Planning and design of motorcycle lanes in Yogyakarta :: Case study on Janti Road, Yogyakarta

SUKAMTO, Prof. Ir. Sigit Priyanto, M.Sc., Ph.D

2009 | Tesis | S2 Magister Sistem dan Teknik Transportasi

Motorization has developed rapidly in the last few decades in Indonesia. Like in other cities in Indonesia, the number of motor vehicles ownership tends to increase in Yogyakarta. The vehicles ownership increased 10.06 % from 2006 to 2007 in Yogyakarta. Similarly, the registered motorcycles in 2007 are 1.012.319 units, its growth increased 8.7 – 13.2 % from 1999 - 2007. Motorcycles are popular transportation modes because almost everyone can easily purchase them and motorcycles are the most appropriate motor vehicle for their private transportation. In order to minimize conflicts between motorcycles and other road user at present there are several motorcycle lanes provided in Yogyakarta. This study tries to analyze the effectiveness of motorcycle lanes and the behaviour of motorcyclists on the road segments with and without motorcycle lanes. Four locations on Janti Road, Yogyakarta, Indonesia have been used for data collection, including an exclusive motorcycle lane, an inclusive motorcycle lane and divided roadway without motorcycle lanes. The data are collected by video recording technique. This study provides a comprehensive understanding of the motorcyclists’ characteristics on different road conditions. These findings can be used to develop more accurate decisions for the traffic flow maintenance that considering to motorcycles traffic. The analysis reveals valuable information about traffic characteristics and motorcyclists’ behaviour; the composition of motorcycles on Janti Road is around 78.6 % of the total vehicles passing that road. Thus, it is necessary to provide motorcycle lanes in order to separate the traffic movement between motorcycles and four wheelers vehicles. The percentage off track motorcyclists on exclusive lane amount 1.7 %, on the other hand the percentage off track motorcyclist on inclusive lane is 17 %. That condition shows the effectiveness of an exclusive lane better than an inclusive lane. Thus, if possible it is better providing exclusive lane rather than inclusive lane to separate the movement between motorcycles and four wheelers vehicles. There are around 9.5 % and 8.9 % of motorcyclists tried to run into the right side of carriageway and passing four wheelers on regular road without motorcycle lanes. On the other hand, the road with inclusive motorcycle lane is 0.18 %. It can be concluded that the awareness of the motorcyclists on the road segment with inclusive lane to run on the left side of carriageway is better than the road without motorcycle lane. There is 100 % of overtaking actions that does not run inside of inclusive lane. It indicates that the width of inclusive lane (1.7 m) cannot serve passing action of motorcycles. The minimum effective width of inclusive motorcycle lane is 230 cm, whereas the minimum width of exclusive motorcycle lane is around 250 cm.

Kata Kunci : Vehicles ownrship,Motorcyclists behaviour,Motorcycle lane