Kesan Masa Perjalanan Bas dan Bayaran Tempat Letak Kereta Terhadap Penggunaan Pengangkutan Awam di Putrajaya

2013 ◽  
Vol 61 (1) ◽  
Author(s):  
Muhamad Nazri Borhan ◽  
Riza Atiq Abdullah O. K. Rahmat ◽  
Amiruddin Ismail ◽  
Norliza Mohd Akhir
Keyword(s):  
Public Transport ◽  
Response Rate ◽  
Regression Method ◽  
Measure Data ◽  
Work Place ◽  
The Public ◽  
Logistic Regression Method ◽  
Core Areas ◽  
Mode Of Transport ◽  
Bus Travel Time

Putrajaya is a unique Malaysian city from a transport policy perspective because of its explicit goal to achieve a 70% share of public transport to its core areas. However, the current modal split between public transport and private transport is 15:85. One possible way to reduce the use of cars is to promote people to use public transport as a primary mode of transport. In order to evaluate the effects of this measure, data were collected from the workers who travel by car to work place in Putrajaya. A total of 290 respondents completed a questionnaire with a response rate of 58% (out of 500 distributed questionnaires). Logistic regression method has been used to analyze the factors that influence users to switch their trips mode to shift to public transport. It is concluded that with reducing the bus travel time and implementing parking fee will directly affect the use of the public transport facility.

scholarly journals Travel Pattern and Fear of Crime among Women Commuters

2018 ◽  
Vol 3 (7) ◽  
pp. 131
Author(s):  
Rohana Sham ◽  
Syed Hassan Khalifah Soltani ◽  
Mashita Sham ◽  
Suhana Mohamed
Keyword(s):  
Public Transport ◽  
Fear Of Crime ◽  
Publishing House ◽  
Working Women ◽  
Work Place ◽  
Travel Pattern ◽  
Vulnerable Group ◽  
The Public ◽  
Routine Basis ◽  
International Publishing

The design of the public transport as to meet working women’s travelling needs is still lacking in Malaysian urban scenarios. Having that in mind, the increasing crime rate among these vulnerable group in urban area had further increase their level of fear while commuting to work. This is especially true for many working women who have no choice but to travel using public transport to their work place on a routine basis. To further investigate the factors of women travel pattern that affect the fear level among these vulnerable group of commuters, time and age were considered in this study. Keywords: Travelling  pattern; Age of  travellers; Time of  travelling; Women Commuters;Fear of Crime eISSN 2514-7528 © 2018. The Authors. Published for AMER ABRA cE-Bs by e-International Publishing House, Ltd., UK. This is an open-access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia.

scholarly journals Demand estimation of bus as a public transport based on gravity model

2018 ◽  
Vol 162 ◽  
pp. 01038 ◽  
Author(s):  
Noor Asmael ◽  
Mohanned Waheed
Keyword(s):  
Public Transport ◽  
Travel Demand ◽  
City Size ◽  
Car Ownership ◽  
Load Factor ◽  
Limited Data ◽  
The Public ◽  
Public Transport System ◽  
Mode Of Transport ◽  
Public Mode

Bus as a public transport is a suitable service to meet the travel demand between any two zones. Baghdad faced with severe traffic problems along with the development in city size and economy. Passengers have to wait lots of time during commutation to work because of the serious traffic jams. In the last years, rate of car ownership has increased as income levels have gone up and cars have become a preferable mode of transport. Bus, as the only public mode of transport available, is suffering from inconvenience, slowness, and inflexibility. A big emphasis must be given to the public transport system because it introduces an active utilization of limited resources, energy and land. This study determines the demand of public routes for buses using boarding / alighting values to generate a model and assign these demand values to the bus network. Five public routes were selected to collect the required data. Ride check and Point check survey was conducted for each selected route. The results of this study were public demand assigned to the selected bus routes, dwell time, load factor and headway. It is observed that R1 and R3 have the heaviest travel demand; they need special study to improve bus performance and make better transit. The model developed with only limited data available to predict travel demand will assist transportation planners and related agencies in decision making.

scholarly journals Optimization of Urban Public Transportation System in Vijayawada - A Case Study

2018 ◽  
Vol 7 (2.1) ◽  
pp. 63
Author(s):  
Shyam Prakash Koganti ◽  
Kommineni Hemantha Raja ◽  
Sajja Satish ◽  
M Sai Narendra
Keyword(s):  
Public Transport ◽  
Public Transportation ◽  
Public Transit ◽  
Vehicle Ownership ◽  
The Public ◽  
Transport Project ◽  
Travelling Time ◽  
Mode Of Transport ◽  
Major Factors

The recent scenario of Public transportation in most of the Indian cities shows only 20% to 30% of the total passengers utilizing any public transit as their mode of travel. Rapid growth in vehicles population has put enormous strains in all urban roads in Vijayawada, due to high vehicle ownership and poor supporting public transport facilities specially in the cities where the population is between 1 to 2 million. With more private vehicles on roads, pollution as well as congestion levels in the cities are also expected to increase. The major factor is very low ridership in public transport due to poor service quality and more travelling time. Hence there is a need to make the public transit a favorable mode of transport for the passengers. This study is concerned of assessment of public transport demand for Vijayawada and identifies the major factors for poor ridership with estimation of the probable shift of personal vehicle users to bus due to the increase in its level of service also identifies ways to account qualitative factors in the public transport project evaluation by adjusting travel time values to reflect comfort and convenience.  

scholarly journals Faktor-Faktor yang Berhubungan Dengan Kunjungan Ibu Dengan Balita ke Posyandu

2019 ◽  
Vol 5 (2) ◽  
pp. 79-83
Author(s):  
Alfrida Fitriyah ◽  
Niken Purbowati ◽  
Willa Follona
Keyword(s):  
Short Distance ◽  
Health Workers ◽  
Regression Method ◽  
Positive Thinking ◽  
Related Factors ◽  
Cross Sectional ◽  
The Public ◽  
Logistic Regression Method ◽  
Cross Sectional Design

Posyandu is useful to empower communities and to provide the easiest of obtaining basic health services. The objectives of this study was conducted to determine the related factors with the toodlers visits to Posyandu in the Working Area of Health Center Pegangsaan Dua B, Kelapa Gading, North Jakarta in 2018. This study was an analitic descriptive with cross sectional design. There were 75 samples of toddlers mothers randomly chosen in 6 Posyandu. The results obtained are well behaved toddler mother as much as  68%.  There are four variables that were statistically related with the behavior visits to Posyandu namely: there were more on good knowledge, short distance, and positive thinking to cadres and health workers.   Multivariate   analysis   with   prediction   logistic   regression   method produces dominant variable that is distance, and become confounding is role of cadre. It is further recommended to perform and improve the monitoring of health promotion efforts with direct supervision to Posyandu and provide conseling to the public about the existing activities in Posyandu.

scholarly journals Commuting behaviours and COVID-19

2020 ◽  
Author(s):  
Deirdre Harrington ◽  
Michelle Hadjiconstantinou
Keyword(s):  
Public Transport ◽  
Online Survey ◽  
Environmental Benefits ◽  
Free Form ◽  
Transport Mode ◽  
The Public ◽  
Facilitators And Barriers ◽  
Uk Government ◽  
Mode Of Transport ◽  
The Uk

The UK Government restrictions on non-essential work in response to the COVID-19 pandemic has meant that millions of working aged-adults were forced into an unplanned change of lifestyle. We aim to present data on changes in planned commuting behaviour of public transport and car commuters and to describe the facilitators and barriers to switching commuting behaviours, with a specific focus on cycling and walking.An online survey queried individuals’ transport mode to/from work before becoming aware of the COVID-19 threat and their transport mode plans once UK Government restrictions are lifted. Free-form text responses were also collected on why they may switch to a sustainable mode of transport (e.g. walk, bicycle or bus) to work in the future and what would help/allow them to achieve this. Quantitative and qualitative data on those who commuted by car (single occupant) and public transport (bus/rail/park & ride) were analysed and presented separately.Overall, 725 car and public transport commuters responded; 72.4% were car commuters and 27.6% were public transport commuters before COVID-19. Of the car commuters, 81.9% plan to continue travelling by car once restrictions are lifted while 3.6% and 6.5% plan to change to walking and cycling, respectively. Of the public transport commuters, 49.0% plan to switch modes. From the free-form text responses three themes were identified: (a) perceived behavioural control towards cycling and walking (infrastructure and safety of roads, distance, weather) (b) key motivators to encourage a switch to cycling and walking (provision to support cycling, personal and environmental benefits, provision to support cycling); (c) the demands of current lifestyle (job requirements, family and lifestyle commitments).These UK data show how the COVID-19 pandemic has been an “external shock” causing some individuals to reassess their commuting mode. This provides an opportunity for theory-based behaviour change interventions tackling motivations, barriers and beliefs towards changing commute mode.

scholarly journals Disability During the Last Years of Life Among Nonagenarians: The Vitality 90+ Study 2001-2014

2020 ◽  
Vol 4 (Supplement_1) ◽  
pp. 231-231
Author(s):  
Linda Enroth ◽  
Pheck Hwa Soo ◽  
Lily Nosraty ◽  
Kristina Tiainen ◽  
Jani Raitanen ◽  
...  
Keyword(s):  
Response Rate ◽  
Oldest Old ◽  
Population Based ◽  
Regression Method ◽  
Daily Activities ◽  
Age At Death ◽  
Care Needs ◽  
Logistic Regression Method ◽  
Very Old Age ◽  
Population Based Survey

Abstract Increasing life expectancy has postponed the last years of life to older ages. Previous studies have demonstrated that disability is determined by age, age at death and closeness to death but only few have focused on oldest old population. We examined disability during the last years of life among people aged 90 years and older between 2001 and 2014 and assessed whether it varied by age at death, sex and study year. We used population-based survey data from the Vitality 90+ Study years 2001, 2003, 2007, 2010 and 2014 (N=5711, response rate 77-86%) linked with dates of death from Statistics Finland. Disability was defined as dependency in daily activities (dressing, getting in and out of bed) and mobility (moving indoors, walking 400m, using stairs). We analyzed disability stratified by closeness to death and age at death for men and women in each study year with logistic regression method. Disability in daily activities and mobility increased systematically with closeness to death (>4, 3-3.99, 2-2.99, 1-1.99 and 1> years to death) for both sexes in each study year. Also higher age at death (90-91 vs. 94+ years) was associated with disability. These associations remained consistent throughout the study period. This study shows that in the oldest old population both closeness to death and age at death determine the level of disability. We suggest that the complex and resource-draining care needs at the end of life will increase with growing number of people living their last years of life in very old age.

Workforce Race Equality Standard survey in general practice: Lewisham 2019

2020 ◽  
Vol 70 (suppl 1) ◽  
pp. bjgp20X711125
Author(s):  
Sebastian Kalwij
Keyword(s):  
General Practice ◽  
Response Rate ◽  
Zero Tolerance ◽  
Diverse Workforce ◽  
The Public ◽  
Staff Members ◽  
Zero Tolerance Policy ◽  
Minority Ethnic ◽  
Equality Standard ◽  
Improve Health

BackgroundThe NHS Workforce Race Equality Standard (WRES) was introduced in 2015 and is mandatory for NHS trusts. Nine indicators have been created to evaluate the experiences of black and minority ethnic (BME) staff compared with the rest of the workforce. The trust data published showed a poor experience of BME staff compared with non BME staff.AimTo introduce the concept of WRES into general practice and create a baseline from which improvement can be made. A diverse workforce will better serve its population and this will improve health outcomes.MethodWe conducted a survey among all general practice staff members, clinicians, and non-clinicians and asked open-ended questions built around four WRES indicators most applicable to general practice, over a 6-week period in August and September 2019.ResultsWe collected 151 responses out of a total workforce of around 550. The response rate between clinicians and non-clinicians was equal 50.6% versus 49.4%. The distribution of non BME staff 51% versus BME staff 49% mirrors the diverse population of Lewisham. 54% of BME staff experienced bullying from patients, their relatives, and members of the public. 25% experienced bullying from a colleague or staff member in the workplace and 22% of BME staff changed jobs as a result of this.ConclusionBME staff in general practice report high levels of racism, especially from service users. In 22% this led to a career change. A zero-tolerance policy needs to be enforced and a multi-pronged approach is required to address this.

scholarly journals Comparative TCO Analysis of Battery Electric and Hydrogen Fuel Cell Buses for Public Transport System in Small to Midsize Cities

Energies ◽  
2021 ◽  
Vol 14 (14) ◽  
pp. 4384
Author(s):  
Hanhee Kim ◽  
Niklas Hartmann ◽  
Maxime Zeller ◽  
Renato Luise ◽  
Tamer Soylu
Keyword(s):  
Fuel Cell ◽  
Transport System ◽  
Public Transport ◽  
Transport Sector ◽  
Hydrogen Fuel Cell ◽  
Hydrogen Fuel ◽  
Fuel Cost ◽  
The Public ◽  
Public Transport System ◽  
Bus Body

This paper shows the results of an in-depth techno-economic analysis of the public transport sector in a small to midsize city and its surrounding area. Public battery-electric and hydrogen fuel cell buses are comparatively evaluated by means of a total cost of ownership (TCO) model building on historical data and a projection of market prices. Additionally, a structural analysis of the public transport system of a specific city is performed, assessing best fitting bus lines for the use of electric or hydrogen busses, which is supported by a brief acceptance evaluation of the local citizens. The TCO results for electric buses show a strong cost decrease until the year 2030, reaching 23.5% lower TCOs compared to the conventional diesel bus. The optimal electric bus charging system will be the opportunity (pantograph) charging infrastructure. However, the opportunity charging method is applicable under the assumption that several buses share the same station and there is a “hotspot” where as many as possible bus lines converge. In the case of electric buses for the year 2020, the parameter which influenced the most on the TCO was the battery cost, opposite to the year 2030 in where the bus body cost and fuel cost parameters are the ones that dominate the TCO, due to the learning rate of the batteries. For H2 buses, finding a hotspot is not crucial because they have a similar range to the diesel ones as well as a similar refueling time. H2 buses until 2030 still have 15.4% higher TCO than the diesel bus system. Considering the benefits of a hypothetical scaling-up effect of hydrogen infrastructures in the region, the hydrogen cost could drop to 5 €/kg. In this case, the overall TCO of the hydrogen solution would drop to a slightly lower TCO than the diesel solution in 2030. Therefore, hydrogen buses can be competitive in small to midsize cities, even with limited routes. For hydrogen buses, the bus body and fuel cost make up a large part of the TCO. Reducing the fuel cost will be an important aspect to reduce the total TCO of the hydrogen bus.

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