http://www.ierek.com/press ISSN (Print: 2537-0154, online: 2537-0162) International Journal on: The Academic Research Community Publication Development of Urban Transportation System Based on Bus Rapid Transit (Study Case : Kendari City, South East Sulawesi Province, Indonesia) Adris Ade Putra1 1Dr.,ST.MT ,. Transportation Engineering, Department of Civil Engineering University of Haluoleo Kendari, Indonesia Muammar Makmur2, Muh Arsyad3 2ST.M,Eng ,. Structural Engineering, Department of Civil Engineering University of Haluoleo, Kendari, Indonesia 3ST.M,Si,. Urban Planning Engineering, Department of Architecture Engineering University of Haluoleo, Kendari, Indonesia Keywords Keywords: Transportation, Services, Bus Rapid Transit, Routes, Bus Stops Abstract Urban transport systems in Indonesia have been influenced by kinds of traffic problems such as congestion, high accident rates and traffic violations and uncomfortable, safe, and orderly levels of public transport services. To develop urban transportation systems, a policy implementation is needed in public transportation such as special lanes for Bus Rapid Transit (BRT) as one of the alternative solutions to give better services for the public transport user. The purpose of this study is to count the demand of bus rapid transit, determine number of corriors and halte for the BRT as well as know the types of BRT which should be operated in Kendari City in accordance with the needs of public transport users. The method used in this study is the quantitative method by collecting primary and secondary data which includes OD Matrix of destination of the population travel, Number of Passengers up and down on each route, Load factor in each route, Travel time and Road Inventory Data. Other data include Road length, Road width, Road type, width of trotoar, width of median, and Road Pavement type. The results of this research is that the number of demand for public transportation in Kendari City are 28 buses with 8 units in the first corridor, 6 units in the second corridor, 8 units in the third corridor, and 6 units in the fourth corridor. Indeed, the total number of corridors needed to operated of BRT in Kendari requires 174 shelters. The potential population in Kendari City is categorized on the modest development and the existing conditions of the road, which is not too large for the BRT line planned. Therefore, the possibility of increasing the number of passengers then the type of bus which may be used as a fleet of BRT at the beginning of the operation is large floor buses total capacity of 79 people consisting of 49 seated passengers and 30 passengers standing © 2018 The Authors. Published by IEREK press. This is an open access article under the CC BY license (https://creativecommons.org/licenses/by/4.0/) Peer-reviewed under responsibility of ARChive's, The Academic Research Community, Publication DOI: 10.21625/archive.v2i1.238 Adris Ade Putra / The Academic Research Community Publication pg. 2 1. Introduction Urban transport systems in Indonesia have been influenced by kinds of traffic problems such as congestion, rising of trip demands, lack of traffic discipline, dominance of private vehicles, inconsistency to develop land-use system, use of roads that are not fit to their function, the public transport service is not good, low accessibility, long trip time, discomfort and lack of safety in public transport, and the cost is high. Urban areas in Kendari City have promlematic transportation systems like the other urban areas in Indonesia. The quick changes of land-use system have not been anticipated through the arrangement of good transport system; the operation of public transport services is still focused on certain roads causing some roads to be congested. Public transportation is very limited and does not have a fixed schedule or fixed bus tops causing the accumulation of vehicles at one point in the road during certain hours. Besides that, the dominance of small capacity public transport (pete-pete) causes many problems, especially its impact on traffic smoothness such as service levels are low, uncomfortable, and low accessibility and lack of good public transport services (pete-pete). This is indicated by the increased congestion and reduced levels of service roads (V / C ratio) of 0.36 to 0.78 or traffic conditions that could potentially delay to congestion (Putra, 2006). Urban transport system requires a planning policy implementation in the urban public transport system. The development of mass transportation such as Bus Rapid Transit (BRT) is very important to be prepared by the city government as one of the alternative solutions to problems of transportion to reduce the dependence of urban communities on private vehicles or small capacity of public transportation. The development of mass public transportion is an effort to give service priority to users of public transport so that public transportation would be more appealing. By reducing the use of private transport, congestion and traffic on highways will be reduced. Small Cappacity public transportation in Kendari City (pete-pete) is regarded as one of the causes of the problems of transportation systems. Development of Bus Rapid Transit (BRT) can improve the quality of public transportation services. this is in accordance with the mandate of Law Number 22 of 2009 about Traffic and Transportation in article 158 paragraph (1) stating that the government guarantees the availability of mass transit- based ways to fullfil the needs of people by providing common motor vehicles in urban areas. Given the problems and the current condition of public transport systems as mentioned above, it is necessary to develop urban transport systems based on Bus Rapid Transit (BRT) in Kendari City. 2. Literature Review 2.1. Urban Transportation System Urban transportation systems have an important role in enhancing the economic development of society toward the development of an area (Murray, 2001). The transportation system is a system to perform a movement from one place to another place. We need a transport system in the implementation of planning techniques to develop an optimal strategy in the provision of facilities and infrastructure of urban transportation systems (MorIok, 1991). Urban transportation systems have consequences for the social dimension such as welfare and justice for the people (Ahmed et al., 2008; Kenyon et al., 2002). Good function of transportation system properly is a factor that pushed for the development of community activities. Transportation provides movement access to the center of trade, education and housing. Inappropriate Strategy and program to develop the transportation system can damage the land use, environment and the capacity of the public space. Ineffective network services will not be able to fullfil the expectations of users of public transportation (World Bank, 1996). The transportation system in urban areas is related to the concentration of people and socio-economic activities of the population (Loo and Chow, 2006). Urban transportation systems of developing countries emphasized on the development of a sustainable transportation system. UNFPA (1999), 95% of formation of human activities in the period 2000 to 2030 will occur in urban areas in developing countries. IEA (2008), the growth of in urban areas forms a pattern of global energy use and impact on the urban transportatin system. Urban areas need infrastructure of transportation for the movement of the population. Hall and Pfeiffer (2000), the cities of developing countries will face a lot of problems of transportation system that impact traffic congestion and accidents (death and injury). Urban transportation systems have various problems such as the low level of service, discomfort and unsafety (Pucher et al., 2005). Urban transportation systems have challenges in making policies based on the potential of the region by prioritize to the economic growth, environmental preservation and prosperity of the present generation and the generations in the future (Zietsman and Rilett, 2001). The main priority is revamping the urban transportation system emphasized on the issue of the effectiveness of public transportation services as it will have an impact on the urban environment and the opportunity for the community to improve its quality of life (Holden and Norland, 2005). Planning of urban transportation systems requires the integration of environmental and the social economics of the population and it also needs the right strategy to improve the transportation system, particularly the aspects of security, comfort and arranging the land use (Schileer et al., 2010). Yao (2007) in his research explained that the Adris Ade Putra / The Academic Research Community Publication pg. 3 demand for public transport system based on a potential area by using characteristic variables of urban areas as well as land-use system. 2.2. Mass Transportation Development Mass transportation systems can provide quality service and the main factor of mass transportation concept includes high quality infrastructure, efficient operations, effective and transparent institutional systems, advanced technology, and excellent marketing and customer service. Mass transportation systems such as BRT have been developed in several cities such as Bogota (Colombia) and Curitiba (Brazil). The BRT system that is also applied in developing countries includes Guayaquil (Ecuador), Jakarta (Indonesia), Pereira (Colombia), Brisbane (Australia), Ottawa (Canada) and Rouen (France). Mass transportation systems in about 40 cities on six continents have implemented BRT system, one of the cities that successfully implemented the BRT system is TransMileno. The success of TransMileno influenced by the government's capacity in the planning and design the transportation modes use very good technology, good corporate management, well-planned investments in infrastructure, and well-defined ticketing systems (Wright and Fjellstrom, 2003). The development of urban mass transportation needs policies that consider many aspects such as planning, financing, ownership of vehicles and so on. One important aspect needed to develop an interesting mass transportation system is the analysis of the loss/profit of mass transportation, whether the system will improve or worsen the urban transportation system. The development of a mass transportation system is seen as an effective way to improve the quality of public transportation services in urban areas. Market competition will require service providers to provide products with an efficient transportation system oriented towards the public (Echeverry et al., 2005). The development of mass transportation leads to higher investments and greater revenues into the market. The income can replace government subsidies, but the investments in mass transportation is difficult to make a profit (Mees and paul, 2005). Different demands of various groups participated influence policy-making, the development of mass transportation in urban areas have forced by particular group, so that the development of mass transportation is not efficient (Bianco and Martha, 1999). The central government is too focused on paying attention to cost reduction rather than improve services in the public transportaion service system (White, 1997). The ability to improve public transportation services is a challenge for all stakeholders involved in the policy making of the transportation systems. The government becomes an effective tool to organize mass transportation. Some transportation systems have emerged such as the bus system Transmileneo in Bogota that is controlled by the public sector yet operated by the private sector. Even though some problems with these systems have been observed, the public/private form has been used in many developing countries (Echeverry et al., 2005). 3. Methods 3.1 Data Collection and Compilation 1) Secondary Data Secondary data is data obtained from several government agencies with regard to the data needed in transportation planning. Government agencies include: - Department of Transportation in Kendari - Regional Planning Agency - Police - General Research Department - Statistics Agency 2) Primary Data Primary data is data obtained directly with the aim to determine the existing conditions to formulate proposals the point of bus stop. Primary data needed include: - Data of the number up and down the passenger - Data of household interviews (Home Interview) - Data of willingness to change from private transportation to public transportation - Data of Road Inventory 3.2 Data Collection Methods To get the data as mentioned previously, the data collection was carried out in various ways including - Secondary data: get the contact to the related institutions to request the required data; - Primary data is conducted using surveys such us Dynamic Survey, Passengers Interview Survey, Household Interview Survey, Road Inventory Survey 3.3 Data Collection To clarify the primary data collection techniques, they will be explained below: 1) Dynamic Survey Adris Ade Putra / The Academic Research Community Publication pg. 4 Dynamic Survey is a survey in public transportation vehicles to determine the number of passengers up and down on the route which is divided into several segments. The methods used in this survey include: - Record number of passengers up and down - Record time of trip in each segment A dynamic survey was carried out in two days on duty (not on holidays). There were a number of observations carried out on at least six (6) round trips during the morning rush, six (6) round trips during hours that are not considered busy time and 6 (six) round tripd in the afternoon during rush hours for each route observed. 2) Household Interview Survey household interview survey is a survey to interview the residents of Kendari City with a predetermined number of samples. The sample is determined based on the amount of each different zone in accordance with the existing population in the zone. 3) Roads Inventory Survey This survey was conducted by recording the dimensions of the road. The collected data includes: - Length of the road - Width of the road - Road type - Width of sidewalk - Width of median - Pavement of the road The survey was carried out across the street in Kendari City, this data supports Bus Rapid Transit in Kendari. With this data, we can determine which path is suitable for the Bus Rapid Transit and the width of the sidewalk data is also necessary to plan the construction of the bus stop. 3.4 Compilation and Analysis of Data Compilation of data is data collection of primary and secondary data obtained from the surveys that have been conducted. Compilation and analysis of data are used to facilitate the process of analysis to be carried out in the Bus Rapid Transit plan. data compilation includes: 1. OD Matrix in Kendari City 2. OD Matrix in Kendari City to community who use public transport; 3. Number up and down passengers on each route; 4. Load dynamic factor in each route; 5. Trip time; 6. Road inventory data; Information from the data analysis includes: - Route of Bus Rapid Transit; - Type of BRT Bus; - Number of bus stops on route/Corridor of Bus Rapid Transit; 4. Results and Discussion 4.1. Physical Condition of Kendari City 1) Geographic Conditions Kendari city has a land area of 295.89 km2, or 0.70 percent of the land area of Southeast Sulawesi province. The total area of each district is very diverse. District of Abeli is the most extensive district region (16.77%), followed by the district of Baruga (16.76%), district of Poasia (14.71%), district of Puuwatu (14.43%), district of Mandonga (7.89% ), district of Kambu (7.82%), district of West Kendari (7,77%), district of Kendari (6.61%), district of Wua-Wua (4.17%), and the district of Kadia (3.08%) Kendari is the capital city of Southeast Sulawesi province astronomically located in the south of the equator among 3˚ 54` 11`` 30``- 4˚ 3` south latitude and stretches from west to east between 39` 23`- 122˚ 122˚ east longitude. Adris Ade Putra / The Academic Research Community Publication pg. 5 Figure 1. Map of Adiministration of Kendari City 2) Population Condition In 2016, the population of the city of Kendari ± 295.732 people spread in 10 districts and 64 sub-districts. The overall population each year has increased 1.99% (according to the Civil Registry). Size of Kendari is 295.89 km2, and the population density is 999.466 inhabitants per-km2. The population density each year has increased together with population growth. 3) Transportation Conditions a. Road Network Condition Good road conditions will facilitate the mobility of people and facilitate transportation to move goods to other economic and social activities. Conversely, when road conditions are less good, people will have difficulty in relationships of economic activity and other activities. In 2016, for the length of streets in Kendari city, there are 38 percent in good condition, 30 percent moderate condition, 25 percent in a damaged condition, and 7 percent in severely damaged condition Figure 2. State Road Surface Condition by Surface in Kendari b. Public Transportation The public transportation service in Kendari City consists of City Transportation has 9 already existing routes and 3 routes that are in the planning phase but are approved by the mayor of Kendari but are not functioning optimally yet. The type of vehicle used is a type of Public Passenger Car which has a capacity of 12 people. c. Public Transportation Infrastructure Good public transport infrastructure supports the performance of public transportation in a city. The right public transportation facilities will increase public transportation services such as right location of bus stops and strategic location of terminals. Other facilities such as departure information board are very important for passengers in using public transportation. 4.2. Data Collection Results 1) Determination of Traffic Zone The determination of traffic zones in Kendari city is based on land use maps in Kendari City. The area has been divided into internal zones and external zones. Kendari city is divided into 33 internal zones, 3 special zones and 5 external zones. The following map of Kendari City Road Network and Zone Map is determined based on the terms zoning: Adris Ade Putra / The Academic Research Community Publication pg. 6 Figure 3. Distribution Zone Map 2) Data Collection a. Land Use Survey Land use is a condition of land use in the study area. In the study area there are a variety of land uses such as tourist areas, educational areas, residential areas, office areas, plantations, agriculture, and others. For residential areas in Kendari, the largest population is living in the Kendari Barat District. In the book of Kendari, 2016 recorded that the largest land user in Kendari which amounted to 23.52% or 6959 hectares of 29859 hectares of land in Kendari used as the building, then the second largest used as a garden which is equal to 16.86% or 4990 hectares. Land Use Conditions in Kendari city influece the transportation system in the city, because land-use influences the accessibility or convenience of the public to reach places that provide their needs. The following is a map of Kendari Land use: Figure 4. Map of Land Use Kendari It can be seen from the land use maps above that Kendari city is mostly covered in scattered housing. For areas that are farther to the center of town, the distance between one house to another house is relatively far such as the sub-district Bungokotoko, Abeli, Mata and others. Adris Ade Putra / The Academic Research Community Publication pg. 7 b. Household Interview Survey (Home Interview) Household interview surveys were conducted in each and every zone with a predetermined number of samples. Surveyors collect the information based on a list of questions that had been prepared about the state of the family and its occupants trips in a certain period. All the residents of the house were directly questioned. The data collected should include: 1. Households data 2. Data on household members 3. Data of the regular trips by occupants Household data and household members are data that associated with the address, number of occupants, the number of vehicles owned, family income, age, gender, location of work, the location of schools / education. Data of trips that was collected is data of trip for each member of the family, schedule of trip, trip destination, and mode of transportation used. 4.3 Result of Data Analysis 1) Generation and Atraction of Trip (Base on Result of Home Interview) The generation of the trip is the number of trips of each zone in the area of research, which is the journey by each member of the family in any internal zone. Table 1. Table Matrix Origin - Destination Person/Day (Population) Source: Results of Analysis Total of the trip resulting from the matrix of origin-destination in the form of the trip amount of 382 398 population trip person/day Table 1. from Table Matrix Origin-Destination we can get information about the distribution of the trip in each zone and the largest trip distribution was obtained from zone 2 to zone 1 with the number of trips being 3,776 persons per day because the first zone is CBD (Central Business District) area with the characteristics of trade, services, and government so giving rise to the journey towards the zone 1 or commonly called the attraction of the trip. From the table above it can be concluded that: a) The number of the largest generation of trip contained in zone 1 was 40.210 trips person per day, because the zone 1 is the area of trade, services, government and residential areas. b) Smallest generation of the trip is in zone 9 of 5.101 trip person per day which is a residential area that is far from the center of the city. c) The number of the largest attraction trip contained in zone 1 of 35.838 trips person per day. This is because of the zone 1 as Center Central Business District (CBD). d) The smallest attraction of the trip is in the zone 31 of 3.252 trips person per day because the area is a residential area that is predominantly fishermen that is located relatively far from the city center. Besides that, land use of zone 31 is mostly empty land. OD 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 Oi 1 2832 3706 3147 1818 3322 804 1818 3392 1503 979 2028 909 385 1678 559 839 839 245 804 1364 315 455 1538 944 280 105 1364 140 70 455 245 70 455 40210 2 3776 2308 1503 140 804 594 944 1818 245 769 839 979 734 1469 350 105 280 280 210 140 280 280 175 140 70 140 280 210 175 420 105 210 140 21538 3 2972 1434 1189 70 769 455 490 2797 490 140 420 839 944 490 70 70 210 455 769 210 210 175 280 70 70 455 734 35 70 455 105 35 245 18392 4 1608 140 105 1014 524 175 455 420 245 455 455 210 210 70 175 35 35 70 105 35 35 70 35 70 385 105 105 35 35 594 105 70 105 8462 5 3112 874 734 455 1643 350 524 769 944 350 1469 455 769 350 175 105 315 420 594 559 140 70 245 245 70 35 1853 105 70 699 35 280 490 20000 6 490 420 175 280 245 315 1888 1364 245 70 140 1678 1224 559 70 140 70 245 629 420 105 105 105 559 140 105 70 140 70 70 70 70 105 12622 7 1783 804 664 245 420 2028 5944 1608 140 245 280 594 2552 210 210 105 35 385 1434 1224 455 105 35 350 245 1084 175 105 140 35 70 105 70 25070 8 3357 2063 2727 315 769 1364 2028 2972 909 350 524 1608 3007 2203 105 140 105 350 1399 1993 769 175 280 664 455 559 664 140 105 70 70 35 35 32762 9 715 109 218 93 404 109 62 404 809 62 47 62 233 31 93 47 62 156 16 124 31 342 47 31 62 78 62 31 16 47 47 31 16 5101 10 171 140 47 93 62 16 31 16 16 264 16 16 16 16 16 16 16 16 16 31 16 31 47 16 16 16 16 16 16 16 31 16 16 1322 11 2552 804 385 420 1608 140 245 280 70 35 2517 210 245 455 140 140 664 105 105 70 140 70 140 245 70 105 35 140 35 140 70 105 350 13217 12 1049 979 734 210 420 1783 839 1503 140 105 210 734 1084 385 140 105 280 804 1154 594 210 245 559 664 490 140 210 210 70 210 140 175 175 17517 13 327 327 358 156 249 560 1120 1089 280 93 124 700 747 404 327 47 78 218 886 404 420 47 140 389 124 233 62 218 47 47 62 62 109 10809 14 1573 1469 524 210 245 524 455 2308 70 105 734 490 769 2168 385 245 140 490 315 1084 140 385 210 140 420 105 70 70 70 140 105 70 105 16993 15 295 171 31 109 78 78 62 78 109 31 62 62 295 187 840 47 31 109 62 249 31 622 31 109 109 124 16 47 31 31 31 47 47 4479 16 373 31 47 62 62 62 47 62 47 124 62 47 47 140 16 840 16 16 16 31 16 16 31 62 31 31 16 31 16 47 31 16 16 2675 17 594 175 175 140 210 70 70 175 140 70 524 315 175 175 70 35 140 105 70 140 70 70 420 70 70 105 140 105 35 280 35 70 210 5699 18 420 210 350 105 385 210 315 420 385 175 105 909 490 490 245 35 35 1329 699 385 420 35 35 1154 804 245 70 70 35 105 280 105 35 11643 19 451 78 311 31 187 171 575 607 31 31 47 498 964 140 78 16 31 249 249 513 93 47 31 171 109 109 31 47 31 93 62 16 16 6221 20 1399 140 210 70 594 420 1259 1538 350 70 140 559 874 1294 664 35 105 420 1399 1364 944 70 594 140 70 2203 140 105 70 105 35 70 35 17867 21 280 124 78 16 47 47 187 233 47 62 31 62 404 156 62 16 31 171 93 389 886 124 31 31 124 404 16 16 16 16 16 16 31 4370 22 607 560 389 124 156 187 156 62 311 78 124 140 202 140 591 124 78 124 140 140 156 1493 47 31 31 109 109 62 31 31 47 16 31 7061 23 1049 350 140 70 315 105 105 350 105 105 105 559 350 140 175 70 524 140 105 490 70 70 1189 210 70 70 385 105 70 35 35 70 210 8566 24 467 78 62 62 62 280 124 264 31 47 78 358 358 31 140 47 16 560 124 47 16 16 16 1306 264 47 47 467 124 31 218 404 16 6407 25 249 62 16 47 47 93 62 47 47 16 47 62 156 218 93 16 31 358 93 31 93 31 47 404 513 47 62 311 62 62 109 233 31 4121 26 455 210 315 70 140 210 839 420 210 70 140 140 594 280 280 35 105 280 420 2308 944 105 70 35 35 1783 35 70 35 35 70 70 35 11608 27 1434 245 839 140 1364 105 175 629 105 105 140 175 140 105 105 70 280 70 105 175 35 35 420 35 70 70 1713 210 699 140 105 105 1434 12203 28 31 140 16 16 78 47 16 62 31 47 62 124 233 16 16 31 47 47 31 78 16 16 31 435 311 31 62 1213 544 31 264 109 16 4432 29 109 31 31 16 47 62 62 31 16 31 31 62 78 31 31 16 93 62 78 47 47 31 31 249 93 31 295 575 700 16 47 451 47 3701 30 490 385 455 490 490 70 70 35 105 105 140 175 140 175 70 140 420 140 280 105 35 35 35 70 70 70 70 70 35 1119 70 70 350 6818 31 50 50 30 30 10 50 30 30 30 10 10 20 50 30 10 20 20 70 60 20 10 20 20 140 90 10 30 120 20 20 260 50 40 1530 32 140 78 31 31 124 31 62 31 31 16 62 62 62 47 31 31 31 47 16 31 31 16 31 295 171 31 93 93 482 31 93 1664 31 4308 33 156 62 124 47 295 31 31 16 16 31 233 78 140 78 47 16 202 16 16 16 31 16 124 62 31 16 638 16 62 295 47 31 2131 5614 Od 35838 19123 16306 7327 16721 11609 21563 26000 8660 5407 12187 14268 19012 14608 6632 3964 5607 8829 12505 15107 7238 5621 7441 9696 6401 9110 10132 5453 4151 6031 3252 5169 7637 382398 Adris Ade Putra / The Academic Research Community Publication pg. 8 From the analysis of generation and attraction of trip in each zone, the obtained map of Kendari Desire Line in the image below. The desire line shows the black bars indicating the number of trips taken, the thick line shows that the higher rate of trip. Base on Kendari desire line can be seen trip from zone 2 and zone 1 has a high rate of trip. Meaning of trip generated by the zone 2 and zone 1 has a high level of generation of trip to another zone. Figure 5. Map of Desire Line 4.4 Corridor of BRT In City Kendari 1) Corridor I City Central Market - Jl. Moh.Hatta - Jl. P.Diponegoro - Jl.Sultan Hasanuddin - Jl. Mayjend Sutoyo - Jl. Mayjend S. Parman - Jl. Dr. Sam Ratulangi - Jl. Drs. Hj. Abdulah Silondae - Jl. Jend. Ahmad Yani - Jl. Mayjend D. Pandjaitan - Jl. Christina Martha - Jl. Capt. Piere Tendean - Jl. Robert Wolter Monginsidi - Airport Haluoleo: The total length of the path taken is ± 30251 m. The figure below shows the BRT Corridor I (Purple color line) 2) Corridor II City Central Market - Jl. Pembangunan - Jl. Dr. Sutomo - Jl. Ir. Hj. Alala - Jl. Edi Sabara - Jl. Brigjend Soegiarto - Jl. Malaka - Jl. Bunggasi - Jl. Haji Banawula - Terminal Lapulu. the path taken is ± 16706.81 m. Figure below shows BRT Corridor II (Green color line) 3) Corridor III Port Bungkutoko - Jl. Haji Banawula - Police Abeli - Jl. Imam Bonjol - Faculty ITK - Police Sultra - Jl. Haluoleo - Jl. Boulevard - Jl. Capt. P. Tendean - Jl. Robert W. Monginsidi - Airport Haluoleo. The length of the path taken is ± 34 627 m. The figure below shows BRT Corridor III (Blue color Line) 4) Corridor IV Terminal Puuwatu - Jl. Moh. Yamin - Jl. Chairil Anwar - Jl. Mayjend Donal Panjaitan - Jl. Christina Martha - Jl. Capt. Piere Tendean - Jl. Robert Wolter Monginsidi - Airport Haluoleo. The length of the path taken is ± 25 139 m. The figure below shows BRT Corridor IV (Black color line) 5) Corridor Intersection Picture map below shows the intersection of the Corridor I, Corridor II, Corridor III and Corridor IV of BRT Kendari. The following location of four corridors intersection: 1. Intersection of Corridor I (purple line) and Corridor IV (black bars) is at the office of State Electricity Company on Jl. Mayjend D. Pandjaitan; 2. Intersection of Corridor I (purple line), Corridor III (blue line) and Corridor IV (black bars) is at the junction round of Baruga; 3. Intersection of Corridor II (green line) and Corridor III (blue line) is at the traditional market of Lapulu. Picture below is a picture of the intersection of the four corridors. Adris Ade Putra / The Academic Research Community Publication pg. 9 Figure 6. Map of the intersection of Corridor I, II, III and IV 4.5 Location of Bus Stop Bus stops are public transportation stops building for lowering and/or raising the passengers. 1) Corridor I From the results of the study with regard landmarks around the road to be traversed BRT in Kendari Corridor I ± 30.251 m, number of bus stop location as many as 39 (thirty-nine) are placed on the right and left of the road for the total amount to 78 (seven twenty-eight) bus stop on CorridorI. 2) Corridor II Corridor II ± 16706.81 m, number of bus stop location as many as 20 (twenty) are placed on the right side and left of the road for the total amount to 40 (forty) bus stop on Corridor II. 3) Corridor III Corridor III ± 34 627 m, number of bus stop location as many as 15 (fifteen) were placed on the right and left of the road for the total amount to 30 (thirty) bus stop on Corridor III. 4) Corridor IV Corridor IV ± 25 139 m, number of bus stop location 13 (thirteen) were placed on the right and left of the road for the total amounted to 26 (twenty-six) bus stop on Corridor IV. 5. Conclusions Based on the results of the discussion, it can be concluded as follows: 1) The number of public transportation requires in Kendari City is as much as 28 bus. 8 units Bus for corridor I, 6 units Bus for corridor II, 8 units Bus for corridor III and 6 units bus for corridor IV. 2) This bus operation is divided into four corridors,: a. City Central Market - Jl. Moh.Hatta - Jl. P.Diponegoro - Jl.Sultan Hasanuddin - Jl. Mayjend Sutoyo - Jl. Mayjend S. Parman - Jl. Dr. Sam Ratulangi - Jl. Drs. Hj. Abdulah Silondae - Jl. Jend. Ahmad Yani - Jl. Mayjend D. Pandjaitan - Jl. Christina Martha - Jl. Capt. Piere Tendean - Jl. Robert Wolter Monginsidi - Airport Haluoleo: The total length is ± 30251 m b. City Central Market - Jl. Pembangunan - Jl. Dr. Sutomo - Jl. Ir. Hj. Alala - Jl. Edi Sabara - Jl. Brigjend Soegiarto - Jl. Malaka - Jl. Bunggasi - Jl. Haji Banawula – Terminal Lapulu. Total length is ± 16706.81 m. c. Port Bungkutoko - Jl. Haji Banawula - Police Abeli - Jl. Imam Bonjol - Faculty ITK - Police Sultra - Jl. Haluoleo - Jl. Boulevard - Jl. Capt. P. Tendean - Jl. Robert W. Monginsidi - Airport Haluoleo. Total length is ± 34 627 m. d. Terminal Puuwatu - Jl. Moh. Yamin - Jl. Chairil Anwar - Jl. Mayjend Donal Panjaitan - Jl. Christina Martha - Jl. Capt. Piere Tendean - Jl. Robert Wolter Monginsidi - Airport Haluoleo. 3) The potential population in Kendari City is categorized on the modest development and the existing conditions of the road is not too large for the BRT line planed. So, the possibility of increasing the number of passengers then the type of bus which may be used as a fleet of BRT at the beginning of the operation is large floor buses total capacity of 79 people consisting of 49 seated passengers and 30 passengers standing. 4) Number of the bus stop for Bus Rapid Transit in Kendari: Corridor I= 78 units, Corridor II = 40 units, Corridor III = 30 units, Corridor IV = 26 units. 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