Pedestrian behaviour at a signalised intersection in Bandung.

Subarjo (2012) Pedestrian behaviour at a signalised intersection in Bandung.

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This research focused on pedestrian violations of the green man, utilisation the pedestrian pushbutton, pedestrian crossing outside the marked crosswalk and pedestrian waiting time. The observations were carried out on the Jl. Masjid Agung approach of the Jl. Asia Africa - Jl. Banceuy and Jl. Masjid Agung intersection during a one day period. The maximum pedestrian flow occured at the start of the green man (0-5 sec); this included 57 % of all the pedestrians who crossed on the crosswalk. The maximum flow was equivalent to 8955 pedestrians per hour of green. The highest violations of the regulations occured during the flashing green man and during the all-red period, 82 % of crosswalk violations occured during these periods. The highest pedestrian violations occured at the start of flashing green man. The mean number of pedestrians violating the green man during the observations was 196.5 pedestrians per hour. The number of pedestrians waiting was proportional to the waiting time; the largest frequency occured at 0-5 sec waiting time, namely 19.2 %, and the smallest at greater than 70 sec. The mean number of pedestrian waiting during the peak hour was 19.3 pedestrians per signal cycle and, at off peak times, the mean number was 4.9 pedestrians per cycle. The utilisation of the pushbutton was not effective because pedestrians only pushed the button during 3 % of all the observedsignal cycles. Furthermore, there did not appear to be any significant difference between the green man time as a percentage of the cycle time for pedestrians pushing or not pushing the button. The available crosswal is often utilised by pedestrians for crossing. However, pedestrians who wish to cross some distance from the crosswalk are reluctant to use it because of the additional walking distance involved. Therefore, they often cross at random points on the approach instead. The number of pedestrians crossing outside the marked crosswalk was influenced by the size of the headway in the vehicle flow; there was some relationship between these factors although the correlation was not good. The most suitable model was a linear model. No correlation or influence between vehicle flow and mean waiting time could be found. That may be because the longer pedestrian waiting times tend to encourage violations. The number of pedestrians crossing in the marking was influenced by the total pedestrian waiting time and was best represented by a linear regression model. When the pedestrian waiting time increases, the number of pedestrians crossing in the marking also increase. Most pedestrians crossed at the marked crosswalk, 77 % of all pedestrians crossing in the marking. There was a weak relationship between pedestrians crossing the marking and the number of pedestrians crossing around the crosswalk.

Item Type: Article
Subjects: Collections > Koleksi Perpustakaan Di Indonesia > Perpustakaan Di Indonesia > JBPTITBPP > S2-Theses > Engineering > Highway Systems And Eng. > 1998
Divisions: Universitas Komputer Indonesia > Perpustakaan UNIKOM
Depositing User: Admin Repository
Date Deposited: 16 Nov 2016 07:37
Last Modified: 16 Nov 2016 07:37

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