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EVALUASI KINERJA OPERASIONAL TERMINAL DARA KOTA BIMA SUTEJA, I WAYAN; ROHANI, ROHANI; HASYIM, HASYIM
GANEC SWARA Vol 14, No 1 (2020): Maret 2020
Publisher : Universitas Mahasaraswati Mataram

Terminal Dara is the center of community activities in meeting the needs for movement from one place to another with various purposes used by the people of the of Bima City and Regency. Terminal Dara has experienced a decline and an increase in the number of transportation from year to year; this condition makes facilities and operational performance at the Dara Terminal become very important. The purpose of this study is to determine the operational performance and facilities as well as the current area of Dara Terminal facilities. The method used in this study is a direct survey in the field for primary data by recording the bus license plate, time of entry and exit of buses and visitors vehicles at the entrance and exit gate and recording the number of passengers and users of waiting rooms, the number of seats in passenger waiting rooms, and bus station facilities. Data collection is carried out for three days with duration of 13 hours each day.Based on the results of the analysis of the performance that has been carried out, the value for the bus queue analysis ? = 2.11> 1 indicates that there is a queue of bus services at Dara bus station. The highest value of arrival average time headway is 17 minutes 22 seconds and the departures average time headway is 12 minutes 23 seconds. The highest departure load factor is 81.44% in the ANGDES and the highest load factor is 73.64% in ANGDES too. The parking space requirement for cars and motorbikes of 128 m² can still be served by vehicle parking area in bus station, while the parking area for bus is not able to serve bus which parked in the bus parking area with the value of parking space needs 902.5 m² while the area the current bus parking area is 631.25 m². Based on the results of the performance analysis that has been done, the value obtained for bus queue analysis ? = 2.11> 1 indicates that there is a queue of bus services in Dara Terminal. The time between the highest average arrivals is 17 minutes 22 seconds and the time between the highest average departures is 12 minutes 23 seconds. The highest departure load factor was 81.44% at ANGDES and the highest arrival load factor was 73.64% at ANGDES as well. The need for parking spaces for private cars and motorbikes of 128 m² can still be served by the terminal private vehicle parking area, while the parking area for buses is not able to serve buses that park in the bus parking area with a value of 902.5 m² of parking space while the area the bus parking area is currently 631.25 m². Based on existing survey results, the bus departure lane and passenger lounge of Terminal Daral need to be renovated, or they can relocate the terminal to a wider area.

EVALUASI KINERJA RUAS JALAN DAN SIMPANG TIDAK BERSINYAL DENGAN FASILITAS PUTAR BALIK (U-TURN) STUDI KASUS JALAN SRIWIJAYA DI KOTA MATARAM ROHANI ROHANI; HASYIM HASYIM; MUHAMAD DILAN HIDAYTULLAH
GANEC SWARA Vol 16, No 1 (2022): Maret 2022
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v16i1.266

Along with the increasing population and increasing development in all sectors in Mataram City every year, resulting in an increase in the volume of vehicles which often causes potential traffic conflicts. This condition results in disturbances for motorists in the flow of vehicles on the u-turn facility so that it affects performance on the road. One of the roads in the city of Mataram that is the choice in the travel route for the community is Jalan Sriwijaya. It is necessary to review the performance of roads with median openings, especially on unsignalized roads and intersections.The method used in this study is the calculation of urban road performance using MKJI 1997. Data from the location of median openings on unsignaled roads and intersections were collected through a field survey and then calculated the average traffic flow, average speed, average turning time average, capacity, degree of saturation, and level of road service. The results of the analysis show that the average traffic flow that occurs on the Sriwijaya road is 864.73 pcu/hour with a capacity of 2737.15 pcu/hour and the degree of saturation (DS) is 0.316 so that it is classified as a service level "B", while the average traffic flow at the unsignalized intersection is 2441.77 pcu/hour with a capacity of 4199.91 pcu/hour and a degree of saturation (DS) value of 0.581 so that it is classified in the "C" service level. The average turning time on roads is 8.04 seconds and at unsignalized intersections 6.94 seconds.

TINJAUAN KAPASITAS, HAMBATAN SAMPING DAN KINERJA JALAN PADA KAWASAN KOMERSIAL DAN KAWASAN PENDIDIKAN DI KOTA MATARAM ROHANI ROHANI; I DEWA MADE ALIT KARYAWAN; JUNIATI HAPSAH
GANEC SWARA Vol 15, No 1 (2021): Maret 2021
Publisher : Universitas Mahasaraswati Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v15i1.190

The traffic performance of the commercial and educational areas is influenced by the volume flow and road capacity. One of the impacts on traffic performance is side friction. The purpose of this study was to compare traffic flow, side friction, road capacity and performance in the commercial and educational areas by degree of saturation. Analyze and assess the relationship between side constraints on volume, capacity and degree of saturation. This study uses secondary data from previous studies. Jalan Dr. Wahidin and Jalan Panca Usaha as commercial area roads. Jalan Gajah Mada and Jalan Bung Karno as educational areas. The results of the analysis show that the roads in the commercial area have side barriers, high volume and degree of saturation and low capacity. The level of Service E. Meanwhile, education area roads have low volume, high capacity and low degree of saturation. The level of service C. From the regression analysis, the side friction has a very significant effect on the volume, capacity and degree of saturation. It can be seen from the value (r) in the range 0.7 <r <0.9 indicating a strong correlation and 0.9 <r <1 indicating a very strong correlation

TINJAUAN HAMBATAN SAMPING, KAPASITAS DAN TUNDAAN LALU LINTAS PADA SIMPANG TIDAK BERSINYAL DIKOTA MATARAM ROHANI ROHANI; HASYIM HASYIM
GANEC SWARA Vol 17, No 1 (2023): Maret 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i1.365

On several roads in the city of Mataram, such as the Dr. Wahidin road, there are many shops that do not have enough parking space, so many vehicles are parked on the shoulder of the road and even on the road. The presence of pedestrians crossing the road and the activity of vehicles entering/exiting the road affect the speed of traffic, and the capacity of the road so that at certain hours there are frequent traffic jams. This of course will have an impact on the delay at the intersection of Dr. Wahidin. As for the Caturwarga street, there are schools, hospitals and shops that do not have sufficient parking space, many vehicles that drop off and pick up passengers and vehicles that enter and leave the land use side of the road. Of course, this condition affects the smooth flow of traffic, so it has an impact on delays at the Catur Warga intersection. This study analyzes side resistance, capacity and delay at unsignalized intersections on Caturwarga and Dr. Wahidin roads. The total of this side resistance will be used to analyze how much influence it has on the delay using the 1997 MKJI method. The results of the analysis at the Catur Warga intersection have side friction, and the delays are 790.7 events/hour, 16.63 seconds/smp. Meanwhile, at the Dr. Wahidin intersection, the side friction and delays are 403.1 events/hour and 17.00 seconds/pcu, respectively. From the results of regression analysis, side barriers affect traffic delays by 89.7% and at Dr. Wahidin intersections by 79.7%. Partially at the Catur Warga intersection, the side friction variable that has the most influence on delays is Exit/Entrance Vehicles on the land use side of the road (EEV). On the Dr. Wahidin road, the side obstacle variable that has the most influence on delays is Pedestrians (PED).

PENGARUH HAMBATAN SAMPING TERHADAP KINERJA RUAS JALAN SATU ARAH DAN DUA ARAH TANPA MEDIAN DI KOTAMADYA MATARAM HASYIM HASYIM; ROHANI ROHANI
GANEC SWARA Vol 17, No 1 (2023): Maret 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i1.382

Street Catur Warga and Dr. Wahidin did not have enough stops, so many vehicles stopped on the shoulder of the road and parked on the side of the road. The number of people crossing the road and the number of vehicles entering/exiting the road causes a reduction in the speed, volume and capacity of the road so that at certain hours traffic jams often occur. This study analyzed the side friction, volume and speed of Catur Warga and Jalan Dr. Wahidin used the 1997 MKJI method. The results of the analysis on one-way roads, especially the Catur Warga road, had side friction, volume and speed respectively, namely 790.7 events/hour, 1533.75 smp/am and 46.08 km/hour. While the two-way street, Jalan Dr. Wahidin, has side friction, volume and speed of 403.1 events/hour, 1916.15 smp/hour and 38.58 km/hour. From the results of the regression analysis, side friction is very influential on the volume and speed of traffic. This can be seen from (r) in the range of 0.7 < r < 0.9 where the number shows a strong influence and 0.9 < r < 1 indicates a very strong influence. The results of partial regression analysis show that on the Catur Warga road, the side barriers that have the most influence on volume are Parking and Vehicle Stops (PSV), while at speed, namely Vehicles Exiting/Entering Roadside Land Use (EEV). On the Dr. Wahidin the side friction variable that has the most influence on volume is Pedestrians (PED), while at speed, namely Parking and Vehicle Stops (PSV).

ANALISIS PERBANDINGAN NILAI DERAJAT KEJENUHAN MENGGUNAKAN MODEL GREENSHIELD, GREENBERG DAN UNDERWOOD TERHADAP MKJI 1997 PADA JALAN PERKOTAAN TIPE 2/2 UD (STUDI KASUS RUAS JALAN SALEH SUNGKAR AMPENAN KOTA MATARAM) ROHANI ROHANI; HASYIM HASYIM
GANEC SWARA Vol 17, No 3 (2023): September 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i3.554

If the population increases and the total traffic flow also increases without being matched by an adequate increase and improvement of road infrastructure, it will result in an increase in the degree of saturation which is a parameter in determining the performance of a road section. One of the roads affected by the population growth is the Saleh Sungkar road which is an urban road type 2/2 UD. The Greenshield, Greenberg and Underwood models are the 3 models used to determine the relationship between volume (flow), speed (speed) and density (density). The relationship between flow, speed and density is used to determine or determine the mathematical value of the capacity of a road section and the degree of saturation. This study aims to determine the comparison of the degree of saturation of Jalan Saleh Sungkar which is an urban road using the Greenshield, Greenberg and Underwood models against MKJI 1997. From the results of the analysis, it was obtained that the degree of saturation using the Indonesian Road Capacity Manual (MKJI 1997) was 0.53, so Jalan Saleh Sungkar was at the level of sevice "C" (stable flow, but the speed and motion of the vehicle were controlled, the driver was limited in choosing the speed). Meanwhile, the degree of saturation based on the Greenshield model is 0.55, the Greenberg model is 0.72 and the Underwoods model is 0.60. Both MKJI 1997 and the three models are still at level of service "C".

ANALISIS PERBANDINGAN NILAI DERAJAT KEJENUHAN MENGGUNAKAN MODEL GREENSHIELD, GREENBERG DAN UNDERWOOD TERHADAP MKJI 1997 PADA JALAN PERKOTAAN TIPE 2/2 UD (STUDI KASUS RUAS JALAN SALEH SUNGKAR AMPENAN KOTA MATARAM) ROHANI ROHANI; HASYIM HASYIM
GANEC SWARA Vol 17, No 3 (2023): September 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i3.554

If the population increases and the total traffic flow also increases without being matched by an adequate increase and improvement of road infrastructure, it will result in an increase in the degree of saturation which is a parameter in determining the performance of a road section. One of the roads affected by the population growth is the Saleh Sungkar road which is an urban road type 2/2 UD. The Greenshield, Greenberg and Underwood models are the 3 models used to determine the relationship between volume (flow), speed (speed) and density (density). The relationship between flow, speed and density is used to determine or determine the mathematical value of the capacity of a road section and the degree of saturation. This study aims to determine the comparison of the degree of saturation of Jalan Saleh Sungkar which is an urban road using the Greenshield, Greenberg and Underwood models against MKJI 1997. From the results of the analysis, it was obtained that the degree of saturation using the Indonesian Road Capacity Manual (MKJI 1997) was 0.53, so Jalan Saleh Sungkar was at the level of sevice "C" (stable flow, but the speed and motion of the vehicle were controlled, the driver was limited in choosing the speed). Meanwhile, the degree of saturation based on the Greenshield model is 0.55, the Greenberg model is 0.72 and the Underwoods model is 0.60. Both MKJI 1997 and the three models are still at level of service "C".

PERBANDINGAN TINGKAT KEPATUHAN PROTOKOL COVID-19 OPERATOR OJEG ONLINE DAN OJEG KONVENSIONAL DI KOTA MATARAM I WAYAN SUTEJA; SURYAWAN MURTIADI; ROHANI ROHANI; I GDE PUTU WARKA; HARTANA HARTANA
GANEC SWARA Vol 16, No 1 (2022): Maret 2022
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v16i1.279

Transportation in general has a major influence on individuals, society, economic development, and socio-politics of a region. Operational aspects must be planned properly so that online motorcycle taxi services and conventional motorcycle taxis can carry out their functions as Modern City Transportation economically, efficiently and effectively. In this post-pandemic period, we know that there are differences in the characteristics of online motorcycle taxis and conventional motorcycle taxis in providing services to their users.By conducting survey research based on the level of explanation is descriptive research, to obtain characteristic data the researcher has distributed questionnaires to 400 respondents who are online motorcycle taxi users and 400 respondents who are conventional motorcycle taxi users. The two characteristics turned out to be quite similar to each other. The total population of motorcycle taxi users is 486,715 (Mataram City in figures, 2019). By using the formula for calculating the number of samples from Slovin (Statistical Formula, 2012) and a 95% confidence level, the total sample size is 400 respondents.The results of the synthesis of these two characteristics can be conveyed as follows: Gender of users is dominated by women as much as 58.8%, the purpose of the trip is dominated by work and shopping trips 51.87%, the mode before switching is dominated by motorcycle modes as much as 59.5%, connecting trips The distance to the base is dominated by a distance of 0-1 km, the connecting trip from the stop to the destination is dominated by a distance of 0-1 km using walking mode

EVALUASI NILAI EMP MKJI 1997 MENGGUNAKAN METODE TIME HEADWAY PADA SIMPANG EMPAT BERSINYAL KOTA MATARAM (STUDI KASUS DI SIMPANG JL. PANCA USAHA – JL. BUNG HATTA DAN SIMPANG DI JL. DR. SUJONO – JL. TGH LOPAN KOTA MATARAM) HASYIM HASYIM; ROHANI ROHANI; MAYA NURFADILLAH
GANEC SWARA Vol 18, No 2 (2024): Juni 2024
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v18i2.877

Traffic flow consists from various types of vehicles, and it requires a conversion value to represent the traffic flow more accurately in terms of the standard vehicle type, namely passenger cars, commonly referred to as Passenger Car Units (PCU). The conversion factor from different types of vehicles to passenger cars is called Passenger Car Equivalence (PCE). In calculating road capacity in Indonesia, the PCE value used refers to Manual Kapasitas Jalan Indonesia (MKJI) 1997.In this study, a method called the time headway method is used to determine the Passenger Car Equivalence (PCE) value. This method involves recording the convoy of vehicle pairs per green time. The time headway value is obtained from the time difference between two vehicles passing a reference line, which is the stop line, calculated from the front bumper of the preceding vehicle to the front bumper of the following vehicle.Based on the research results, the PCE value using the Time Headway method for motorcycles (MC) at a three-phase intersection located at the signalized intersection of Panca Usaha Street - Bung Hatta Street is 0.57. Meanwhile, at a four-phase intersection located at the signalized intersection of Dr. Sujono Street - TGH Lopan Street, the PCE values for motorcycles (MC) and heavy vehicles (HV) are 0.34 and 2.23, respectively. There are differences in PCE values between MKJI 1997 and the results of the Time Headway method calculation for protected-type signalized intersections, which are 0.2 for motorcycles (MC) and 1.3 for heavy vehicles (HV). These differences occur due to changes in field conditions, such as an increase in the number of vehicles in the intersection arms and changes in green time at intersections

PENGARUH BEBERAPA FAKTOR SECARA PARSIAL DAN SIMULTAN TERHADAP PERMINTAAN TRANSPORTASI ONLINE GOCAR DAN GRABCAR DI KOTA MATARAM ROHANI ROHANI; HASYIM HASYIM; SUAEB SUAEB
GANEC SWARA Vol 18, No 1 (2024): Maret 2024
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v18i1.778

Technological developments that occur in the global world today have resulted in changes in the choice of transportation modes in Indonesia, especially in the city of Mataram. Apart from that, the government's inability to provide public transportation has caused people to switch to other transportation that makes it easier and shortens travel time, namely online transportation. Application-based or online transportation services are currently one of the people's choices for traveling. One of the largest and most popular types of online transportation services currently that uses an online system is Gojek and Grab.This study was conducted to determine the factors that influence the demand for online transportation, namely GoCar and GrabCar. The analysis was carried out using multiple linear regression to determine the influence of the variables cost, distance, income, number of family members, ownership of private vehicl and waiting time.From the results of the analysis, it was found that demand for GoCar was partially influenced by cost, distance and income factors. Meanwhile, demand for GrabCar is partially influenced by cost and distance factors. Simultaneously, demand for GoCar and GrabCar is influenced by the factors cost, distance, income, number of family members, private vehicle ownership and waiting time by 81.4%, likewise demand for GoCar and GrabCar is partially influenced by these six factors.

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