PRASARANA TRANSPORTASI

(Mendeskripsikan 10 Jurnal Internasional )

Oleh :
MUH IDHAM
E1A116028

JURUSAN S1 TEKNIK SIPIL

FAKULTAS TEKNIK
UNIVERSITAS HALU OLEO
KENDARI
2019
 10 JURNAL INTERNASIONAL

1. Doina Popescu Ljungholm

a) Title
Autonomous Car Regulation in the Smart Transportation Infrastructure: Ethical Issues,
Legal Liabilities, and Privacy Concerns
b) VARIABLE
The issue is who should be held legally responsible for the harm brought about by self-
driving cars. (De Bruyne and Werbrouck, 2018) As it is at the moment infeasible to fully
test for and get rid of all autonomous vehicle errors, and because of the more wide-
ranging social convenience the technology is ready to provide, litigants may experience
evidentiary matters in substantiating that the manufacturer’s proof was groundless.
(Mackie, 2018) Deficiency in regarding self-driving mobility technology as an applied
system that will re- configure society undiscerningly may cause complex public changes.
(Blyth, 2019) Self-driving car users should be protected from illegal breaches of privacy.
c) METHODS
Using and replicating data from AUVSI, Black & Veatch, Ipsos, Perkins Coie, and Pew
Research Center, I performed analyses and made estimates regarding expected impacts of
autonomous vehicles on aspects of the urban environment and transportation system
(safety, vehicle miles traveled tax, equity (mobility), sprawl, cars on the road, energy use,
employment, walking and biking, congestion, equity, employment (transportation),
segregation, transportation costs, transit ridership, pollution, and municipal revenues), %
of U.S. adults who say it will take less than 10 years/10 to less than 50 years/ 50 to less
than 100 years/100+ years for most vehicles on the road to be driverless, factors that will
influence organizations’ pursuit of autonomous vehicle initiatives (policy, infrastructure,
incentives, public transit, design planning (reuse of city assets), and serving as a testbed),
and how the adoption of autonomous vehicle technology will affect product liability risks
for manufacturers of self-driving cars and their components. Data were analyzed using
structural equation modeling.
d) CONCLUSION
Autonomous vehicles can bring about cost-effectiveness, improve citizens’ standard of
living (Androniceanu, 2017; Blennerhassett, 2018; Furey, 2017; Katz, 2018; Macháček,
2017; Nica, 2017), and further beneficial conse- quences on the environment. (Roe, 2019)
Liberation of the car user may generate constraints in portioning out space and generating
vulnerability of the occupants, protection of the driver may bring about a deprivation of
structural integrity of shared area (Bolton et al., 2018; De Gregorio Hurtado, 2017;
Hardingham et al., 2018; McQuay, 2018; Meilă, 2018; Regnerova and Regnerova, 2017),
while customer convenience may result in a decrease of privacy. (Blyth, 2019) Product
 liability arrangements may gain relevance taking into account that the driver’s negligence
as a determinant of harm will become to a smaller extent plausible with the expansion of
autonomous systems. (De Bruyne and Werbrouck, 2018)

2. Alice Shiu, Raymond Li and Chi-Keung Woo

a) Title
Economic Growth and Infrastructure Investments in Energy and Transportation: A
Causality Interpretation of China’s Western Development Strategy
b) VARIABLE
presents the panel unit root results for the Western and non-Western regions by period.
The Levin-Lin-Chu test assumes a common unit root process across provinces while the
Im-Pesaran-Shin test allows the individual unit root processes to vary across provinces.
The LevinLin-Chu test rejects the unit root hypothesis for all series in all regions, while
the Im-Pesaran-Shin test rejects the same hypothesis in all cases except energy
investment in the Western region. This preponderance of evidence allows us to perform
the causality tests on the premise that all data series are stationary.
c) METHODS
To provide an economically meaningful interpretation of our econometric results, we
develop a simple model of production capacity constraints to explore how GDP and ETI
may move with each other.7 To account for other possible variables which exist in the
economy, this model is based on the following transformation function that is conditional
on H=other inputs
d) CONCLUSION
This paper offers a causality interpretation of China’s WDS. Our finding of capacity
constraints absent in the pre-WDS period but not the post-WDS period supports that the
WDS was implemented in dealing with the capacity constraints through ETI expansion,
reflecting the central government’s policy of Coordinated Development (2000-present) to
achieve a more even growth pattern for all provinces.

3. Bishal Bhakta Kasu1 · Guangqing Chi

a) Title
The Evolving and Complementary Impacts of Transportation Infrastructures
on Population and Employment Change in the United States, 1970–2010
b) VARIABLE
Population change and employment change are the dependent variables, and they are
expressed as the natural log of the current value over the past value. The natural log helps
to achieve a bell-shaped distribution and better linearity with the independent variables.
There are three independent variables: railroad terminal density, highway density, and
airports. Railroad terminal density1 is measured by dividing the number of terminals by
 the square root of the county area. For this study, we focused on freight rails for
simplicity; passenger rail terminals were excluded because they have relatively much
lower impacts on regional economy than freight rails in the U.S. According to Rodrigue
et al.
c) METHODS
This study examines the demographic and economic impacts of transportation
infrastructures on population and employment change from 1970 to 2010 in the
continental United States at the county level. We focus on only three major transportation
infrastructures: railroads, highways, and airports.
d) CONCLUSION
The findings of this study show that transportation infrastructures do not have uniform
impacts on population and employment change, which echo findings of existing studies.
The associations of the three major transportation infrastructures with population and
employment are dynamic. Transportation infrastructures have all forms of relationships—
negative, neutral, and positive—with population and employment change. Railroads act
as a distributive factor, highways take a facilitator role, and airports behave like growth
poles. This is because transportation infrastructure has a cycle of impacts—newer
infrastructure usually has direct impacts while mature infrastructure has indirect impacts.
Further, the three major transportation infrastructures complement each other in
providing accessibility and impacting population and employment change.

4. Jungwoo Cho, Myoungsoon You and Yoonjin Yoon

a) Title
Characterizing the influence of transportation infrastructure on Emergency Medical
Services (EMS) in urban area—A case study of Seoul, South Korea
b) VARIABLE
Distributions of citywide area and population coverage are shown in Fig 4, with travel
time threshold k increasing from 1 to 12 minutes. Baseline results of traveling at speed
limit show that 75% of city area and population is covered within 2 minutes, and nearly
100% is served within 5 minutes in both categories. When varying traffic scenarios are
applied, we find that between 5 and 6 minutes are required to cover 75% of the city on
average, and more than 11 minutes are required to serve nearly 100% of city area and
population. Considering the 5-minute EMS travel time target, the probability of missing
the target is 34.5% for the area and 33.6% for the population on average. In the following
section, breakdown analysis of district-wise performance is presented using k = 5
minutes.
c) METHODS
Analysis is carried out in two steps as illustrated in Fig 1. In the first step, the 21 link-
wise speed profiles are generated using historical speed data, which represents speed
 variation in three times of day and seven days of week periods. Speed profiles are
imposed on the road network topology using GIS, in which the study area is partitioned
into 100m by 100m grids to allow flexibility for further analyses. Both geographical area
and population coverage are calculated based on the shortest-time routes on the actual
road network, and coverage is summarized at the citywide and district-wise level. In the
following step, performance analysis is conducted based on the proposed Loss of
Serviceability due to Traffic (LoST) index, and the elasticity between the area and
population reduction is measured.
d) CONCLUSION
In this paper, we proposed a framework to characterize the influence of traffic fluctuation
to EMS first response serviceability in highly urbanized area, and conducted a case study
in the city of Seoul, South Korea. Total of 21 traffic scenarios representing the three
time-of-day and seven day-of-week variations are generated based on the actual historical
traffic data, and imposed on transportation network topology. In addition to adopting the
commonly used kminute coverage concept to evaluate the EMS serviceability, we
proposed to include and compare the population coverage as well. The Loss of
Serviceability due to Traffic (LoST) is proposed to measure reduction in coverage, and
the gap between area and population coverage is analyzed based on the concept of
elasticity.

5 Raquel Martins Lana1, Marcelo Ferreira da Costa Gomes, Tiago Franc¸aMelo de Lima,
NildimarAlvesHono ´rio, and, Cla ´udia Torres Codec ¸o2.

a) Title
The introduction of dengue follows transportation infrastructure changes in the state of
Acre, Brazil: A network-based analysis
b) VARIABLE
From 2001 to 2012, the overall flow of passengers to Acre increased from about 50,000
to more than 150,000 passengers per year. During this period, the main states of origin
for travelers to Acre were Distrito Federal (DF), Rondo ˆnia (RO), Amazonas (AM) and
São Paulo (SP) (Fig 1). Meanwhile, the states of Rio de Janeiro (RJ), São Paulo, Minas
Gerais (MG) and Bahia (BA) had the highest dengue cases recorded. As discussed in the
methods section, the probability of case importation to Acre is a combination of both the
number of travelers and dengue activity. Fig 2 shows the probability of dengue case
importation into Acre from 2001/2002 to 2011/ 2012. It reached ca. 70% in 2001/2002,
reducing to its lowest level (38%) in 2003/2004, steadily increasing to ca. 100% from
2004/2005 to 2007/2008, remaining so until the end of the study period. The north region
was found as the main source of dengue cases to Acre, in particular, the neighboring state
of Rondo ˆnia (RO), followed by the center-west (Distrito Federal-DF and MatoGrosso-
MT), southeast (Rio de Janeiro-RJ and São Paulo-SP), and northeast (Ceara ´CE). The
 contribution of Rondo ˆnia, Distrito Federal and MatoGrosso to the exportation of dengue
to Acre was mainly associated with the flow intensity between these states while that of
Rio de Janeiro and São Paulo was a result of the combination of moderate flow intensity
and high rates of dengue activity. Others states such as Tocantins (TO), Roraima (RR)
and Amapa ´ (AP) in the north, Maranhão (MA), Piauı ´(PI), Paraı ´ba (PB) and Alagoas
(AL) in the east and all states in the south region were unlikely exporters of dengue cases
to Acre due to the combination of low flow and low dengue activity.
c) METHODS
Available data regarding the presence ofAe.aegyptiin the 22 municipalities of Acre was
obtained from the Ministry of Health (MH) and internet bulletins. Although MH has
implemented the household larval survey (LI) and the Rapid Assessment of Infestation
byAe.aegypti(LIRAa) since 1996, not all municipalities adhered to the protocol at the
same time. We searched the available information to identify the year in which the
presence of the mosquito was confirmed for the first time in each municipality. It is
important to note, however, that this information can be incomplete for some cities, and
the first detection does not necessarily imply that the mosquito was not present before
d) CONCLUSION
Overall, with this study, we understand that the determination of vulnerable and receptive
localities for dengue in the state of Acre is essential for an effective action of
entomological and epidemiological surveillance. It is fundamental that all municipalities,
especially those with a roadway link, systematically monitor mosquito infestation, which
is not currently the case. In addition, favorable conditions for mosquito development are
present in Acrean municipalities, with low coverage of services, climate and increased
urbanization [25], which probably impacts on the availability of breeding sites
forAe.aegyptiand its establishment. Acre has a humid equatorial climate, which may
contribute to the transmission of the dengue virus occurring throughout the year.
According to [50], the mosquitoes of the region have the vectorial competence to transmit
the DENV-2. Unfortunately, we did not find more biological information on the mosquito
populations of Acre. We can conclude that Acre is a state at risk of major dengue
epidemics, with entire populations susceptible to all serotypes of the disease. Due to the
limited data and number of municipalities, our analysis is more descriptive/qualitative
than quantitative. Nonetheless, we believe that the descriptors discussed here as well as
the methodological approach has proved a valuable way to assess invasion risk which can
be easily expanded to larger areas—conditioned on data availability –, allowing for a
more quantitative analysis..

6. Rudra P. Pradhan, BeleSamadhan and ShashikantPandey

a) Title
Transportation- Communication Infrastructure and Economic Growth: The Panel VAR
Application
b) VARIABLE
Given that each variable is integrated of order one, we test for panel cointegration using
Engle and Granger’s (1987) two-step test procedure: first, estimating the long run model
specified in equation (4) for obtaining the estimated residuals; and second, to check
whether the residuals are stationary. If ζit are stationary, we can conclude that the two
series are co- integrated. As the empirical findings show, all the statistics (Pedroni, 2000)
significantly reject the null hypotheses of no cointegration and obtain a strong evidence
of integration among the series. Hence, it can be concluded that TCI and GDP move
together in the long run, which indicates that transport-communication infrastructure can
facilitate the economic growth of 34 OECD countries and vice versa. That means it
concludes that there is a long run equilibrium relationship between transport-
communication infrastructure and per capita economic growth
c) METHODS
The focus of the analysis is to investigate the causal relationship between public
expenditure on transport-communication infrastructure and economic growth. The
variables used in this paper are public investment in transportcommunication
infrastructure and per capita GDP†. The data are obtained from World Development
Indicators, World Bank, Washington. It consists of annual observations from 1960-2012
for 34 OECD‡ countries. The variables incorporated in the panel VAR model are used in
natural logarithmic so that their first differences approach the growth rates. The
descriptive statistics and correlation of these data is presented in Table 2. The correlation
matrix provides signal that the relationship between transport-communication
infrastructure investment and economic growth are positive and significant. However, the
present study looks for this evidence by the cointegration and causality analysis. It simply
tries to assess the importance of infrastructure development to economic growth, by
investigating whether the development of infrastructure sector has contributed to
economic growth, or whether the expansion of infrastructure sector is simply a
consequence of rapid economic growth.
d) CONCLUSION
Figure 1 can reflect the feedback loop of transport-communication infrastructure and
economic growth. That means governments have to make corresponding transport-
communication infrastructure policies to achieve economic goals on the analysis of
evaluating transportation and communications network. Over and above, the findings
suggest that increased economic growth can induce additional investment in
transportcommunications infrastructure because of the high income elasticity of
transport-communication usage. It also suggests that investment in
transportcommunication infrastructure may prove to be a critical tool for enhancing
economic growth and closing the developmental gap in OECD countries. So the paper
complements the previous studies by providing more robust results on the causal
 relationships between transportation- communication infrastructure investment and
economic growth.

7. Philip S. Chodrow1, Zeyad al-Awwad, Shan Jiang, and Marta C. Gonza ´lez

a) Title
Demand and Congestionin Multiplex Transportation Networks
b) VARIABLE
Forvery low β ,we observe theexisten ceofalimiting behavior,in which 58% oftotal flow
occurson themetr one twork.Because it persistsun derfurtherin crease sinmetro speed,the
limiting distribution eflects the fundamental geometri calrelation ship between the metro
networkand the streetnetwork :compared tothestreetn etwork,themetr one twork’s
spatialreach islimited. Theremaining 42% offlowisirre ducible byincreasesi
nmetrospeed,and reflects flowd uetotravelto andfrommetr ostops,ortripsfo rwhichi
twouldtakelongertodriveto andfrommetrostopsthanitwouldtodrivedirectlytothedestination.
c) METHODS
Inorder toanalyze the dependen ceofmulti plexdy namicson the metrolayer, weperformed
the above assignment for varyingmetro speeds. Following ,wemodel the metro asane
twork with mean speed vc/β, where speed on the street layer under conges tionint
heabsen ceofame trolayer. Lower valueso fβ corres pondto fastermetros. For
example,atβ=0.5,the metrorunsat 76km/hr, which is twice
themeanspeedofthestreetlayerwithoutametro.BasedontechnicalspecificationsforRiyadh
andpreviousmeasurementsofoperationalmetrosystems[31],weestimateanaverageeffective
metrospeedof47km/h,whichcorrespondstoβ=38/470.8.
d) CONCLUSION
Whileincreasesinmetrospeedinourmodelleadtosteadydecreasesintotaltraveltime,
theenvironmentalbenefitsofextremereductionarelimited,asmostofthebenefitisachievedfor
metrospeedsaroundβ=0.6,whichisonlyslightlyfasterthanourestimatedrealisticspeed.
ThiscorrespondstoanadoptionlevelofJm =39%,whichisjusttwothirdstheadoptionrateof
a“teleporter”metrowithverylowβ.Thisfindingsuggeststhatextremelevelsofadoptionmay
havefewerenvironmentalbenefitsthanmightotherwisebeexpected.Whilemoresophisticated
modelingisnecessary,itisintriguingthatsomesubwaysmayalreadybeoperatingat
speedsclosetooptimalformitigatingtheimpactofcommutingtrafficonemissions.

8. MihaiCostea, Cristian-ValentinHapenciuc, and Gabriela Arionesei

a) Title
The general transport infrastructure - a key determinant of competitiveness of tourism in
romania and cee-eu countries
 b) VARIABLE
From the data obtained by the latest World Economic Forum Report from the year 2015,
regarding the Travel and Tourism Competitiveness Index (TTCI), Romania is at the 66th
position from 141 countries, while Bulgaria its direct competitor is in the 49th position. If
we relate to pillars (air transport infrastructure) and (land and port infrastructure) of
tourism competitiveness, we will see that Romania is by far the lowest placed country in
the regional classification, especially from the point of view of land and port
infrastructure
c) METHODS
In order to analyse the disparities from the point of view of the transport infrastructure,
we chose for comparison eleven countries: Romania, Estonia, Lithuania, Latvia,
Slovakia, Slovenia, Hungary, Poland, the Czech Republic, Croatia and Bulgaria. Starting
from the terminology proposed by the Organization for Economic Cooperation and
Development – CEE, referring to the countries from the Central and Eastern Europe, we
chose to refer in the study to the listed countries as CEE-EU countries, namely member
countries of the European Union, situated in the Central and Eastern Europe. The
comparative analysis was based first on the data obtained by the World Economic Forum
through the Travel and Tourism Competitiveness Report, 2015. Practically, we chose to
use the data regarding the Travel and Tourism Competitiveness Index (TTCI) and focus
strictly on the pillars that assess air transport infrastructure and the land and port
infrastructure. In order that the analysis is as complete as possible, we chose to process
the data available from The National Institute of Statistics from Romania regarding the
situation of public roads and EUROSTAT regarding the number of kilometers of
highway or the length of railroads. In order to ensure comparability, the data obtained
was processed with the help of Microsoft Excel, version 2007.
d) CONCLUSION
The development and implementation of projects with European funding that take into
account the improvement of priority problems that the Romanian tourism industry is
faced with may constitute a viable solution for the revitalization of Romanian tourism.
But, at present the level of these projects is very low, Romania being one of the countries
which are faced with a low rate of absorption of funds with European funding. The slow
economic evolution of ex-communist countries, like Romania, can be ascribed to the
galloping evolution of corruption, a phenomenon that both Romania and Bulgaria were
faced with in the last two decades and which affected the credibility of the two countries
internationally, reducing also the attractiveness for direct foreign investments and the
efficiency in attracting European funds.

9. Md. FaruqueHossain

a) Title
Invisible transportation infrastructure technology to mitigate energy and environment
 b) VARIABLE
Based on the mathematical modeling described above, I have performed load resistant
factor design (LRFD) calculation considering the following equation and selected W24 ×
84 beam which is the continuous maglev underground runs (metal track guideway) that
need to be structurally sound to carry enough current, load, and levitate force of the
vehicles.
c) METHODS
In order to present maglev transportation infrastructure modeling, I have formulated the
following calculation by using Matlab software in terms of (1) guideway model system
by adopting Bernoulli-Euler beam equation of series of simply supported beams; (2)
Calculation of magnetic forces for uplift levitation and lateral guidance with allowable
levitation and guidance distance considering lateral vibration control LQR algorithm,
tuning parameters, and Maglev Dynamics.
d) CONCLUSION
Traditional transportation infrastructure construction throughout the world is not only
expensive, but also consumes 5.6 × 1020 J/yr (560 EJ/yr) fossil fuel each year which
indeed dangerous of a cliché when discussing about climate [33, 34]. To mitigate these
problems, better infrastructure transportation planning is needed to be done where
environmental sustainability and climate adaptation are to be confirmed for the creation
of communities more resilient and vibrant. Interestingly, the Maglev Infrastructure
Transportation technology proposed in this article, for urban infrastructure transportation
system, implicated by electromagnetic and superconducting magnets will, thus, be the
emergent technology in modern science to console infrastructure, energy, and
environmental dire straits, just because this technology is cheaper and will run by
repulsive-force and attractive-force at the levitated (flying) stage while it will run on
maglev system and will run by air (wind energy) while it is on non-levitated area without
consuming fossil fuel. Indeed, this new maglev infrastructure transportation system
would be the innovative technology ever to console infrastructure, transportation, energy,
and global warming crisis.

10. Anastasia Roukouni, Cathy Macharis, Socrates Basbas, Basil Stephanis&George Mintsis

a) Title
Financing urban transportation infrastructure in a multi-actors environment: the role of
value capture
b) VARIABLE
All steps of MAMCA for this specific case are addressed2 and discussed in this section,
except from step 7 (implementation of the results), as it is beyond the scope of the paper.
This is a research paper aiming at the examination of a potential introduction of VCF
policies in Greece – which is not currently in the agenda of transportation projects’
financing inGreece.Therefore,themainfocusofthepaperiftheprocess that should be
 followed prior to the implementation phase in order to select the most suitable financing
scheme based on the VCF concept.
c) METHODS
The methodology is unique in its field, as it includes indepth involvement of all relevant
stakeholders and reveals their way of thinking . Some of the classic MCDA methods
were extended to support group decision - making, creating hence the so-called Bsecond-
generation^ MCDA methods or Multicriteria Group Decision Making (MGDM)/
GroupDecisionSupportMethods(Systems)(GDSM(S)).For
instance,theAnalyticHierarchyProcess(AHP)wasextended by Saaty and PROMETHEE
(Preference Ranking Organization METHod for Enrichment of Evaluations) by Macharis
et al. A critical aspect of MAMCA that differentiates it from the rest GDSM, is that in
MAMCA, every stakeholder group has its own criteria set, which correspond to the
groups’ objectives, while in most GDSM, all stakeholders have exactly the same criteria .
The realization thattheyareincludedinacomprehensiveevaluationcanwork as an incentive
to the stakeholders, stimulating them to pay more attention to their judgments
d) CONCLUSION
This paper introduces the MAMCA as anex- ante evaluation method for different VCF
mechanisms for urban transportation infrastructure. MAMCA emerges as a robust
methodology forthi sassessmen tanditap pearsto capable of dealing with the VCF
complexity and multidisciplinary nature. The analysis and synthesis of the obtained
results revealed very interesting observations concerning the degree of acceptability of
innovative financing policies based on the value capture concept and highlighted the
benefits as well as the limitations through the eyes of those who will have an impact on
(or be affected by) a potential future implementation of thosepolicies .Furthermore,
noteworthy similarity esbutal socontra dictions among stakeholder groups emerged,
highlighted by the different criteria used for each group.