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Youth Perception on Features and Accessibility of Bus Rapid Transit Mebidang in Bridging Interconnected Areas in North Sumatera

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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). Several other cities i.e. Background of the study Medan, Surabaya, and eastern Indonesia’s One of Indonesian problems in other cities will have soon (beritatrans.com). infrastructure development is how to Following Trans Jakarta several BRTs, for nationally avail Bus Rapid Transit (BRT) instance Trans Semarang, Solo Trans Batik, which has the capacity like the transit rail Trans Jogja, and Trans Musi have provided system in the BRT’s development system. electronic cards but they do not have path There are 16 cities in Indonesia that have separator except the Trans Jakarta. They provided public BRT such as Jakarta (the have interconnected links to airports, BRT is named Trans Jakarta), Bogor railway stations, and even to water bus (TransPakuan), Yogyakarta (Trans Jogja), docks such as Trans Jogja, Solo Trans Bandung (Trans Metro Bandung), Batik, Trans Semarang, Trans Musi, and Palembang (Trans Musi), Semarang (Trans Trans Metro Pekanbaru. Indonesian Semarang), Pekanbaru (Trans Metro Government has spent big money to build Pekanbaru), Solo (Batik Solo Trans), BRTs; the BRT’s road construction for Denpasar (Trans Sarbagita), Padang (Trans about 5 km costs US $ 5 million and if the Padang), and Makassar (Busway Trans cost is mainly relied on national budget, International Journal of Research & Review (www.ijrrjournal.com) 192 Vol.5; Issue: 9; September 2018 Yusuf Aulia Lubis et.al. Youth Perception on Features and Accessibility of Bus Rapid Transit Mebidang in Bridging Interconnected Areas in North Sumatera Indonesian Government will have big consumption. It has a fleet of 30 bus units problem in building perfect BRTs. giving services into two corridors, namely In the macroeconomic perspective, the Medan-Binjai and Medan-Deli Serdang and availability of urban transport infrastructure in the future, seven corridors will soon be (UTI) services can affect the marginal developed. About supporting facilities, the productivity of private capital, and in the TM is supported by 47 bus stops along the microeconomic concept, such services will routes; passengers are required to wait for decrease the production costs. Moreover, buses at shelters. Due to the field situations the contribution of UTI to the improvement and conditions, there are only 17 units of quality of life is indicated by the operating for two corridors with an average increasing levels of welfare, productivity, number of passengers is 22 per trip although and access to employment as well as a bus has the capacity of 80 people (30 macroeconomic stability. people may be seated but 50 stand). The Government of Indonesia has Three questions are formulated: 1. issued the Presidential Regulation No. 2 in Do youth perceptions partially influence the 2015 regarding the National Medium- features and increase the interest in the Termed Development Plan from 2015-2019, TM?, 2. Do youth perceptions partially which is directed to improve the UTI’s influence the accessibilities and increase the qualified services, to prioritize on urban interest in the TM?, and 3. Do youth mass transportation (UMT) development, perceptions simultaneously influence the and to focus on road-based mass transport features and the accessibilities and increase infrastructure, rail-based mass transport, and the interest in the TM? maintenance of UMT’s network quality. The targets by the end of 2019 are to get Literary studies 32% shared-capital increase, to reach 70% Charisma (2016) did a research of 29 cities having BRTs, to increase the about the perception and public public transport capacity amounting to 80% participation in the infrastructure and the traffic speed with at least 20 development (case study in the construction km/hour, to expand the application of urban of route for South-South corridor, phase 1, traffic management technology and the Lebak Bulus South Jakarta). She concluded improvement of non-road alternative modes that poor perceptions from communities in the potential cities, to utilize gas-based about the infrastructure development should energy, especially for urban public be eliminated so that they have the same transport, to improve urban traffic safety, views and ideas about such development. and to reduce environmental impacts, Such eliminations would develop awareness especially urban air emissions. The and critical thinking among them; moreover, government considers the need to involve community’s participation should also be other parties such as the private sectors, improved so that the development ran national state companies (or BUMN), and smoothly, effectively, efficiently and in donor countries including GIZ-SUTIP to accordance with expectations. In her study improve the urban transportation system; the level of community participation was government also explains its plans to local quite good and such such participation governments and communities. affected positively the infrastructure Trans Mebidang (TM) began its development. operations in November 2015 after being Kartika (2013) did her research on delayed from the schedule in 2013; it has "Perception of Bandar Lampung society large capacity with short travel time at a towards the implementation of Mayor's reasonable cost. The TM is hoped to switch Policy on Bus Rapid Transit (BRT)" and people from private vehicles to UMT and to showed in her results that of 60 respondents, reduce both congestion and high fuel 33 of them (55%) felt satisfied on BRT’s International Journal of Research & Review (www.ijrrjournal.com) 193 Vol.5; Issue: 9; September 2018 Yusuf Aulia Lubis et.al. Youth Perception on Features and Accessibility of Bus Rapid Transit Mebidang in Bridging Interconnected Areas in North Sumatera tariff, security, and crews’ hospitality The BRT’s ideal features include the services. When doing research on "Bus followings: Rapid Transit System of TransJakarta In 1. it is special bus line, or special line (or Social Engineering Studies" Tangkudung on exclusive path) right-of-way. (2011) indicated that the highest quality of 2. its benefit can be lowered since it is service is related to the empathy dimension engineered to enter the safe zone when and the lowest quality of service associated compared to the roads opened for non- with the tangible or real dimension. Astuti professional drivers. (2011) when focusing on "Factors 3. it consists of a tunable path on an influencing people's interest in choosing asphalt surface with the right path can Trans Jogja in Malioboro" in her research be modified into a right-of-way rail. stated that people's perception on the 4. it has low infrastructure elements and existence of Trans Jogja is very enthusiastic can reduce the speed and the constraints because this trans has adequate facilities of of bus services including bus out of the structure and infrastructure and of way, bus breaking the rules and bus with affordable price. Inhibiting factors are bus high speed. delays, lack of bus stops, and of paths 5. it has comprehensive line. themselves. 6. it has specific market with with Various views on perceptions can be everyday’s high-frequency service. referred to Slameto (2010: 102), Young (in 7. if the system runs chaotic then the Adrian 2010: 1), Suranto (2010), Pride & service will not serve a particular Ferrel (in Fadila 2013: 45), Kotler and market. Keller (2016: 228), Natalia (2012: 3). 8. bus priority/bus line. Factors that influence perception are two, 9. it is categorized as vehicle having tram namely internal factors such as characteristics. psychological needs, educational 10. its main priorities are: guaranteed background, sensory equipment, nerves or driving quality (waveguide bus and central nervous system, personality and electronic drivetrain control for smooth experience
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