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<![CDATA[ANALISIS KINERJA RUAS JALAN AHMAD YANI AKIBAT BANGKITAN PERGERAKAN DI RUKO WAINGAPU SUMBA TIMUR, NTT ]]>
<![CDATA[Indasari Rambu Lubu]]>;
<![CDATA[Dewa Made Priyantha Wedagama]]>;
<![CDATA[Putu Alit Suthanaya]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 19, No. 1, Januari 2015 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[Ruko Waingapu yang berlokasi di ruas Jalan Ahmad Yani merupakan tempat perbelanjaan padat di Waingapu yang tidak pernah sepi setiap harinya dari pengunjung dan pembeli karena menjual barang-barang kebutuhan pokok maupun sekunder yang lengkap. Hal ini mengakibatkan konflik terhadap lalulintas yang berada disekitarnya, yaitu diantaranya terjadinya penurunan kinerja ruas jalan akibat adanya aktivitas kendaraan berhenti atau parkir yang memiliki tujuan ke Ruko, kendaraan yang keluar masuk Ruko serta adanya aktivitas pejalan kaki menuju maupun keluar ruko.Tujuan penelitian ini adalah (1) Untuk menganalisis bangkitan pergerakan yang ditimbulkan oleh aktivitas di depan Ruko Waingapu (2) Untuk menganalisis kinerja ruas Jalan Ahmad Yani saat ini dengan dan tanpa adanya pengaruh bangkitan pergerakan di Ruko Waingapu. Dari hasil analisis diketahui: (1) Bangkitan pergerakan di Ruko Waingapu saat ini pada jam puncak tertinggi terjadi pada pukul 17.45-18.45 WITA yaitu sebesar 147 smp/jam. (2) Hasil analisis kinerja ruas jalan diketahui bahwa kapasitas ruas jalan sebesar 2066 smp/jam dengan derajat kejenuhan sebesar 0,25 pada jam puncak volume lalu lintas dan 0,25 pada jam puncak bangkitan pergerakan. Kecepatan yang terjadi ialah sebesar 13,72 km/jam pada jam puncak volume lalu lintas dan 13,7 km/jam pada jam puncak bangkitan pergerakan. Berdasarkan rasio Q/C dan kecepatan didapat tingkat pelayanan jalan tersebut terletak pada level F.]]>
<![CDATA[TRIP ATTRACTION ANALYSES ON ENTERTAINMENT AND SHOPPING CENTRES IN BALI (CASE STUDY : BEACHWALK SHOPPING CENTRE, MALL BALI GALERIA, PLAZA RENON, LEVEL 21 MALL) ]]>
<![CDATA[D.M Priyantha Wedagama]]>;
<![CDATA[Putu Kwintaryana]]>;
<![CDATA[Ayu Agung Mas Permatasari]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 23, No. 1, Januari 2019 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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DOI: 10.24843/JITS.2019.v23.i01.p06
<![CDATA[Trip attraction model is required to analyse trip characteristics to/from a certain land use so that they are well planned in the future. This study aims to model trip attractions, and to predict the number of existing and for the next 5 years (in 2023 ) of trips to shopping and entertainment centres. The study results show that the trip attraction models to shopping and entertainment centres are Y1 = 283.369 + 0.001 X1 with R2 = 0.772 and Y2 = 366.823 + 2.958 X5 with R2 = 0.974 during peak hours on weekdays. For one day on weekdays, Y3 = 198.98 + 0.422 X3 with R2 = 0.910 and Y4 = 1178.738 + 102.354 X5 with R2 = 0.963. During peak hours on weekends, Y5 = 116.98 + 0.01 X1 with R2 = 0.920 and Y6 = 159.738 + 0.001 X1 with R2 = 0.920. For one day during weekend, Y7 = 18927.554 -0.555 X3 with R2 = 0.929 and Y8 = 764.654 + 85.538 X5 with R2 = 0.972. The study estimates the average trip attractions to shopping and entertainment centres for the next 5 years during peak hours on weekdays are 319 pcu/hour and 451 passengers/hour. For one day trips are predicted as of 8,656 pcu/day and 4,076 passengers/day. Similarly, during peak hours on weekend trips are predicted as of 472 pcu/hour and 116 passengers/hour, for one day are 803 pcu/day with 3,185 passengers/day.]]>
<![CDATA[AIR POLLUTION ON THE EDGE OF PEDESTRIAN PRECINCTS ]]>
<![CDATA[D.M. Priyantha Wedagama]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Vol. 11, No. 2 Juli 2007 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[The Pedestrian Precincts are encouraged by the UK local authorities in order to reduce air pollution, in particular within the city centre. In fact, the pedestrian precincts are surrounded by road traffic which is potential on generating traffic emission. It is a need, therefore, to investigate the effect of traffic emission to air quality in pedestrian precincts. The Haymarket precinct in Newcastle upon Tyne was chosen as a case study in which the influences of traffic emission to this area are investigated. The influences of wind speed as well as the inter pollutant relationship, pollutant relationship to wind speed and traffic flow are also considered. This study also analyses the effect of the pollutant concentration from certain measurement period on people’s health with reference to health related standard. Abstrak: Area khusus pejalan kaki di pusat-pusat kota telah lama dikembangkan oleh pemerintah Inggris untuk mengurangi polusi udara yang diakibatkan oleh kendaraan bermotor. Lokasi area ini dikelilingi oleh jalan raya dengan tingkat lalu lintas yang potensial untuk membangkitkan gas buang kendaraan bermotor. Untuk itu di dalam studi ini dianalisa sejauh mana efek dari gas buang kendaraan bermotor tersebut kepada kualitas udara pada area khusus untuk pejalan kaki tersebut. Haymarket precinct di kota Newcastle upon Tyne, UK dipilih sebagai kasus studi, karena area ini merupakan pusat kota Newcastle dimana pusat-pusat perbelanjaan banyak berlokasi dan selalu ramai oleh pejalan kaki. Variabel-variabel yang ditinjau adalah pengaruh dari kecepatan angin, hubungan antara masing-masing polutan, hubungan antara kecepatan angin dengan polutan, serta volume lalu lintas. Studi ini juga menganalisa efek dari konsentrasi polutan dari beberapa perioda pengukuran terhadap tingkat kesehatan manusia berdasarkan suatu standar yang ditetapkan oleh Organisasi Kesehatan Sedunia (WHO).]]>
<![CDATA[THE RELATIONSHIP BETWEEN URBAN LAND USE AND PEDESTRIAN AND CYCLIST CASUALTIES ]]>
<![CDATA[D. M. Priyantha Wedagama]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Vol. 11, No. 1 Januari 2007 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[Promoting a modal shift to walking and cycling for shorter journeys as well as making these modes safer has been examined by the UK government, practitioners and academics and researchers. It has been found that urbanisation has the effect of increasing casualties to non-motorised road users. This paper examines the relationship between non-motorised transport casualties (in particular pedestrians and cyclists) and urban land use. The study concentrates on characterising the spatial and temporal variation of non-motorised transport casualties and urban land use. More specifically, this relationship is examined spatially and with respect to day and night, and the weekly variation of working hours. Other associated factors, such as land use proportion, population density and junction density are considered to explain the relationship.]]>
<![CDATA[PENGUKURAN TOPOGRAFI DI LINGKUNGAN KAMPUS PROGRAM STUDI TEKNIK SIPIL DI BUKIT JIMBARAN UNTUK KEPERLUAN MITIGASI BENCANA ]]>
<![CDATA[D. M Priyantha Wedagama]]>;
<![CDATA[Putu Alit Suthanaya]]>;
<![CDATA[I Ketut Sudarsana]]>;
<![CDATA[G.A.P Candra Dharmayanti]]>;
<![CDATA[I.A. Made Budiwati]]>;
<![CDATA[A.A. Diah Parami Dewi]]>;
<![CDATA[I Wayan Sudithayasa]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 22, No. 1, Januari 2018 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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DOI: 10.24843/JITS.2018.v22.i01.p07
<![CDATA[Mitigasi bencana adalah suatu rencana atau kegiatan yang dibuat untuk meminimalisir korban jiwa dan kerugian material jika terjadi kebakaran atau musibah lainnya. Salah satu cara untuk mitigasi bencana pada suatu institusi adalah titik berikumpul (emergency assembly point) yaitu sebuah tempat atau lokasi yang digunakan oleh masyarakat atau penghuni gedung untuk berkumpul jika terjadi sebuah bencana. Tujuan studi ini adalah untuk pengukuran topografi dan situasi di lingkungan kampus Teknik Sipil Unud di Bukit Jimbaran. Berdasarkan data hasil pengukuran topografi tersebut maka dapat direncanakan posisi titik-titik evakuasi untuk meminimalisir korban jika terjadi bencana. Penentuan titik-titik evakuasi mengacu kepada Peraturan Menteri PU dan National Fire Protection Association (NFPA). Dengan adanya kegiatan ini Program Studi Teknik Sipil berusaha untuk memberikan pelayanan terbaiknya kepada segenap civitas akademika khususnya dari segi aspek mitigasi bencana. Kata kunci: Mitigasi bencana, Pengukuran topografi, Titik kumpul]]>
<![CDATA[THE INFLUENCE OF INCOME ON HOUSEHOLD CAR AND MOTORCYCLE OWNERSHIPS IN DENPASAR CITY, BALI ]]>
<![CDATA[D. M. Priyantha Wedagama]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Vol. 16, No. 2 Juli 2012 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[Abstract: This study investigates the influence of household income on both car and motorcycle ownerships in the city of Denpasar using a Multinomial Logit Model. The household income is about 61%, 17% and 61% more likely to influence a household owning 1 motorcycle and 1 car, 2 or more motorcycles and 0 car, and 2 or more motorcycles and 1 car respectively than 1 motorcycle and no car. The probability of both car and motorcycle ownerships increases substantially by more than 4% in the next 20 years if household income in Denpasar city rises. This is particulary applied for the household owning 1 motorcycle and 1 car and 2 or more motorcycles and 1 car. The probability of a household owning 1 motorcycle and no car ownership however, drops significantly by almost 10% in the next 20 years if household income in Denpasar city increases. Consequently, the household income significantly influences both car and motorcycle ownerships in the city of Denpasar. A huge number of car and motorcycle uses on the road continously leads to serious transport problems in the city of Denpasar for the next few years. This is related to the negative impacts of transport in particular road safety and environmental impact. Improving the existing public transport and introducing a high quality public transport service within and to/from Denpasar city is urgently required. The fare of such high quality public transport service in Denpasar city however, must be sufficiently low to compete with the cost of riding a motorcycle. In addition, a significant amount of fare subsidy from both local and central government is considerably required]]>
<![CDATA[APPLYING FUZZY ANALYTIC HIERARCHY PROCESS (FAHP) a-CUT BASED AND TOPSIS METHODS TO DETERMINE REGENCIAL ROAD HANDLING PRIORITY (Case Study: Badung Regency - Bali) ]]>
<![CDATA[D. M. Priyantha Wedagama]]>;
<![CDATA[I. B. Rai Andnyana]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Vol. 16, No. 1 Januari 2012 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[This study examines regencial road handling priority using FAHP a-cutbased and TOPSIS methods using Badung regency in Bali province as the casestudy area. The study is restricted to regencial roads under severe conditions.Adoption of these FAHP a-cut based and TOPSIS methods allow the researcher tohave estimation regarding the overall road handling priority considering thedecision makers’s attitude from optimistic to pessimistic situations and decisionmakers’s degree of confidence from under the most uncertain to certaincomparisons. Meanwhile, the previous study has analysed the same case study areausing FAHP extent analysis and TOPSIS methods with no consideration ondecision makers’s attitude and confidence. This study concluded that road handlingdetermination using FAHP a cut based and TOPSIS methods, considering bothpessimistic and moderate situations and highly optimistics situation with uncertainconditions of the decision makers, produced similar top prioty as it used FAHPextent analysis and TOPSIS methods.]]>
<![CDATA[ANALISIS TERHADAP FASILITAS DAN KESELAMATAN PENGGUNA ZONA SELAMAT SEKOLAH (ZOSS) ]]>
<![CDATA[I D G Wahyu Widiatmika H]]>;
<![CDATA[I Wayan Suweda]]>;
<![CDATA[Dewa Made Priyantha Wedagama]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 19, No. 2, Juli 2015 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[Tingginya volume lalu lintas berpengaruh terhadap angka kecelakaan dan yang paling rentan menjadi korban kecelakaan adalah anak-anak sekolah dasar. Salah satu solusi untuk menanggulangi permasalahan tersebut adalah dengan melaksanakan program Zona Selamat Sekolah (ZoSS). Zona Selamat Sekolah adalah lokasi di ruas jalan tertentu yang merupakan zona kecepatan berbasis waktu untuk mengatur kecepatan kendaraan di lingkungan sekolah, sehingga kendaraan yang berada di dalam ZoSS harus berkecepatan rendah untuk memberikan waktu reaksi yang lebih lama dalam mengantisipasi gerakan anak-anak sekolah dasar yang bersifat spontan dan tak terduga. Penelitian ini bertujuan untuk menganalisis kondisi eksisting fasilitas ZoSS, kondisi keselamatan pengguna jalan dengan adanya ZoSS dan kondisi kecepatan pengemudi kendaraan bermotor dengan kecepatan batas maksimum ZoSS. Metode yang digunakan untuk menganalisis kondisi eksisting fasilitas ZoSS dan kondisi keselamatan pengguna jalan dengan adanya ZoSS mengacu pada peraturan Dirjen Perhubungan Darat Nomor SK 3236/AJ 403/DRJD/2006. Sedangkan untuk analisis kinerja ruas jalan metode yang digunakan berpedoman pada Manual Kapasitas Jalan Indonesia (MKJI) 1997. Hasil studi menunjukkan bahwa: (1) Kondisi eksisting fasilitas ZoSS memerlukan beberapa penambahan dan perbaikan sesuai dengan aturan standar. (2) Kondisi keselamatan pengguna jalan dengan adanya ZoSS belum terlindungi sepenuhnya. (3) Pengemudi kendaraan dengan kecepatan di bawah 25km/jam belum tentu mentaati aturan batas kecepatan maksimum pada ZoSS]]>
<![CDATA[THE INFLUENCE OF INCOME ON HOUSEHOLD MOTORCYCLE OWNERSHIP IN BULELENG REGENCY, BALI ]]>
<![CDATA[D. M. Priyantha Wedagama]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 17, No. 1, Januari 2013 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[Abstract: This study investigates the influence of income on householdmotorcycle ownership in Buleleng Regency, Bali using a Multinomial LogitModel. The household income in 2011 is about 15%, 28% and 57% to influence a household owning no, 1 and more than 1 motorcycles respectively. The probability of motorcycle ownership rises substantially by more than 15% for the next 20 years if household income in Buleleng Regency increases. This is particulary applied for the household owning more than 1 motorcycle. In contrast, the probability of a household owning no and 1 motorcycle drops significantly by almost 32% and 14% respectively for the next 20 years if household income in Buleleng Regency increases. A huge number of motorcycles used on the road continuously may lead to serious transport problems for the next few years. This is related to the negative impacts of transport including road accidents and traffic pollution. Improving the existing public transport and introducing a high quality public transport service within and to/from Buleleng Regency is urgently required. The fare of such high quality public transport service however, must be sufficiently low to compete with the cost of riding a motorcycle. In addition, a significant amount of fare subsidy from both local and central government is considerably required.]]>
<![CDATA[THE INFLUENCE OF MOTORCYCLE ON THE CAPACITY OF TWO LANE TWO WAY UNDIVIDED URBAN ROAD LINKS IN DENPASAR, BALI ]]>
<![CDATA[D.M Priyantha Wedagama]]>;
<![CDATA[I Gusti Raka Purbanto]]>
<![CDATA[ Jurnal Ilmiah Teknik Sipil Jurnal Ilmiah Teknik Sipil, Vol. 18, No. 1, Januari 2014 ]]>
Publisher : <![CDATA[Department of Civil Engineering, Udayana University ]]>
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<![CDATA[The proportion of motorcycle in Denpasar city is accounted for by more than 85%. This indicated that motorcycle dominated traffic flows in Denpasar city. Three types of vehicles consisting motorcycle, heavy and light vehicles make up such a mixed traffic condition. This certainly is potential to create traffic problems involving road capacity reduction. This study investigates the effect of motorcycle on capacity of two lane two way undivided urban roads in Denpasar city. Linear regression models were developed for two separate locations consisting mid blocks of Ahmad Yani Road and Hayam Wuruk Road. The motorcycle percentage on Ahmad Yani Road is less scattered than that on Hayam Wuruk Road. Therefore, the relationship between road capacity and motorcycle percentages on Hayam Wuruk Road (R2 = 0.46) is less significant than that on Ahmad Yani Road (R2 = 0.78). Both locations however, suggest the same results. This study found that road capacity decreases as the percentage of motorcycle in the traffic stream increases. The motorcycle equivalent unit (MEU) therefore, is suggested for future study to convert such a mixed traffic condition into a homogeneous condition.]]>
