The Mamminasata Urban Area which is centered in Makassar City has a fivesection crossroads at the north gate of the city, where two of which, the Sutami toll and Perintis Kemerdekaan non-toll road sections lead to the city center while the gate is accessed by 18 districts and all provinces in Sulawesi. As alternative roads, the two is generally described as follows: The distance of the gate to the city by the toll road is 17 km while that of by Jalan Perintis Kemerdekaan is 24 Km or 7 km longer than the toll road. The toll road is smooth during the day while the Perintis Kemerdekaan nontoll road section is congested at the peak hours in the morning, afternoon and evening with the potential resulting in far different costs and travel time. The results of the survey indicate 2: 5 in average ratio suggesting that 5 vehicles enter the city center through Perintis Kemerdekaan Non-Toll Road while 2 vehicles opt for Sutami Toll Road. This study was aimed at (1) comparing the Vehicle Operating Costs (VOC) from and to the city center through toll roads or non-toll roads, and (2) analyzing the tendency of the number of travellers to choose through toll roads and non-toll roads based on their orientation to the unit of cost to incur. The mathematical and statistical analysis process was done by considering all components of fixed and variable costs. The analysis also considers the use of the elemental mode of driving mode, the average speed model and the translog and Cobb-Douglas models. The results obtained illustrate that the value of vehicle operating costs derived from the two road sections amount to Rp. 25,462 and Rp. 25,500 suggesting insignificant difference. Despite similar travel cost between the two, the toll road is considered more beneficial in terms of the value of time and energy for motorists travelling to the city center of Makassar.
Kejadian kemacetan pada umumnya sudah semakin meresahkan khususnya pada kota-kota besar di negara-negara berkembang, masalah Kemacetan idealnya harus dihadapi oleh semua pihak dan dilakuan berbagai alternative solusi terkait pengendalian kemacetan ini, karena kejadian kemacetan akan sangat serius kedepan akibat akumulasi pertumbuhan populasi diperkotaan yang menggiring meningkatnya kebutuhan permintaan transportasi. Menurut data pada Kantor Sistim Satu Atap (Samsat) Kota Makassar, memberikan informasi terkait jumlah kendaraan di Kota Makassar yang saat ini telah mencapai 2,1 juta unit, dimana 1,6 juta diantaranya merupakan kendaraan roda dua. Jumlah volume kendaraan ini sangat kontradiktif dengan terhadap pertumbuhan kapasitas ruas jalan untuk mendukung pergerakan lalulintas saat ini. Variabel sebagai hipotesis penelitian kemacetan; Variabel ; Budaya, Kepatuhan, Kedisiplinan, Pemahaman dan Solidaritas pengendara. Sedangkan Tujuan Penelitian: 1) Menganalisis Budaya, Kepatuhan, Kedisiplinan, Pemahaman dan Solidaritas pengendara terhadap Kemacetan di Kota Makassar; 2) Menganalisis Solusi Alternatif yang menjadi harapan masyarakat terhadap Kemacetan di Kota Makassar. Metode yang digunakan deskriptif analisis kuantitatif dan Kualitatif. Hasil yang diperoleh Koefisien Variabel X1; Budaya sebesar 0,046 atau 4,6% Variabel X2; Kepatuhan sebesar 0,006 atau 0,06% Variabel X3; Kedisiplinan sebesar 0,655 atau 65,5%. Variabel X4; Pemahaman sebesar 0,268 atau 26,8%. Dan Variabel X5; Solidaritas sebesar 0,534 atau 53,4%. Sedangkan variabel solusi alternative yang diharapkan pelaku lalulintas secara kuantitatif, antar lain : Variabel X1: Solusi rekayasa lalulintas 58%. Variabel X2: Pegaturan parkir sisi jalan 73%. Variabel X3: Solusi Pengaturan PKL disisi jalan 67%. Variabel 41: Solusi Pengaaturan komposisi kendaraan 61%. Dan Variabel X5: Solusi Traffic Light 72%.
User acceptance oF pUblic transport systemsbased on a perception model lambang basri said & ilham syaFey Faculty of engineering, Universitas muslim indonesia, indonesia abstract the purpose of this study was to evaluate the need for mass transportation in makassar city, indonesia and to analyze public perceptions of the relationships among transport management, service qualities, user capacity and acceptance through user satisfaction. this research was conducted in two stages. the first was a survey of public transport users and an estimate of the number of the bus fleet requirements. this was conducted by estimating the number of users, mapping the main public transportation routes and measuring the period based on the departure schedule and the headway. in the second stage, a survey of public perceptions of bus transportation, which covered transport management, service qualities, user capacity, user satisfaction and user acceptance, was conducted. a self-administrated questionnaire had been developed and distributed in 10 residential points representing a certain area in makassar city, indonesia. at each point, 40 questionnaires were distributed to respondents by non-probability samplings. the respondents were selected by certain criteria consisting of age, transport need and experience in receiving bus services. out of 400 questionnaires that have been distributed, 315 were returned (78.0%). of the 315, there were 15 regarded as invalid and 300 were considered valid responses. therefore, further analyses were done by extracting those 300 valid responses. the results indicated that user acceptance was directly or indirectly influenced by transport management, service qualities, user capacity and user satisfaction. User satisfaction is an intervening variable between service qualities and user acceptance. meanwhile, user capacity positively and directly affects user acceptance, but indirectly it has a negative relationship with user satisfaction. therefore, the quality of the bus services in terms of security, comfort and orderliness significantly affects user satisfaction, which impacts acceptance.
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