Analysis of Bicycle Path Infrastructure in Jakarta to Improve Cycling Comfort

The Provincial Government of DKI Jakarta is demanded to provide infrastructure and infrastructure that is environmentally friendly. one of the steps of the DKI Jakarta provincial government is to build bicycle lane infrastructure. Previously, the Government had built bicycle path infrastructure but it was not used as it functions. The purpose of this study is to determine the variables that most affect the infrastructure of the bicycle lane and provide suggestions for managing the variables that most influence so that bicycle lane users get the comfort of cycling so that the infrastructure is used properly and can reduce the level of air pollution in Jakarta. In this study, the authors used a quantitative research method by distributing questionnaires to respondents of active cyclists and passive cyclists. The questionnaire distributed contained variables of infrastructure facilities and infrastructure, and then the results of the questionnaire data which were primary data were processed using the Statistical Application Program. This research uses 4 stages of the questionnaire by using validity, reliability, descriptive test, Spearman correlation rank test, and regression test. The results of this study are the Bicycle Path Infrastructure in Jakarta has 3 variables that most influence in increasing the comfort of cyclists, there is the Evenness of the Path (49,4%), The Limiting of the Lane (33%), and the Existence of Markers(17.1%).


Introduction
In addition to pollution, one of the other transportation problems is the first-mile last mile, which is the journey from the home starting point to public transportation to the final destination point. First mile last mile in Jakarta is still a mess where Jakarta people prefer motorized vehicles as transportation to take them to the final destination or from the starting point of the house to public transportation. This is a problem because the increase in motor vehicles also has an impact on increasing pollution in Jakarta. Therefore, the Provincial Government of DKI Jakarta provides infrastructure and facilities that are environmentally friendly. One of the steps of the DKI Jakarta provincial government is to build bicycle path infrastructure.
One of the existing bicycle lanes in Jakarta is the bicycle lane on Jl. Melawai, South Jakarta. The bike path that was first ratified in 2011 connects the Ayodya Park area with the office of the Mayor of South Jakarta. Start from Ayodya Park, the bicycle path leads to Blok M MRT station via Jalan Melawai Raya. After that, the bicycle path crosses Plaza M Block and Melawai Plaza. Then, the bicycle lane turns right through the Iskandarsyah Raya road to the South Jakarta Mayor's Office.
Source: Walda Marison "Jalur Sepeda di Jakarta Selatan, dari Taman Ayodya hingga Kantor Walikota", 2019 Figure 1. Bicycle Path in South Jakarta VOLUME 2 │ NUMBER 3 │ MAY 2020 Available online at http://proceedings.worldconference.id. ISSN: 2656ISSN: -1174 The infrastructure of the bicycle lane must be supported in order to make the bike lane users comfortable. Facilities and infrastructure are tools that support the success of a process so that it is carried out in public services, because if these two things are not available then all activities carried out will not be able to achieve the expected results according to plan.
Based on the problems that occur above, it is necessary to do an analysis to determine the infrastructure of bicycle lanes in Jakarta that can improve the convenience of bicycle lane users.

Problem Formulation
Based on the background stated earlier, the main issues in the study are: a. What are the dominant variables on the bicycle lane infrastructure which are influences to increase the convenience of bicycle lane users? b. What is the strategy for managing the bicycle path infrastructure?

Research Objectives
The purpose of this research is: a. To find out the dominant variable in the bicycle lane infrastructure that has an effect on increasing the convenience of bicycle lane users. b. To find out the strategy of managing bicycle path infrastructure

Literature Review
A bicycle lane is a lane specifically designated for bicycle user traffic and non-motorized vehicles that require human labor, separated from motorized vehicle traffic to improve the safety of bicycle user traffic. The use of bicycles indeed needs to be given more facilities to improve the safety of bicycle users.

Types of Special Lane Bicycles
In principle, the bicycle network must be designed to connect the origin and destination of the trip by passing the existing obstacles. All roads must be considered bicycle use unless explicitly prohibited. The bicycle path must be a network to ensure that cyclists can safely access all destinations. In general there are three types of bicycle lanes, there are.

Bike Path
This lane is completely separate from the road and is often integrated with pedestrian facilities. Intersection with the highway usually occurs Bike Path must cut the road or intersection. This lane offers the best service because it is safe, safe, and free of pollution. Bike Path was created for example Cyclo Ruttas in Bogota, by designing bicycle lanes that have a completely different lane than motorized vehicle lanes.

Bike Lane
The bicycle lane is part of a road marked with markers for cyclist use. Usually made in the direction of the motor vehicle lane flow. Although it can also be designed to go both ways on one side of the road. Bicycle lanes are separated by an unbroken line on the road section and separated by a broken line in the area approaching the intersection, which indicates that motor vehicle and bicycle users are turning lanes to turn. VOLUME 2 │ NUMBER 3 │ MAY 2020 Available online at http://proceedings.worldconference.id. ISSN: 2656ISSN: -1174 Source : Raden Pintyo, 2015

Bike Route
Bicycle routes are designed to be shared between motorized and bicycle traffic. This design is usually suitable for lanes with speeds less than 40 km / h with a vehicle volume of less than 3000 vehicles/day.

Bicycle Path Infrastructure
Infrastructure or infrastructure is a place for the needs or places of movement of facilities that are equipped with other supporting facilities available or placed in a place or also with the term permanent way or fixed installation. Road infrastructure consists of 3 elements, namely roads, terminals and other equipment. Bicycle users must also be given facilities to improve the safety of bicycle users and can increase the speed of traffic for bicycle users. The following market facilities must be in the bicycle lane [3]:

Signs and Road Markings
Signage for bicycle lanes is also needed to increase cyclist safety. The London Cycling Design Standard divides the signposts and road markings into 3 sections, there are [4]: 1) Regulatory, regulations regarding traffic management that can be implemented; 2) Warning and informatory, signposts and road markings that warn of danger and lead to the correct position; 3) Route guidance, a signboard for directions and location

Lighting
Lighting should also be considered to facilitate bicycle lanes at night. Lighting can help to minimize conflicts between bicycles and motorized vehicles at a crossroads. Lighting provides comfort by lighting up the bicycle lane so that the bike can see the path, conditions and obstacles [5]. VOLUME 2 │ NUMBER 3 │ MAY 2020 Available online at http://proceedings.worldconference.id.

Parking lot
Parking space is one of the determinants of cyclist comfort. Parking lots must be considered in infrastructure in the bicycle lane. A less secure parking lot can make a cyclist lazy to ride a bicycle. Bicycle rack is a safe bicycle parking area and can be installed in various locations. The bicycle rack must be able to support the bicycle with a frame that is upright in two places to prevent the bike from falling and allow the bicycle frame and one or two bicycle wheels to be locked [6].

Limiting Path / Protection Element
There are 3 protection designs for bicycle lanes namely [7]: 1) Road segment with continuous curb, ie protection with continuous separator.
2) Road segment with setback parking, which is continuous protection by allowing access in and out of buildings. 3) Road segment with limited space, namely with paint color to increase the attention of other road users towards cyclists.

Crossing the Bicycle Path
Some of the principles used in designing bicycle crossing are as follows [3]: 1) Modification of existing intersections, i.e. modifying existing intersections both physically (geometrically) and by regulation of signals, signs and markers for bicycle crossing traffic. 2) Crossing the road section, which is a bicycle crossing in the middle of the road section.
3) Signaling, signs and markings can be in the form of separate bicycle crossings or combined with pedestrian crossings for urban roads with heavy traffic, crossings can be designed not on a level with underpass or overpass construction.

References to Planning a Bicycle Path based on the London Cycling Design Standard
Bicycle trails and trails are an important part of all traffic management tools. This must be able to: a. Provides safety and comfort benefits based on the level of separation from the motor traffic provided and the surface quality of the bikes. b. Allocate space for biking c. Provides recommended route information for cyclists d. Increasing bicycle awareness as a serious mode of transportation and thus encouraging more people to ride bikes. VOLUME 2 │ NUMBER 3 │ MAY 2020 Available online at http://proceedings.worldconference.id. ISSN: 2656-1174 (online)

Research Methodology
To achieve this research objective, the study is divided into several stages, including: Source: Researcher's Processed Data, 2019 The method used in this research is data collection through a questionnaire distributed to several respondents. The analytical method used is descriptive quantitative. A quantitative approach is research that focuses on testing hypotheses, the data used must be measurable, and produce conclusions that can be generalized. This approach uses inferential statistical (analytical tool) methods. This analytical method aims to describe the public response to bicycle lane infrastructure in DKI Jakarta. In addition quantitative descriptive analysis is used to obtain information about the perception of bicycle users.
Expert Criteria: a. Expert in Infrastructure, and / or representation in Government. b. Minimum education of S1 or S2. c. Minimum 25 years experience for S1 and minimum 10 years for S2. Respondent criteria: a. Minimum age of 24 years. b. Minimum education of S1. c. Minimum 2 years work experience.

Research variable
In this study the independent variable used is known as (X) is a variable that is Bicycle Path Infrastructure in Jakarta, while the dependent variable (Y) is the convenience of bicycle users.. VOLUME 2 │ NUMBER 3 │ MAY 2020 Available online at http://proceedings.worldconference.id. ISSN: 2656-1174 (online)

Measurement Scale
Measurement scale is an instrument or tool that requires researchers to assign subjects to categories by assigning numbers or numbers to these categories (Tampubolon, 2018). The scale criteria used by the author in assessing bicycle lane infrastructure towards the convenience of lane users in the questionnaire in this study using a Likert Scale.

Analysis and Results
The data collection consisted of four stages that began with the distribution of questionnaires to several experts, followed by the distribution of pilot survey questionnaires, then the distribution of questionnaires to respondents and finally the validation of the final stage experts to validate the bicycle path infrastructure strategy. Of the 35 variables validated by experts, filtered to 30 variables to be analyzed.

Validity and Reliability Results
For reliability testing, the Cronbach's alpha method is used where the value must be greater than 0.6 for each variable and 0.8 for the entire variable to be considered reliable. Based on the reliability test results obtained show that all variable items in the study can be declared reliable and have a high level of reliability.

Spearman Rank Correlation Results
The Spearman Rank Test is used to see whether the relationship is significant or not, by referring to the column correlation coefficient (rcount) compared to the rtable value. The table value is .1654. for statistical decision making is a variable that has a correlation coefficient> .1654

Regression Analysis Results
The relationship model between pineapple variables (bicycle lane infrastructure) to the dependent variable (cyclist comfort) is studied by regression analysis using statistical processing programs. The input for this regression analysis are the dominant factors in the infrastructure of the bicycle lane to the comfort of the cyclist that has been analyzed for factors. Following are the outputs of the regression analysis.  (2019) The model which has the highest R square value is model 3. The correlation / relationship value (R) is equal to .799 and the magnitude of the influence of the independent variable on the dependent variable is called the coefficient of determination (R2) of .638, meaning the effect of the variable free to the dependent variable is 63.8%, while the rest is influenced by other variables.