DOCSLIB.ORG

Studi Kasus: Kopaja P20)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Studi Kasus: Kopaja P20) ANALISIS POTENSI PERMINTAAN KOPAJA TERINTEGRASI TRANSJAKARTA (STUDI KASUS: KOPAJA P20) Purwhita Nuansa Budi, Alvinsyah Departemen Teknik Sipil, Universitas Indonesia, Kampus Baru UI Depok, 16426, Indonesia E-mail : [email protected] / [email protected] Abstrak Koperasi Angkutan Jakarta (KOPAJA) P20 telah diintegrasi dengan Transjakarta, disebut KOPAJA P20 Terintegrasi. Namun integrasi ini tidak menarik banyak peminat dari penumpang KOPAJA P20 Reguler, dikarenakan sistem pembayaran yang sulit dan waktu tempuh yang tidak memenuhi SPM BRT. KOPAJA merencanakan perbaikan pelayanan dengan penggunaan tiket elektronik dan percepatan waktu tempuh serta akan menambah biaya transportasi. Penelitian ini bertujuan memperkirakan potensi permintaan KOPAJA P20 Terintegrasi. Analisis dilakukan menggunakan model logit berbasiskan persamaan fungsi utilitas yang dikembangkan dengan metode wawancara stated preference ke dalam beberapa skenario selanjutnya dievaluasi dan dipilih fungsi yang terbaik. Hasil analisis menyatakan bila selisih waktu 10 menit dan selisih biaya Rp500, Rp1000 dan Rp1500 potensi permintaan penumpang yang bersedia pindah dari KOPAJA P20 Reguler ke KOPAJA P20 Terintegrasi sebesar 78% (1.769 pnp), 55% (1.247 pnp) dan 29% (658 pnp). Selisih waktu 20 menit dengan selisih biaya yang sama, potensi permintaan penumpang sebesar 90% (2.041 pnp), 74% (1.678 pnp) dan 49% (1.111 pnp). Selisih waktu 30 menit dengan selisih biaya yang sama, potensi permintaan penumpang sebesar 95% (2.155 pnp), 87% (1.973 pnp) dan 70% (1.588 pnp). Mengacu pada hasil analisis peningkatan jumlah potensi permintaan KOPAJA P20 Terintegrasi tergantung dari pelayanan yang diberikan yang meliputi selisih biaya dan selisih waktu. POTENTIAL DEMAND ANALYSIS OF KOPAJA INTEGRATED WITH TRANSJAKARTA (Case Study: KOPAJA P20) Abstract KOPAJA P20 is a medium bus service which is integrated with Transjakarta system. Yet since its integration, could not attract KOPAJA P20 Regular’s passengers significantly. This mainly due to in efficient payment system and prolong travel time. In order to increase its passenger, the management plan to improve its service by using e- ticketing system and impove travel time. On the contrary, they also plan to increase tariff. This research is aimed to estimate the potential demand of KOPAJA integrated. The demand is predicted by using binomial logit method based on the proposed utility function which is based on the data obtained from the stated preference survey. In order to establish utility function, stated preference survey is conducted and several scenario is proposed, the best function is selected. The results of analysis show that within 10 minutes travel time saving and tariff increasement Rp500, Rp1000 and Rp1500 potential demand of passengers who are willing to move from KOPAJA Regular to KOPAJA integrated is 78% (1.769passengers), 55% (1.247passengers) and 29% (658passengers). If 20 minutes travel time saving with the same tariff increasement, potential demand is 90% (2.041passenger), 74% (1.678passengers) and 49% (1.111passengers). If 30 minutes travel time saving with the same tariff increasement, potential demand is 95% (2.155passengers), 87% (1.973passengers) and 70% (1.588passengers). Based on these results, it can be declared that demand KOPAJA P20 Integrated’s potential demand is depending on the service provided, travel time saving and tariff increasement. Keywords : demand, stated preference, logit model, utility function Analisis potensi ..., Purwhita Nuansa Budi, FT UI, 2015 Pendahuluan Penggunaan Transjakarta belum bisa mengurai kemacetan di Jakarta (ITDP, 2011). Sehingga pemerintah memutuskan KOPAJA untuk diintegrasi dengan Transjakarta. Namun integrasi ini hanya sebatas fisik yaitu armada diperbolehkan memasuki jalur khusus Transjakarta sedangkan pelayanan yang diberikan masih jauh dari standar pelayanan minimal (SPM) BRT. Waktu tempuh KOPAJA Terintegrasi belum memenuhi standar SPM BRT serta sistem pembayaran yang sulit. Penumpang yang menggunakan layanan KOPAJA Terintegrasi melalui halte Transjakarta harus melakukan pembayaran dua kali, yaitu pembayaran untuk masuk ke halte dan di dalam armada KOPAJA sehingga menyebabkan penumpang KOPAJA lebih tertarik tetap menggunakan KOPAJA Reguler dibandingkan KOPAJA Terintegrasi. KOPAJA berencana meningkatkan pelayanan dengan tiket terpadu Transjakarta untuk mempermudah pembayaran dan mempercepat waktu tempuh serta meningkatkan tarif KOPAJA Terintegrasi. Penelitian ini bertujuan untuk mengetahui besar potensi permintaan penumpang KOPAJA P20 Terintegrasi berdasarkan pelayanan yang diberikan. Tinjauan Teoritis a. Stated preference Teknik SP (Stated Preference) dicirikan dengan adanya penggunaan desain eksperimen untuk membangun alternatif hipotesa terhadap situasi (hypothetical situation), yang kemudian disajikan kepada responden. Selanjutnya responden ditanya mengenai pilihan apa yang mereka inginkan untuk melakukan sesuatu atau bagaimana mereka membuat rating/rangking atau pilihan tertentu didalam satu atau beberapa situasi dugaan. Dengan metode ini, kita dapat melakukan kontrol eksperimen kehidupan nyata dalam sistem transportasi (Ortuzar and Willumsen, 1994). Metode ini telah secara luas dipergunakan dalam bidang transportasi karena metode ini dapat mengukur/memperkirakan bagaimana masyarakat memilih moda perjalanan yang belum ada atau melihat bagaimana reaksi mereka bereaksi terhadap suatu peraturan baru. b. Fungsi Utilitas Fungsi utilitas merupakan besaran nilai keputusan dari alternatif pilihan yang ditawarkan. Utilitas dapat didefenisikan sebagai ukuran istimewa seseorang dalam menentukan pilihan alternatif terbaiknya atau sesuatu yang dimaksimumkan oleh setiap individu (seseorang). Dalam Analisis potensi ..., Purwhita Nuansa Budi, FT UI, 2015 memodelkan pemilihan moda, maka utilitas dari suatu pilihan bagi individu dapat dituliskan sebagai berikut: � = � !� !+ �!� ! + �!� ! + � !� ! (1) dimana: U = utilitas alternative I bagi pembuat keputusan n � !, � !, � !, �! = koefisien – koefisien dari data yang disediakan �!, �!, � !, �! = sejumlah variabel yang menerangkan atribut c. Logit Biner Model logit biner merupakan bentuk khusus dari model multinomial logit. Pada model ini alternatif yang akan dipilih adalah model yang mempunyai utilitas terbesar. Model logit merupakan model pemilihan diskrit yang paling umum digunakan pemilihan diantara dua moda I dan j. (�)=(��≥��) (2) (�)=�−(�) (3) Menurut fungsi dari distribusi logistik, persamaan probabilitas dari alternative i dan j (!"!!") (�) = ! (4) !!!(!"!!") (�) = �− (�) = ! (5) !!!(!"!!") Dengan menganggap bahwa fungsi utilitas adalah linear, maka perbedaan utilitas diekspresikan dalam bentuk perbedaan dalam sejumlah atribut n yang relevan diantara kedua moda, dirumuskan sebagai berikut. � !� ! = � ! +(�!� !-�!�!) + � ! (�!� ! − �!�!) +…+�! �!� ! − �!�! (6) Dimana: ��−�� = Selisih utilitas antara moda i dengan moda j �0 = Konstanta �1,2,�� = Koefisien masing-masing atribut yang ditentukan melalui metode least square dengan multiple linier regresion Bentuk probabilitas memilih moda tertentu, serta diberikan pada persamaan sebagai berikut: ��| !(!) | =��+(����−����)+(����−����)+⋯+(����-����) (7) !!!(!) Sehingga �� − �� = �� | !(!) | = ��|!(!) | (8) !!!(!) !(!) Analisis potensi ..., Purwhita Nuansa Budi, FT UI, 2015 d. Prosedur Kalibrasi dan Validasi Model Model dari suatu permintaan pada umumnya merupakan penyesuaian terhadap suatu daerah dimana data tersebut diambil, oleh karena itu dalam suatu perhitungan atau analisis dilakukan kalibrasi terhadap model yang dibangun. Hal ini dimaksudkan untuk mendapatkan suatu hasil keseimbangan dari perhitungan yang dilakukan (Rahardjo, 2001). Validasi berasal dari kata validity yang berarti sejauh mana ketepatan dan kecermatan suatu alat ukur dalam mengukur suatu data. Dengan demikian pada kajian ini model yang validasi adalah model yang dianggap baik yang telah diperoleh dari proses kalibrasi yaitu untuk signifikansi tujuan, ketepatan prosedur, manfaat hasil penelitian dan juga untuk memahami data, penelusuran data sesuai teori yang yang digunakan dan di analisis secara statistik (Widiarta & Wardana, 2011). Untuk mengetahui variabel bebas yang layak untuk diikutsertakan ke dalam model perlu dilakukan uji stastistik (uji hipotesis). Berikut tahap pengujian hipotesis pada analisis regresi - Uji korelasi Uji ini dilakukan untuk mengetahui apakah terdapat hubungan yang signifikan antar variabel (Santoso, 2014). Keeratan hubungan dinyatakan dengan koefisien korelasi. - Uji kelayakan model (goodness of fit test) Uji kelayakan model menggunakan uji statistik dari Hosmer and Lemeshow serta Omnibus of Model Coefficient. Uji ini bertujuan untuk mempelajari sejauh mana kesesuaian model regresi logistik yang dipakai di dalam memodelkan hubungan antara variabel bebas dan variabel tidak bebas. Hipotesis nol dari uji statistik ini adalah model yang diuji layak, sedangkan hipotesis alternatifnya adalah model yang diuji tidak. Prinsip dasar dari uji statistik ini adalah frekuensi hasil prediksi dan frekuensi observasi dari variabel tidak bebas harus mempunyai perbedaan yang relatif kecil. Model yang layak menurut uji statistik ini akan mempunyai nilai probabilitas (p-value) yang besar yaitu lebih besar dari tingkat keyakinan 5% atau a =0.05 ((Widiarta & Wardana, 2011). - Uji Wald Uji Wald digunakan untuk mengetahui pengaruh variabel bebas secara individu terhadap variabel terikatnya. Uji ini dilakukan dengan menbandingkan nilai uji Wald hitung dengan nilai Wald dari Tabel. Analisis potensi ...,
Load more

Recommended publications
  • Owner Estimate for Urban Bus Services 2020
    OWNER ESTIMATE FOR URBAN BUS SERVICES 2020 1 Owner Estimate for Urban Bus Services A guideline for service providers/operators 2020 Author Dr. Okto Risdianto Manullang, ST., MT. Contact Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH Dag-Hammarskjöld-Weg 1-5 65760 Eschborn Tel +49 (0) 6196 79-0 Fax +49 (0) 6196 79-11 15 www.giz.de Editors Ari Nova Firnanda Achmad Zacky Ambadar Maulana Ichsan Gituri Cover designer Nabila Fauzia Rahman DISCLAIMER The analysis, results, and recommendations in this paper represent the opinion of the author(s) and are not necessarily representative of the position of the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH or BMUB. Partial or total reproduction of this document authorized for non-profit purposes provided the source is acknowledged. i EXECUTIVE SUMMARY The Government of Indonesia, through the Ministry of Transportation, has committed to provide support and assistance in the development of public transportation systems in all cities in Indonesia. It aims to provide incentives to local governments to immediately take the necessary actions to help accelerate public transport reform in their respective cities. To realize this, the calculation of vehicle operating costs (BOK) needed as an indicator of determining minimum tariffs or providing subsidies. The commonly used calculation methods in the calculation of vehicle operating costs refer to the Decree of Directorate General of Land Transportation and Transjakarta's calculation methods. Each of those calculation methods have advantages and disadvantages. The Decree of Directorate General of Land Transportation’s method has advantages in the right understanding of the calculation component. In contrast, Transjakarta’s method has advantages in practical worksheets and can provide comprehensive information.
    [Show full text]
  • Service Failure in Jakarta Public Bus Transport
    Faculty of Economic Sciences, Communication and IT Doddy Hendra Wijaya SERVICE FAILURE IN JAKARTA PUBLIC BUS TRANSPORT Service Science Project Report Date/Term: Spring 2009 Supervisors: Bo Enquist Samuel Petros Sebhatu Karlstads Universitets 651 88 Karlstad Tfn 054-700 10 00 Fax 054-700 14 60 [email protected] www.kau.se 1. INTRODUCTION 1.1. Background Populations in most developing countries are increasing much faster than car ownership levels and therefore an increasing proportion of the population is dependent on public transport except for very short journeys. In most countries, walking is the most common mode of travel for distances of up to one or two kilometers in urban areas and much further in rural areas. Those who own bicycles tend to use them for journeys of up to about eight kilometers, beyond which public transport is preferred mode. Public transport also provides an alternative to those who have private transport, but are sometimes deterred from using it by traffic congestion, parking difficulties or problems in accessing certain streets, although in practice it is relatively unusual, particularly in developing countries, for car owners to use public transport to any significant extent. However, in many developing countries families tend to be large, so that even if these is a car belonging to a household, most members of the family are still likely to use public transport for at least some of their travel (Iles 2005) Public transport is therefore vital for the vast majority without access to private transport. There is need for personal mobility, in particular for access to employment opportunities, but with low income levels affordability is a common problem, while the services provided are often regarded as inadequate.
    [Show full text]
  • Youth Perception on Features and Accessibility of Bus Rapid Transit Mebidang in Bridging Interconnected Areas in North Sumatera
    International Journal of Research and Review www.ijrrjournal.com E-ISSN: 2349-9788; P-ISSN: 2454-2237 Research Paper Youth Perception on Features and Accessibility of Bus Rapid Transit Mebidang in Bridging Interconnected Areas in North Sumatera Yusuf Aulia Lubis, Sirojuzilam, Suwardi Lubis Regional Planning Department, School of Post-Graduate, University of Sumatera Utara, Medan, Indonesia Corresponding Author: Yusuf Aulia Lubis ABSTRACT One of Indonesian problems in infrastructure development is how to nationally avail Bus Rapid Transit having transit rail system in its development system. In the macroeconomic perspective, the availability of urban transport infrastructure services can affect the marginal productivity of private capital, while in the microeconomic perspective; such services can also decrease production costs. Moreover, the contribution of urban transport infrastructure to improving quality of life is indicated by the increase in welfare, productivity and access to employment, as well as macroeconomic stability. This research is descriptive trying to gain youth’s perception on Bus Rapid Transit in Medan. In this study, the primary and secondary data sources are used and the populations include all users of Trans Mebidang. The samples are taken from those using the routes of Tanjug Anom to Down Town (or Pusat Kota), Jamin Ginting to Down Town, and Simpang Pos to Down Town and the samples chosen are only 15% of population. Sampling technique is purposive and accidental. It can be concluded that partially the Feature Perception (X1) gives impacts on the uutilization of Trans Mebidang and partially the Accessibility Perception also brings effect to the utilization of Trans Mebidang. Keywords: perception, features, accessibility, bus rapid transit, Medan INTRODUCTION Mamminasata).
    [Show full text]
  • Title of the Document
    Underage drivers rule the road by night “It’s not that hard once you’ve got it moving,” says Andi Ilham as he powers a lurching Metro Mini at high speed down a Jakarta street late at night. The No. 75 bus that he drives most nights, plying the popular route between Blok M and Pasar Minggu in South Jakarta, is one of a fleet of 13 that belongs to a distant relative, through whom Andi got the job. He says he started out as a conductor on one of the Metro Minis, and gradually learned how to drive the heavy, smoke-belching bus. Neatly dressed in a button-down checked shirt and jeans, and wearing closed shoes, Andi is not your typical Metro Mini driver. That’s because he’s only 16 years old. Too young to apply for a driver’s license or even an ID card — the minimum age for both is 17 — Andi has been driving Metro Minis since he was 15. He claims to be one of a growing number of underage sopir tembak — illegal drivers who fill in for the regular drivers, usually at night, when the streets are less crowded and the police not as likely to pull buses over for traffic infractions. While no government figures are available, the claim may hold water. When the Jakarta Globe visited Blok M, Senen and Manggarai bus terminals over several nights last week, many of the Metro Mini and Kopaja drivers admitted to being between 14 and 17 years old. These drivers, none of whom had a license, operate buses serving some of the most frequented routes, including Blok M to Ciledug, Manggarai to Pasar Minggu and Senen to Lebak Bulus.
    [Show full text]
  • Jakarta's Bus Rapid Transit System Indonesia
    Jakarta’s Bus Rapid Transit System CASE STUDY Indonesia | March 2016 "Transport in Asia and the Pacific faces a web of issues that need a strategic solution... Countries across the region have to contend with road safety, air pollution, social sustainability, climate change impacts, lack of public financing, decrepit infrastructure, and even cross-border bottlenecks, among others.” - James Leather, Co-Chair, ADB Transport Community of Practice Hoping to improve the worsening traffic situation in Jakarta, Sutiyoso—then Governor of Jakarta—bit the bullet and pushed for the construction of the Jakarta Bus Rapid Transit (BRT) system in 2001. With worsening traffic congestion and growing population of 8 million in 2000, BRT was thought as the ultimate solution to the traffic woes of people in the capital of Indonesia. The BRT masterplan is projected to have a busway network consisting of eleven corridors. The system is a closed trunk system without a functioning feeder system. The first corridor of Jakarta’s BRT of around 12.9 km, essentially consisting of a dedicated lane and loading platforms for large buses in the inner side of city streets, began operations in early 2004. Initially, the system ran well and showed good results—patrons’ travel time was reduced by an average of 20 minutes through a clean and convenient transport system that had longer operating hours. Pre-launch objections from affected bus operators and the driving public had disappeared. However, problems on the operational and managerial aspects of the project began to crop up a few months after the BRT was launched. Months after the BRT launch, Governor Sutiyoso—then governor of Jakarta—listened intently at the problems presented by the various stakeholders of Jakarta’s Bus Rapid Transit (BRT) System.
    [Show full text]
  • Study of Public Transport Development in South Bali Districts: Potential Public Transport Mode
    International Journal of Sustainable Transportation Technology Vol. 4, No. 1, April 2021, 9-21 9 Study of Public Transport Development in South Bali Districts: Potential Public Transport Mode Adni Bidari Putri1*, Muhammad Farda1, Sigit Puji Santosa1,2, Puspita Dirgahayani1,3, Putu Alit Suthanaya4, I Gusti Ayu Andani3, Hansen Sutanto3, Laily Rochmatul Charky3,5, Nunuj Nurjanah5 1National Center for Sustainable Transportation Technology, Bandung, Indonesia 2Faculty of Mechanical and Aerospace Engineering, Institut Teknologi Bandung, Bandung, Indonesia 3School of Architecture, Planning, and Policy Development, Institut Teknologi Bandung, Bandung, Indonesia 4Faculty of Engineering, Universitas Udayana, Denpasar, Indonesia 5Research and Development Agency, Indonesian Ministry of Transportation, Jakarta, Indonesia *Email: [email protected] / [email protected] Abstract Bali Province in Indonesia is one of the most attractive tourist destinations in the world. The number of tourists visiting this province keeps increasing year by year parallel with the increase of the population of local citizens. Such a phenomenon will certainly increase travel demand and put pressure on the current transport infrastructure. Hence, transport infrastructure development is essential to support the travel demand. This study explores the possibility of implementing a new public transport system in the South Bali District, a district with numerous tourist attractions and activity centres. Data collection on the current transport system and land use in the district were carried out to understand potential corridors for public transport. A stated preference survey was also conducted to discover the public transport mode preferred by the respondents, encompassing tourists and local citizens. This study then recommends the type of public transport mode to be implemented in the district based on i) space availability, ii) respondent preference, and iii) ability to accommodate demand based on calculation.
    [Show full text]
  • Implementing Low Carbon Public Transport Carbon Public
    Implementing Low Carbon Public Transport in Jakarta Project RblE&ERenewable Energy & Energy Efficiency Project (REEEP) Project ID 108010494 Report 1 Technical Specification on Cleaner Fuel Buses for Direct Service March 2012 Table of Contents 1. BACKGROUND: DIRECT SERVICE CONCEPT 1.1 Introduction 1.2 Direct Service Concept 1.3 Fleet Type and Capacity 2. DEFINING SUITABLE FLEET FOR DIRECT SERVICE 2.1 Desired Vehicle Performance for Direct Service 222.2 Level of Emissions to be expected 3. FUEL TYPE : DIESEL or CNG? 3.1 The Benefit of Diesel 3.2 The Benefit of CNG 333.3 CbiiCombining the Two: CtiCreating A Sus ta ina ble Sys tem with Differen t Flee t AtArrangement 4. TECHNICAL SPECIFICATION DESIGN FOR DIRECT SERVICE BUSES 4.1 Introduction 4.2 Condition of Existing buses 4.3 Chassis and Engine Technical Specification 4.4 Body and Interior Specification and Design 4.5 Equipment and Supporting Tools Specification 5. PROVIDING RELIABILITY IN RUNNING THE DIRECT SERVICE 5.1 The Need for Maintenance Contract: How the Contract Should be Arranged 5.2 Quality Control: How to supervise the Maintenance and Quality Checking 5.3 Monitoring and Evaluation as Part of Quality Control 6. FLEET RECOMMENDATION Implementing Low Carbon Public Transport in Jakarta Project 2 Chapter 1 Background : Direct Service Concept Implementing Low Carbon Public Transport in Jakarta Project 3 CHAPTER 1 1.1 Introduction Transjakarta, the first Bus Rapid Transit (BRT) system in REEEP Project “Implementing Low Carbon Public Indonesia, started in 2004. As of February 2012 11 Transport in Jakarta” will outline plans and measures to Corridors, with 180 km long are in operation and served by be taken to implement the tranforming medium buses to 206 stations and 560 buses, 480 of which run on become Transjakarta Direct Service.
    [Show full text]
  • Public Transportation Or Private Transportation Case Study: Sarbagita Metropolitan Area
    The Dilemma of the Choice Between: Public Transportation or Private Transportation Case Study: Sarbagita Metropolitan Area I.G.A.A Karishma Maharani Raijaya1, Chotib2 {[email protected], [email protected]} 1 Master in Economics of Population and Labor (MEKK), Universitas Indonesia, 2Urban Studies Program, School of Strategic and Global Studies, Universitas Indonesia Abstract. Indonesia has entered a third trend of three mega-demographics trends, namely the transition of migration to non-permanent mobility such as commuter and circular movement. Most of the population does movement due to work factors. The higher rate of worker mobility, and the infrastructure of transportation are urgently needed. Commuting is a type of non-permanent movement where a person works in a different place from his residence. They leave the house, home, and apartment in the morning and return in the afternoon or evening every day or back to house, home, and apartment no longer than 24 hours. Many problems will arise when the rate of mobility is high. There are several problems regarding transportation facilities and infrastructure, for example, a severe traffic jam and no exception in the bali province. Another problem in Bali is declining support of trans sarbagita operational funds and the reduction in the number of fleets. This study aims to identify the probability of public transportation use by workers in the sarbagita region. This study uses sakernas 2018 data, using the binary logistic regression model. The results of this study are the use of public transportation depends on individual characteristics such as distance, sex, education, age, and marital status.
    [Show full text]
  • Kota 45 2 Blok M APTB Sinar Jaya Dalam Kota Blok M
    TERMINAL BUS BLOK M Jenis Angkutan Jumlah No. Terminal Perusahaan No. Trayek Jurusan Antar Kota Dalam Kota Kendaraan 1 Blok M damri Dalam Kota Blok M - Kota 45 2 Blok M APTB Sinar Jaya Dalam Kota Blok M - Bogor 7 3 Blok M APTB Mayasari Dalam Kota Blok M - Cileungsi 7 4 Blok M Trans Jabodetabek Dalam Kota Blok M - Ciputat 9 5 Blok M damri Dalam Kota Blok M - Bandara Soeta 14 6 Blok M PPD R. 45 Dalam Kota Blok M - Cililitan 6 7 Blok M Mayasari Bakti R. 57 Dalam Kota Blok M - Puloadung 5 8 Blok M Mayasari Bakti 05 T Dalam Kota Blok M - Bekasi 10 9 Blok M Mayasari Bakti 05 B Dalam Kota Blok M - Bekasi 10 10 Blok M Mayasari Bakti 34 Dalam Kota Blok M - Cimone 10 11 Blok M Mayasari Bakti 121 Dalam Kota Blok M - Cikarang 7 12 Blok M AJA Putra 138 Dalam Kota Blok M - Tangerang 7 13 Blok M metromini S. 69 Dalam Kota Blok M - Ciledug 27 14 Blok M metromini S. 70 Dalam Kota Blok M - joglo 9 15 Blok M metromini S. 71 Dalam Kota Blok M - Bintaro 5 16 Blok M metromini S. 72 Dalam Kota Blok M - Lebak Bulus 9 17 Blok M metromini S. 74 Dalam Kota Blok M - Rempoa 10 18 Blok M metromini S. 75 Dalam Kota Blok M - Ps. Minggu 29 19 Blok M metromini S. 77 Dalam Kota Blok M - Ragunan 4 20 Blok M metromini S. 610 Dalam Kota Blok M - Pondok Labu 26 21 Blok M metromini S.
    [Show full text]
  • Studi Evaluasi Program Bus Trans Sarbagita Pemerintah Provinsi Bali
    Kebijakan dan Manajemen Publik ISSN 2303 - 341X Volume 4, Nomor 1, Januari-April 2016 Studi Evaluasi Program Bus Trans Sarbagita Pemerintah Provinsi Bali I Gusti Agung Bagus Angga Putra1 Mahasiswa Program Studi Ilmu Administrasi Negara, FISIP, Universitas Airlangga Abstract This study aims to answer the question about the slackness of the Trans Sarbagita Program. This study is a descriptive qualitative evaluation. The type of evaluation that is used in this study is the formative evaluation. The data were taken from the local government institutions which directly involved in the implementation of the Trans Sarbagita. They were, The Regional Development Planning Body of Bali Province, The Department of Transportation, Information and Communication Technology of Bali and Technical Implementation Unit Trans Sarbagita, the last one is the III Commission of the Bali Provincial Parliament. Key informant were choosen purposively. The techniques of collecting data consist of in-depth interviews with open-ended question format, direct observation and the use of written documents. The techniques which are used to check on the validity of the data are triangulation technique. Meanwhile the techniques of analyzing data in this study are data reduction, data presentation and drawing conclusions. The study shows that in general the slackness of Trans Sarbagita program is caused by shortage of funds for capital expenditure and investments of the opening of a new corridor and the behavior and the culture of Balinese people who are not accustomed to travel by public transportation. Moreover, the Balinese government haven’t put Trans Sarbagita as a priority yet, the mismatch of the type of bus with the conditions of the route, and the lack of support in form of regulation that is capable of providing privileges and advantages for Trans Sarbagita create a cycle process that cause slackness of this first integrated program of public transport in the Bali Province.
    [Show full text]
  • Comparisson User's Time Value of Money on Operation of Public
    Proceedings of the Eastern Asia Society for Transportation Studies, Vol.9, 2011 Comparison User’s Time Value Of Money On Operation Of Public Transportation System in Jakarta Najid TaufikWijaya Engr, MT, Dr. Engineer Lecturer Graduated Department of Civil Engineering Department of Civil Engineering Tarumanagara University Tarumanagara University Fax: 62-21-5663277 Fax : 62-21-5663277 Email: [email protected] Email: [email protected] Phone: 62-21-5672548 Phone: 62-21-5672548 Mobile: 62818156673 Mobile: 628593383368 Abstract: At the recent time, there is happened move of usage from transit (public transportation) usage to private usage especially motorcycle usage. We have known that level of user satisfaction is relatively depend on the whole situation of trip service variables in the city. The two main attributes that be user’s consideration as the measurement of transit service is travel time and waiting time of transit user. Those time are influenced by the characteristic of the user and the purpose of the user trip. So that is very important to know the time value of both travel time and waiting time of transit user. The time value must depend on various of trip purpose and user characteristic. The stated pereference survey method is applied on the quesionaire to get the data of user preference. Those time value will be differentiate by the trip purpose and the kind of transit (public transportation) service like Bus, Metromini/ Kopaja (Medium Bus) and Mikrolet (Micro Bus). Key Words : Waiting time, travel time, fare, time value 1. BACKGROUND Public transportation or Transit in Jakarta reached 140,000 vehicles and serving 53 routes, which inappropriate vehicle condition or vehicle’ages is more than 12 years.
    [Show full text]
  • Download Download
    Jurnal Teknologi Transportasi dan Logistik Volume 2 No 2, Desember 2021, Hal 79 - 86 p-ISSN 2716-2990 Pusat Penelitian dan Pengabdian Masyarakat Politeknik Transportasi Darat Bali e-ISSN 2745-8954 ANGKUTAN MASSAL SEBAGAI ALTERNATIF MENGATASI PERMASALAHAN KEMACETAN LALU LINTAS METROPOLITAN SARBAGITA Hendrialdi1, Ni Wayan Putu Sueni1, Ahmad Soimun2, Anggun Prima Gilang Rupaka2* 1Manajemen Transportasi Jalan, Politeknik Transportasi Darat Bali, Jl. Cempaka Putih, Desa Samsam, Kec.Kerambitan, Kab. Tabanan – Bali, Indonesia 80582 2Manajemen Logistik, Politeknik Transportasi Darat Bali, Jl. Cempaka Putih, Desa Samsam, Kec.Kerambitan, Kab. Tabanan – Bali, Indonesia 80582 *[email protected] ABSTRAK Peningkatan kebutuhan akan jasa angkutan bagi mobilitas orang serta barang seiring meningkatkan perkembangan pendudukan dan pengembangan pemukiman yang semakin luas terutama di kota-kota besar. Tujuan dari penelitian ini adalah mengetahui kualitas moda angkutan umum apa saja yang ada di kawasan metropolitan SARBAGITA, mengetahui seberapa efektif dan efisien angkutan umum yang sudah ada, mengetahui Konsep pengembangan angkutan umum, untuk meningkatkan kemauan masyarakat menggunakan angkutan umum guna mengurangi kemacetan lalu lintas di di kawasan metropolitan SARBAGITA, dan mengetahui fasilitas penunjang dalam menarik masyarakat untuk menggunakan angkutan umum di kawasan metropolitan SARBAGITA. Peminat masyarakat menggunakan angkutan umum masih sangat rendah hal ini dikarenakan kurang efektifnya angkutan umum yang sudah ada seperti terbatasnya
    [Show full text]