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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

Bicycle lanes to improve road user safety and urban air

quality

N Nurfaizi, N Sari
Polytechnic of Indonesian Land Transport, Ministry of Transportation, Indonesia
E-mail: miss_vita20@yahoo.com

Abstract. The government should provide paths for pedestrians and cyclists base on Indonesia
Government Regulation No. 22 of 2009. Kampung Inggris located in Pare District is a
destination for local tourists to learn English. Tourists and residents in Pare sub-district use
bicycles for their daily mobility. Currently, there is a mix of traffic in the Pare Central Business
Districts (CBD), this is due to the unavailability of bicycle lanes in that area. The purpose of this
research is to determine a bicycle lane to improve cyclist safety and improve air quality in the
Pare CBD. The analytical method used in this research is stochastic traffic assignment to assign
the bicycle route by using the Origin-Destination of the cyclist. The results showed the origin-
destination movement for bicycle users in Pare District is mostly directed to Tulungrejo, Pare,
Tretek. There are three alternative routes based on the results of the analysis which will serve as
a typical bicycle route in the Pare CBD. There are several facilities to support typical bicycle
lanes such as markers, traffic signs, and bicycle parking which must be prepared and equipped
to support typical bicycle lane planning facilities in the Pare CBD.

1. Introduction
Cycling is one of the environmentally friendly modes of transportation that can improve urban air
quality. Some of the advantages of cycling are healthy, cheap, flexible, and low-carbon. Base on
Indonesia Government Regulation No. 22 of 2009, it is clear that road users include pedestrians and
cyclists. And therefore, the government should provide paths for pedestrians and cyclists. The problem
of increasing air pollution, which is mostly contributed by motorized vehicles, has encouraged the
government to focus on providing non-motorized transportation facilities. Bicycle lane planning is part
of the road space. It is very important, especially cyclists who are vulnerable road users other than
pedestrians being a priority in road space. Therefore, special bicycle lanes must be a priority in
development for the cyclists’ safety.
Kampung Inggris, which is located in Pare District, is a destination for local tourists to learn English.
This is one of the Central Business Districts (CBD). Tourists and residents in Pare sub-district use
bicycles for their daily mobility. Based on transportation mode use analysis found that bicycle users in
the Pare CBD area are reaching 18% of the population. The use of bicycles in the Kediri Regency
continues to increase until it reaches 12% of the population. Currently, there is a mix of traffic in the
Pare CBD, this is due to the unavailability of bicycle lanes in that area. The goal of this study is to
determine a special bicycle lane to improve cyclist safety and improve air quality in the Pare CBD.
Pare CBD is an area business and commercial center in Pare district. This district is characterized by
a concentration of business land use with commercial, trade, and services offices. This district is
characterized by a concentration of business land use with an excessive variety of commercial offices,
retail shops, and services

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

The Pare CBD is also the transportation center, due to the lack of public transport services, so based
on data on the proportion of vehicles used in this area, private cars, and motorbikes dominate 77% of
traffic. This causes private cars and motorcycles to contribute the largest in vehicle exhaust emissions,
on the other side the use of bicycles continues to increase, and specifically for Pare CBD 18% of the
population. Mix traffic, there are no bicycle lanes, signs and markers make cyclists in this area unsafe.
The object of the study is bicycle users who are local people and tourists in the Pare CBD. The research
scope is limited by routes, main facilities, and supporting facilities for special bicycle lanes.

2. Literature review
2.1. Bicycle planning
Bicycle planning needs to be adapted to the special conditions of the society which it serves. Bicycle
planning for urban, suburban, states, and district are significantly different, depending on many factors
that consist of roads or corridors, policy, funding, and stage of social engagement. Bike planning exists
for each type of society. In the society growing rapidly, bicycle planning might also pay attention to
policies, standards, and code language to information future development, whereas plans for a more
developed society could also be extra involved with the retrofitting of bicycle enhancement sat current
places and evaluation of attainable off-street corridors. To improve bicycle safety, city planners and
policymakers have to motivate mixed land use, promote dense road networks, location new bike lanes
in settlements and green spaces, and offices area, while keeping off steep slopes. To encourage bicycling
an evaluation process of the hazard of bicyclists involving severe accidents in the local neighborhood
has to be applied earlier prior to promoting bicycle activities [1,2].

2.2. Traffic principles for bicyclists

Based on The American Association of State Highway and Transportation Officials (ASSTHO)
guidelines, the bicycle has distinct physical dimensions and performance characteristics than a motor
vehicle. A cyclist is also more susceptible to a collision than a motorcyclist. The principal concepts of
bicycle operation in traffic consist of the following:
a. Cyclist on a Two-Way Road Ordinarily Ride on the Right Side of the Roadway
b. Cyclist Obey Stop and Yield Signs, and Observe Yielding Rules
c. Cyclist Yield When Changing Lanes
d. Cyclist Overtake Other Vehicles on the Left
e. Cyclist Lateral Position on the Roadway Is Determined by Speed and Usable Width
f. Cyclist Approach Intersections in the Rightmost Lane That Provides for Their Movement
g. Cyclist Have Several Options for Turning Left at an Intersection.

The empirical results indicate that time period (for commuters) and motorized traffic volume are the
foremost necessary attributes in bicycle route choice. different route attributes with a high effect include
the number of stop signs, traffic lights, intersections, speed limits, on-street parking characteristics, and
whether there are sustainable cycling facilities on the route [3].

3. Research methodology
3.1 Data collection
Primary data collected by traffic survey, roadside interview, and field observation. This data consists of
traffic volume, traffic flow, road density, road inventory, and Origin-Destination bicyclist. The
supporting data consist of road classification, land use maps, and Indonesian government regulation.

3.2 Method of analysis

The analysis methods using stochastic traffic assignment to determine the selection of alternative routes
for bicycle lanes with Origin and Destination data of the bicycle user/hour, The Slovin method is used
to determine the number of samples of bicycle users in the Pare CBD, Level of Service analysis of road
performance to determine the performance of roads after implementation bicycle lane.

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

4. Result and discussion

Based on the movement of bicycle user in Kediri Regency, to analyze bicyclist route, Pare sub-district
is divided into eight zones that are Tulungrezo, Pare, Tretek, Gudang sewu, Sumberbendo and Siderejo,
Darungan and Sambirejo, Bendo, and the last Glue (figure 1).

Figure 1. Origin-Destination zone of bicycle user.

As shown in figure 1, the movement of the bicyclist passes through collector roads. It is known that
bicycle users in Pere District reach 18% of the 102,185 population, which is 18,393 residents. From
18,393 bicycle users in Pare District, samples were taken to analyze the movement of bicycle users using
the Slovin method with an error value of 5%. It’s obtained a sample of 391 bicycle users.

4.1. Bicyclist characteristics

From 391 samples of bicycle users, they can be grouped based on several characteristics based on age,
gender, profession, and activity. Based on gender there is a sample of 228 male and 162 females, and
based on age, profession and activity is shown in table 1, table 2 and table 3

Table 1. Characteristic by age.

<15 15 - 30 30 - 55 > 55
195 106 77 13

Table 2. Characteristic by profession.

Private
Housewife Student Farmers Entrepreneur
Employees
21 286 41 31 13

Table 3. Characteristic by activity.

School Work Social Shopping Other
230 76 44 24 17

As shown in table 1, based on age the largest proportion of bicycle users are under 15 years. This
shows that most of the cyclists in Pare are students.

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

4.2. Bicyclist origin and destination

In the Pare CBD, the Origin-Destination (OD) of bicycle users is shown in the table 4.

Table 4. Origin-Destination (OD) bicycle user in Pare CBD person/day sample matrix.
Zone 1 2 3 4 5 6 7 8 Total
1 6 24 18 0 5 0 0 0 53
2 17 3 18 0 0 0 0 0 38
3 8 15 1 0 1 0 0 0 25
4 16 38 14 5 2 0 0 0 75
5 11 20 14 3 5 3 0 0 56
6 15 27 10 0 3 4 0 0 59
7 22 15 8 0 0 0 2 0 47
8 14 13 8 0 0 0 0 3 38
Total 109 155 91 8 16 7 2 3 391

As shown in the table 4, The movement of the origin of the bicycle users in Pare sub-district to zone
1 Tulungrejo, zone 2 Pare, zone 3 Tretek which is a zone of attraction with a total trip of 90%. The other
five zones are the generation zone. From the OD Matrix of the sample of user trips, the OD of the bicycle
user population is obtained by multiplying the OD of the sample of bicycle users by the expansion factor
obtained from the population of bicycle users divided by the sample of bicycle users as shown in table
5.
Table 5. Population matrix of person/day cyclists in Pare District.
Zone 1 2 3 4 5 6 7 8 Total
1 282 1129 847 0 235 0 0 0 2493
2 800 141 847 0 0 0 0 0 1788
3 376 706 47 0 47 0 0 0 1176
4 753 1788 659 235 94 0 0 0 3528
5 517 941 659 141 235 141 0 0 2634
6 706 1270 470 0 141 188 0 0 2775
7 1035 706 376 0 0 0 94 0 2211
8 659 612 376 0 0 0 0 141 1788
Total 5127 7291 4281 376 753 329 94 141 18393

4.3. Bicycle network

In this research, bicycle paths are divided into several types, including the following:
a. Bike Path
Bike Path is a special bicycle path where the bicycle lane is physically separated from the
motorized vehicle traffic lane. Road separation usually uses fences or additional road
medians. This path can be combined with pedestrian facilities. The bike path in The Pare
CBD is shown in figure 2.

Figure 2. Typical bike path with separator.

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

b. Bike Lane
Bike Lane is a bicycle lane as part of a traffic lane that is only separated by road markings or
different road colors. This path is mixed up with other traffic users. Based on the Indonesian
Ministry of Transportation, road marking for a bike lane is shown in figure 3.

Figure 3. Typical shared-lane marking cross section for bike lane [4].


Figure 4. Typical shared-lane marking at junction layout.

c. Bike Route
Bike Route is a bicycle path as part of a traffic lane that is not separated from the main highway.
There are no barriers such as markers or fences for the bike route because it is used together
with motorized vehicle traffic. The bike route in The Pare CBD is shown in figure 4.

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

Figure 5. Layout of bike route in Pare CBD.

d. Bicycle Guide Signs

Bicycle guide signs could guide bicycle users to navigate within and between various
destinations in Pare CBD. Based on Indonesia Ministry of Transportation Regulation No13 of
2014 about Traffic Sign, the typical bicycle Guide Signs is shown in table 6.
Table 6. Typical bicycle guide signs.
No. Sign Information
1

The command uses a special bicycle lane or

lane of traffic

Bike route directions

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

No. Sign Information

3

Prohibition of running a vehicle at a speed of

more than 40 km/hour

The deadline for the maximum speed

prohibition is 40 Km/hour

The prohibition continues because it is

obliged to give priority to bicycles from the
priority given direction

Alert lots of bicycle traffic

Introductory bike path or lane instructions

Source: Ministry of Transportation Regulation No13 of 2014 about Traffic Sign [5].

Bicycle routes have to be placed on roads and shared use pathways with favorable conditions for
bicycling, as well as those with bicycle facilities, low motorized vehicle volumes, low traffic speeds, or

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

enough dimension for shoulders or applicable lane sharing. Bicycle route guide signs are helpful for
various functions including guide bicyclists navigate; however, the location of signs doesn't essentially
lower bicycle crashes, as a result of the signs don't change the geometric design or traffic volume and
traffic speed. For this reason, it should be desirable to additional bicycle wayfinding signs with
alternative main street enhancements to accommodate bicycle travel, depend on upon motorized vehicle
speeds and traffic volumes on the route. Bicycle guide signs should be clearly visible to bicyclists and
ensure that cyclists can recognize and understand these signs. Thus, the bicycle guide signs could be
installed in the correct position.

Figure 6. Placement of wayfinding/guide signs in CBD Pare layout.

4.4 Bicycle safety effects of land use

Cycling is a healthy, low price travel option that is accessible to almost everyone. Cycling is also one of
the most energy-efficient types of transportation. Cycling, while non-polluting requires no external
power source, and makes use of land efficiently, it efficiently moves humans from one area to another
without negative environmental influences. Based on the land use, the bicycle lane pass through
residential area, commercial and service area. Road functions are collectors and local, the typical lane
of the roads is 2 lanes 2 ways Undivided. Roads that are designed to have bicycle lanes and their
characteristics are shown in table 7.
Table 7. Road characteristics used as bicycle path.

Road Typical Lane Width bicycle routes

No Road Section
Function Lane (m) Type
1 Jl. Dr. Soetomo Collector 2/2 UD 7 Bike lane
2 Jl. Wahidin Sudiro Husodo Collector 2/2 UD 7 Bike lane
3 Jl. Jend. Sudirman 1 Collector 2/2 UD 7 Bike path
4 Jl. Jend. Sudirman 2 Collector 2/2 UD 7 Bike path
5 Jl. Jend. Sudirman 3 Collector 2/2 UD 7 Bike path
6 Jl. Pahlawan Kusuma Bangsa Collector 2/2 UD 7 Bike path
7 Jl. Letjen Sutoyo Collector 2/2 UD 7 Bike lane
8 Jl. Brawijaya Pare 1 Local 2/2 UD 6 Bike route
9 Jl. Brawijaya Pare 2 Local 2/2 UD 6 Bike route
10 Jl. Yos Sudarso Local 2/2 UD 6 Bike route
11 Jl. A Yani Timur Local 2/2 UD 6 Bike route
12 Jl. WR Supratman Local 2/1 UD 6 Bike route
13 Jl. Mastrip Local 2/2 UD 7 Bike route

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

Locating bike lanes in or around settlements and public areas. In addition, mixed land use can be a
major zoning strategy to improve bicycle safety. The bike paths had been determined to
have lower concentrations of BC and NO2 than bike lanes in each adjusted and unadjusted model.
Cyclists can minimize their exposure to traffic-related air pollution (TRAP) for the duration
of their shuttle by way of the use of bike paths preferentially over bike lanes regardless of the potential
for improvement of traffic along these routes. Based on these study outcomes and the connection to the
safety of bicycle users, planners have to encourage the improvement of bike pathways instead of bike
lanes whenever feasible and must design bike pathways with vegetation between the cyclists and another
vehicle [6].
In accordance with UN Environment’s Global Report on walking and cycling, switching from a
motorized vehicle to a bicycle saves 150 grams of CO2 per kilometer. Each 7 km by cycle will save gas
emissions of 1 kilogram of CO2 as compared to the same distance covered by motorized vehicles.

4.5 Bicycle safety effects of road performance

Road performance is a measure that describes specific conditions that occur on a road. The performance
of road sections can be defined, the extent to which the road is capable of carrying out its function [7].
According to Indonesian road manual capacity [8], used as a parameter to calculate road performance is
the degree of saturation for intersections, while for roads it can be calculated based on the scope of the
Volume per Capacity (V/C) ratio, speed, and density of the road sections studied.

Table 8. V/C road performance after bicycle path.

Level of
V/C before V/C after
No. Road Section Value Service
the Bicycle Path the Bicycle Path
(LOS)
1 Jl. Dr. Soetomo 0.45 0.43 3.00 C
2 Jl. Wahidin Sudiro Husodo 0.38 0.35 2.96 C
3 Jl. Jend. Sudirman 1 0.62 0.61 2.96 C
4 Jl. Jend. Sudirman 2 0.61 0.59 2.99 C
5 Jl. Jend. Sudirman 3 0.63 0.61 3.08 C
6 Jl. Pahlawan Kusuma Bangsa 0.60 0.57 3.05 C
7 Jl. Letjen Sutoyo 0.41 0.39 2.94 C
8 Jl. Brawijaya Pare 1 0.29 0.29 2.64 C
9 Jl. Brawijaya Pare 2 0.23 0.23 2.64 C
10 Jl. Yos Sudarso 0.26 0.26 2.87 C
11 Jl. A Yani Timur 0.22 0.22 2.55 B
12 Jl. WR Supratman 0.29 0.29 2.05 B
13 Jl. Mastrip 0.22 0.22 2.43 B

After the implementation of bicycle lanes with several types, the volume of the roads is reduced
because bicycle users have their own lanes. With the bicycle lane, it can reduce the V/C ratio of several
roads depending on the type of bike path. As shown in table 8, after the bicycle lane there is a
reduction in the V/C ratio, which indicates that road performance is increasing.

5. Conclusion
Based on the land use, the bicycle lane pass through residential area, commercial and service area. Road
functions are collectors and local, the typical lane of the roads is 2 lanes 2 ways Undivided. The bicycle
routes were categorized into three types: Bike Path, bike lane, and bike route. The bicycle route selection
indicator with the safety level is assessed from the speed of the vehicle on the route. In this indicator,
the higher the traffic speed on the road traversed by the bicycle route, the higher the fatality that threatens
bicycle mode users on the route. Then selected roads that have traffic speeds that are not too high.

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2nd ISTAKCOS 2020 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 771 (2021) 012032 doi:10.1088/1755-1315/771/1/012032

The results of the analysis, based on Origin and Destination bicycle user movement, there are three
alternative routes that will serve as a typical bicycle route in the Pare CBD. For increasing the safety of
bicycle users, it's should provide several facilities to support typical bicycle lanes such as markers, traffic
signs, and bicycle parking which must be prepared and equipped to support typical bicycle lane planning
facilities in the Pare CBD. After the implementation of bicycle lanes with several types, the volume of
the roads is reduced because bicycle users have their own lanes. With the bicycle lane, it can reduce the
V/C ratio of several roads depending on the type of bike path, which indicates that road performance is
increasing.
The LOS assessment of cycling is according to a large amount of empirical research on the views and
reactions of cyclists to a particular road environment. By designing safer bicycle routes, it could
encourage an increase in bicycle users in the Pare CBD and could reduce local air pollution caused by
motorized vehicles. The reduced volume of motorized vehicles could improve air quality in the
environment, for this the role of local government is very important so that people prefer to use bicycles
for daily activities.

References
[1] ASSTHO 2012 Guide for the Development of Bicycle Facilities 4th Washington DC: American
Association of State Highway and Transportation Officials
[2] Chen P, Shen Q 2019 Identifying High-risk Built Environments for Severe bicycling Injuries Journal
of safety Research 68 1-7
[3] Abadi MG, Hurwitz DS, Macuga KL 2019 Towards safer bicyclist responses to the presence of a
truck near an urban loading zone: Analysis of bicyclist perceived level of comfort Journal of
Safety Research 71 181-190 https://doi.org/10.1016/j.jsr.2019.09.023 National Safety Council
and Elsevier Ltd. All rights reserved
[4] Regulation of The Minister of Transportation of the Republic Indonesia Number PM 34 of 2014
about Road Marking
[5] Regulation of The Minister of Transportation of the Republic Indonesia Number PM 13 of 2014
about Traffic Signs
[6] MacNaughton P, et all 2017 Impact of bicycle route type on exposure to traffic-related air Pollution
Sci Total Environ. 490 37–43. doi:10.1016/j.scitotenv.2014.04.111
[7] Morlok E K 1978 Pengantar Teknik dan Perencanaan Transportasi Erlangga: Jakarta
[8] Indonesian Road Manual Capacity (MKJI) 1997

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