Full Text Available This research is based on the increasing numbers for traffic level in Jakarta and also less facilitated mass transportation; therefore the district government of DKI Jakarta built another mass transportation (busway as one solution for the problems. The local government of DKI Jakarta uses mass media, especially television, to socialize the busway transportation for community. The method in this research is descriptive qualitative along with interview and related documentation as data gathering technique. The research uses theories like mass communication theory, including mass media, television, and advertising. The research result is known that public service advertising has a big role for the government of DKI Jakarta as socialization media for busway transportation; however that does not followed by the right socialization process.
Ruazani, Arief Husaini; Saad, Abdullah Aziz; Ripin, Zaidi Mohd; Ali, Wan Mohd Amri Wan Mamat; Yusof, Mohamad Yusri; Samsuddin, Muhamad Syazwan; Ong, Heng Pin; Abdullah, Muhammad Khalil
This paper presents an approach for determining temperature distribution on a 2200A busway model. Solidwork software was used in order to create 3D modeling of busway model. This paper proposes a simulation model developed by coupling the multiphysics between electrical analysis and thermal analysis. The coupling was done by using ANSYS Workbench and ANSYS Maxwell. Basically, the electrical analysis is performed onwards busway model in order to get the value of ohmic loss which is heat loss from the conductors in the busway. The ohmic loss results will be imported to thermal analysis in order to get the temperature result as well as temperature distribution. First, the direct current loading of the busbar, which neglect the alternating current effects, was considered. Second, the alternating current loading of busbar was used instead of direct current loading. The model of the second approach gives much more accurate result in term of temperature difference. The presented model was validated against temperature measurement on real size busway under electrical loading. The obtained results show that a very good agreement between computed and experimental data. Once the verification of the model is done, the busway configurations setup behavior is studied. Increasing number of feeder affects thermal stress concentration on busway joint.
Full Text Available Understanding public transport passengers' loyalty has received growing research attention, given its potential to inform the long-term market management of a public transport service. However, the nature of public transport passengers' loyalty is arguably yet to be fully understood concerning its relationship to passengers' captivity and attitudes towards private car use, and their intentions to change their modal use. Hence questions remain largely unexplored that: Is public transport passengers' loyalty a result of a preferred or constrained choice? And does their loyalty have the potential to encourage more sustainable transport modal use patterns? Drawing on the busway network in Brisbane, Australia, as the case study, this paper aims to broaden the research on public transport passengers' loyalty by addressing these questions. Through developing a series of linear regression models, our findings highlight: (1 busway passengers were influenced by preferential (the experience of riding the busway service, moral (pro-environmental concerns and constraint (cost of busway and car use considerations; and (2 the potential of loyalty to alleviate busway passengers' intentions to shift to private car use for their trip-making. Through these findings, a series of implications are developed with the potential for the improvement of busway service and travel demand management to encourage more sustainable transport especially within a highly motorised context. Future research is encouraged to provide more evidence concerning passenger loyalty and their public transport use.
Caroline H D Jones
Full Text Available An increase in public transport use has the potential to contribute to improving population health, and there is growing interest in innovative public transport systems. Yet how new public transport infrastructure is experienced and integrated (or not into daily practice is little understood. We investigated how the Cambridgeshire Guided Busway, UK, was used and experienced in the weeks following its opening, using the method of participant observation (travelling on the busway and observing and talking to passengers and drawing on Normalization Process Theory to interpret our data. Using excerpts of field notes to support our interpretations, we describe how the ease with which the new transport system could be integrated into existing daily routines was important in determining whether individuals would continue to use it. It emerged that there were two groups of passengers with different experiences and attitudes. Passengers who had previously travelled frequently on regular bus services did not perceive the new system to be an improvement; consequently, they were frustrated that it was differentiated from and not coherent with the regular system. In contrast, passengers who had previously travelled almost exclusively by car appraised the busway positively and perceived it to be a novel and superior form of travel. Our rich qualitative account highlights the varied and creative ways in which people learn to use new public transport and integrate it into their everyday lives. This has consequences for the introduction and promotion of future transport innovations. It is important to emphasise the novelty of new public transport, but also the ways in which its use can become ordinary and routine. Addressing these issues could help to promote uptake of other public transport interventions, which may contribute to increasing physical activity and improving population health.
Full Text Available The aim of this study is to use Radio Frequency technology to facilitate human activities, especially used in Busway entrances. In this research methodologies used include field survey to the BP Transjakarta; literature study by reading manuals, text books, journals, and articles on the Internet, and conduct laboratory experiments on the Bina Nusantara University Hardware Research Laboratory in designing and making the minimum system . Based on the results of an experiment and taking data on the minimum system, it can be concluded in general the performance of the system is running well, but the response time was not optimal. Some improvements to the system needed to improve system performance, such as raising response time, improved data security, and online systems.
The Port Authority of Allegheny County (PAT), the primary public transit operator in Pittsburgh, PA, built an exclusive roadway for buses which opened for service in February 1983. The two-lane, 6.8-mile facility serves the eastern suburbs via a righ...
Sui Tao; Jonathan Corcoran; Iderlina Mateo-Babiano
Understanding public transport passengers' loyalty has received growing research attention, given its potential to inform the long-term market management of a public transport service. However, the nature of public transport passengers' loyalty is arguably yet to be fully understood concerning its relationship to passengers' captivity and attitudes towards private car use, and their intentions to change their modal use. Hence questions remain largely unexplored that: Is public transport passe...
Perencanaan dan Analisis Biaya Investasi antara Perkerasan Kaku dengan Perkerasan Lentur pada Jalur Trans Jakarta Busway: Studi Kasus pada Trans Jakarta Busway Koridor 8 antara Halte Pondok Indah 2 hingga Halte Permata Hijau
Full Text Available Types of rigid pavement for road has been widely used in Indonesia, ranging from toll roads to the outer town road. Rigid pavement is considered more powerful than the flexible pavement. In other words, rigid pavement is expected to have a longer service life and minimal maintenance. The construction cost for rigid pavement is more expensive compared to flexible pavement. While the need for rigid pavement maintenance is cheaper than for flexible pavement. Seen from investment point of view, rigid pavement is more profitable than flexible pavement, because the annual fee required for rigid pavement is less. Due to the comparations, an analysis is performed in this study to select which type of pavement is best used in the future.
Chira-Chavala, Ted; Lechner, Edward H.; Empey, Dan M.
This study investigates issues concerning the implementation and impacts of lateral guidance/control systems and the phased implementation of these systems in exclusive-access High Occupancy Vehicle (HOV) lanes. The study is divided into 5 volumes. The objectives of each volume are as follows: Vol. 1: identify strategies for early deployment of longitudinal control technologies on the highway, and to evaluate potential impacts of these strategies on traffic operation, highway capacity, and tr...
Kesten, Joanna May; Cohn, Simon; Ogilvie, David
.... As part of a natural experimental evaluation of the travel, physical activity and health impacts of the Cambridgeshire Guided Busway, we analysed print and social media discourse and interview data...
Kesten, Joanna May; Cohn, Simon; Ogilvie, David
Media content can increase awareness of, and shape interactions with, public health interventions. As part of a natural experimental evaluation of the travel, physical activity and health impacts of the Cambridgeshire Guided Busway, we analysed print and social media discourse and interview data to understand the nature of new transport infrastructure and how it was experienced. Newspaper articles were systematically retrieved from the LexisNexis database and tweets were identified from an online archive. Interviews were conducted as part of the larger evaluation study with 38 adults. Inductive thematic analysis was performed and comparisons were drawn between datasets. The findings are discussed in relation to five themes. First, an understanding of the intervention context and how the intervention was experienced was developed through accounts of events occurring pre and post the busway's opening. Second, the media captured the dynamic nature of the intervention. Third, the media constructed idealised portrayals of the anticipated busway which in some cases were contradicted by the impact of the busway on the existing context and people's lived experiences. Fourth, differential media coverage of the intervention components suggested that a lesser value was placed on promoting active travel compared with public transport. Lastly, interview data provided support for the hypothesis that the media increased awareness of the busway and served as a frame of reference for constructing expectations and comparing experiences. This analysis has contributed to the wider evaluation of the busway, helping to understand its nature and implementation and informing hypotheses about how the local population interact with the infrastructure by attending to the significance of representations in the media.
Elfrida R Gultom
Full Text Available The objective of Busway development is to provide transportation services faster, safer, comfortable, and affordable for people in Jakarta. Ticket prices are subsidized by the local government busway. Busway given special line, however could not be separated from the accident. In a carriage, in the event of an accident then apply provisions of Law No. 22 of 2009 on Traffic and Transportation. If there is a loss that hit the third party then setting responsibilities Public Service Agency TransJakarta Busway to third parties refer to the provisions of Article 194 paragraph (1 which determines that the public transport companies are not responsible for any losses suffered by third parties, unless the third party may prove that the loss is caused by the fault of public transport company. Under these provisions, if the third party wants to sue for damages, ketigalah party must prove the fault of the carrier, the claim is based on the basis of tort or on the basis of error set forth in Article 1365 of the Civil Code which stipulates that any action unlawfully harming others, require the person who carries the loss offset. Keywords: transport, the responsibility of the carrier, a third party, transport law
Elfrida R Gultom
Full Text Available The objective of Busway development is to provide transportation services faster, safer, comfortable, and affordable for people in Jakarta. Ticket prices are subsidized by the local government busway. Busway given special line, however could not be separated from the accident. In a carriage, in the event of an accident then apply provisions of Law No. 22 of 2009 on Traffic and Transportation. If there is a loss that hit the third party then setting responsibilities Public Service Agency TransJakarta Busway to third parties refer to the provisions of Article 194 paragraph (1 which determines that the public transport companies are not responsible for any losses suffered by third parties, unless the third party may prove that the loss is caused by the fault of public transport company. Under these provisions, if the third party wants to sue for damages, ketigalah party must prove the fault of the carrier, the claim is based on the basis of tort or on the basis of error set forth in Article 1365 of the Civil Code which stipulates that any action unlawfully harming others, require the person who carries the loss offset.
Heinen, E.; Ogilvie, David
Purpose: To strengthen our understanding of the impact of baseline variability in mode choice on the likelihood of travel behaviour change. Methods: Quasi-experimental analyses in a cohort study of 450 commuters exposed to a new guided busway with a path for walking and cycling in Cambridge, UK.
Full Text Available The increasing number of road user causing traffic jam finds out a way, busway. However, in its implementation, the number of fleet available does not enough to take the passengers. It results in the an amassed of passengers at several bus stops. This leads to passenger dissatisfaction satisfaction which eventually causes Transjakarta users to reuse private cars. Definitely this situation may builds up traffic jams. Stochastic Bus Dispatching Model is used to simulate public transportation that operates regularly.
Heinen, E; Panter, J.; Mackett, R.; Ogilvie, D
Background New transport infrastructure may promote a shift towards active travel, thereby improving population health. The purpose of this study was to determine the effect of a major transport infrastructure project on commuters? mode of travel, trip frequency and distance travelled to work. Methods Quasi-experimental analysis nested within a cohort study of 470 adults working in Cambridge, UK. The intervention consisted of the opening of a guided busway with a path for walking and cycling ...
Tanuwidjaja, Gunawan; Gates Chang, Bill
Sixty “Mega Cities” would emerge by 2015 catering of 600 million populations, and were threatened by the climate change, because of cyclones, flooding, etc. Jakarta became a metro region covering Jakarta, Bogor, Tangerang, Bekasi, Depok and Cianjur. Jakarta metropolitan faced the very high population growth, urban sprawling, traffic jams, flooding, green open space reduction, environmental degradation, urban slums and illegal street hawkers. Flooding and traffic congestions were the two most important issues to solve. SWOT analysis and urban design solutions were produced to create a sustainable solution. Related to transportation issues, Singapore Mass Rapid Transport (MRT) concept was evaluated. Meanwhile the Netherlands’ polder concept as well as Singapore’s Integrated Water Management were also analyzed. The development of above ground MRT as well as Busway could be developed to connect Jakarta Metropolitan Region. The networks were developed on the main toll road networks. The MRT and Busway would eventually replace the need of automobile use in the future. The Transit - Oriented - Development (TOD) with high density can be suggested to be concentrated nearby the MRT and Busway interchange stations. The Netherlands’ polder and were adopted for urban’ low-lying lands in Jakarta Metropolitan Region, A polder system was defined as the Integrated Man-made Drainage System consisting Dikes, Drains, Retention Ponds, Outfall Structures or Pumping Stations. The polder system was proposed to be extended to Tangerang and Bekasi area.
Travers, Muriel; Giffon, Sigrid; Appéré, Gildas
International audience; Le partenariat de recherche signé entre l’Université d’Angers et la DREAL des Pays de la Loire a permis d’évaluer l’impact sur les valeurs immobilières de la mise en place des lignes de tramway dans les agglomérations du Mans (2007) et d’Angers (2011) et d’une ligne de busway dans l’agglomération de Nantes (2006). Il éclaire l’acceptabilité de l’instauration de la taxe facultative sur la valorisation des terrains ou des immeubles (TVI) aux abords des transports collect...
Knight, R.L.; Trygg, L.L.
Evidence of land use impacts of recent major rapid transit improvements are reviewed and conclusions drawn concerning the extent and nature of such impacts and the conditions under which they have occurred. Transit improvements studied are primarily post-World War II in origin. American and Canadian examples are stressed, although European experience is teated briefly. Virtually all major modern American and Canadian rapid transit investments are included, covering conventional rapid rail, commuter rail, light rail and bus/busway. In addition to conclusions on general patterns of land use impact and causes, research recommendations and Federal policy implications are drawn.
Kesten, Joanna May; Guell, Cornelia; Cohn, Simon; Ogilvie, David
Changes to the environment that support active travel have the potential to increase population physical activity. The Cambridgeshire Guided Busway is an example of such an intervention that provides new traffic-free infrastructure for walking, cycling and public transport. This qualitative investigation explored the diverse experiences of new transport infrastructure and its impacts on active travel behaviours. Thirty-eight adult participants from the Commuting and Health in Cambridge natural experimental study were purposively selected according to their demographic and travel behaviour change characteristics and invited to participate in semi-structured interviews between February and June 2013. A mixed-method, following-a-thread approach was used to construct two contrasting vignettes (stories) to which the participants were asked to respond as part of the interviews. Inductive thematic qualitative analysis of the interview data was performed with the aid of QSR NVivo8. Perceptions of the busway's attributes were important in shaping responses to it. Some participants rarely considered the new transport infrastructure or described it as unappealing because of its inaccessibility or inconvenient routing. Others located more conveniently for access points experienced the new infrastructure as an attractive travel option. Likewise, the guided buses and adjacent path presented ambiguous spaces which were received in different ways, depending on travel preferences. While new features such as on board internet access or off-road cycling were appreciated, shortcomings such as overcrowded buses or a lack of path lighting were barriers to use. The process of adapting to the environmental change was discussed in terms of planning and trialling new behaviours. The establishment of the busway in commuting patterns appeared to be influenced by whether the anticipated benefits of change were realised. This study examined the diverse responses to an environmental intervention
Ingvardson, Jesper Bláfoss; Kornerup Jensen, Jonas
upgrades (busways and enhanced stations) ensure a reduction to traveltime whereas no improvements to reliability occur. Upgrades to technology and serviceplanning (pre-paid fare collection, boarding and alighting from all doors, special BRT vehicles, ITS, and active bus control) ensure an increase...... for large scale corridors due to the vast amount of data and resources required.Hence, it is relevant to investigate how to model and evaluate BRT efficiently.In this paper the effects of implementing BRT in Copenhagen is discussed including how to evaluate and model bus operations.For this purpose......-simulation models.The developed model is capable of modelling bus operations in terms of travel time and reliability including important mode-specific issues such as bus bunching.The model is applied to a BRT project proposal with different combinations of BRTelements. The model results show that infrastructure...
Heinen, Eva; Ogilvie, David
To strengthen our understanding of the impact of baseline variability in mode choice on the likelihood of travel behaviour change. Quasi-experimental analyses in a cohort study of 450 commuters exposed to a new guided busway with a path for walking and cycling in Cambridge, UK. Exposure to the intervention was defined using the shortest network distance from each participant's home to the busway. Variability in commuter travel behaviour at baseline was defined using the Herfindahl-Hirschman Index, the number of different modes of transport used over a week, and the proportion of trips made by the main (combination of) mode(s). The outcomes were changes in the share of commute trips (i) involving any active travel, (ii) involving any public transport, and (iii) made entirely by car. Variability and change data were derived from a self-reported seven-day record collected before (2009) and after (2012) the intervention. Separate multinomial regression models were estimated to assess the influence of baseline variability on behaviour change, both independently and as an interaction effect with exposure to the intervention. All three measures of variability predicted changes in mode share in most models. The effect size for the intervention was slightly strengthened after including variability. Commuters with higher baseline variability were more likely to increase their active mode share (e.g. for HHI: relative risk ratio [RRR] for interaction 3.34, 95% CI 1.41, 7.89) and decrease their car mode share in response to the intervention (e.g. for HHI: RRR 7.50, 95% CI 2.52, 22.34). People reporting a higher level of variability in mode choice were more likely to change their travel behaviour following an intervention. Future research should consider such variability as a potential predictor and effect modifier of travel and physical activity behaviour change, and its significance for the design and targeting of interventions.
Full Text Available The goal of this study was to measure ultrafine particle concentrations with diameters less than 1 ÃŽÂ¼m emitted by diesel buses and to assess resulting human exposure levels. The study was conducted at the Woolloongabba Busway station in Brisbane, Australia in the winter months of 2002 during which temperature inversions frequently occurred. Most buses that utilize the station are fuelled by diesel, the exhaust of which contains a significant quantity of particle matter. Passengers waiting at the station are exposed to these particles emitted from the buses. During the course of this study, passenger census was conducted, based on video surveillance, yielding person-by-person waiting time data. Furthermore, a bus census revealed accurate information about the total number of diesel versus Compressed Natural Gas (CNG powered buses. Background (outside of the bus station and platform measurements of ultrafine particulate number size distributions were made to determine ambient aerosol concentrations. Particle number exposure concentration ranges from 10 and 40 to 60% of bus related exhaust fumes. This changes dramatically when considering the particle mass exposure concentration, where most passengers are exposed to about 50 to 80% of exhaust fumes. The obtained data can be very significant for comparison with similar work of this type because it is shown in previous studies that exhaust emissions causes cancer in laboratory animals. It was assumed that significant differences between platform and background distributions were due to bus emissions which, combined with passenger waiting times, yielded an estimate of passenger exposure to ultrafine particles from diesel buses. From an exposure point of view, the Busway station analyzed resembles a street canyon. Although the detected exhaust particle concentration at the outbound platform is found to be in the picogram range, exposure increases with the time passengers spend on the platform
Hemant Kumar Sharma
Full Text Available Bus Rapid Transit (BRT has emerged as a preferred mode of public transport in various countries all over the world for its cost effectiveness in construction as well as in operation and maintenance. The rapid transit feature of BRT is seen as a solution to many traffic problems in these countries. However, in developing countries like India, the right -of-way for most of the roads is restricted and traffic is heterogeneous in nature. Provision of BRT in existing right -of-way reduces the capacity available for other motorized traffic. As the buses travel with a certain frequency on dedicated bus- ways, the dedicated corridor remains unused for most of the period when other traffic on motorized vehicle (MV lanes suffers from congestion. The problem gets severe at intersections. However, if buses are operated in mixed traffic it is no more rapid transit. Hence, a solution is required to address this problem and optimize the performance of traffic as a whole. This paper presents the effect if dedicated bus-ways end at a reasonable distance before the stop line at a busy signalized at-grade intersection, and bus lanes (beyond that are made available to all the motorized vehicular traffic (heterogeneous traffic at intersection. The performance evaluation is done in terms of average queue length, maximum queue length, average delay time per vehicle, vehicle throughput, average speed in network and emission of Carbon monoxide CO, mono-nitrogen oxides NOx and Volatile organic compounds (VOC. It is observed that availability of bus lanes to other motorized traffic for a reasonable distance before intersection considerably reduces the average queue length, maximum queue length, average delay time per vehicle and emission per vehicle, while there is an increase in vehicle throughput and average speed of all the vehicles in the network. Thus it results in reduction of congestion and performance enhancement of at-grade intersections and network. Results of