X 2 table) -H1 = There is a significant difference between the model data and the field result data (X 2 count > X 2 table) 2. Determine the real status (α) specified 0.05 x 2 table = x 2 (α; db) = X 2 (α; k-1) = X 2 (0.05; 48-1) = 64.0011 3. Test Criteria http://eduvest.greenvest.co.idH0 Received when X 2 calculates ≤ X 2 table H1 Rejected when X 2 counts > X 2 table 4. Determine the X 2 count The calculation of X 2 count is carried out with the help of the table as follows:  4.10 it can be seen that only the relationship of velocity density and volumedensity there is no significant difference between the results of the model and observations because X2 is smaller than X2 in the table.

Selection of Selected Models
The determination of the results of the model to be used is obtained from the comparison of the largest determination value (R2) of the three models.4.11 it can be seen that the North to South Direction Road has the largest determination value (R2) in the Greenberg model with an average value of 0.864 then the South to North Direction Road has the largest determination value (R2) in the Greenberg model with an average value of 0.499.

Analysis of Pedestrian Crossing Facilities
After getting the volume of pedestrians crossing the road every hour (P) and the volume of vehicles every hour (V), then the next step we will get the highest volume of road crossings and the volume of peak vehicles.These two values will be used in analyzing the magnitude of conflicts that occur between road crossings and motor vehicles (PV2).This PV2 value was used in determining the appropriate type of crossing at the study site.
One of the studies taken the 4 largest PV2 values.The P and V values above represent the average flow of pedestrians and vehicles in a four-hour rush period.From the table it can be seen on Jalan M.H Thamrin that the largest PV2 occurs at 07.00 -09.00 and at 16.00 -18.00 on Jalan Sudirman the largest PV2 occurs at 07.00 -09.00 and 16.00 -18.00 as well.
To obtain the appropriate type of crossing facility at the research location, 4 P and V values from the largest PV2 were selected and then an average value was sought.The average number of road crossings is 1668 people/hour, this value is more than 1100 people/hour and the vehicle volume is 13,837 more than 750 vehicles per hour.From the calculation of the average road crossing (P), vehicle volume (V), and the number of conflict levels between pedestrians and traffic flow (PV), on Jalan M.H Thamrin it is recommended that the type of crossing is not on the same plot.The analysis results show several traffic conditions with VA, VB, VC, VD, DA, DB, DC, and DD values affecting the shock wave.As long as the green light is on, the traffic flow moves normally, but when the light turns red, a queue of vehicles is formed.
The shock wave is calculated using equations involving the speed (V) and density (D) of traffic.A positive sign indicates a shock wave moving forward, while a negative sign indicates a shock wave moving backward.Furthermore, by the time the green light returns, a new shock wave forms that affects the flow of traffic.
The time interval between t2 and t3 is calculated to understand the movement of the vehicle.The maximum queue length (QM) is also calculated to determine traffic conditions.In addition, there is a normalization time calculation (T) that shows the time taken by the vehicle to cross the stop line.
The entire analysis produced a table of shock wave characteristics for various values of red light duration (r).The results show that the greater the duration of the red light, the maximum queue length and normalization time will be greater.In addition, the positive and negative signs on the shock wave reflect the direction of movement of the wave.
Regarding pedestrians, the maximum crossing time and duration of the red light for vehicles have an influence on the maximum queue length and normalization time.All these calculations provide a comprehensive picture of traffic conditions on the two main roads.

Shock Wave of M.H. Thamrin Road and Sudirman Road South to North (Peak)
Traffic technicians have observed and measured the duration of red lights on Jalan M.H Thamrin and Jalan Sudirman, with minimum values being 21 seconds and 26 seconds respectively.Four traffic conditions (A, B, C, D) are set at different speeds and densities.During the green phase (t0 to t1), the traffic flow moves in the same direction as condition A. However, when the light turns red (t1), condition B occurs, causing a queue of vehicles.Three shock waves were formed, including a reverse wave ωAB that triggered a queue from south to north.After the green light (t2), a forward wave ωDC and backward ωCB is formed.The time interval between t2 and t3 is calculated for both paths.The maximum queue length (QM) is also calculated for various pedestrian durations (r).The analysis showed a significant difference between the south-north and north-south directions, influenced by the volume of vehicles from Jalan Sudirman to the north and pedestrians at the pelican crossing.For example, at peak conditions, a pedestrian duration of 17 seconds yields a QM of 666.5737 m for south to north and 433.5128 m for north to south.On Jalan Sudirman, a pedestrian duration of 20 seconds yields QM 825.2817 m for south to north and 536.7301 m for north to south.http://eduvest.greenvest.co.id

Shock Wave of M.H. Thamrin Road and Sudirman Road South to North (Off Peak)
The minimum duration of the red light (r) is 21 seconds on Jalan M.H Thamrin and 26 seconds on Jalan Sudirman, based on direct observation in the field.In off-peak traffic conditions, four conditions (A, B, C, D) with different speed (V) and density (D) values are set.
During the green phase (t0 to t1), the traffic flow follows condition A with VA velocity, DA density, and SA flow.When the light turns red (t1), condition B occurs, causing a queue of vehicles.Three shock waves are formed, including ωAB which indicates a queue of vehicles from south to north.At time t2, when the light turns green, two new shock waves are formed, namely ωDC and ωCB.The time interval between t2 and t3 is calculated for both paths.The maximum queue length (QM) is calculated for various pedestrian durations (r).The analysis shows that the greater the duration of the red light (r), the greater the QM and T.
For example, in off-peak conditions with a pedestrian duration of 17 seconds, the maximum queue length of vehicles is 110.2044meters for north to south direction on Jalan M.H Thamrin and 94.2087 meters for south to north direction.Meanwhile, on Jalan Sudirman, with a pedestrian duration of 20 seconds, the maximum queue length is 136.4436meters for the left lane in the north-south direction and 116.6393 meters for the south-to-north direction.
The difference in queue length between the north to south direction and the south to north direction occurs due to the impact of vehicle volume from Jalan Sudirman to the north.In addition, greater pedestrian duration also affects QM and 45 WIB.The average volume of Q 1 hour in the north to south direction is 2853 smp/hour.The following fluctuations in traffic volume in the north-south direction are shown in Figure 4.3 and Figure 4.4.

Figure 4 . 1
Figure 4. 1 Traffic Volume Fluctuations of North to South Road SectionsTraffic SpeedBased on the results of a survey conducted on the M.H Thamrin and Jalan Sudirman segments, speed data for each vehicle was obtained in a 15-minute interval.To find the average speed for all types of vehicles, it is obtained in the same way as finding the spatial speed of each type of vehicle.The following are the fluctuations in traffic speed on the road segment shown in Figure4.5.

Figure 4 . 2
Figure 4. 2 Traffic Speed Fluctuations on Jalan M.H Thamrin and Jalan SudirmanNorth to South and South to North Based on the graph of traffic speed fluctuations on Jalan M.H Thamrin and Jalan Sudirman, it can be seen that the conditions in the morning and evening traffic speed are quite low because in the morning and evening are the rush hour of vehicles so that the speed is inversely proportional to the high traffic volume with the average speed in the morning for north to south direction of 26 km / hour, South to north 28 km/h and the speed in the afternoon for north to south is 26 km/h, south to north is 23 km/h.From here it is very clear that the difference in speed is quite significant during rush hour and non-peak hours, vehicles that during rush hour are forced to reduce speed and vehicles that experience long queues at Pelican Crossing.Traffic DensityFrom the survey results of traffic volume and speed, it can be said that the average density for north-south roads is 105.35 smp/km and south-to-north is 130.00 smp/km.From these data, it can be seen that the average density on roads with a south to north direction is greater than the density in the north to south direction.It is characterized by a high volume of traffic which results in a decrease in speed and increased density.Conversely, in normal road conditions there will be a condition of greater traffic flow capacity than in previous conditions, in this condition will experience a reduction in density due to increased road capacity.Thus there will be an increase in speed and a decrease in density.Fluctuations in traffic density in each direction of the road can be seen in Figure4.6 as follows:

Figure 4 . 4
Figure 4. 4 Fluctuations in the Volume of Pedestrians Crossing on Jalan M.H Thamrin This research was conducted to apply shock wave and queueing analysis methods in calculating queue length at Pelican Crossings.The study focused on Pelican Crossings on M.H Thamrin Street and Sudirman Street in Central Jakarta.The research location included two directions on M.H Thamrin Street, namely northbound and southbound, as well as on Sudirman Street, namely northbound and southbound.

Table 4 .
1 Recapitulation of Traffic Volume in the North-South Direction From the table above, it can be seen that the peak volume at Q 1 hour is 3896 smp / hour.In general, peak volume occurs during the morning rush hour, which is 08.30-08. http://eduvest.greenvest.co.id .7 and Figure 4.8.
Effectiveness Of Pelican Crossing On Traffic Flow (Case Study: M.H. Thamrin Road And Sudirman Road, Central Jakarta City) 2082

Table 4 .
2 Cycle Time Data of Jalan M.H Thamrin and Jalan Sudirman

Table 4
With the traffic volume (V) and speed (S) data, it can be used as a linear regression analysis for each model.This linear regression parameter can then be used in determining the relationship between volume, velocity, and density in each mathematical model.The results of the linear regression equation can be seen in the following table: With the traffic volume (V) and speed (S) data, it can be used as a linear regression analysis for each model.From this linear regression parameter can then be used in determining the relationship between volume, velocity, and density in each mathematical model.The results of the linear regression equation can be seen in the following table: http://eduvest.greenvest.co.id

Table 4 .
6 Chi Square Calculation Speed Relationship -Greenshields Model Density For the overall value of Chi Square calculation, the relationship between volume, speed, and density of Greenshields, Greenberg and Underwood models can be seen in the following table: Table4.7 Validate the Volume, Speed and Density Relationship of Greenshields Table4.8 it can be seen that only the relationship of velocitydensity and volumedensity there is no significant difference between the results of the model and observations because X2 is smaller than X2 in the table.Table4.8Validation of the Relationship of Volume, Speed and Density of the Table4.9 it can be seen that only the relationship of velocitydensity and volumedensity there is no significant difference between the results of the model and observations because X2 is calculated smaller than X2 in the table.Table4.9Underwood Model Volume, Speed and Density Relationships X 2 (0,05;47) = 64,0011 http://eduvest.greenvest.co.id

Condition Relationship Underwood Chi Square test Results
The model Windy Aprilia Simanjuntak, Sutanto Soehodho, Jachrizal Sumabrata Effectiveness Of Pelican Crossing On Traffic Flow (Case Study: M.H. Thamrin Road And Sudirman Road, Central Jakarta City) 2088that has the highest determination (R2) will be selected as the analysis model.From the results of the analysis conducted, the model that is in accordance with the conditions of the research road section is the Greenshield model because it has the highest determination value (R2).The determination value (R2) of each model is as follows: Table4.10 R2 Determination Value of Jalan M.H Thamrin and Jalan Sudirman for North to South and South to North Direction in All Three Models Effectiveness Of Pelican Crossing On Traffic Flow (Case Study: M.H. Thamrin Road And Sudirman Road, Central Jakarta City) 2090