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IN JANUARY 2010 IN FUKUOKA, JAPAN
The main finding is the new selection transitway corridors using network analysis in GIS integrated with the existing Makassar Busway Project. INTRODUCTION 1. Brawijaya University. namely Makassar. Malang. the metropolitan area plays a role in the transportation hub in eastern Indonesia and sustains economic activities in Sulawesi Island (JICA. the numbers of motorized vehicles (public transports and private vehicles) that operate in the city were about 22. Based on Makassar in figures 2005. Thus.575 vehicles and Takalar regency in figures 2005 were about 13.799 vehicles. INDONESIA The research investigate transport planning processes for the new transitway corridors selection in MAMMINASATA (Makassar. It means the metropolitan area needs more urban facilities and infrastructure to service the metropolitan population (Indonesian Government. USING NETWORK ANALYSIS IN GIS Adipandang Yudono firstname.lastname@example.org Background MAMMINASATA (MAkassar. The purpose of the research is to build new transitway corridors. 2007 in Suara Pembaruan 2007). The high density and volume of land transport that operate in MAMMINASATA metropolitan area causes traffic problems (Sirajuddin. Takalar) metropolitan area in Indonesia using network analysis. the new transitway corridors give a good solution to current and future transportation in study area. Keywords: Sustainable. The total population of the MAMMINASATA metropolitan area in 2003 was 2. TAkalar) metropolitan area (now a newly defined metropolitan area) in South Sulawesi province is recognized as the largest metropolitan area in Eastern Indonesia (JICA. In order to create the metropolitan area to become a sustainable city in the future. Transitway modeling 1. Network Analysis. . for Gowa regency in figures 2005 were about 43. particularly finding the cheapest route in Geographical Information System (GIS). in 2003 a provincial legislation called the “Guideline on Spatial Planning for the MAMMINASATA Metropolitan Area” was enacted (Makkawaru. Maros.com Department of Urban and Regional Planning. namely Maros the capital city of Maros regency. 2005).BUILDING NEW TRANSITWAY CORRIDORS IN MAMMINASATA. SungguMINASA. Thus total motorized vehicle numbers that existed in MAMMINASATA metropolitan area in 2005 were about 98. The metropolitan area consists of one municipality city.06 million and it is projected to become 2. INDONESIA. and the capital city of three regencies. In addition. Furthermore. GIS. this research explores the importance of GIS to analyse transport planning in a real project.88 million people in 2020 (JICA. for Maros regency in figures 2005 were about 18.333 vehicles.063 vehicles. it is recommended to do transport survey in the study area for achieving detailed transport modelling results. 2006). 2005).896 vehicles. These phenomena have encouraged the Indonesia transportation department to force the South Sulawesi province government to make the ideal mass transport system master plan to implement a sustainable city. One of issues in the spatial guideline is innovative sustainable transportation. Sungguminasa. 2005). Sungguminasa the capital city of Gowa regency and Takalar the capital city of Takalar regency (JICA. Maros.SUSTAINABLE TRANSPORT SYSTEM DESIGN . several shortcomings occurred because of a couple of assumptions had used to running the program. in further research. It means. 2006a). As a transport planning simulation. 2005) (See Figure 1 and 2).
2003). For clear classification in network analysis.2 Aim This research will determine the selection of the new transitway corridors in the MAMMINASATA metropolitan area using network analysis in GIS.Figure 1.7 Liniear Flow System Liniear Barries Figure 3. adopt from Hagget’s flowchart. Networks Plannar Nets Non-Plannar Nets Paths Trees Circle/Circuits Cells Source: Hagget . NETWORK ANALYSIS The network has constructed by a set of nodes that represent points in space and time then a set of links which tend to identifies pieces of connectivity (i. Topological classification of networks . Furthermore directed links can be represented as arcs then undirected links represents as edges. Geographic position of MAMMINASATA Figure 2.3 Method The study using Network Analysis in GIS. a network can be referred to as a valued graph. topological classification of networks can be seen in Figure 3. 2003). in Hagget et al. 2. MAMMINASATA Administrative Boundary 1. 1. p. In addition network terms. junctions and edges) also describe the direction of movement (Fischer.e. 1969. there are three components which are builded up the networks. In graph theoretical terminology. a cycle/circuits that represents a path which is connected to itself at the ends: and a tree that represent a network where every node is visited once and only once (Fischer. namely a path that represent a sequence of distinct nodes which is connected in one direction by link.
RAPID BUS TRANSIT (RBT) 3. There is no good service by public transport in Makassar currently 4. The transitway operation standards adopted from busway operation standard. RBT can be integrated into urban and suburban environments in ways that foster economic development and transit and pedestrian friendly design.1 RBT Principal TRB (2003) explained reasons for emphasizing RBT as an attractive mass transit for main public transit modes. • For a given distance of dedicated running way. • RBT can be cost-effective in serving a broad variety of urban and suburban environments. including many CBDs and suburban activity centres. 2003) Other RBT type is transitway. People who live in city at the moment have higher car dependence 2. High frequent accident on the road 6.2 RBT Makassar RBT implementation in MAMMINASATA started from Makassar municipality as the capital city of South Sulawesi province. running ways. They showed there were no negative opinions or very rare problems during busway operations. this emphasizing affects transport issues in developing countries. Furthermore. • RBT can often be implemented quickly and incrementally without precluding future rail investment if and when is warranted. McBrayer (2004) said the lack of image was caused by lack of knowledge of people about RBT. Hopefully. RBT can be defined as “A flexible. the vehicles exist on the road in exclusive lanes that are separated from traffic lanes for others transport modes. 3. but it can be pilot project so that further the service will expand to a whole MAMMINASATA metropolitan area. • Advancements in the practical application of several technologies also make RBT feasible This TRB summary has been supported by Gardner et al (1992) in a busway study in developing countries. This action seems that Makassar is an ambitious city to become a sophisticated city compared to other regions in MAMMINASATA.. Low discipline of Makassar’s people 5. this event does not only show the ego of one regional. • Like other forms of rapid transit. services. rubber-tired rapid-transit mode that combines stations. vehicles. Indirectly. Principally. . RBT is generally less costly to build and equip than rail transit. has created a need for improved transport capacity and access. Said (cited in Dinas Perhubungan Kota Makassar 2006) summarizes the issues into six points: 1. The only unsatisfactory issue was RBT’s lack of image. High air pollution. the difference is the area operational of the transport modes.3. • At the rider ship levels typically found in most urban corridors. and Intelligent Transportation Systems (ITS) elements into an integrated system with a strong positive identity that evokes a unique image. They argue urban population so far assume RBT with local buses in a city that describes both vehicles and streets might be maintained inadequately. There are numerous issues why MAMMINASATA. No balance between vehicle volume and transport infrastructure 3. The busway operates in urban areas but the transitway operates in regional areas.”(TRB. • RBT can provide quality performance with sufficient transport capacity for corridor applications. The summary is: • Continue growth of urban areas. • RBT is well suited to cost-effectively extend the reach of existing rail transit lines by providing feeder services to areas where densities are currently too low to support rail transit. particularly Makassar should implement RBT. the transitway and busway totally have same vehicle characteristic. RBT can have relatively low operations and maintenance costs.
Corridor 6 (Tello – Panakukang Bus station) Taken from the Makassar’s Transport Regional Department report. the RBT project has already started by preparing busway infrastructure first.The first project of RBT in the Makassar municipality has a purpose to analyse and evaluate transformation progress from car dependence orientation to public transport orientation (Dinas Perhubungan (2006). six corridors have been established in Makassar. 1. Corridor 3 (Seaport – Malengkeri Bus station) 4. and income estimation is summarized in Table 1-4. Corridor 5 (Km 4. Makassar busway Operational indicators in Corridor One Type Corridor length Bus stop Average length between two bus stops Planning speed Time to complete one trip Net 14. Corridor 2 (Karebosi – Tanjung Bunga) 3. Corridor 1 (Daya Regional Bus Station – Telkom Pettarani) 2. such as providing a busway lane. Corridor 4 (Daya Regional Bus Station – Pannampu) 5. RBT implementation in Makassar has been organized and regulated in the RBT study framework. The Makassar RBT study framework Today. infrastructure costs.872 18 826 40 67 Set of metre numbers metre km/hours minutes . Table 1.Karebosi) 6. the calculation of the busway operational costs. The study is illustrated in Figure 4 Figure 4. For the first step.
380.500.000 Rp 30.000 Source: Dinas Perhubungan Makassar (2007) Table 3.000 metre cubic (m3) 750.795.000 Passengers/day 2.000.000.000 unit 2.10 Hours/trip 15 Hours/day 15 Km 30 Km 450 Km 45 Seat 3.000 Rp 10.000.000 Rp 2.000 Rp Source: Dinas Perhubungan Makassar (2007) Table 4.000 .555 Rp 106.Headway (stop timing) Busway numbers 4 minutes 17 numbers Source: Dinas Perhubungan Makassar (2007) Table 2.500. Makassar Busway operational estimation costs No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Type Operational bus Duration in 1 trip Trip numbers per-day Corridor Length Return corridor length Total corridor length per-day Bus capacity Bus Operational cost Bus operational cost per-trip Bus operational cost per-day Total (20 Buses) operational cost Others costs Operational cost per-day Operational cost per-month Operational cost per-year Amount Set 79 Rp/ seat-km 1.759.000 Passengers/day 50.650 Rp 1.000. Makassar busway income operational estimation costs No 1 2 3 4 5 6 Type Passengers numbers per-day Passengers trip numbers per-day Ticket fare per-passenger Income per-day Income per-month Income per-year Amount Set of 25.554.100 Rp 34.599.000.000.000 ls 5.500 Rp 5.000.750 Rp 28.000 unit 500.366.600 Rp 863.000 metre 875.000 Rp 100. *) Currency conversion : US$ 1 = Rp10. Makassar busway infrastructure costs NO 1 2 3 4 5 6 7 Object Bus Road widening Busway Separator Bus Stop Bus Station Red carpet Others facilities Set of Cost per set (In Rp) *) unit 50.865.000 metre 100.000 Rp Source: Dinas Perhubungan Makassar (2007) Makassar busway corridors illustration can be seen in Figure 5.000.000.
some roads along the busway corridor need to be widened.Data Source: 1. . It means transport planning principles has been applied in the real project. The planning of Makassar busway corridors If Figure 5 was overlaid with MAMMINASATA land use map. Busway existing corridors one planning in Makassar use the existing road network without any new road construction. a special lane has been provided that is separated from the traffic lanes. in the real project. To summarize. To solve any increasing traffic problems. Makassar Transport Agency 2006 Figure 5. In busway operations. the busway corridor existing planning has been integrated with mix urban and use. Study area aerial photograph 2005 2.
6 metre 4 Seat numbers capacity 46-51 people 5 Stand up on the board 20-25 people Source: Dinas Perhubungan Makassar (2007) .5 – 2. 8 and 9. Source: Dinas Perhubungan Makassar (2007) Figure 6 Makassar busway characteristics Detail Description is shown in Table 5. Makassar busway characteristics No Code Describing Value 1 A Height 3 -3.4 metre 2 B Length 12. Table 5.1 metre 3 C Width 2.The Makassar busway project is described in Figure 6 and the busway station in Figure 7.
Makassar busway station site plan in planning Source : Dinas Perhubungan Makassar (2006) Figure 9 Makassar busway station characteristics . Makassar busway station in planning Source : Dinas Perhubungan Makassar (2006) Figure 8.Source : Dinas Perhubungan Makassar (2006) Figure 7.
the Busway Corridor One project still in progress. . Some preparation for busway operational in Makassar can be seen in Figure 13 and 14. Road profile planning with busway operational plus busway stop In Centimeter Source: Dinas Perhubungan Kota Makassar (2006) Figure 12. The existing road profile in Corridor One In Centimeter Source: Dinas Perhubungan Kota Makassar (2006) Figure 11. some roads have implemented widening processes. In Centimeter Source: Dinas Perhubungan Kota Makassar (2006) Figure 10.The road profile before the busway is operational and with the busway operational can be seen in Figure 10. 11 and 12. Road profile planning with busway operational along the corridor without busway stop At the moment.
This project gives an opportunity to extend new corridors in the metropolitan area.Source: Dinas Perhubungan Kota Makassar (2006) Figure 13. Road widening and busway lane planning In summary. the MAMMINASATA metropolitan spatial plan 2020 which was compiled by the JICA study team has provided excellence analysis and guidance for the development. The Makassar busway station illustration in Daya Source: Dinas Perhubungan Kota Makassar (2006) Figure 14. Therefore. The next chapter network analysis in GIS will be used to determine new corridors. in the future the whole urban and regional planning in the study area will be organised well. Furthermore. . the Makassar Busway Project to support sustainable transportation has already been implemented.
This process is an important step to execute network analysis model. Figure 15.1 Existing road networks preparation To focus only on existing road networks in the study area. Building topology has the purpose to create spatial relationships between connecting and or adjacent features in geographic data layers (ESRI. road hierarchy should be determined in this research. three road classes in the road layers are categorized separately to become a new GIS layer. Before do this step. and national roads. the road hierarchy in Indonesia is divided into local . provincial . and the existing bus stations in study area. a clipping process must be done first. imagery data. Hence. pseudo nodes. cleaning the errors must be completed first. Based on Indonesian Presidential Decree NO. GIS DATA PREPARATIONS FOR PRE-NETWORK ANALYSIS IN GIS To commence network analysis in GIS. 4. a road with 4 lanes is required for implementation. and density. The existing road network clipped with study area layer. land use. Therefore. Based on the road profile for busway planning in the RBT section in Chapter 5. 2000).4. . Two confidential GIS layers preparation will be discussed in detail separately. Two confidential GIS layers must be provided in this research. The next step is building topology. Road hierarchy in the whole study area Figure 16.43/1993. particularly high resolution imagery data will help interpret the study area to recognize objects. Others GIS layers components might be added to support the transport planning analysis. Furthermore. Major road network classification in study area The final step of existing road network data preparation is a building network dataset to create network elements connectivity. main or regency. namely main road. The cleaning consists of clean dangles. For illustration. topography. the first step that should be taken is GIS data preparation. This research uses aerial photographs of MAMMINASATA metropolitan area in 2005 to recognize bus stations. provincial road and national road. The transitway tracks are constructed based on major road characteristics. and double lines. there are three groups required for transitway tracks construction in this project. From these four road classes. Additional GIS layers consist of: Administrative boundary/ study area. see Figure 15 before and Figure 16 after re-classification of major roads. namely: the existing road network in study area.
Open Arcmap 2. Recognizing bus station can easily be interpreted by huge buses or mini buses volumes out of the building. 1. Furthermore.4. the research has been supported by a method to interview local people method.Bus stations in MAMMINASATA metropolitan area Figure 18 Adding layer in Arcmap .2 STEP-BY-STEP This section will provide network analysis procedure step by step to achieve the new MAMMINASATA transitway corridors. Add layer : .MAMMINASATA’S main road and MAMMINASATA network datasets . the long characteristic buildings with huge bus volumes parking can identify that the building is a bus station (see Figure 17). To make sure of the accurate location.2 Existing bus stations preparation This research recognizes bus stations in the study area using aerial photographs interpretation. NETWORK ANALYSIS IN ARCGIS 9. Location of bus stations Source: MAMMINASATA Aerial Photograph 2005 5. Finally. bus station location is signed up as feature points in the GIS layer. Figure 17.MAMMINASATA boundary .
check “Ignore invalid Locations”. Figure 21 Analysis Settings tab in Route’s layer properties . The numbers represent the assumption that in general people to a maximum of 500 meters between two bus stops. open bus station in load from the tab then enter 500 meters in the search tolerance tab. automatically a table of contents will create a route. Then click OK. The search tolerance means finding the network in a radius of 500 meters from the absolute location. Barriers and Routes components 4. In the Analysis Settings tab. choose Only At Dead Ends. in allow U-Turns tab. choose impedance by length (meter). stops and barrier components.3. When clicking New Route. Figure 19 Stops. Figure 20 Load location window 5. This means the transitway only allows doing U-Turns at the bus terminals. In the Load location window.
When opening the table attribute in route layer. This case did not use a barrier. the new transitway corridors selection which are created by network analysis give a good simulation. 8. It is because when do an overlaying of the new corridor with existing Makassar busway corridors (see Fig. but it can improve the quality of living places. namely: • GIS is not only a technology. 6. Figure 22 The final result of network analysis modelling 7. Chapter 7 provides details of this extension of the analysis.8 in Corridor 1 and Corridor 3) . it will integrates very well. The final result shows the new route (See Appendix A for the final simulation map). particularly selecting new corridors for a transitway in MAMMINASATA. . they integrate each other. CONCLUSION A sustainable transport model that is proposed in this project is a mass rapid transit model. There are two key messages emerge from this research. 5. particularly in the transportation sector in this research.6. possible passenger numbers who will use transitway. This reason is because the corridor has a permanent and fixed track. Selecting the transitway corridors using network analysis methods in GIS. Examining the new corridors using transport modelling for exploring transitway system. • GIS is a strategic decision making support tool. Overall. transitway infrastructure and operational costs. this research project activity has aimed to show the importance of GIS analysis in urban and regional planning analysis. it will display total route length Figure 23 Route’s table attributes To sum up. A transport planning analysis in this research has a two step sequence: 1. and finally determining the transitway ticket fare per-person. To understand how GIS analysis is very useful to solve urban and regional issues. Furthermore. if the new corridors overlays with land use. 2.
“Studi Transformasi Moda Angkutan Umum di Kota Makassar”. The survey results become important data to implement for transport modelling. Bus Rapid Transit Volume 1: Case studies in Bus Rapid Transit. JICA report.bisnis. Pergamon.com/servlet/page?_pageid=477&_dad=portal30&_schema=PORTA L30&pared_id=441632&patop_id=O04  McBrayer. in English “Busway” is the first priority to solve congestion in Makassar. Dictionary of GIS Terminology. Makassar. Therefore. Transport Research Circular: 9th National Light Rail Transit Conference. UK. during the research. different currencies between Indonesia and Australia caused an in accurate result to determine the costs. Handbook 5 Transport Geography and Spatial Systems. Indonesia. Vienna University. 1992. Transit Cooperative Research Program Report 90. The key recommendation that emerges from this research is that the MAMMINASATA metropolitan government should implement transport survey activities. Public transport modes study in Makassar municipality. . Appropriate mass transit in developing cities. 2006. 2003  Japan International Agency Cooperation (JICA). 2007 viewed on 20th August 2007 in http://www. also determining ticket fare is recommended using detailed formula in project management field REFERENCES  Dinas Perhubungan Kota Makassar. Button K. Indonesia.DB. Makassar. modal choice and trip generation variables.  Gardner G and Kuhn F.  Sirajuddin A. USA. . presentation material. Blurring the Light Rail Transit-Bus Rapid Transit Boundaries-Rapid Light Transit. 2004. particularly when determining trip generation. viewed on 21 August 2007 in http://www. MM. Transport Research Laboratory. Makassar. ESRI Press. 2005  Makkawaru S. some shortcomings have been identified. with these variables should be considered seriously. USA. 2000  Fischer. 2006  Environmental Systems Research Institute (ESRI). Sulsel segera wujudkan kota metropolitan MAMMINASATA in English South Sulawesi Province immediately will implement MAMMINASATA metropolitan area.suarapembaruan. In infrastructure and capital cost calculation. such as limited information and data affected an accurate analysis. 2003 . Indonesia in English Makassar’s Transport Agency. Materi presentasi. trip distribution. USA. Haynes K and Stopher P (eds).com/News/2007/04/30/  Transportation Research Board (TRB). Integrated Spatial Plan for The MAMMINASATA metropolitan area report. further research. 2006. GIS and Network Analysis.• • On the other hand. Washington DC. “Busway” Prioritas atasi kepadatan di Makassar. These limitations occurred due to numerous variables. Austria in Hensher D.
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