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"Persimpangan Lenteng Agung sebagai titik transit antar moda dilalui oleh beberapa moda transportasi angkutan umum, salah satunya adalah angkutan perkotaan (angkot). Kemacetan yang terjadi di persimpangan tersebut antara lain disebabkan oleh kinerja angkot yang tidak optimal. Kajian ini bertujuan untuk mengidentifikasi kinerja angkot yang melalui persimpangan Lenteng Agung, mengidentifikasi ketersediaan fasilitas angkutan umum dan menganalisa upaya yang dapat dilakukan untuk mengatasi permasalahan terkait angkutan umum dipersimpangan tersebut.Parameter kinerja angkot yaitu load factor, jumlah penumpang yang diangkut, waktu tunggu penumpang, waktu antara (headway), kecepatan perjalanan, ketersediaan angkutan dan sebab-sebab kelambatan. Parameter tersebut didapatkan dari survei statis di persimpangan Lenteng Agung dan survei dinamis pada angkot trayek D.83 dan S.02.Hasil survei menunjukkan kinerja angkot yang belum optimal, dimana Load factor rata-rata angkot di persimpangan Lenteng Agung kurang dari 70%, waktu tunggu penumpang dan headway rata-rata kurang dari 2 menit dan kecepatan perjalanan rata-rata kurang dari 20 km/jam. Tidak tersedianya fasilitas khusus angkutan umum juga mengakibatkan angkot berperilaku sering berhenti di sembarang tempat.Rekomendasi yang dapat dilakukan untuk mengatasi permasalahan di Lenteng Agung ini yaitu pengurangan jumlah armada angkot D.83 dari 47 unit menjadi 31 unit dan angkot S.02 dari 70 unit menjadi 46 unit, perubahan rute trayek dan pembangunan bus bay.

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Lenteng Agung Intersection is known as transit point. It is passed by many public transportation modes, such as minibus (angkot). The existence of the angkot has made serious problem on Lenteng Agung Intersection. This study aims to identify the performance of angkot, to identify the availability of public transportation facilities and to analyze some efforts to solve problems at Lenteng Agung Intersection.Performance of angkot is represented by load factor, quantity of passenger, passenger’s waiting time, headway, vehicle speed, availability of angkot and causes of delay. These parameters are obtained through static survey at the intersection and dinamic survey on angkot D.83 and S.02 route.The result shows that performance of angkot is not optimal, in which the average load factor at the intersection is less than 70%, passenger’s waiting time and average headway are less than 2 minutes and average angkot’s speed is less than 20 km/hour. The absence of public transportation facilities at the intersection has made the angkot frequently stop at any arbitrary points.Some recommendation to solve problems at Lenteng Agung Intersection are proposed, those are the reduction of fleet size of Angkot D.83 from 47 units to 31 units and Angkot S.02 from 70 units to 46 units, route change and perform bus bay.;"

"This book evaluates the successes, failures, and factors that influence the competition for public bus transport services. Using Germany as a case study, the author explains the dichotomous system of a market with licenses for commercial services, where operators are granted exclusivity, and licenses for non-commercial services, where supplementary direct subsidies are tendered out by public transport authorities. The empirical analysis is based on primary data usually not publicly available, and supplemented by numerous expert interviews."

"Kerugian ekonomi akibat kemacetan lalu lintas di wilayah Jabodetabek mencapai Rp.3 triliun/tahun untuk biaya operasi kendaraan dan Rp. 2,5 triliun/tahun untuk waktu perjalanan. Dalam rangka menanggulangi permasalahan transportasi, termasuk kemacetan lalu-lintas di wilayah Jabodetabek, studi SITRAMP (2004) merekomendasikan perlunya program pengembangan angkutanumum. Rekomendasi ini perlu dicermati, mengingat adanya opini sebagian masyarakat yang menganggap angkutan umum khususnya jenis minibus (angkot) tidak efisien dan merupakan biang keladi kemacetan. Penelitian ini bertujuan mengkaji karakteristik dan perilaku angkutan umum jenis minibus dan pengaruhnya terhadap kinerja lalu-lintas, mengkaji karakteristik desain lingkungan sekitar dan pengaruhnya terhadap perilaku lalu-lintas, serta memberikar saran/masukan dalam penanganan masalah lalu-lintas. Sebagai studi kasus diambil segmen ruas jl. Ciledug Raya depan CBD Ciledug Mall, kota Tangerang.Pengumpulan data perilaku lalu-lintas dilakukan melalui pengamatan video kamera. Metode analisa yang digunakan adalah analisa korelasi, regresi, dan analisa deskriptif. Hasil analisa menunjukkan bahwa angkutan umum minibus memiliki perilaku lalu-lintas yang unik untuk setiap trayeknya, dan mempunyai pola berbeda untuk setiap arah pergerakannya. Motiv ekonomi, faktor kebiasaan, sistem budaya dan norma tidak tertulis yang berlaku di antara para pengemudi angkutan umum minibus, melatar belakangi perilaku lalu-lintas tersebut. Variabel load factor memiliki korelasi sedang terhadap variabel kecepatan angkutan umum minibus, dan variabel jumlah penumpang naik/turun memiliki korelasi kuat terhadap variabel rata-rata lama henti angkutan umum minibus. Pengaruh perilaku lalu-lintas angkutan umum minibus, meliputi: jumlah kendaraan berhenti, dan kecepatan rata- rata angkutan umum minibus mempunyai korelasi kuat dan sedang terhadap variabel kecepatan kendaraan pribadi roda-4 arus menerus. Desain bukaan median/simpang di lokasi studi tidak sesuai dengan standar geometri simpang yang ada, dan mengakibatkan konflik ruang gerak antara jalur lalu-lintas belok kanan dengan garis henti (stop line) arus lalu-lintas terlawan. Desain bukaan median juga tidak sejalan dengan adanya rambu dilarang belok kanan dan berputar bagi arus lalu-lintas dari arah jalan Ciledug Raya (Timur). Disarankan penutupan bukaan median, rehabilitasi fungsi terminal dan halte, evaluasi sistem perizinan trayek, dan penataan ulang trayek/rute angkutan umum

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Economic losses due to traffic jams in the Greater Jakarta area reach Rp. 3 trillion/year for vehicle operating costs and Rp. 2.5 trillion/year for travel time. In order to overcome transportation problems, including traffic congestion in the Greater Jakarta area, the SITRAMP study (2004) recommends the need for a public transportation development program. This recommendation needs to be observed, given the opinion of some people who think that public transportation, especially the minibus (angkot) is inefficient and is the cause of congestion. This study aims to examine the characteristics and behavior of minibus types of public transportation and their effect on traffic performance, examine the design characteristics of the surrounding environment and its influence on traffic behavior, and provide suggestions/inputs in handling traffic problems. As a case study, the segment of the Jl. Ciledug Raya in front of CBD Ciledug Mall, Tangerang city.

Traffic behavior data collection is done through video camera observations. The analytical method used is correlation analysis, regression, and descriptive analysis. The results of the analysis show that minibus public transport has a unique traffic behavior for each route, and has a different pattern for each direction of movement. Economic motives, habit factors, cultural systems and unwritten norms that apply among minibus public transport drivers are the background of the traffic behavior. The load factor variable has a moderate correlation to the variable speed of minibus public transport, and the variable number of passengers getting on/off has a strong correlation to the variable average length of stopping of minibus public transport. The influence of minibus public transport traffic behavior, including: the number of vehicles stopped, and the average speed of minibus public transport has a strong and moderate correlation to the variable speed of continuous flow 4-wheeled private vehicles. The design of the median/intersection opening at the study site is not in accordance with the existing intersection geometry standards, and results in a conflict of movement space between right-turning traffic lanes and the stop line of opposing traffic flows. The design of the median opening is also not in line with the sign prohibiting turning right and turning for traffic flow from the Ciledug Raya (East) road. It is recommended to close the median opening, rehabilitate the function of terminals and bus stops, evaluate the route licensing system, and rearrange public transport routes/routes."

"Cities in developing countries are facing intertwined urban mobility challenges: urban sprawl and traffic jam.Having not enough reliable and standardized public transport supply means the residents are forced to opt for traveling by private vehicles such as cars or motorcycles. There is a swell of tailpipe emission and economic losses due to traffic jam. Overcoming urban sprawl and at the same time building massive public transport is not an easy feat to accomplish, as both require immense investments and years of construction. Therefore, citiesmust have innovative plans to increase public-transport coverage and articulate density through paratransit formalization & digitalization, demand management, and land consolidation."

"Kerugian ekonomi akibat kemacetan lalu lintas di wilayah Jabodetabek mencapai Rp.3 triliun/tahun untuk biaya operasi kendaraan dan Rp. 2,5 triliun/tahun untuk waktu perjalanan. Dalam rangka menanggulangi permasalahan transportasi, termasuk kemacetan lalu-lintas di wilayah Jabodetabek, studi SITRAMP (2004) merekomendasikan perlunya program pengembangan angkutan umum. Rekomendasi ini perlu dicermati, mengingat adanya opini sebagian masyarakat yang menganggap angkutan umum khususnya jenis minibus (angkot) tidak efisien dan merupakan biang keladi kemacetan. Penelitian ini bertujuan mengkaji karakteristik dan perilaku angkutan umum jenis minibus dan pengaruhnya terhadap kinerja lalu-lintas, mengkaji karakteristik desain lingkungan sekitar dan pengaruhnya terhadap perilaku lalu-lintas, serta memberikan saran/masukan dalam penanganan masalah lalu-lintas. Sebagai studi kasus diambil segmen ruas jl. Ciledug Raya depan CBD Ciledug Mall, kota Tangerang. Pengumpulan data perilaku lalu-lintas dilakukan melalui pengamatan video kamera. Metode analisa yang digunakan adalah analisa korelasi, regresi, dan analisa deskriptif. Hasil analisa menunjukkan bahwa angkutan umum minibus memiliki perilaku lalu-lintas yang unik untuk setiap trayeknya, dan mempunyai pola berbeda untuk setiap arah pergerakannya. Motiv ekonomi, faktor kebiasaan, sistem budaya dan norma tidak tertulis yang berlaku di antara para pengemudi angkutan umum minibus, melatar belakangi perilaku lalu-lintas tersebut. Variabel load factor memiliki korelasi sedang terhadap variabel kecepatan angkutan umum minibus, dan variabel jumlah penumpang naik/turun memiliki korelasi kuat terhadap variabel rata-rata lama henti angkutan umum minibus. Pengaruh perilaku lalu-lintas angkutan umum minibus, meliputi: jumlah kendaraan berhenti, dan kecepatan ratarata angkutan umum minibus mempunyai korelasi kuat dan sedang terhadap variabel kecepatan kendaraan pribadi roda-4 arus menerus. Desain bukaan median/simpang di lokasi studi tidak sesuai dengan standar geometri simpang yang ada, dan mengakibatkan konflik ruang gerak antara jalur lalu-lintas belok kanan dengan garis henti (stop line) arus lalu-lintas terlawan. Desain bukaan median juga tidak sejalan dengan adanya rambu dilarang belok kanan dan berputar bagi arus lalu-lintas dari arah jalan Ciledug Raya (Timur). Disarankan penutupan bukaan median, rehabilitasi fungsi terminal dan halte, evaluasi sistem perizinan trayek, dan penataan ulang trayek/rute angkutan umum.

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Annual economic loss caused by traffic congestion in Jabodetabek region could be as much as Rp. 3,000 billion for vehicle operating costs and Rp. 2,500 billion for travel time. To overcome transportation problem, including traffic congestion in Jabodetabek region, study SITRAMP (2004) recommending the importance of public transport development program. This recommendation require to be applied neglectlessly, considering of some people opinion assuming that public transport especially for minibus type (angkot) is inefficient and represent the major cause of traffic congestion problem.

This study aim to identify characteristic and traffic behavior of angkot and its influence to traffic performance, identify characteristic of engineering design and its influence to traffic behavior, and give suggestion in handling of traffic problem. As case study one segment of jl. Ciledug Raya front of CBD Ciledug Mall, Tangerang was chosen.Data collecting was conducted by video camera observing. The analysis use method of correlation, regression, and decriptive analysis.

Result of analysis showed that minibus public transport has unique traffic behavior to each its route, and has pattern differ to each flow direction. Economic motivation, habit factor, cultural system and unwritten norm among driver of minibus public transport represent background of their traffic behavior. Variable of load factor have medium correlation to variable speed of angkot, and variable of number of loading/unloading passenger have strong correlation to variable mean of stopped time. Influence of minibus (angkot) traffic behavior which represented by variable: number of stopped vehicle and mean speed of angkot, have strong and medium correlation to variable mean speed of private vehicle (4 wheels) of through traffic.

Design of existing median opening (intersection) in study area disagree with intersection geometry standard, and result conflict between lane of right turn traffic and stopping line of opposed traffic. Design of median opening was also disagree with traffic sign of prohibited right turn and prohibited u-turn for traffic from jl. Ciledug Raya (Eastbound). It is suggested to close of median opening, rehabilitation of terminal and shelter function, evaluation of public transport route permit system, and rearrange public transport route."

"THE SEARCH FOR EQUILIBRIUM IN PEOPLE MOVEMENTS

Suyono Dikun, PhD Transportaion Bureau, Bappenas

The Wisdom :

Our unity as nation is sustained by free communication of thought and by easy transportation of people and goods .... Together, the uniting forces of our .communication and transportation systems are dynamic elements in the very name we bear- United States, Without them, we would be a mere alliance of many separate parts (President Dwight D Eisenhower message to Congress, February 22, 1955)

While our world is now in the process of shrinking and reshaping due to the transport technology, our big cities, paradoxically, are enlarging, and overcrowding in such a way that even the same technology is not able to overcome time and distance.

It is the movement of people that matters, not the movement of such mechanical deices as motorized private vehicles.

Urban transportations (and its related issues) is perceived to be a domain where complexity and mega-conflicts prevail : population concentration vs employment deconcentration.

Urbanization vs rural empowerment

Old fashioned, "power approach" law vs development, "welfare approach" law."academic thought" spatial planning vs economic driven urban activities. Economic growth vs regional disparity. High intensity of development vs land carrying capacity land use vs transport services (endless cycles) vehicle movement vs people movements mass rapid transit vs urban expressway comfort movements of the affluent vs forgotten transport disadvantages no government intervention vs redistribution of income environmental depletion vs taking nature into account

Problem Statements ( in Search of the Equilibrium)

1. The problem of urban congestion has become so great that we are coming to the conclusion that there could be sufficient highway space and parking capacity to permit the movement of all people in private cars.

2. Expressways and parking facilities not only will solve the problem of congestion but will actually make it worse. Elaborate urban expressways are futile because of the tremendous reservoir of traffic waiting to absorb any new street capacity.

3. Those who try to accommodate private cars "is doomed to inevitable failure; the better they do their job the greater will be their failure".

4. The cities just cannot resign themselves to private cars and let mass transportation slide to ruin and extinction, They must preserve mass transportation or stagnate. Downtown is doomed to die unless cities streets movement of people rather than movement of vehicles.

5. Neither private cars nor mass transportation nor any other mechanical contrivance can solve the problems of urban congestion. As a solution of the traffic problem these devices are pure deception. Putting the emphasis on supplying transportation facilities rather than controlling the demand: serves only to aggravate congestion is long , as nothing is done fundamentally to rehabilitate the cities themselves, the quicker will people forsake them and the greater the problems for those left behind to cope with.

6. Private cars and mass transportation are both guilty of promoting congestion; and that have resulted in the .successful attempt to crowd too many people and too much economic activity into too little space.

7. Metropolitan areas face difficult task of arriving at decisions than will determine the physical and financial future of tomorrow's city.

8. Emphasizing expressways and parking facilities to accommodate private car use, or modernizing mass transportation facilities to reduce the number of vehicles entering the city? Or will solutions depend instead on the extensive replanning and rebuilding of the city?

THE EQUILIBRIUM

The solution of urban transport massive congestion does not he in ;her two extremes MRT or Urban Expressways.

The solution lies in between, not only between those two system but in the equilibrium among transport supply systems, between supply and demand slides, between capital and non-capital management strategies, between public and private initiatives, and between growth and environmental quality.

The equilibrium is represented by an integrated, intermodal transport system which is safe, efficient, reliable and professional, where urban trip makers can have modal choice given by economically competitive services and their perceived travel time values.

For our big cities, the equilibrium can only be achieved by undertaking reforms and restructuring of our institutional settings dealing with urban transport, legal and regulator frameworks supporting the system, capacity building of the human resources, pricing and cost policy of urban travels, management skills and software's, and private sector participation.

The center point is of course of having a strong political will, emerging to the surface because of professional support systems, provided by professional transport groups/ organization."

"Perubahan nama, logo, tampilan fisik, serta inovasi pada produk dan layanan, merupakan langkah-langkah yang sering dilakukan oleh perusahaan jasa untuk memperbaiki citra merek dan memperoleh kembali kepercayaan konsumennya serta menarik calon pelanggan baru. Penelitian ini bertujuan untuk mengetahui pengaruh renaming, redesign, repositioning, dan relaunch yang dilakukan oleh perusahaan yang bergerak di bidang jasa transportasi publik, terhadap citra merek perusahaan dan produk layanannya. Penelitian menggunakan metode non probabilita sampling dengan teknik purposive, dan melibatkan 115 responden yang merupakan pengguna KRL Commuter Line. Hasil penelitian menunjukkan bahwa dari empat variabel rebranding, hanya redesign dan repositioning yang memiliki pengaruh yang paling besar terhadap pembentukan citra merek Commuter Line. Variabel repostioning memiliki pengaruh yang paling signifikan. Selain itu dari analisis univariat, juga ditemukan bahwa responden cenderung memberikan respon positif pada pernyataan indikator yang berada pada variabel repositioning.

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The change of name, logo, physical appearance, as well as innovation in products and services, the steps are often performed by service companies to improve brand image and regain the confidence of consumers and attract more customers and new prospects. This study aims to determine the effect of rebranding: renaming, redesign, repositioning and relaunch conducted by companies engaged in the field of public transport services toward the company's brand image and product services. This research using non-probability sampling method by using purposive type, and involved 115 respondents who are users KRL Commuter Line. The results showed that the rebranding of the four variables, only the redesign and repositioning that has the greatest influence on the formation of Commuter Line brand image. Variable repostioning have the most significant effect. In addition, from the univariate analysis, also found that respondents tend to give a positive response to the statement of indicators that are at variable repositioning."

"Urbanisasi, perjalanan dan dampak perjalanan terhadap lingkungan, masyarakat, ekonomi dan kesehatan semuanya dipengaruhi oleh globalisasi. Memberikan bentuk yang indah pada infrastruktur transportasi menjadi topik yang populer saat ini. Halte bus yang merupakan infrastruktur utama transportasi umum biasanya dibangun hanya untuk memperlancar fungsi transit tanpa mempertimbangkan estetika bangunan untuk meningkatkan kenyamanan saat bepergian. Tujuan dari penelitian ini adalah untuk mengetahui apakah perbaikan desain halte dapat meningkatkan minat masyarakat menggunakan transportasi umum dan meningkatkan pengalaman perjalanan penumpang bus. Dengan menggunakan metode tinjauan literatur, brainstorming, kuesioner singkat dan pengumpulan data dari media sosial Instagram, diharapkan penelitian ini dapat mengetahui atribut desain estetika halte yang dapat digunakan untuk mengidentifikasi dampak estetika. desain halte BRT terhadap pengalaman perjalanan dan mempengaruhi pilihan moda pengguna

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Urbanization, travel and the impact of travel on the environment, society, economy and health are all affected by globalization. Giving transportation infrastructure a beautiful shape is becoming a popular subject today. Bus shelters, the main infrastructure for public transportation, are usually built only to facilitate the transit function without considering the aesthetics of the building to increase comfort when commuting. The aim of this research is to find out whether improved bus stop designs can increase people's interest in using public transportation and improve the travel experience of bus passengers. By using the methods of literature review, brainstorming, short questionnaires and collecting data from Instagram social media, it is hoped that this research will be able to find out the aesthetic design attributes of bus stops that can be used to identify the impact of the aesthetic design of BRT shelters on the travel experience and influence the user's choice of mode."

"Jakarta sebagai kota megapolitan, dengan beragam aktivitas dan berkembangnyamobilitas mengakibatkan permasalahan transportasi. Salah satu terobosan untukmengatasi masalah tersebut dengan dibangunnya sistem transit cepat berskalamassal atau Mass Rapid Transit (MRT). Untuk meningkatkan aksesibilitas MRTsebagai sistem utama yaitu dengan disediakannya layanan feeder. Data yangdiperoleh dari website jakartamrt.co.id yaitu selama 6 bulan (bulan April-September 2019) rata-rata jumlah penumpang MRT per hari adalah 83.473 orang,sedangkan perusahaan memperkirakan akan mengangkut lebih dari 174.000 orangsetiap harinya. Dalam hal ini penumpang yang diharapkan untuk menaiki MRTmasih kurang dari kapasitas yang disediakan. Tarif terintegrasi dimaksudkan untukmengurangi biaya transfer sehingga menarik bagi penumpang. Tujuan penelitian iniadalah untuk menganalisis kemampuan dan kesediaan penumpang terhadap tarifterintegrasi feeder service dengan MRT. Sehingga dilakukan analisis Ability ToPay (ATP) dan Willingness to Pay (WTP), dengan faktor yang dianggapberpengaruh dalam penelitian ini adalah biaya, waktu dan kenyamanan berpindahmoda. Pengolahan data hasil survey stated preference dilakukan dengan analisisModel Logit Biner. Dari hasil penelitian adalah nilai ATP diatas nilai WTP, makamasyarakat dianggap mampu untuk membayar tarif terintegrasi yang diikutipeningkatan pelayanan seperti kemudahan berpindah moda, sedangkan untuk tarifsaat ini berada dibawah nilai WTP dan ATP sehingga terdapat keleluasaan dalamperhitungan/ pengajuan nilai tarif baru (Tamin et.al., 1999), untuk itu perludilakukan evaluasi tarif lebih lanjut

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Jakarta as a megapolitan city with a variety of activities and growing mobility has

problems. One of the breakthroughs to overcome this problem is the construction

of a mass-scale rapid transit system or Mass Rapid Transit (MRT). To increase the

accessibility of the MRT as the main system by providing feeder services. The data

obtained from the jakartamrt.co.id website is that for 6 months (April-September

2019) the average number of MRT passengers per day is 83,473 people, while the

company estimates that it will carry more than 174,000 people every day. In this

case the passengers expected to ride the MRT are still less than the capacity

provided. Integrated fares are intended to reduce transfer costs so that they are

attractive to passengers. The purpose of this research is to analyse the ability and

willingness of passengers to the integrated fare of feeder service with MRT. So that

analysis of Ability To Pay (ATP) and willingness To Pay (WTP) is carried out, with

factors that are considered influential in this study are cost, time and convenience

of changing modes. Stated preference survey data processing was performed using

The Binary Logit Model analysis. From the results of the research, the ATP value

is above the WTP value, so the community is considered capable of paying

integrated rates which are followed by service improvements such as ease of

transferring modes, while the current rates are below the WTP and ATP values so

that there is flexibility in calculating / submitting new tariff rates (Tamin et.al.,

1999), it is necessary to evaluate further rates."