REVIEW OF INTERNATIONAL GEOGRAPHICAL EDUCATION

ISSN: 2146-0353 ● © RIGEO ● 11(5), SPRING, 2021

www.rigeo.org Research Article

The Influence of Load Factor, Headway,

and Travel Time on Total Fleet Requirements

and Its Implications for Public Transportation

Maintenance Management on Transjakarta

Yosi Pahala1

Trisakti Institute of Transportation and Logistics yosipahala@itltrisakti.ac.id

Suharto Abdul Majid2

Trisakti Institute of Transportation and Logistics samtrisakti1531@gmail.com

Viktor Basa3

Trisakti Institute of Transportation and Logistics basavic@gmail.com

Sonya Sidjabat5

Trisakti Institute of Transportation and Logistics sidjabatsonya@gmail.com

Lis Lesmini7

Trisakti Institute of Transportation and Logisticslies.1969@yahoo.com

Aswanti Setyawati4

Trisakti Institute of Transportation and Logistics murgiyanto@gmail.com

Mochamad Arif Hernawan6

Trisakti Institute of Transportation and Logistics arifhernawan1112@gmail.com

Lira Agusinta8

Trisakti Institute of Transportation and Logistics lir4agusinta@gmail.com

Abstract

The research objective was to determine and analyze the effect of the load factor, headway, travel time

on the number of fleets needed and its implications for the maintenance management of TransJakarta

public transportation. This research uses a quantitative approach with a questionnaire survey method.

The study population was the drivers of the TransJakarta public transportation using a sample proportion

of 96 respondents. The data analysis technique uses path analysis. The results showed that there was a

direct influence on the load factor, intermediate time, and travel time simultaneously on the demand for

the number of fleets, there was a direct influence on the load factor, intermediate time.

Keywords Load Factor, Headway, Travel Time, Number of Fleets, Public Transportation Maintenance Management, BRT of

Transjakarta.

To cite this article: Pahala Y, Majid S, A, Basa V, Setyawati A, Sidjabat S, Hernawan M, A, Lesmini L, and Agusinta L.

(2021). The Influence of Load Factor, Headway, and Travel Time on Total Fleet Requirements and Its Implications for

Public Transportation Maintenance Management on Transjakarta. Review of International Geographical Education

(RIGEO), 11(5), 3422-3436. Doi: 10.48047/rigeo.11.05.231

Submitted: 02-11-2020 ● Revised: 15-02-2021 ● Accepted: 25-03-2021

© RIGEO ● Review of International Geographical Education 11(5), SPRING, 2021

3423

Introduction

The mass transportation system is no longer just to speed up one's mobility to reach their

destination, but also to provide comfort, security, and safety for the community. The development

of a transportation system for all is a complex issue, not only related to technical issues such as the

provision of infrastructure and transportation but also how people use public transportation

provided by the government. Public transportation is a public need so that the role of the

government to provide and improve public transportation services is needed (Desertot, Lecomte,

Gransart, & Delot, 2012). Therefore, transportation development must refer to the needs of the

community which considers aspects of efficiency and effectiveness (Cheng & Chen, 2015). Public

service reform itself is a prime mover that is considered strategic to initiate reform of governance

practices (Bezzina, Camilleri, & Marmarà, 2021). Public service reform is considered as an entry

point and the main driving force because efforts to realize the values that have so far

characterized good governance practices in public services can be carried out more clearly and

easily. Also, a new paradigm of good governance is reinventing government (Hood, 2000). The

principle of reinventing government is transforming the performance of the business world into

bureaucratic performance. Government officials must always work hard to increase the

productivity of the resources owned by the government. The TransJakarta Bus Rapid Transit (BRT)

system built in Jakarta is an adoption of a similar system that has been successfully implemented

in Curitba (Brazil) and Bogota (Colombia), the DKI Jakarta Government is confident that success

in both cities will continue in Jakarta, so that in The start of implementation, the design of the bus

stop, to the design of the bus fleet, all resemble those of the two countries. The DKI government is

confident that this new mode of transportation will quickly be accepted by the citizens of Jakarta,

with the hope that it will become the main mode of mass transportation, thereby reducing traffic

congestion. As soon as it was operated, it was seen that the enthusiasm of the community to use

this mode of transportation was quite high and this can be seen from the number of TransJakarta

passengers currently exceeding 500,000 people per day. Until March 20, 2018, TransJakarta's

highest achievement reached 522,000 passengers a day. (https://megapolitan.kompas.com),

with this number, of course, there is a new problem, namely the accumulation of passengers

caused by inconsistent distance to the arrival of the fleet even though this mode of transportation

actual special route. The information system regarding bus scheduling and routes is not optimal

because there is no bus route map on the bus as well as the busway stops themselves, not all of

them have a bus route map display. This of course can make it difficult for passengers. The results

of a study conducted by de Regt, von Ferber, Holovatch, and Lebovka (2019) on public

transportation modes in London, there are 11 tube lines (underground trains), 3 tram lines, and 700

bus routes. London does have the largest bus transportation in the world with a fleet of 8,000

operating 24 hours a day. There are 3 types of buses in London, namely "double-decker" buses,

regular buses and articulated buses. However, transport users are not confused, including those

who are entering London for the first time. There are two reasons for this, namely a large amount

of information (in free brochures, on walls, even on the floor), and there is always an officer to ask

questions. This includes a very small station that only serves 2 tube lines. TransJakarta is the first Bus

Rapid Transit (BRT) transportation system in Southeast and South Asia which has been operating

since 2004 in Jakarta, Indonesia. TransJakarta is designed as a mode of mass transportation to

support the very dense activities of the capital. With the longest track in the world (230.9 km), and

having 243 bus stops spread over 13 corridors, Transjakarta, which initially operated from 05.00 -

22.00 WIB, now operates 24 hours. The problem that often hinders the performance of the

TransJakarta Busway is delays caused by red lights. So to overcome this problem, research will be

carried out on giving special priority to TransJakarta buses at the intersection to accelerate

TransJakarta access to the corridor at rush hour, and this is to support steps to improve and

improve service quality as well as accelerate and evaluate service performance, TransJakarta

management continues to improve various aspects ranging from load factor (load factor),

comparison of the number of passengers riding in a city bus during busy times/hours with the

intermediate time (headway), the intermediate time can be measured both in terms of distance

and time, which is known as the distance between (distance headway) and time between (time

headway). The distance and time between these are very important for all operations and traffic

control. Travel time, travel time is the time it takes the bus to travel from one end of the route to

the end. As, according to the results of research by Sya'banu, Fahri, Setyawati, and Suryobuwono

(2020), it is known that the load factor from the results of the analysis in the morning at 06.00-10.00

is 0.96, at noon at 13.00-15.00 at 0.84, and in the afternoon at 16.00-19.00 at 1.41. For the number

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of buses available, An additional 80 bus units are needed to meet passenger needs. User

responses to the performance of TransJakarta buses have been declared good and appropriate.

Referring to the results of calculating the load factor of the Ministry of Transportation of the

Republic of Indonesia in 2017 with the following details:

Table 1.

The capacity of passengers per day/vehicle

Type of Transportation

Vehicle capacity Per Day

Passenger /

Vehicle

Capacity

Sit Stand

up Total

General Passenger Car 8 0 8 205-300

Small Bus 19 0 19 300-400

Medium Bus 20 10 30 500-600

Single floor Big Bus 49 30 79 1,000-1200

Double floor big bus 85 35 120 1,500-1,800

Source: Ministry of Transportation, Republic of Indonesia 2015

Users of bus-based transportation in Jabotabek or Transjakarta have increased during the 2018

period by 189.7 million, compared to the previous year which carried 144.72 million passengers.

Seeing these facts and data shows that public interest in the use of the busway mode of

transportation continues to experience strengthening and currently this mode of transportation is

the backbone of urban transportation in Jakarta, with route achievements covering up to 60% of

the Jakarta area and its surroundings. Although it has been recognized as a reference and

learning center for cities in Indonesia and Southeast Asia, services that are still less than the

expectations of the community, such as long headways/waiting times, passengers who exceed

bus capacity cause overcrowding, hot stops because of the only fan. The complexity of the

problem, especially about the problems mentioned above, the problem formulation in this study

is to analyze how the influence of the load factor (load factor), intermediate time (headway),

travel time (travel time) on the need for the number of fleets and its implications for transportation

maintenance management. TransJakarta Public.

Literature Review

Transportation Demand and Supply

The travel demand is very similar to the demand for the economy. Therefore, the demand for

transportation services is referred to as a derived demand which arises as a result of the demand

for other commodities or services. According to (Amulya, Cory, & Mohamad, 2017), The demand

for transportation services is derived from; a) someone needs to walk from one location to another

to carry out an activity. b) Demand for certain goods to be available in the desired place. In the

case of passenger transportation, the derivative character of needs is reflected in the trips that

are made to reach a certain destination, such as going to work, swimming to the beach, and so

on. So the factors that influence the number of trips to a certain place are the types of activities

that can be carried out or the level of achievement of the travel objectives, and the cost to reach

that destination. In other words, travel arises because of activities in society. The more and more

important the activities there are, the level of travel will increase. According to (DeLaurentis, 2005),

the existing demand from the community for meeting transportation needs is influenced by; the

income of each person, health, the purpose of the trip, type of trip, number of passengers

(group/individual), urgent trip.

Transportation Planning Concept

The transportation planning concept that has developed and is most popular is the Four-Stage

Transportation Planning Model. This model is a combination of several components, each of which

must be done separately and consecutively, namely:

Accessibility

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Accessibility is used to identify problems and help evaluate proposed transportation planning

alternatives, which is a concept that combines land-use management systems with network

systems that connect them. Accessibility is a measure of convenience or convenience regarding

the way land use locations interact with one another and “easy” or “difficult” for these locations

to be reached through existing transportation systems.

Generation and Withdrawal of Movement

Movement generation is a modeling stage that estimates the amount of movement originating

from a zone or land use, while movement attraction is the amount of movement attracted to land

use or zone.

Movement Distribution

Is an estimate of the number of movements originating from one zone or other land use? This stage

links the interactions between land use, transportation networks and traffic flows.

Mode Selection

If the interactions that occur between land uses require movement, it must be determined in terms

of selecting the means of transportation (mode of transportation) to be used.

Route Selection

Route selection also depends on the mode of transportation used. Mode selection and route

selection are carried out together with the shortest, fastest, and cheapest alternatives (Fenster,

2015).

Land Transportation Mode

Ground transportation consists of all forms of transportation that operate on land. The land

transportation mode is often considered to be identical to the road transportation mode

(Broaddus & Cervero, 2019). The land transportation mode consists of various types of

transportation with special characteristics. According to (De Bona, de Oliveira Rosa, Fonseca, &

Lüders, 2021), land transportation can be classified into; a) physical Geographical, consisting of

railroad transportation modes, inland water transportation modes, special transportation modes

of pipes and cables and road transportation modes, b) administrative Geographical, divided into

transportation within cities, rural transportation, inter-city transportation within the province, inter-

city transportation between provinces and cross-border transportation between countries

(international).

Terminal

According to (Sanchis, 2019) the terminal is the point where passengers and goods enter and

leave the system, and is an important component of the transport system, according to (Sanchis,

2019), the functions of the terminal include:

a. Loading passengers or goods onto a transport vehicle (or transport tape, a series of pipes,

etc.) and unloading or unloading it;

b. Move from one vehicle to another;

c. Accommodate passengers or goods from the time of arrival to the time of departure.

Possibility to process goods, wrap for transport;

d. Provide passenger comfort (for example, dining services and so on

e. Prepare travel documentation.

f. Weigh the load, prepare accounts, choose a route.

g. Selling passenger tickets, checking place orders.

h. Storing the vehicle (and other components), maintaining, and determining the next task.

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i. Collecting passengers and goods in economically sized groups for transport (for example

to fill a train or airplane) and dropping them off after arriving at their destination.

Bus Rapid Transit (BRT)

Indonesia has also implemented a BRT system to be precise in Jakarta. This is triggered by the

increasing population in Jakarta, as well as the number of private vehicle users compared to

public transportation which has an impact on traffic jams in Jakarta (Cervero & Dai, 2014).

Transportation needs are influenced by various factors, such as facility needs, city infrastructure,

speed of economic growth, local culture, and so on (Soehodho, 2017). The choice of the BRT

system is actually because BRT is the fastest and cheapest system to be implemented in Jakarta

under current conditions (Ernst, 2005). This system was previously implemented in Bogota,

Colombia, which is where the best BRT systems are implemented worldwide. Learning from the

success of the BRT system, the local government of Jakarta tried to adopt the Bogota BRT system

as its main reference, which was later given the name TransJakarta which began operating in

early 2004 (ZULKATI, 2005). Until 2018, TransJakarta BRT has operationalized 13 corridors.

Standardization of the Bus Rapid Transit (BRT) System

To measure the success of the BRT system that has been implemented, the Institute for

Transportation and Development Policy (ITDP) has developed a standard assessment for ranking

the BRT system (Li & Hensher, 2020). This scoring system is called the BRT standard, which divides

the BRT system into gold, silver, or bronze grades. This standardization is divided into several groups,

including service planning, infrastructure, stop design and bus stop views, and the quality of

service and passenger information systems.

Time Management Bus Rapid Transit (BRT)

Arrival Distribution and Service Time Distribution

Arrival Distribution and Service Time Distribution. The arrival distribution can be calculated by the

number of arrivals or the time between consecutive arrivals of two customers. The arrival pattern

that occurs may be constant or random. In the queuing system analysis approach, a random

arrival pattern is often assumed to follow a Poisson distribution with an average arrival of lambda

(l). If the number of arrivals follows a Poisson distribution, the time between arrivals is random and

follows the Exponential distribution. The time used to serve several customers in a service facility is

called service time. Where the service can be done with one or more servants with an average

service of µ. If the service time follows the Exponential distribution, then the service time or 1 / µ

follows the Poisson distribution.

Service Facilities and Service Discipline

Service facilities are closely related to the queue line to be formed. Service facilities are divided

into three forms, namely:

a. Series form, which is a service that goes through several stages in a straight line.

b. Parallel form, namely services that are in several straight lines where the lines are parallel

to one another.

c. The form of station network, namely services that can be designed in series with more than

one service at each station (McLennan, 2004).

Queuing discipline is a decision guideline used to select individuals or groups who enter the queue

to be served first. There are four types of queuing discipline that commonly occurs in queuing

systems, namely as follows:

a. First In First Out (FIFO)

b. FIFO (First in First Out) is a type of queuing discipline where first-come customers will be

served first.

c. Last In First Exit (LIFO)

d. LIFO (Last in First Out) is a type of queue discipline with a service system that arrives at the

last to be served the earliest.

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e. Services in Random Order (SIRO)

f. SIRO (Service in Random Order) is a type of queuing discipline with random services.

Travel Time

Travel time is the amount of time it takes from origin to destination. Travel time can be different

from each measurement, this is influenced by road conditions, such as the length of time being

hit by a red light, being hit by traffic jams, stopping because of a passing train, and so on. Travel

time will be said to be consistent if the travel time obtained each day is the same or not much

different from the previous one. For road users, travel time is very important in traveling, because

consistent travel time will help road users to plan their travel time (Wang, Fu, & Ye, 2018). Travel

time is the time it takes a bus to travel from one end of the route to the end, with dimensions (a)

Circulation time from A to B back to A (b) Average travel time from A to B (c) Average travel time

from B to A (d) Deviation of travel time from A to B (e) Deviation of travel time from B to A (f) Stop

time of the vehicle in A (g) Stop time of the vehicle in B. Circulation time is the total time required

for city transportation to complete a route regulation including raising and lowering passengers

and the time to wait for passengers. Travel time reliability is the level of consistency or the number

of variations in travel time from several measurements. The smaller the variation, the more

consistent the travel time or the better the travel time reliability. Meanwhile, the greater the

variation in travel time, the more difficult it is to predict the consistency of travel time. The reliability

of the travel time is used to show how consistent the travel time is so that the reliability of the travel

time is very useful for road users in planning their trips. The level of congestion is not the same every

day, this is because the causes of congestion in traffic always change according to the

circumstances at that time. Because punctuality is very important, the community must plan for

this problem by leaving early to avoid delays. In modern times the reliability of travel times is very

useful, the reliability of travel times can show the level of consistency in each road segment, so it

will be very useful for road users to estimate their time to arrive at their destination. For example, if

a businessman is late for a meeting, the result will be a failure in doing business. To prevent the

businessman from being late, then he must know the travel time and the consistency of travel

times in the segments to be traversed. Therefore, the reliability of travel time is very important and

useful in modern times to estimate travel time accurately when traveling (Carrion & Levinson,

2012). Travel time variability shows uncertainty for road users, so they do not know exactly when

they will arrive at their destination, this is due to different road conditions each day. The higher the

variability of the travel time, the more difficult it is for road users to estimate the time it will take to

arrive at their destination. According to (Fosgerau & Engelson, 2011), travel time reliability and

travel time variability are almost the same meaning, but the two terms differ in their respective

focus, namely from the way they are measured and how they are communicated. Reliability is

generally used to describe the level of consistency of a mode of transportation, travel, route, or

corridor within a certain period. Variability (variability) indicates an inconsistent level of operation

and usually occurs in transportation conditions. Buffer time index is the extra time that road users

must add to arrive at their destination on time. Extra time is determined based on the percentage

that corresponds to reality. Buffer time index is used to estimate the worst that will happen on

certain days. If the travel time index is with a confidence level of 95%, from the data obtained

there will be 5% data that are outside the measurement results. For example, if 100 people will

travel with a 95% confidence level, then 5% of the travel time will not meet the requirements, which

means that out of 100 people traveling for 30 days there will be 5% or 5 out of 100 people will be

late. To minimize the possibility of road users being late, The higher the level of variability in travel

time, the lower the consistency level of the travel time. Vice versa, if the variability of the travel

time is low, the consistency of the trip time obtained will increase. This is very clear because if the

road conditions are stable every day or not much different, it will result in a very stable travel time.

Travel times cannot be trusted if they are different every day. This is due to several congestion

factors that often occur in this road segment. Congestion, traffic accidents, certain events, bad

weather, the number of red lights, and work areas will all contribute to congestion resulting in very

variable variability in travel times (Fosgerau & Engelson, 2011).

Headway

The time between can be measured in terms of both distance and time, known as the distance

headway and the time in between. The distance and time between these are very important for

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all operations and traffic control (Zuo, Wu, Min, & Cui, 2019). The headway time of both vehicles

is defined as the time interval between the time the front of the vehicle crosses the same point.

The headway for a pair of vehicles together will generally be different. This gives rise to the

concept of intermediate time, the ability to sit for the same period. By government regulation No.

41 articles 28 of 1993 concerning road transportation, which stipulates that the load factor is 70%.

on average, the average headway is the average time interval between consecutive pairs of

vehicles and is measured over some time and at a specific location. Distance headway is the

distance between the front of the next vehicle with dimensions (a) Intermediate time (minutes)

(b) Number of passengers per hour in the densest section (c) Vehicle Capacity (d) Load factor,

taken 70%

Load Factor

Load factor is the ratio of the number of passengers who ride on a city bus during peak hours with.

For the Busway which has a capacity of 85 passengers where 30 people are seated and 55

people. The load factor is greatly influenced by the number of z passengers who go up and down

on each road section of the city transport route. The load factor is also the ratio between the

capacity sold and the available capacity for one trip which can be expressed as a percentage.

This load factor depends on the capacity of the vehicle used. Vehicle capacity is the carrying

capacity of both seated and standing vehicle passengers (Damayanto, Kenedi, & Yogatama,

2018), with dimensions; (a)standing then the formula used is; (a) The number of passengers on the

bus divided by (b) the total passenger capacity of the Busway.

Maintenance Management

The maintenance management carried out must be able to estimate and plan the number of

spare parts or spare parts needed by a mining unit for each maintenance, the number of working

hours of employees who are responsible for the smooth operation of the mining unit, and the

overall costs that must be incurred by the company. Bokrantz, Skoogh, Berlin, Wuest, and Stahre

(2020), from some of the descriptions and definitions above, it can be explained that the notion

of maintenance management is the management of maintenance work through a process of

planning, organizing, and controlling maintenance operations to provide performance regarding

industrial facilities. The ideas that arise about the main points in the planning are indicated by the

following basic questions: (a) What should be treated? (b) Who did it? Maintenance

management according to (GOPALAKRISHNAN & BANERJI, 2013) is felt for three Planned; Routine

and Preventive Maintenance:

Planned Maintenance

According to Jay (Holweg, Davies, de Meyer, Lawson, & Schmenner, 2018) maintenance is: "all

activities involved in keeping a system's equipment in working order". Meaning: maintenance is all

activities in which it is to maintain the equipment system so that work can be by the order.

Meanwhile, according to (Reid & Sanders, 2019), maintenance is all activities including

maintaining equipment and machines that can always carry out work orders. (Irina, Oleg, & Alla,

2019) the maintenance function is to be able to extend the economic life of existing production

machines and equipment and ensure that these machines and production equipment are always

in optimal condition and ready to use for the implementation of the production process The

advantages that will be obtained with good maintenance of the machine are as follows (Irina et

al., 2019):

a. Machinery and production equipment in the company concerned can be used for a long

period.

b. The production process in the company is running smoothly.

c. Can avoid or can minimize the possibility of serious damage to machines and production

equipment during the production process.

d. The production equipment used can run stably and well, so the process and process

quality control must be carried out properly as well.

e. Total damage can be avoided from the machines and production equipment used.

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f. If the machinery and production equipment are running well, the absorption of raw

materials can run normally.

g. With the smooth use of production machines and equipment in the company, the loading

of existing production machines and equipment will get better.

(GOPALAKRISHNAN & BANERJI, 2013) states that Planned Maintenance is a planned maintenance

activity with a schedule set by the component manufacturer, where each component has

different characteristics, as for the characteristics, namely; component life according to the

provisions of the manufacturer, relatively long service life, maintenance costs are relatively cheap

and time fast maintenance, because spare parts are available beforehand Planned

maintenance or it is also called planned maintenance is a part of the pillars of Total Productive

Maintenance (TPM). According to Panneerselvam (2012), the objective of this method is "Planned

maintenance aims to have trouble-free machines and equipment to produce defect-free

products to fully satisfy customers requirements." So it can be said that planned maintenance aims

to create a problem-free machine condition and produce a defect-free product, so that

customer satisfaction can be fulfilled. Then the definition of Planned maintenance according to

Nurprihatin, Angely, and Tannady (2019), "maintenance that is organized and carried out with

thoughts of the future, controls, and records according to a predetermined plan." So, it can be

said that Planned maintenance is a type of maintenance that has been organized.

Routine Maintenance

Routine maintenance or maintenance is performed to repair a part (including adjustments and

repairs) that has stopped to meet an acceptable condition (Simberloff, 2021). This maintenance

includes minor repairs, especially for short-term plans, which may arise between inspections, as

well as planned overhauls. According to Holweg et al. (2018) corrective maintenance is:

"Remedial maintenance that occurs when equipment fails and must be repaired on an

emergency or priority basis". Re-maintenance that occurs due to damaged equipment and must

be repaired immediately because of an emergency or because it is a top priority. According to

Dhillon (2008) Usually, Reid and Sanders (2019) stated that the basis for Routine Maintenance,

there are 2 problems faced by a company, namely technical problems, and economic problems.

Technical issues. Routine maintenance of a company is a problem that involves efforts to eliminate

the possibilities that cause congestion caused by poor production facilities. The purpose of

overcoming this technical problem is to be able to maintain or guarantee that the company's

production can run smoothly. So in technical matters, it is necessary to pay attention to the

following matters: What actions must be taken to maintain or maintain existing equipment and to

repair or interpret damaged machines or equipment, what tools or components are needed and

must be provided so that the actions in the first section above can be carried out. Economic

problems in carrying out maintenance activities, apart from technical issues, economic problems

are also encountered.

Preventive maintenance

Preventive maintenance is a periodic inspection to detect conditions that may cause production

to stop or reduce machine function combined with maintenance to eliminate, control, these

conditions and return the machine to its original condition or in other words self-detection and

handling of abnormal machine conditions before the condition. it causes defects or loss

(Munawar, 2011). This type of maintenance is the opposite of repair maintenance, this treatment

is done to prevent and fix problems before machine/equipment failure occurs. In this case,

inspection is an important activity for making reports and planning routine maintenance for further

activities to make it more precise and fast. (GOPALAKRISHNAN & BANERJI, 2013) states that

Preventive Maintenance, maintenance activities to minimize damage, by conducting regular

inspections so that the damage can be detected early, because if left untreated it can result in

other characteristics, namely:

a. Maintenance costs are relatively small because the machine is like new

b. Spare parts are always available.

c. Treatment time is relatively fast.

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d. The damage was not fatal.

e. Activities are tedious (routine).

f. Replacement parts are prepared before the breakdown occurs.

g. Requires experienced experts (HR)

Preventive Maintenance is a systematic observation accompanied by technical-economic

analysis to ensure the functioning of production equipment and extend the life of industrial

equipment. The purpose of Preventive Maintenance is to achieve a level of maintenance for all

production equipment to obtain an optimum product quality, activities on Preventive usually

include; inspection, is a periodic maintenance activity to check the condition of production

equipment components, maintenance running / often called running maintenance, is

maintenance activities without stopping the equipment in operation, replacement of small

components is maintenance that replaces only small components, shutdown maintenance, is

maintenance performed when the production machine is offline / is stopping production.

planning routine maintenance for further activities to make it more precise and fast (Welty, Rorrer,

& Foster, 2020). The purpose of Maintenance is to find a level that shows symptoms of damage

before the means of production are severely damaged, so we already know that Preventive

Maintenance functions to directly handle things that prevent damage to production equipment

regularly and periodically and repair minor damage found during the examination.

Figure 1. Predictive Analysis

1) Monitoring lubricating oil by taking an oil sample from the production equipment to check

its viscosity level / to see the quality of the oil stored in the oil tank.

2) Visual Monitoring This method uses the senses which include the sense of sight, sense of

taste, and sense of hearing to determine the condition of the machine.

3) Performance monitoring is a technique for monitoring the condition of production

machines by checking and measuring performance parameters and then comparing them to

the standard.

4) Geometric monitoring is expected to be able to detect geometric deviations that occur

in production equipment and to carry out leveling and alignment measurement activities.

5) Vibration monitoring, this monitoring checks and measures the location of vibrations

regularly and continuously (Welty et al., 2020).

Preventive Maintenance is the best way to maintain production machines, with Preventive

Maintenance you can predict when to repair your machine. Thus, the performance of your

machine continues to run smoothly so that the production process will not be hampered.

Number of Fleet

Number of Fleets According to Munawar (2011), the exact number of fleets according to needs

is difficult to ascertain, what can be done is a number that is close to the size of the need. This

uncertainty is caused by the uneven pattern of population movement over time, for example

during peak hours of high demand and periods of low demand. The number of fleets required for

the required circulation time can be calculated using, the dimensions (a) Number of vehicles (b)

Circulation time (minutes) (c) Intermediate time (minutes) (d) Vehicle Requirements Factor (100%).

Pahala Y, Majid S, A, Basa V, Setyawati A, Sidjabat S, Hernawan M, A, Lesmini L, and Agusinta L …

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Framework and hypotheses

In this study, a research framework can be arranged in which the load factor (X1), intermediate

time (X2), and travel time (X3) as independent variables are thought to have a direct influence

on TransJakarta (Z) Maintenance management as the dependent variable and are thought to

have an indirect effect. through the need for the number of fleets (Y), so this research involves

one intervening variable, namely the need for the number of fleets. The existence of an

intervening variable will change the direction of the direct relationship (direct) from the

independent variable to the dependent variable into an indirect relationship (indirect) and the

intervening variable. The research hypothesis can be structured as follows:

H1. There is a direct influence of the load factor on the demand for the number of fleets.

H2. Is there a direct effect of intermediate time on the number of fleets needed?

H3. There is a direct effect of travel time on quantity requirements.

H4. There is the effect of load factors, intermediate time, and travel time simultaneously on the

demand for the number of fleets.

H5. There is a direct influence of load factors on maintenance management.

H6. There is a direct effect of intermediate time on maintenance management.

H7. There is a direct effect of travel time on maintenance management, TransJakarta.

H8. There is a direct influence of fleet size requirements on maintenance management.

H9. There is the effect of load factors, intermediate time, travel time, and the need for the

number of fleets simultaneously on maintenance management.

H10. There is the direct influence of load factors, intermediate time, travel time on maintenance

management and indirectly through the need for the number of fleets.

Methodology

The research method used is a survey method, with causal techniques. In conducting data

analysis, there is or not the influence of one variable with another variable using path analysis. The

study consisted of three exogenous variables as independent variables (causes), namely load

factors, intermediate times, and travel times, while the endogenous variable as the dependent

variable (variable caused), namely the Number of Fleet Needs variable (Y) and the Intervening

variable in this study is Maintenance Management (Z). The target population in this study were

TransJakarta bus drivers in 13 main corridors in Jakarta. The sample in this research is TransJakarta

bus drivers in 13 main corridors, as many as 796 people who have the same qualifications, where

the sample is taken randomly is 106 drivers.

Figure 2. Research Model

Structural Model of the Influence of Load Factor, Headway and Travel Time on Total Fleet

Requirements and Its Impact on Maintenance Management

© RIGEO ● Review of International Geographical Education 11(5), SPRING, 2021

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Result and Discussion

In answering the research hypothesis. used path analysis. In path analysis, it is divided into two

substructure analysis. Substructure analysis I describe the influence load factor, intermediate time,

and travel time simultaneously on the demand for the number of fleets. Meanwhile, the sub-structure

analysis II explains the influence of load factor, headway and travel time, and the need for the

number of fleets simultaneously to maintenance management. Meanwhile, to find out the direct

influence of load factor, intermediate time, and travel time on maintenance management as well

as indirect through the need for the number of fleets using mediation testing.

Table 2

Overall Path Analysis Results

Influence Between Variables Path

Coefficient

Form of Influence Sig Result

Direct Indirect

Needs for the

number of

fleets

Total

The load factor to need the

number of fleets

0.347 0.347 0.347 0.001 Sig.

Headway to the required

number of fleets

0.211 0.211 0.211 0.018 Sig.

Travel time to need for the

number of fleets

0.235 0.235 0.235 0.020 Sig.

Load factor on maintenance

management

0.537 0.537 0.054 0.591 0.000 Sig.

Headway to maintenance

management

0.198 0.198 0.033 0.231 0.003 Sig.

Travel time on maintenance

management

0.155 0.155 0.037 0.192 0.035 Sig.

Needs for the number of fleets

maintenance management

0.157 0.157

0.157 0.037 Sig.

ε1 0.783 0.783 0.783

ε2 0.553 0.553 0.553

The following is the final model of the effect of load factors in table 2, intermediate time, and travel

time on the demand for the number of fleets and their impact on maintenance management is as

follows Figure 3:

Figure 3. Standardized

Pahala Y, Majid S, A, Basa V, Setyawati A, Sidjabat S, Hernawan M, A, Lesmini L, and Agusinta L …

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t-value

Figure 4 Overall Test Results

Based on table 2, figure 3 and 4, the results of the path analysis can be concluded that; the direct

effect and the total load factor on the demand for the number of fleets of 0.347. The direct effect

and the total intermediate time on the total fleet requirement is 0.211. The direct effect and total

travel time on the total fleet requirement are 0.235. The direct effect of the load factor on

maintenance management is 0.537 and the indirect effect through the number of fleets is 0.026.

The total direct and indirect effect is 0.426. The direct effect of intermediate time on maintenance

management is 0.198 and the indirect effect through the number of fleets is 0.033. The total direct

and indirect effect is 0.170. The direct effect of travel time on maintenance management is 0. 155

and the indirect effect through the need for a fleet of 0.037. The total direct and indirect effect is

0.144. Immediate and total impact the need for the number of fleets for maintenance management

is 0.157. The influence of other factors outside the load factor, the time between and the travel time

is 0.971. The influence of other factors outside the load factor (load factor), the time between

(headway), travel time (travel time), and the need for a fleet of 0.57. This research result in line with

Waddell (2002) research, he said that the amount of transportation demand is related to the socio-

economic activities of the community, namely a system of activities that can usually be measured

through land-use intensity. The relationships that exist in the transportation system and land-use

systems according to (Waddell, 2002) are; change/increase in land use will generate travel,

increased generation will increase the level of demand for movement which ultimately requires

the provision of transportation infrastructure, the provision of infrastructure will increase the partial

connectivity, increased connectivity will increase the price/value of land, determination of site

selection that ultimately results in changes in the land-use system. As well the transportation

planning concept that has developed and is most popular is the Four-Stage Transportation

Planning Model. This model is a combination of several components, each of which must be done

separately and consecutively (Fenster, 2015). According to (Sanchis, 2019) the terminal is the point

where passengers and goods enter and leave the system, and is an important component of the

transport system, according to (Sanchis, 2019) In line with that, Mayor said Bus Rapid Transit (BRT)

is an enhanced bus system that operates on a bus line or transfer line combining the flexibility of

the bus and the efficiency of the train. Thus, BRT operates at high speeds which also provides

better service and increases passenger comfort. In addition, BRT is also the cheapest alternative

of transportation compared to other modes of transportation such as light rail (Moyer, 2009). This

is reinforced by (Holweg et al., 2018) maintenance is: "all activities involved in keeping a system's

equipment in working order". Meaning: maintenance is all activities in which it is to maintain the

equipment system so that work can be by the order. Meanwhile, according to (Reid & Sanders,

2019), maintenance is all activities including maintaining equipment and machines that can

always carry out work orders. While (GOPALAKRISHNAN & BANERJI, 2013) notice on the other hand

that this issue concerns how efforts must be made so that the maintenance activities that are

technically required can be carried out efficiently. So what is emphasized on economic issues is

how to carry out maintenance activities to be efficient, by taking into account the number of

costs incurred and of course the alternative actions chosen to be implemented are those that

benefit the company. The costs contained in maintenance activities are checking costs,

© RIGEO ● Review of International Geographical Education 11(5), SPRING, 2021

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adjustment costs, service fees, adjustment costs, and repair or repair costs (GOPALAKRISHNAN &

BANERJI, 2013). While, Setiawan explain preventive maintenance is a periodic inspection to

detect conditions that may cause production to stop or reduce machine function combined with

maintenance to eliminate, control, these conditions and return the machine to its original

condition or in other words self-detection and handling of abnormal machine conditions before

the condition. it causes defects or loss. (Pertiwi, Hermawan, & Prahmawati, 2019).

Conclusion

The results showed that there was a direct influence on the load factor, intermediate time, and

travel time simultaneously on the demand for the number of fleets, there was a direct influence

on the load factor, intermediate time. The results of data presentation on load factor variables

that need to be prioritized for improvement are the dimensions of the total capacity of the

TransJakarta Bus, this capacity starts from sufficient seating capacity with passenger loading

according to bus capacity and room space at possible stops. as well as the loading of passengers

according to the queue time which must be considered so that it is not too long. Regarding the

presentation results on the factor variables between the things that need more attention to the

time dimension, especially concerning the construction of very adequate bus stops so that it

meets the regular and planned to queue aspects, busy way shelters are equipped with entrances

and exits and destination doors to divide the queuing cycle and the quantity of the number of

passengers has been balanced with the means of communication (bus arrival time) to make it

easier to queue. Travel Time, or what is better known as Travel Time in this variable, the results that

need to be considered are the dimensions where the Transjakarta Bus in the process of stopping

at between stops uses time as efficiently as possible, and this is to avoid relatively long queuing

times at each stop as well as ensure that the path through which BRT can be traversed is not

constrained. Regarding the number of vehicles, things that must receive attention from the

management of TransJakarta Buses are the number of regular buses and articulated buses that

are confirmed to be ready to operate in an optimal number at peak hours, and an increase in

the number of fleets at busy hours to avoid long passenger buildup. The results of presenting data

on the maintenance management variable, things that need attention are the dimensions of

routine maintenance, especially about management's ability to appoint partners to inspect and

monitor each fleet docked at the Poll and Management controls every maintenance or repair

expense expenditure carefully and ensures bus worth in ess operating.

Implication

Trans Jakarta as an operator in the future development of the busway should be accompanied

by an increase in the quality of human resources including bus drivers and crew as well as applying

a reward and punishment approach. Along with the increase in the number of passengers, it is

necessary to increase services (safety, comfort, and technology), improve infrastructure facilities

(repair and increase the capacity of bus stops and integration facilities) and increase the number

of fleets (provision of buses, both increasing the number of fleets or the use of articulated buses

with due regard to the number of passengers during peak hours). Paying attention to the number

and capacity of vehicles, vehicle worthiness, and busway lane sterilization will improve busway

time management, namely travel time and intermediate time to be efficient. In realizing service

improvement, TransJakarta must always coordinate with related agencies such as the DKI

Provincial Government, the Ministry of Transportation, and the Police. For further research, bus

maintenance management is very important in the success of public transportation services

where maintenance management can maintain the quality of public transportation services for

a long time.

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