Pedestrian Ways Research Articles

Empathic urban functions on Malioboro Street in Yogyakarta City, Indonesia

Malioboro Street in Yogyakarta City, Indonesia, is named as one of the most popular tourism destinations for both domestic and foreign tourists. People even said that they were not yet visited Yogyakarta if they did not visit Malioboro Street. It is the main shopping street in Yogyakarta with its pedestrian ways or sidewalks occupied by street vendors. Yet, this is the attraction of Malioboro Street, bazaar on pedestrian ways. While in other places in the world the function of the pedestrian way just for pedestrians only, in Yogyakarta the street vendors could freely occupy pedestrian ways for the commercial matter. It was likely that there were dynamic, empathic urban functions to this street. With this condition, the question of this study is: What kind of empathic urban functions already executed and implemented to this street? The conclusion was that there were some mutual empathic urban functions implemented between the rulers of Yogyakarta City and the people.

PLACEMAKING IN TANAH ABANG: BETWEEN DIMENSIONS AND INTENSITY OF PEDESTRIAN WAYS

ABSTRACT
 
 Placemaking in pedestrian ways of a commercial area has its own characteristics, especially between central mode of transportation and shopping center. The area between Tanah Abang Station and “Blok A” Tanah Abang Market is bustling with variety of activities, especially temporary commercial activities by street vendors and hawkers as a form of placemaking. This paper explores the relationship between road dimensions and pedestrian intensity of placemaking that occurs along the pedestrian ways between the station and Blok A of The Market. The research method used is mixed method of quantitative data processing and qualitative analysis. Variables used include the dimensions of the pedestrian ways and pedestrian intensity on the path. Pedestrian ways’ dimensions cover the width and length of the pathway. Pedestrian intensity is measured by the amount, speed, and space of the pedestrian. Case studies include pedestrian ways on four streets, namely the Streets of Jatibaru Raya, Kebon Jati, Jatibaru 2, and Jatibaru 10. The results of the study show that all four streets have similar placemaking although they differ in dimensions and intensity. This shows the relationship between the dimensions of the road with the intensity of the road and it does affect the formation of place/placemaking. The narrower the width of the road and the shorter the length of the road, the higher the intensity of pedestrians, which is an indicator of the formation of placemaking in the pedestrian ways of Tanah Abang.
 
 Keywords: pedestrian way dimensions, pedestrian intensity, placemaking

Smart space solutions of pedestrian ways in public transport transit hubs

The article is devoted to the organization of architectural and planning solutions of pedestrian communications in the city transport and transfer nodes. An urban planning approach to the use of territories based on modern trends in the development of smart cities for their sustainable development is proposed. The structure of pedestrian communications on the basis of the developed classification is presented, as well as typical projects of transverse profiles taking into account the peculiarities of functioning and composition of the transport and transfer node. The results of the study can be used as recommendations in the implementation of planning projects for the territory of urban transport and transfer nodes. According to the received data, pedestrian flow data were grouped by axial length (l, m) and intensity of flow (q, m/min) by clustering method. As a result of mathematical calculation, 3 groups of data were obtained, each of which determines a unique zone of transport and transfer node, having special characteristics in radius, intensity of flow and relative density (D, sq.m/sq.m). From a practical point of view, the developed structure of walking paths together with the idea of zoning of the territory of the transport transit hub can be an excellent tool for the designer in the development of the Design of planning of the territory of the transport transit hub and selection of parameters of the cross profile of a specific section. The development of science-based approaches is necessary to develop the quality of urban space and to ensure the sustainable development of the urban hub.

Comfortable Pedestrian Ways With a Climate Sensitive Urban Design Approach in The Old City Semarang

The city of Semarang is one of the cities in Indonesia that experiences the phenomenon of heat stroke due to climate change. These conditions cause an increase in the average surface temperature of the city to 22-40 ° C which is included in the category of discomfort for outdoor activities. This is certainly very disturbing for various forms of outdoor activities, such as pedestrian activity. The Old City of Semarang is included in the public area which in the last 5 years seeks to improve the arrangement of the area through the development of pedestrian ways. However, the development that has been carried out is considered not able to create a comfortable climate for pedestrians due to high regional temperatures, especially during the day. For this reason, this study aims to examine how to create a comfortable pedestrian ways to climate change, especially in the Old City Region of Semarang. The method used in the form of analysis of the level of thermal comfort using the ArcGIS application and pedestrian ways analysis using vegetation distribution and building shadow analysis. The result will be found elements of city design that can create pedestrian comfort in the Old City Region of Semarang.

COVID-19: The Questions Ahead for Future Pedestrian Ways in Transit Area

Managing epidemics will be more complicated for cities that have high levels of urbanization. This is exacerbated by the use of public transportation modes, which can be one of the places where there is a high risk of spreading the virus. Prevention of spreading through clean living patterns, and maintaining distance in open areas such as public vehicles, public places, and pedestrian routes is important to reduce the spread of COVID-19. This research aims to find out the condition of pedestrian ways in the Jakarta transit area to be able to plan the design of pedestrian ways following health protocols that can prevent the spread of the virus in the future-using descriptive methods. Data is obtained from secondary data and health regulations/protocols issued by data provider institutions related to COVID-19. Data were analyzed using the descriptive analysis to get the results of the discussion juxtaposed with related theories. The results showed that city planning needs innovation to prepare the city to be more resilient when facing a pandemic. Innovation planning in the pedestrian route widens the lane and circulation, using automatic doors in-transit area and new street furniture that can reduce the risk of spreading the virus.

Capacity Analysis With Geometric Aspects for Railway Foot Over Bridges

Pedestrians are the largest form of user group which primarily occupies almost all type of movements in railway stations. Pedestrian’s movements are not restricted to lanes or specific routes however they are restricted by the physical boundaries around them such as the presence of obstacles, walkways or pedestrian ways. The main objective of this study is to identify the various factors affecting pedestrian flow capacity of various pedestrian facilities at railway foot over bridges and to propose a suitable methodology for estimation of capacity by using the various influencing factors. This analysis focuses on pedestrian capacity data and the various geometric aspects of the particular facility. Foot over bridges are further sub divided into facilities such as staircase, junction and landing. The analysis is done by regression analysis of geometric factors of the facilities and their effect on capacity of the facilities. The study finds out which factors affects capacity and the impacts of these factors on capacity of foot over bridges. The width of decks comes out as most influencing factor for decks where as in case of junctions the length impacts more on capacity. A predictive model equation was also obtained for each of these facilities based on the regression analysis. For staircases the influence of landing might be significant to the capacity of the staircases.

Pedestrian ways arrangement to support the green campus idea: lesson from UNDIP Tembalang campus

Providing more space for non -motorized transportation will change the orientation of how people use the road. The first step of changing the orientation of city development which is car-oriented to people-oriented is how to look at the overall existing road users. Accessibility is the basic part of how an area develops, including on a university development. UI Greenmetric as a parameter of university achieving how it can be called a green campus. Not only designing a good campus, but the ‘sustainable’ policy also cannot be separated from creating a comfortable environment. The current condition of Diponegoro University's open green space reaches less than 60%, while Undip Tembalang already has a pedestrian lane, but is not utilized properly. The research method uses descriptive analysis of the literature articles on how important the pedestrian path that has been done at other universities. The results show that improving and changing the road design effect. Relating to the comfort of people walk affects how the pedestrian path had used. The official regulations from the university also have an impact on reducing the use of motorized vehicles. Improving accessibility for students to use public transportation and non-motorized transportation could reduce emissions in the campus's environment.

Protection of pedestrian zones and residential areas from vehicle emissions by trees and shrubbery planting technique

The article describes the results of in-situ observations and physical model experiments for dispersion of automobile exhaust pollutants by planted areas in urban streets and roads. Structure and composition of protective planting is defined for better dispersion of car emissions. In the “road-shelterbelt-building” system, if the belt height is about half the height of the building, the most effective dilution of pollutants along the building façades and at the pedestrian ways is observed. As the belt height approaches the height of the buildings, the air in yards of the buildings is still cleaner because of the longer way the pollutants have to travel, but then they accumulate within the street space. The shelterbelts for the densely built-up stretches of heavy-traffic streets should be of permeable structure to prevent pockets of stationary air; this ensures the necessary air interchange at the pedestrian ways and also more even pollutant dispersion at the building façades. Guidelines are provided for linear and strip protective/decorative plantation structuring for bringing the environmental discomfort factors in residential areas down to the environmental standards.

Sustainable pedestrian ways in Central Business District of Tunjungan Surabaya: Can principles of new urbanism be applied?

Pedestrian ways of Tunjungan which is known as Central Business District is an important accessibility element in Surabaya. According to Guidelines for the Provision and Utilization of Pedestrian Infrastructure and Facilities in Urban Area (2014), pedestrian ways is important component that should be provided for increasing effectiveness of citizen mobility in urban area. In general fact, pedestrian ways of Surabaya is in good condition. In 2007 Surabaya has received Wahana Tata Nugraha Award from The Ministry of Transportation. It has been avowed that pedestrian ways of Surabaya is first ranked of 20 cities in Indonesia (Detiknews, 2007). However pedestrian ways in Surabaya especially in Tunjungan district frequently misused (Kompas, 2010). That condition shows unmaximize use of pedestrian ways in this district. Objectives: This study will focus on LOS (Level of Service) to determine walkability in Tunjungan. Hereafter, value ranking of this LOS and what solution should be done will be confirmed to an expert. Finally, the concept of walkable city will be determined based on solution of LOS characteristic. Expected output in this study is alternative concept of sustainable pedestrian ways. It will be influenced by factors which are decided by some stakeholders. Finally, the concept of walkable city will be determined based on solution of LOS characteristic.

Timor street study as a center for sales of crocodile leather crafts in the City of Merauke based on the city design elements criteria

Timor Street is one of the roads in the city of Merauke and has become a phenomenon of gathering places for alligator craftsmen in the center of Merauke City. Timor Street is the main attraction for businessmen and craftsmen of crocodile skin to become a place of business in the form of workshops and displays of their handicrafts. This has become an interest of researchers to identify Timor Street as a center for selling crocodile skin in Merauke City which, if viewed in macro terms, can be linked to the rapid development and development of Merauke City, which is micro-increasing public activity on Timor Street. For this reason, a study of the existing conditions of Timor Street is needed according to the 8 (eight) criteria of the city design according to Hamid Shirvani. This research is a quantitative descriptive study that departs from a survey and collection of primary data taken directly in the field and supported by interviews and questionnaires from various groups of respondents. The data is then compiled, grouped and analyzed according to the elements of the city design delivered by Hamid Shirvani. The results showed that the strategic location in accordance with its use, building form and massing, circulation and parking, open space, pedestrian ways, activity support in the form of public spaces, signage, conservation, and preservation have strong attachments to the function of Timor Street as a center for craft sales crocodile skin in Merauke City.

Study of Physical Arrangement with M3K Concept Based On Element Urban Design in Gemblakan Bawah Village Kota Yogyakarta

The river boundary is a buffer zone between the river and terrestrial aquatic ecosystems. The community’s lack understanding of river border functions causes the use of river boundary as residential areas. This condition occurs in the River Code boundary, Yogyakarta. To restore the river border, Pamerti Kali Code (a community engaged in the Code River observer) initiated the concept of M3K (Mundur Munggah Madhep Kali). The physical arrangement of settlements with the M3K concept has been realized in the slum village in Gemblakan Bawah Village located on the banks of the Code River. This village is the 1st segment of 4 segments that are planned for structuring. After the M3K concept was implemented, this village was transformed into a tourist village. In the urban design context, every city must pay attention to element urban design so that the city has clear characteristics. So structuring settlements with M3K needs to be assessed based on the elements of urban design. The purpose of this paper is to identify the application of elements urban design in physical arrangement with the concept of M3K in Kampung Gemblakan Bawah. This research used quantitative methods with quantitative descriptive and frequency distribution analysis. The author obtained data by conducting surveys and questionnaires to 78 families. The analysis was carried out by analyzing the physical condition of the Gemblakan Bawah Village after applying M3K concept based on urban design elements (land use, building and massing, circulation and parking, open space, signage, pedestrian ways, and activity support). The results of the study prove that settlement arrangements with the M3K concept make urban design elements in residential areas increase. Among them are improvements in the form of the regularity of buildings, improvement of river bank circulation into non-motorized lanes as well as new open spaces and the existence of new spaces, support activities in the form of tourism activities that result in improved environmental quality in Gemblakan Bawah Village.

Mapping of Road Network, Land Use, and Pedestrian Ways in CBD of Semarang

The more human activities in the city increase mobility, demand of circulation route and adequate transportation system. Semarang City Government has already provided the transportation facilities: BRT (Bus Rapid Transit) and pedestrian ways. However, the connectivity of pedestrian ways (door to door service) is still not properly used according to the safety, convenience, and the needs of urban society. As a result, the travel cost becomes expensive and mobility activities from one place to another is not efficient. The purpose of this research is about the study of integrated road networks, land use, and pedestrian ways in the center of Semarang City. The method of this research, using GIS application for mapping and planning the connectivity of land use and pedestrian ways towards public transportation or BRT (Bus Rapid Transit) route in Semarang City. The aim of the research is mapping the connectivity of pedestrian ways in order to create easy access to public transportation.

Formation of environmental protection landscaping facilities in urban ecological systems

Introduction: environmental gardening facilities on urban roads and streets are formed within limited-width dividing strips. At the same time, the increase in the phytomass density, which determines the shielding effect of tree plants, is not directly proportional to the total number of rows and the width of greenery belts, but mainly due to their most illuminated marginal rows. Hence there is a need to determine the optimal, in terms of gas-shielding efficiency, width, and density of the green spaces on the transport infrastructure facilities.
 
 
 Materials and methods: the observations were made in streets of cities and on models of different-design green strips.
 
 
 Results: the dependence of carbon oxide concentration decrease by green belts on their density and height was determined. The lowest concentration of automotive emissions behind green belts was observed at a distance of 1 to 1.5 belt heights, while the highest concentration was at a distance of 2 to 3 belt heights. In the “road-green belt-building” urban ecological system, the most effective scattering of pollutants along the building facades and at the pedestrian ways is present when trees reach medium floors of the buildings. As the green belt height approaches the height of the buildings, the air in yard space becomes cleaner.
 
 
 Conclusions: on main roads, it is necessary to form dense and evenly openwork greenery environmental belts of 15 to 30-meter width. The rows of plants closest to the driving lane edges should consist of shrubs in the form of a two-tier hedge and low-stem trees. On the main streets, the green strips should be used at the height of the medium floors of the buildings with an openwork factor within the range of 0.5 to 0.6. In case of the dense frontal building of the streets, the environmental protection belts should have a well-blown structure providing an optimal aeration mode and effective scattering of automotive emissions in pedestrian areas and at the facades of buildings.

Effectiveness of distally slotted proximal femoral nails on prevention of femur fractures during and after intertrochanteric femur fracture surgery

IntroductionIntra- and post-operative femoral shaft fractures related with nailing remain of concern. Although manufacturers have sought to solve the problem by providing distally slotted nails, it is not clear that these implants reduce fractures.We compare two distally slotted proximal femoral nails [trochanteric nail (TRON) and proximal femur intramedullary nail (PROFIN)]. Patients and MethodsThe medical records of 195 hips treated with TRONs (distally slotted in four places in the sagittal and coronal planes) and 583 hips treated with PROFINs (distally slotted in two places in the coronal plane) in two institutes were retrospectively evaluated. The inclusion criteria were follow-up for at least 6 months; pertrochanteric fractures and age over 55 years. ResultsIn total, 161 hips in the TRON group and 512 hips in the PROFIN group were included. The mean follow-up time was 28.5 (range: 6–84) months in whole group. The demographic characteristics of the groups were similar. Only 2 intraoperative shaft and 3 proximal lateral cortex fracture was detected in PROFIN group, there wasn’t any postoperative fracture. Four proximal lateral cortex and 2 femur shaft fractures were detected in TRON group (one during operation and one at postoperative 8th month after a fall at pedestrian way). ConclusionsDistal cephalomedullary nail slotting prevented intra- and post-operative femoral fractures. A distal slot 50 mm in length may increase nail elasticity and reduce nail tip stress to a greater extent than a 30-mm slot. Distal slotting in both the sagittal and coronal planes afforded no advantage compared to coronal slotting only. Level of evidenceLevel III retrospective study

Function Quality Improvement of Mahakam Riverbanks as a Public Open Space

The increasing numbers of people and buildings that continue to grow and tend to be uncontrolled in the settlement causing some negative impacts one of them is the consistency of land allotment. This has resulted in some impacts such as ineffective utilities and environmental infrastructures, no mitigation system, and the unavailability of space for public spaces and other supporting facilities that supposed to be available within a settlement. Kampung Arab is one of a densely populated settlements located in the middle of business center area of Manado City, occupies the Mahakam riverbank. The limited space available in Kampung Arab has caused the settlements tend to be slummed and doesn’t have public open space as one of the residential support facilities. In addition, this settlement expands riverbanks so the functions of riverbanks become disturbed, and these settlements are often at risk of flooding. The purpose of this research is to analyze the function of Mahakam riverbanks against flood risk and to analyze the possibility of public space and pedestrian ways availability at the location of Mahakam riverbanks around the Kampung Arab settlement. The research method is qualitative descriptive method. Primary data were obtained through field observation, documentation, and interviews. The research is located in Kampung Arab settlement which occupies the banks of Mahakam River. Further analysis is done: 1) analysis of existing settlement of Kampung Arab to the Mahakam River related to: building’s orientation, river border, activity and behavior of society 2] analysis of public open space availability and its former elements, 3] analysis of settlement utility system and at the final stage conducted an analysis related to community activities and behavior. Expected results through this research are: improving function and quality of Mahakam River, restoring the function of riverbanks and public open space availability as social interaction space.

ANALISA KESESUAIAN KAWASAN TRANSIT BLOK M, JAKARTA TERHADAP KRITERIA KONSEP TOD (TRANSIT ORIENTED DEVELOPMENT)

Located in CDB Jakarta, Blok M is one of most strategic area in Jakarta that developed by TOD principles. TOD concept is an approach to develop a city that focuses on station areas. The characteristic of TODs are high density, mixed land use, and pedestrian friendly. This research used spatial query analysis to identify level of congruence Blok M as an area that developed by TOD`s concept. The result of this research implies that congruence Blok M as TOD`s area is 85,215% only. It also shows that density in Blok M area is high already but in the other hand diversity and pedestrian ways design in Blok M still below standart of TODs.

A Spatial Study of Waisai Central Business District, in response to Raja Ampat’s tourism potential, West Papua

This study aims to analyze the Waisai district in terms of spatial aspects, as an attempt to respond to tourism potential in Raja Ampat with descriptive qualitative methods using a built and architectural environment design approach responding to natural potential. The study successfully concluded that the Waisai District lacked tourism magnets that could attract tourists and support the Raja Ampat tourism sector, and recommended the revitalization of the tourism potential of Waisai city, such as beaches, pedestrian ways, and city parks, hence Raja Ampat can be known for not only its magnificent sea, but also the Waisai’s central business district (CBD).

The disaster resolving on tourism settlements in small islands

The increasing number of tourists visiting small islands has directly affected the development of low-income settlements spontaneously to support the tourists’ accommodation, but the development itself has, at the same time, ignored the humanistic environment. Several of cities in Indonesia belong to the high-risk index of disasters, including Samalona Island of Makassar City. Therefore, the planning components to resolving disasters on tourism settlements in small islands are needed as follows: 1) identifying the role of elements in the natural mitigation and in the artificially structural mitigation that is available, and the role of local residents to overcome disasters in the coastline of small islands, 2) analyzing the condition of abrasion disasters like storms, gale, and flood tides towards the houses, gazebos, and stalls in small islands. In order to achieve the purpose, the collected data come from the observations, sketches, and direct interviews with the local people owning the houses, gazebos, or stalls. The analysis with sustainable approaches is to reach the development of small island destinations that are safe, comfortable, environmentally friendly, and able to increase the incomes of the local residents. The results of the research describe several mitigation elements in small islands such as the local vegetation with tree trunk diameter is 1.5-2.0m and the branching system covers 80% of the island area. The coastal areas have no more natural mitigation elements to block gales, wave pressures, and tides. However, the roles of society can be seen in the existence of structural mitigation elements such as locally wooden breakest water conventionally made. The condition of abrasion disasters and gales can be found by the changes of beach sand shape not parallel with the seasons, the site of houses, gazebos, and stalls that are always moved in safe locations temporarily. The planning components to resolving disasters in tourism settlements of small islands are landscape recoveries (vegetation replanting) on disaster-prone locations (gales and abrasions) for the settlements in coastlines, building the sea embankment that has double functions (breakwaters and pedestrian ways), and displacing the houses that are suitable with wind intensity and building height (landed houses or elevated houses).

Gas-protective efficiency of strips of green plantings on objects of transport infrastructure

Defining the geometrics and structure of linear and strip composite urban green belts of aesthetic and environment-protection functions intended for transportation infrastructure facilities in urban planning zones and historic centers in densely built-up areas intensely used by transportation services. The observations were made in streets of major cities and on physical models of buildings and green belts of three degrees of density, from dense to permeable. The dependence of air-pollutant shielding efficiency of green belts on their density and height has been determined. Vertical concentration fields on the street cross-section have been obtained by physical modeling, and consistent patterns of car emissions dispersion by shelterbelts of various structure have been found. The lowest car emissions concentration behind green belts is observed at a distance equaling h (belt height) to 1,5 h, where the pedestrians move; the highest, at a distance of 2 h to 3 h. To effectively protect the pedestrian ways and the areas along the road from car emissions, dense and evenly semi-open shelterbelts, 15 to 30 m wide should be used. If the width of the road dividing strip is limited, shelterbelts with the openness factor of 0,5 to 0,6 should be used. The plant rows closest to the road should consist of shrubbery making a two-storey hedge, and of low-crown trees, with the further rows increasing in height.

Study of pedestrian road on exterior light-thermal environment in urban central district: The case of Guangzhou

Taking the greenbelt environment of pedestrian ways in urban center as the research area, compare the ecological benefits of each greenbelt with the measurement of four ecological energy indexes, such as temperature, relative humidity and illuminance of three representative roads? greenbelt environment in Tianhe District, Guangzhou to prove that except the hard paved road, the three roads with different plant compositions all can improve city?s microclimate, especially the road with arbors planted on both sides is an effective, active way for thermal insulation and energy saving, thus producing good comprehensive benefits for energy saving. With analysis and discussion in this paper, some design thoughts and suggestions are offered to provide a theoretical basis for the study of greenbelt environment of urban walkways.