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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

PUBLIC TRANSPORT DEVELOPMENT STRATEGY IN SUPPORTING CENTRES INDUSTRIAL AREA AT THE MAMMINASATA CORRIDOR

1 Adris.A.Putra, ST., MT Haluoleo University, Kendari, Indonesia

Perdos UHO Blok V No. 8, Kota Kendari putra_adris@yahoo.com

3 Prof.Dr.Samdin.,SE,M.Si Haluoleo University, Kendari,

Indonesia Perdos UHO, Blok M 13, Kota Kendari Samdin61@gmail.com

2 Prof.Dr.Ir. Usman Rianse , M.S. Haluoleo University, Kendari,

Indonesia Jl. Jati Raya, Kota Kendari Usman.rianse@yahoo.com

4 Dr.Ir. La Ode Muh Magribi, MT Haluoleo University, Kendari,

Indonesia BTN DPR BLOK B NO. 11, Kelurahan Bende, Kota Kendari drmagribi@gmail.com

Abstract

Rapidly increasing economic growth as well as policy decisions are implemented in a metropolitan region will provide fundamental changes to increase development. Economic growth is marked by the emergence of several residential areas, industrial manufacturing, trading and services that can affect the economy of a region. The aim of this study is: know the movement and distribution of modal choice models based on probability mass transit modes as the basis for setting the policy direction of the concept of transport system development of effective and efficient. Analysis of the data used is an Origin Destination, Simple Multi attribute Rating Technique with expert choice software. The results showed that the movement of the population by changes in land use that have implications for the increase in the amount of activity. The number of trips by origin population is the largest movement of Makassar of 1,428 people or 58.6%, and the smallest is Takalar of 239 people or 9.81%, it was because the role of Makassar as the center of government and industry. The main priority of the development mode of mass transportation is a monorail with a value of 35.1%, 32.5% busway and rail 32.4%.

Keywords: Movement, Transport, Development, Priority

1.

Introduction

Urban transport service requirement is konsekuesi population movements due to increased activity in an area. Garling et al. (2002) says that the increased activity of the movement will increase transport demand, to improve the public transport service in an urban area needs to be done with the development of a sustainable transport system. The development of urban transport system is a strategic step to improve the delivery of public transport system in the current (existing). Development policy making mass public transportation is done by considering the election of public transport means and the capacity of public transport so as to improve the quality of urban public transport services. The development of mass transit facilities through the use of large-capacit y vehicles, environmentally friendly vehicles, setting a good traffic management, integration of intermodal facilities and the

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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

availability of safety, security, adequate comfort for the users of public transport. Policy decision to develop a means of mass transportation is one way to reduce the problems of urban transport systems, Development of urban transport systems need directions and policies and the role of various stakeholders in the communit y to improve the condition of the current transport system (existing). Development of transport system required an analysis of public transport service at this time, so as to determine the level of achievement of the organization of public transport systems, in order to develop a means of mass transportation urban areas. The development of mass transit means MMA faced with the choice o f means of public transport in determining the scale of the development priority modes of transportation (the monorail, Busway, train). Priority selection mode of transportation required a policy-making based on regional characteristics and needs of population movement, as part of a decision-making system is expected to find, and set the mode of the priority system o f public transportation, so as to improve the qualit y of transport services and reduce the problem of traffic congestion area urban.

2. Review of Literature

2.1. Urban Transport System

Urban transport system has an important role in enhancing the economic development of society as a whole to the development of an area (Murray, 2001). The transport system is a system to perform a movement from one place to another, we need a transport system planning techniques in the administration to develop an optimal strategy in the provision of facilities and infrastructure of urban transport system (MorIok, 1991). Urban transport system has consequences for the social dimension such as welfare and justice for the people (Ahmed et al., 2008; Kenyon et al., 2002). The transport system is functioning properly is a factor that pushed for the development of community activities, transportation to provide access to the movement of the center of commerce, education and housing. Strategy and program development transportation system that is not appropriate, can damage the land use, the environment and the capacity of the public space, in addition to network services is not effective, it will not be able to meet the expectations of users of public transport (World Bank, 1996). Planning urban transport systems require the integration of environmental, social and economic population, but it needs the right strategy to improve the transport system, particularly the aspects of safety, comfort and arrangement of land-use system. Transport system development based on the potential and characteristics o f urban areas. Yao (2007) in his study explains that demand public transportation system based on a potential area by using variables characteristic of urban areas as well as land-use system.

2.2. Mass Rapid Transport System

MRT provides a wide range of optimal customer service innovation in improving the quality of the population journey using public transport. Mass transit systems that have been successful, particularly the BRT system Curitiba, Brazil, Bogota and Columbia. Before the BRT system in Columbia, called the Trans Milenio, irregular streets with buses owned freely competing for the passengers, which makes people more use of private cars rather than buses. Gilbert (2008) said that the use of more cars will disrupt the function of city streets can even add to the congestion, loss of qualit y of life and result in reduced economic productivit y. The service system a means for mass transportation in meeting the needs of population movement, through increased comfort, convenience and safety, besides the selection of vehicle technology, departure and arrival information public transport system maps the route, hospitalit y personnel are professional, hygiene and ease of infrastructure is also an important things to note. The quality of public transport services, public transport users is directly related to satisfaction, which ultimately determine user satisfaction and operational sustainability in the long term.

2.3. Mass Transportation Development

The development of mass public transport is seen as a form of effective in improving the qualit y of public transport services urban areas, while market competition will require the service provider to provide the desired product with an efficient transport system, some studies have shown a mass public transportation developed should beroriensi public (Echeverry et al., 2005).

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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

Some studies have considered the impact of urban transport systems to the development of mass transit for the community. Littman (2005) compared the use of trains and buses in urban areas find that the cities with the use of trains large (use train a major component of urban transport system), the use of trains has crash rate is smaller (36%), spending lower transportation costs per capita consumers (14%). According to Littman (2005) service system trains more attractive to users of public transport because trains have advantages over the system bus, but it found that the percentage of passenger trains will switch driving a private vehicle if there is no train, than bus passengers if not No bus service.

3. Data Analysis Methods

3.1. The pattern of population movements

Analysis of an Origin Destination (OD) trip are shown in Table 1. Table 1. The general form of an Origin-Destination (OD)

Zona

1

2

3

 

N

Oi

1

T

11

T

12

T

13

T

1N

O

1

2

T

21

T

22

T

33

T

2N

O

2

3

T

31

T

32

T

33

T

3N

O

3

.

.

.

.

 

.

.

.

.

.

.

.

.

.

.

.

.

.

.

N

T

N1

T

N2

T

N3

T

NN

O

N

D

d

D

1

D

2

D

3

D

N

T

Origin-destination matrix will be described in a line generation and attraction called diserline. The amount of seizures and the pull will be described in a thick-thin line depicted and connect between the centroid of each region.

3.2. Selection Modes with SMART Analysis

SMART (Simple Multi-Attribute Rating Technique) is a multi-criteria decision-making methods. Multiple criteria decision-making techniques is based on the theory that each alternative consists of a number of criteria that have values and each criterion has a weight that illustrates how important compared to other criteria. Weighting was used to assess each alternative in order to obtain alternative terbaik.Tahapan SMART -stage role in the analysis in this study as follows:

1. Identify the decision problem Decisions will be taken in this study is the existence of alternative modes in the Metropolitan area Mamminasata (Makassar, Maros, Sungguminasa and Takalar)

2. Identify the criteria used in making the decision. Criteria used in the SMART analysis in this study is based on the implementation of the national transportation system (Sistranas) comprising 14 indicators, namely:

3. Identify alternatives to mass transit modes which will be evaluated, as an alternative mode developed in this study are:

a. monorail

b. busway

c. Train

4. Identify constraints relevant criteria for the assessment of alternatives, limit use of variable criteria contained in the national transportation system

5. Ranking criteria for the position of interest, in this case considered quite easy compared to the development

of weight, it is done to be able to give weight to each criterion, because of the weight given to the criteria will depend on perangkingan criteria.

6. Giving weight to each criterion Giving weight is given to the value that can be specified by the user himself, in this case will do twice the weighting is based on the criteria that are considered most important and based on criteria deemed most

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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

important. The most important criteria considered given the value 100. The next important criterion is assigned a value that describes the comparison of the relative importance to the least important dimension. This process will be continued until the weight given to the criteria deemed most important is not obtained. The same steps will also be done by comparing the most important criteria is given a value of 10. The next most important criterion is assigned a value that describes the comparison of the relative importance to the most important dimension. Analysis weighting criteria in this study is the safety, accessibility, integration, capacity, orderly, smooth and precise, easy and fast, timely, convenient, affordable rates, orderly, secure, low pollution, efficient. Analysis of sub-criteria selected as ratings for each criterion in each scenario are taken from the indicator criteria.

7. Calculate the normalized weighted criteria Weights obtained will be normalized, so that the weight of each criterion obtained will be shared with the sum of the weights of each criterion. Normalization will also be made based on the criteria most important and least important criteria. The value of the two normalization proceeds will be sought its average value.

8. Develop a single-attribute utilities that portray how well each alternative views on each criteria, this stage is to provide a value for all criteria for each alternative.

9. Counting the vote / utility against each alternative, the calculation is done by using existing functions, namely:

maximize

k

j1

w

j .u ij ,

i

1,

,

n

Where:

w j is the weighting criteria to value-j of k criteria, u ij is the utility value of alternative i on criterion j. Selection decisions are identified from n alternatives that have the greatest value of the function. The value of this function can also be used to rank the alternatives n

10. Decides alternative mode choice The utility value of each alternative will be obtained in step 9, if a single alternative will be selected, then select the alternative with the greatest utility value. Solving a problem hierarchical structure consists of three levels of response measures is placed on the first level, mult i-criteria support the solutions put on the second level, as well as some alternat ives that might be the solution placed on the third level. SMART analysis is done by using the priority selection criteria can be assessed thoroughly for any mode of mass transportation that is associated with the criteria. Rate of mass public transport modes do with been of value to each criterion. This judgment was given by several experts (expert) who have knowledge in planning and considered able to give an objective assessment, and the assessment results were processed with the help of expert choice software version 11.

4. Results and Discussion

4.1. Moda development Busway

South Sulawesi provincial government's plan to develop a system of mass public transportation modes Busway, the mode of development aimed to replace public transport (pete-pete) and vehicles minibuses or large buses on urban roads. Plan every Busway corridor will be integrated with other transportation systems p lan, namely the monorail and train commuter and regional train plan. Illustration Buswa mode is shown in Figure 1.

train plan. Illustration Buswa mode is shown in Figure 1. Figure 1. Illustration of Transportation Mode

Figure 1. Illustration of Transportation Mode Busway South Sulawesi government planned an early stage to serve six routes, including, Corridor I connecting Terminal-Way Power front Pettarani Telkom Office, Corridor II route Barombong-Field Karebosi, Corridor III route Somoharjo-Way Intersection Urip Field Pettarani to Karebosi. Plan route corridor I prioritized by the

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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

government of South Sulawesi, for the consideration of infrastructure or road in its path, has made widening, so it is possible to be applied as soon as possible., If the mass transit operations later, he ensures the existence of the city transport similar petepete, still functioned as a feeder or penjemput and an introduction to the Busway corridor.

4.2. Moda development Monorail

Construction of the monorail transportation system modes of Makassar as a solution to reduce traffic congestion, the city of Makassar is currently included in the six metropolitan city with a high level of congestion. Construction of the monorail in the city of Makassar should synergize with the other three areas namely Maros, Sungguminasa and Takalar. Illustration monorail construction plan is shown in Figure 2.

monorail construction plan is shown in Figure 2. Figure 2. Plan Monorail Mamminasata The development of

Figure 2. Plan Monorail Mamminasata The development of mass public transport facilities would require investment costs are expensive because it takes courage South Sulawesi provincial government to make a breakthrough with memamfaatkan all potentials of regional resources in realizing mass transportation systems. The monorail transport system development will be paired with other modes of trains cross Makassar-Pare Pare with a length of 128 kilometers which is shown in Figure 3.

with a length of 128 kilometers which is shown in Figure 3. Figure 3. Line monorail

Figure 3. Line monorail Mamminasata

4.3. Moda Development Railways

The development of railway transport systems organized wit h the aim to facilitate the movement of people and / or goods in bulk, safely secure, convenient, fast and smooth orderly, efficient. The railway transport system development between regions is planned along the 60 km and urban railway transport system along 120 km of interconnected. The train station is placed at strategic areas: CBD Maros, Marusu, Tallo River, CBD Makassar, Tanjung Bunga, Sungguminasa city, CBD Takalar and Galesong, illustrative modes of Railways is shown in Figure 4.

illustrative modes of Railways is shown in Figure 4. Figure 4. Illustration of Transportation Mode Railway

Figure 4. Illustration of Transportation Mode Railway

4.4. Distribution movement

Distribution of movement occurs when people move from origin to destination using public transport means certain. Distribution of movement in the transport system is described in the current form of movement

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Proceedings - International Conference on Industrial Engineering and Operations Management, Detroit, Michigan, USA, September 23-25, 2016

that moves from the zone of origin to destinatio n zone in certain areas and in certain periods. Distribution movement of interviews were conducted on samples from a population objectives outlined in the original matrix, the number of household samples taken as many as 400 households. The original matrix of interest (MAT) Maros, Gowa and Takalar not divided into unit districts because it is assumed the movement of people from people from outside of Makassar is concentrated in the cit y of Makassar, so that in detailkan purpose of movement of Makassar, other districts are assumed to come from one movement to each district there. The pattern of population movements that helped to minimize the overlapping of the lines occurs (desire line). MMA population movements are shown in Table 2.

4.5. The movement of the Metropolitan Region Mamminasata

Population movements in the region Mamminasata influenced by changes in land use that have implications for the increase in the amount of activity. The number of trips by origin population is the largest movement of Makassar of 1,428 people or 58.6%, and the smallest is KabupatenTakalar of 239 people or 9.81%, it was because the role of Makassar as the center of government, commerce and industry, services , social services, education, tourism and cultural activities settlements cause attraction of the city to be great. KabupatenTakalar contributes the smallest as the origin of the movement caused by the addition to the population that does little, also caused by a lack still appeal as a business and trade center The number of trips by purpose of movement of Makassar is the largest of 1,726 people or 70.91%, and the goal is the smallest movement KabupatenTakalar by 109 persons or 4.47%. The condition is a direct result of Makassar city development increased rapidly the last few years with various areas such as the development of business and trade, education, health are on appeal to travel to the city of Makassar. The tendency of the movement of people in the region Mamminasata will end up in Makassar as the objectives of the activit y and has a high intensity of land use. Residents Maros, Gowa and Takalar will each day (morning) will move towards CDB Makassar City (district. Ujung Pandang and Panakkukang) and will be back in the afternoon. Distribution of population movements can be synchronized with the pattern of population movement according to the number of population of the Metropolitan Region Maminasata. Distribution of the population movement based on the percentage figures of each sample has been taken in this study, to obtain estimates of the distribution of population by population movement, as shown in Table 3. Table 3. Distribution of Population Movements in 2012

Origin-

Makassar

Maros

Gowa

Takalar

 

Destination

Amount

%

Amount

%

Amount

%

Amount

%

Total

Makassar

646.025

48,23

47.874

3,57

63.832

4,77

28.064

2,10

785.795

Maros

23.665

7,44

4.184

1,31

3.661

1,15

784

0,25

32.294

Gowa

116.047

17,79

4.824

0,74

12.864

1,97

5.628

0,86

139.364

Takalar

19.685

7,31

664

0,25

2.544

0,94

3.539

1,31

26.431

Total

805.422

82

57.546

6

82.901

8

34.477

4

980.345

Distribution of movement of population based sample Maminasata Metropolitan Region, distribution of population movement also has a pattern / value equal to the percentage rate based on population, the difference is only in the number density for each movement. Travel patterns population is a picture that reflects the condition of the tendency of population movement to shift from one place to a place of origin of certain objectives to meet their needs. Travel patterns in the Region Mamminasata population can be described by the movement zone of the city of Makassar to, Maros, Gowa and Takalar. An Origin Destination (OD) in Table 2 can be described through the line wishes movements of people, each thickness of the line will show the number of trips that can occur as shown in Figure 5.

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Table 2. Origin Destination Matrix - Mamminasata Population Movements

Origin-

A

B

C

D

E

F

G

H

I

J

K

L

M

N

Total

O

P

Q

Total

Destination

A 4

 

3

1

4

3

9

2

4

2

3

5

3

4

6

53

4

5

2

64

B 3

 

2

5

2

4

6

4

3

2

1

8

3

6

8

57

2

4

6

69

C 8

 

4

9

8

6

14

5

6

4

3

19

6

15

18

125

9

14

5

153

D 6

 

4

11

8

9

15

5

7

4

4

18

4

14

12

121

8

12

6

147

E 4

 

6

3

2

5

12

4

2

4

3

13

4

7

6

75

5

8

4

92

F 2

 

2

4

3

2

6

2

3

2

1

2

4

2

5

40

3

4

1

48

G 3

 

2

5

4

6

8

4

5

2

4

3

2

6

4

58

2

2

4

66

H 4

 

2

6

5

3

7

2

5

2

3

11

4

6

8

68

6

4

2

80

I 3

 

2

5

3

4

6

2

3

1

3

8

2

4

6

52

4

3

1

60

J 7

 

5

8

7

5

15

4

6

4

3

16

5

12

16

113

11

14

5

143

K 8

 

2

11

8

4

18

4

3

5

4

21

3

13

12

116

9

15

7

147

L 5

 

4

9

6

5

14

4

3

5

1

14

4

9

12

95

8

10

5

118

M 6

 

5

12

8

6

16

5

3

4

3

17

6

12

16

119

9

12

1

141

N 2

 

3

6

5

7

11

3

4

5

2

11

3

9

11

82

7

9

2

100

O 8

 

6

15

12

16

28

8

7

6

2

18

9

22

24

181

32

28

6

247

P 16

 

12

34

28

29

59

14

21

14

9

69

18

54

56

433

18

48

21

520

Q 9

 

6

25

14

11

29

7

12

2

3

21

3

15

21

178

6

23

32

239

Amount 98 70 169 127 125 273 79 97 68 52 274 83 210 241
Amount
98
70
169
127
125
273
79
97
68
52
274
83
210
241
1.966
143
211
109
2.434

Explanation

A. Mariso

G. Wajo

M. Biringkanaya

Makassar

B. Mamajang

H. Bontoala

N. Tamalanrea

Maros

C. Tamalate

I. Ujung Tanah

O. Maros

Gowa

D.Rappocini

J.

Tallo

P. Gowa

Takalar

E. Makassar

K. Panakkukang

Q. Takalar

F. Ujung Pandang

L. Manggala

E. Makassar K. Panakkukang Q. Takalar F. Ujung Pandang L. Manggala © IEOM Society International 1405
E. Makassar K. Panakkukang Q. Takalar F. Ujung Pandang L. Manggala © IEOM Society International 1405
E. Makassar K. Panakkukang Q. Takalar F. Ujung Pandang L. Manggala © IEOM Society International 1405
E. Makassar K. Panakkukang Q. Takalar F. Ujung Pandang L. Manggala © IEOM Society International 1405

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Distribution of movement of population based sample Maminasata Metropolitan Region, distribution of population movement also has a pattern / value equal to the percentage rate based on population, the difference is only in the number density for each movement. Travel patterns population is a picture that reflects the condition of the tendency of population movement to shift from one place to a place of origin of certain objectives to meet their needs. Travel patterns in the Region Mamminasata population can be described by the movement zone of the city of Makassar to, Maros, Gowa and Takalar. An Origin Destination (OD) in Table 2 can be described through the line wishes movements of people, each thickness of the line will show the numbe r of trips that can occur as shown in Figure 5.

the numbe r of trips that can occur as shown in Figure 5. Figure 5 Desire

Figure 5 Desire Lines on Mamminasata Population Movements

4.6. Multi Criteria Assessment

Multi-criteria assessment carried out to determine the single attribute utilities, such assessments to portray how well each alternative views on each criteria. Stages multi-criteria assessment by providing a value on all criteria for each alternative being developed in this study, as for how to get that value by multiplying the value of the respondents' assessment and weighting of each criterion. Calculation of single attribute utilities shown in Table 4.

Table 4. Multi Criteria Rate - Decision Making of Moda Type

No

Criteria

 

Scenario

Busway

Monorel

Train

1

Safety

2,92

3,41

2,89

2

accessibility

3,10

3,50

2,70

3

The integration

2,99

2,99

2,78

4

Capacity

2,96

2,96

2,85

5

Regular

2,72

3,28

2,96

6

Current and Right

3,09

3,07

3,21

7

Easy and Fast

2,64

2,64

2,95

8

On time

3,07

2,97

3,23

9

Comfortable

2,93

3,35

2,84

10

fare

2,83

3,21

2,93

11

Orderly

2,89

3,41

2,84

12

Secure

2,82

3,38

2,72

13

Pollution

2,78

2,70

2,36

14

Efficient

2,70

2,76

2,81

 

Average

2,89

3,12

2,86

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From Table 4 shows that the interests of the decision-making that has been normalized, from the calculation of the value of a single attribute known utilities Railway by 2.86, single attribute utilities Busway at 2.89, while a single attribute utilities monorail at 3.12. Multi-criteria assessment for decision-making based on a single attribute utilities known that transportation modes Monorail is a decision that has the highest interest of single attribute utilities compared Busway and Railway.

4.7. Dynamic Analysis Sensitivity

Dynamic sensitivity analysis is an analysis that allows changing priorities and determine how these changes affect the selection of the priority areas. The selected priority was possible to increase or decrease the importance of interest and see the impact on the selection of alternatives shown in the bar, by changing a value on the size of the bar is concerned, all the results are recalculated and will adjust the ratings alternatives developed in the research. Selection decisions based on dynamic sensitivity shown in Figure 6.

decisions based on dynamic sensitivity shown in Figure 6. Figure 6. Selection Decisions Based on Dynamic

Figure 6. Selection Decisions Based on Dynamic Sensitivity Figure 6 shows that respondents perceive indicators of integration, smooth and timely as the most important indicator in supporting the mobility of population movements. Selection decisions based on dynamic sensitivit y indicated in the development of mass transportation facility, an indicator of integration with other modes of transport is an important means of support needed at this time, in addition to supporting the mobility of population movements, necessary mode of transportation in a timely way. Selection decisions punctuality indicator is considered very important in the operation of public transport services, especially the timeliness of operations, both at the departure and arrival of public transport, public transport users so that people can plan trips through the certainty of the schedule of public transport services to destinations population movements.

4.8. Performance Analysis Sensitivity

Analysis of the selection decisions based on performance sensit ivit y, the criteria described as a vertical bar with a priority value on the vertical axis on the left graph with labels Crit% and the priority value alternatives for each criterion appears as a line that cuts a vertical bar chart that is, with a priority value alternative to the vertical axis on the right graph with label Alt%. The main priority of development decision making mass transportation based performance analysis of sensitivit y shown Figure 7. Figure 7 presents a comparison between the criteria of developing the means of mass transportation shows that the monorail has more advantages compared modes of transport Busway and Railway transport modes. The monorail transport system has an advantage against the criteria of safet y, accessibilit y, integration, capacit y, order, comfort, affordable rates, safe, orderly, and efficient. Busway modal transport system has advantages in pollution criteria, while trains have the advantage in smooth and precise criteria, easily and quickly and timely. Mass transit transportation systems have advantages and disadvantages of each criterion in the operation of the service, the overall value of the monorail is much better than Busway and train, so that based on the analysis of performance can be concluded that the sensitivity mode monorail become the primary choice in decision- making.

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Figure 7. Selection Decisions Based Performance Sensitivity 4.9. Analysis Head To Head Inter Moda. Analysis

Figure 7. Selection Decisions Based Performance Sensitivity

4.9. Analysis Head To Head Inter Moda.

Analysis of head to head between modes to compare one alternative and other alternatives to a destination in a decision, an alternat ive is found on the left side of the chart and the other alternatives listed on the right. Alternative left is fixed, while to choose a different alternative in the graph may give rise to variations of alternatives that are on the right.

1. Monorail and Busway

Analysis of the head to head between the monorail and busway shows that the mode of transportation monorail rated better than the Busway. Selection of transportation modes Monorail better indicator of safety, accessibility, orderly, comfortable, affordable rates, safe, and orderly, while Busway better in terms of smooth and timely indicators, as well as pollution. Head to head weighting overall showed that better use of modes Monorail 2.6% compared with other modes of Busway. The monorail transport system perceived by the respondents is better than the Busway, the main indicators of excellence monorail is a regular indicator. The

monorail transport system development can be done through compliance with the operational pattern of regular public transport services based on the needs of population movement, so as to improve the public transport service. Analysis of the head to head between the monorail and busway is shown in Figure 8.

head between the monorail and busway is shown in Figure 8. Figure 8. Weighted Head To

Figure 8. Weighted Head To Head monorail and busway Selection of indicators regularly modes Monorail a key indicator of the development of mass public transport system, as it had scheduled departure time and arrival time, so that the public can determine when the trip will do. Mass public transport service system based on the needs of population mo vements through the arrangement of regular service network services in urban areas, s / trajectory good public transport network is to follow the pattern of movement of public transport users in order to create more efficient movement. Network of

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public transport services are designed in accordance with the pattern of population movement, so that the movement of public transport modes that occur when passengers traveling can be minimized and the anticipated increase in demand for public transport services urban areas.

2. Monorail and Train

Analysis of head to head monorail and train shows that the monorail is better than the train. Selection of transportation modes Monorail better indicator of safety, accessibility, integration, capacity, regular, affordable

rates and efficiency, convenient, secure, and orderly, while the train is better in terms of smooth and precise, easy and quick, timely and pollution. Selection of the monorail transport modes as a mode of mass transportation development Maminasata Metropolitan Area (MMA) with the main indicators of accessibility. Ease of movement of residents is good, then more and more people are keen to use public transport, so as to reduce the problems of the transport system. Analysis of the head to head between the monorail and train shown in Figure 9.

to head between the monorail and train shown in Figure 9. Figure 9. Weighted Head To

Figure 9. Weighted Head To Head Monorail and Train Figure 9 shows Head-to-head weighting monorail and train shows that better use of modes Monorail 2.72% compared moda train. Head to head comparison of the monorail and train the main concern of respondents is an indicator of accessibility, respondents perceive indicators of accessibility in modes of transportation-movement via highly influential on modal choice. The development of mass transit monorail transportation modes is expected to provide good accessibility for public transport users, it can be seen from two factors that determine the level of accessibility of population movement including travel time factor and factor in the cost of travel. Accessibility is good, then the movement of the population uses public transport will be higher, so the use of private vehicles will be reduced which affects the smoothness of traffic.

3. Busway and Railway

Analysis of the head to head between the busway and railway shows that the mode of transportation Busway rated better than the train. Selection of transportation modes Busway in safety indicators, accessibility, integration, capacity, comfortable, safe, orderly, pollution and efficiency, while the train is better in terms of indicators on a regular, smooth and precise, easy and quick, timely. The results showed that the use of weighting Busway 0.1% better than the train, respondents have shown an interest in applying Busway KMM as the main means of mobility movement. Analysis of the head to head between the Busway and Railway can be shown Figure 10.

Busway modal choice as a choice mode of transportation that will be implemented have the operational capability of the service which is considered better than the train. Busway development is a strategic step to provide an alternative mode for the movement of the population. Operational system Busway service has not been up to a few cities that have applied, have influenced the assessment modes Busway, but apart from the view of the pros and cons of the various operational problems Busway, and any compliments or complaints on the performance of their services to the public using public transport, the transport system bus way is still regarded as one of the modes are effective in supporting the mobility of population movements. Development of public transport system Busway require follow-up synchronization multi-sector, associated with spatial,

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accessibility and connectivit y, social, economic, financial and so forth, but it needs to be adapted to the Busway service location service potential corridors for the movement of the population.

potential corridors for the movement of the population. Figure 10. Weighted Head To Head Busway and

Figure 10. Weighted Head To Head Busway and Railway

5.Kesimpulan and Recommendations

5.1. Conclusion

1. Interaction population movements Mamminasata Region amounted to 1.96069 million person / day. The number of trips made in the city of Makassar for 1,591,217 person / day and the smallest KabupatenTakalar of 60 907 people / day. The resulting movement of Makassar as the capital of the province has a huge appeal to people coming to do activities, including completeness of facilities and infrastructure, such as centers of educational facilities, hospitals, offices, commerce, and industry.

2. The main priority of developing the means of mass transportation is a monorail transport system, assessing public Monorail will be able to provide good service from the aspect of safety, convenience, timeliness, cost of travel, safety and reduce traffic congestion.

5.2. Recommendation

1. The concept of mass transportation facility development in this research is still at the stage of how to draft a policy decision in the selection of priority modes of mass transportation, further research is needed to refine the policy into implementation programs for local governments.

2. Assessment of the performance of public transport services should be performed on all modes of public transport are in the area, so that the overall performance assessment of the existing public transport in urban areas

3. Development of mass public transport facilities should be carried out by building a transportation system in accordance wit h the request by the trip generation, distribut ion and superior movement between districts / cities in urban areas

4. The development of means of mass transportation in a region should be developed in an integrated manner with other modes of land transportation services in accordance with the scale of the city center of activities by observing the characteristics and advantages of each mode of the airport, as well as in synergy with the regional spatial plan.

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