Tip #2: `Power-full

Tip #2: `Power-full` - Checking tyre pressure regularly; a small action can have big effects
Action: · Check and adjust tyre pressure regularly according to load and speed
· Regularly check tyres for visible damage
· Keep spare tyre at the right pressure
Effect:
· Reduced costs and environmentally harmful emissions from lower fuel consumption
· Higher overall safety through greater driving stability
· Longer tyre durability

The importance of the correct tyre pressure is often underestimated. An under-inflated tyre is an unnecessary safety risk and dangerous under all circumstances. Under-inflated tyres:
· make the vehicle less stable and less precise in handling,
· are weaker and might disintegrate at high speed,
· may unseat from the rim, resulting in dramatic loss of control of the vehicle.
Under-inflated tyres also increase the rolling resistance, which leads to increased fuel consumption. Too little air in tyres means spending money for nothing. For example, just 0.3 bar below the optimum pressure increases the rolling resistance by up to 10% and thereby cause higher fuel consumption at same speed and distance driven.
A slight increase in tyre pressure (max. 0.2 bar) is possible if the users' manual says so. But safety first: Too much air is also dangerous, and may cause problems in handling because the tyre's contact with the road surface is reduced.
Spare tyres also need regular checking. The worst possible time to dsicover a flat spare tyre is when you actually need to use it!
Conclusion: Proper tyre inflation increases safety and fuel efficiency while decreasing greenhouse gas emissions. To ensure these positive effects, tyre pressure should be maintained regularly. Manufacturers give the recommended tyre pressure in the car user's manual, on the vehicle itself or on the inflation tables displayed by all automobile professionals. Individual recommended pressure is designed to provide the best balance between comfort, safety and economy.

Greener Driving Tips

Tip #1: `Mobility Mix` - Clever change of transport means

A smart mix of all transport modes (‘intermodality’) - motorised and non-motorised, public and private - is an essential step towards sustainable mobility.

Every mode of transport has its advantages and disadvantages. Using the whole spectrum of transport modes – motorised and non-motorised, public and private – in a smart way means choosing the most appropriate and efficient form of mobility within specific traffic situations and personal transport needs. A clever choice within a mobility mix benefits the individual and, at the same time, the environment.

It's not only smart, but also fun to combine various mobility options like car, motorbike, train, bus, tramway or one´s own power by cycling, kick-boarding, inline-skating or simply walking. Each individual using transport services acts as his or her own mobility manager. By picking the adequate mode of transport according to the length and direction of the trip, the time of the day, the people to be transported, etc., advantages of economical, social and environmental nature are generated.

A complete and clever mobility mix also includes ‘virtual mobility’, as the importance of travelling without physically moving is growing. Telecommunications and web-based technologies offer excellent options for professional and private use. Nowadays, sharing ideas and opinions in virtual meetings, exchanging e-mails, discussing in chat-rooms, holding video-conferences and forms of teleworking from home are state-of-the-art. Huge potentials - also for business - are obviously improving quality of life, saving precious time and increasing efficiency and productivity.

Looking at a growing transport sector, there are various challenges ahead like congestion, locally and globally relevant emissions and health and safety issues. Also for these reasons, ‘keep on moving’ can only be ensured in the future by a well-conducted ‘concert’ of all transport means. The vision of such ‘intermodality’ is based on flexible mobility systems with every transport means playing a specific and important role – though the mix can vary with respect to regional differences. Of course, consumers' clever changes from one transport mode to another need to be facilitated by appropriate infrastructure and technology.

If you want to join creating a future worth living, then go for sustainability by re-thinking your personal mobility habits. Your individual clever change is a small effort with a huge effect. Just try it out! The future really is your decision!

Whenever you choose the car to be the appropriate transport means at a time, use the ingenious Greener Driving tips on this website. These advanced driving techniques will offer you a new driving experience and a variety of great benefits

Ecodriving

Ecodriving – The Concept

Ecodriving means smarter and more fuel-efficient driving. Ecodriving represents a new driving culture that makes best use of advanced vehicle technologies, while improving road safety. An important component of sustainable mobility, Ecodriving considerably contributes to climate protection and pollution reduction. 

  

Ecodriving – The Benefits

Safety Improve road safety   Enhance driving skills	Environmental Reduce greenhouse gas emissions (CO2)  Fewer local air pollutants Noise reduction
Financial Save fuel / money (5-15% in the long-term)  Lower vehicle maintenance costs Reduce costs of accidents	Social More responsible driving Less stress while driving Higher comfort for drivers and passengers

Kirim Surat ke Kemenkeu, Organda Tuntut Insentif Fiskal

Iqbal Musyaffa - 05 Desember 2014 15:57 WIB

Metrotvnews.com, Jakarta: Pasca kenaikan harga BBM, Organisasi Angkutan Darat (Organda) menuntut penerapan insentif fiskal untuk kendaraan umum, khususnya angkutan darat.

Ketua Umum Dewan Pimpinan Pusat (DPP) Organda, Eka Sari Lorena, mengatakan pemerintah belum mempersiapkan antisipasi kenaikan harga BBM bagi transportasi umum. Oleh karena itu, ia mengirim surat kepada Kemenkeu agar diberikan insentif fiskal.

"Kita tulis surat ke Kemenkeu agar tercipta insentif fiskal yang dapat mendukung industri transportasi darat," kata dia, di Jakarta, Jumat (5/12/2014).

Menurutnya, luas jalan raya di Indonesia ini sekitar 551 ribu kilometer (km). Sementara kereta api (KA) hanya 6 ribu km. Sebanyak 30 persen biaya operasional angkutan darat berpengaruh langsung terhadap kenaikan BBM. Sehingga ia berharap pemerintah memperhatikan keberlangsungan industri angkutan umum darat.

"Jangan program jangka menengah dan panjang dipaksakan untuk menyelesaikan masalah jangka pendek. Harusnya dilihat mana yang perlu didukung lebih dulu untuk transportasi barang dan orang," tegasnya.

Menurut dia, suku bunga investasi pengadaan angkutan umum dan peremajaannya sangat tingi dua kali lipat dari kendaraan pribadi. Suku bunga kendaraan pribadi hanya 8-10 persen, sedangkan untuk angkutan umum mencapai 16-20.

"Dengan kondisi ini, keberadaan angkutan umum ilegal menjadi tumbuh pesat di seluruh wilayah Indonesia. Banyak kendaraan pelat hitam yang saat ini beroperasi secara ilegal menjadi angkutan umum. Ini menggerogoti 30-35 pangsa pasar kita," keluhnya.

Kondisi ini juga berpotensi menimbulkan konflik di lapangan. Lebih lanjut, Lorena menegaskan agar transportasi umum diperlakukan layaknya industri primer lainnya. Hal itu tidak terlepas dari kondisi bahwa transportasi akan mendukung perkembangan industri lainnya.
AHL

Intermodalism: A 20-Year Perspective

November 18, 2014

The concept of intermodalism is as familiar today to transportation professionals as dedicated bike lanes. But 20 years ago, intermodalism wasn’t as common; it was just taking hold as a new concept in the federal transportation community.
“With the completion of the Eisenhower Interstate Highway System, it was important to have the next vision of the future,” said Anne Aylward, deputy associate administrator for Research and Innovation at Volpe, the third presenter in Volpe’s Transportation and the Economy speaker series. “At the time, increased freight activity was severely impacting the street networks leading to port and rail terminals.”

Many Modes, One Big Puzzle

Instead of thinking about the components of our transportation system as scattered, isolated fragments, intermodalism encourages planners and decisionmakers to think about American transportation as an interlocking puzzle. At its core, intermodalism is about fluidity—a seamless movement of people and goods between trains, planes, pipelines, vessels, and vehicles.
“No one likes truck traffic going by their house,” Aylward said. “But when you go to the store you expect to find Cheerios on the grocery store shelf. How do you think the Cheerios got there? There’s no such thing as the immaculate conception of Cheerios. Freight has to move.”
Aylward served as executive director of the National Commission on Intermodal Transportation, which in 1994 published a first-of-its kind report that provided an overview of the state of intermodalism in American transportation. The report highlighted the benefits of intermodalism and made recommendations for improving intermodalism.
“Thinking about the nation’s [transportation] system as a system had significant benefits in terms of lowering overall costs, increasing productivity, reducing congestion, improving mobility, and reducing energy consumption,” Aylward said.

Barriers and Progress

Before those benefits could be realized, the commission found there were significant institutional barriers to achieving intermodalism, Aylward said. Planning and policy at the federal level did not encourage intermodalism. Federal funding often fell short of authorizations. And, most importantly, agencies and investment priorities were organized strictly by mode.
Ten years later, in 2004, those barriers were still up. But fast forward to 2014 and significant progress has been made. The U.S. Department of Transportation (DOT) established a Freight Policy Council in 2012 to develop and implement a modern, intermodal freight network. And the DOT Tiger Grant program provides grants for projects that don’t fit in to the traditional modes.
“In the last number of years something really has happened around intermodal transportation—and particularly around federal support for freight issues,” Aylward said. “This new attention has come from the legislative and executive branches and from the private sector.”

An Intermodal Continent

The tide, it appears, is turning strongly toward intermodalism. There are more leaders today than ever in the nation’s capital who understand the importance of thinking about our transportation system as a whole, Aylward said.
But the movement of people and goods doesn’t happen exclusively within America’s borders. America is a world center of trade, jobs, and innovation. Our borders to the north and south are gateways to some of our most important economic partners.
“It drives me crazy to see maps of the U.S. transportation system that go blank at the northern and southern border,” Aylward said. “The Canadian and Mexican transportation systems are integrally connected to our transportation system and we need to remember that and take that into account as we plan.”

The Congestion Problem

Ayo Lawan Kemacetan...

Nice to know ..

Kemacetan sudah menjadi ancaman yang sangat substantial dimanapun di penjuru dunia ini loh.. dan akibatnya telah menghabiskan billion of dollars, waktu terbuang sia sia , produktivitas polusi dsb.

Ayo kita lawan kemacetan

Costs of Traffic Congest ion

Growing congestion in the U.S. transportation network poses a substantial threat to the U.S. economy and to the quality of life of millions of Americans. Each year, Americans are paying billions of dollars in terms of lost time and productivity, air pollution, and wasted energy. The Texas Transportation Institute’s (TTI’s) latest survey of mobility in America’s 437 urban areas shows that in 2005, traffic congestion resulted in 2.9 billion gallons of wasted fuel and 4.2 billion hours of lost time stuck in traffic. The cost of this delay and wasted fuel totaled $78 billion in 2005, more than quadruple the comparable cost figure in 1982. TTI’s Urban Mobility Report also notes that congestion causes the average peak period traveler to spend an extra 38 hours of travel time and consume an additional 26 gallons of

fuel, amounting to a cost of $710 per traveler.

These estimates do not even include the environmental degradation and economic productivity losses caused by traffic congestion and were prepared at a time when fuel prices were considerably lower than they are today.

                               

Alarming Trends

Traffic congestion levels have increased in every area since 1982. Congestion occurs on more roads more frequently and for longer periods throughout the day, resulting in greater amounts of required travel time than before. Congestion levels have risen in all urban area size categories, indicating that even small areas are unable to keep pace with rising demand. For example, on the basis of current trends, a medium-sized city should expect its congestion in 10 years to be as bad, or worse than, what is currently experienced by a large city. The rate of congestion growth has been greater in rural areas than in urban areas, portending increased congestion in

communities of all sizes.

Causes of Congestion

At its most fundamental level, highway congestion is caused by the lack of a mechanism to efficiently manage use of capacity. When searching for a solution to the congestion problem, most people immediately think of adding a new lane to an overburdened highway. Construction costs for adding lanes in urban areas average $10–$15 million per lane mile. In general, the funding for this type of construction comes from taxes that drivers pay when buying gas for their vehicles. Overall, funds generated from gas taxes on an added lane during rush hours amount to only $60,000 a year (based on 10,000 vehicles per day during rush hours, paying fuel taxes amounting to about 2 cents per mile). This amount is grossly insufficient to pay for the lane addition. The bargain price paid by motorists for use of an expensive new capacity encourages more drivers to use the expanded highway. Introducing congestion

pricing on highway facilities discourages overuse during rush hours by motivating people to travel by other modes, such as carpools or transit, or by traveling at other times of the day.

PRESS RELEASE DPP ORGANDA 5 Desember 21014

Kondisi Angkutan Umum saat ini:

a.  Kondisi angkutan umum saat ini telah mengalami penurunan tingkat pelayanan dan aspek keselamatan sebagai dampak dari meningkatnya biaya operasional kendaraan, kondisi infrastruktur yang rusak, serta tingginya suku bunga investasi untuk peremajaan disamping persaingan dengan kendaraan pribadi.

b.  Suku bunga investasi untuk pengadaan angkutan umum / peremajaan sangat tinggi yaitu dua kali lipat dari kendaraan pribadi dimana untuk kendaraan pribadi suku bunga hanya berkisar dengan angka 8-10%, sedangkan untuk kendaraan angkutan umum mencapai 16-20% (efektif).

c.  Kendaraan angkutan umum illegal juga telah berkembang dengan pesat di seluruh wilayah Indonesia dengan tidak dilengkapi persyaratan perijinan, bukti kelayakan kendaraan maupun kewajiban asuransi sesuai perundang-undangan, serta beroperasi bebas tanpa pengaturan yang jelas, sehingga mengganggu pelayanan yang dilakukan oleh angkutan umum resmi, dan telah menimbulkan pula potensi konflik di lapangan maupun gangguan Kamtib Lancar Lantas.

Kondisi Angkutan Umum semakin menjadi terbebani sehubungan dengan adanya kenaikkan BBM pada tanggal 18 November 2014. DPP ORGANDA memandang perlu mengambil langkah-langkah untuk menjaga kesinambungan Pelayanan Angkutan Umum yang aman, nyaman dan tetap memperhatikan aspek keselamatan serta langkah-langkah untuk meringankan beban Operator Transportasi Angkutan Umum. ORGANDA telah mengajukan permohonan kepada Pemerintah yaitu kepada :

1.              Kepolisian Republik Indonesia, melalui surat No. B. 640/K/DPP/XI/2014, perihal Permohonan Penertiban Angkutan Ilegal, untuk kiranya dapat melaksanakan penertiban terhadap kendaraan umum illegal yang beroperasi di jalan (Angkutan Umum palt hitam dan plat kuning tanpa ijin resmi)

2.                  Kementerian Dalam Negeri Republik Indonesia, melalui surat B. 641/K/DPP/XI/2014, perihal Permohonan Insentif Pajak Kendaraan Angkutan Umum. Hal ini berkaitan dengan pelaksanaan program ORGANDA tentang restrukturisasi manajemen angkutan umun melalui perubahan manajemen usaha angkutan umum dari perorangan menjadi badan hkum sebagaimana diamanatkan oleh perundang-undangan yang telah menimbulkan beban biaya yang cukup besar, khususnya dalam pengurusan perubahan surat-surat administrasi kendaraan karena adanya beban biaya bea balik nama kendaraan bermotor (BBN-KB) dari semula atas nama perorangan menjadi badan hukum. Sehubungan dengan hal itu, DPP ORGANDA mengajukan permohonan kebijakan insentif kepada Angkutan Umum, berupa penurunan Pajak Kendaraan Bermotor tahunan dan Biaya Balik Nama Kendaraan Bermotor.

3.                  Kementerian Keuangan, melalui surat No. B.642/K/DPP/XI/2014, perihal permohonan insentif fiscal bagi angkutan umum, yaitu insentif fiscal berupa Penghapusan Bea masuk (BM), Pajak Pertambahan Nilai (PPN) terhadap suku cadang utama kendaraan dan suku cadang yang cepat mengalami keausan, dan Pembebasan PPN terhadap setiap pembelian kendaraan baru dan kelengkapannya yang digunakan untuk kendaraan angkutan umum.

4.                  Kementerian Perhubungan, melalui surat No. B.643/K/DPP/XI/2014, perihal Permohonan Dukungan Program Konversi Bahan Bakar Gas. ORGANDA mendukung percepatan konversi BBM ke BBG. Implementasi dari program telah dilaksanakan pembelian oleh para anggota ORGANDA / Operator DPC Khusus ORGANDA Tanjung Perak Surabaya truk / tracktor head dengan jumlah sebanyak 100 unit (Tahap I), dimana 40 unit diantaranya telah siap digunakan sejak 4 (empat) bulan yang lalu, namun hingga saat ini unit-uniut kendaraan tersebut belum dapat beroperasi disebabkan karena kurangnya ketersediaan Infrastruktur BBG.

Untuk angkutan perkotaan sudah dimulai di Kota Bogor, namun masih terdapat kendala yang sama yaitu keterbatasan jumlah SPBG.

Diharapkan Pemerintah dapat secepatnya merespon permasalahan yang dihadapi oleh transportasi darat sehingga pelayanan terhadap masyarakat tidak mengalami penurunan dan tetap mampu mengedepankan aspek keselamatan dan keamanan.

Kebijakan insentif fiskal  diberikan untuk mengantisipasi adanya kenaikan harga suku cadang kendaraan umum serta sebagai upaya untuk mendorong revitalisasi angkutan umum yang sangat dibutuhkan untuk membantu penghematan energy dan mendorong terjadinya efektifitas mobiltas orang dan barang.

Jakarta, 5 Desember 2014

DPP ORGANDA

HASIL RAPAT KOORDINASI PEMBERIAN INSENTIF FISKAL BAGI KENDARAAN ANGKUTAN UMUM ORANG DAN BARANG

Hasil Rapat antara Kemendagri, Kemenhub, Perpajakan dan Organda tentang pemberian fiscal bagi kendaraan angkutan umum adalah sebagai berikut:

1.  Memberikan keringanan pembayaran PKB dan BBN-KB untuk kend angkutan umum orang sebesar 70%.
2. Pemberian keringan sebagaimana dimaksud pada angka 1 dan 2 diperhitungkan dasar pengenaan PKB dan BBN-KB
3. Pemberlakuan insentif ini hanya diberikan pada kendaraan angkutan umum orang yang dimiliki oleh badan hokum Indonesia yang bergerak di bidang angkutan umum orang, memiliki ijin penyelenggaraan angkutan umum orang dan buku uji kendaraan yang masih berlaku.
4. Pemberlakuan insentif ini hanya diberikan pada kendaraan angkutan umum barang yang dimiliki oleh badan hokum Indonesia yang bergerak di bidang angkutan umum barang, memiliki ijin penyelenggaraan angkutan umum orang dan buku uji kendaraan yang masih berlaku.
5. Memberhatikan aturan yang berlaku (UU No 22/2009 dan PP 74/2014) maka seluruh angkutan umum wajib berbadan hokum Indonesia maka perlu diberikan pembebasan BBN KB bagi pemilikan perorangan menjadi badan hokum
6. Kementerian Dalam Negeri akan mendorong Pemda untuk mengimplementasikan aturan ttg Pajak Daerah dan Retribusi Daerah, khususnya pengalokasian anggaran untuk peningkatan moda dan sarana transportasi umum.

Kesepakatan ini dibuat di Jakarta pada tanggal 4 Desember 2014 di ruang rapat Direktur Pendapatan Daerah dan Investasi Daerah. Hadir dalam rapat tersebut adalah pihak-pihak dari Kemendagri, Kemenhub, Organda, dan Kabid Pajak dari beberapa daerah.

DPP Organda mendorong terciptanya insentif fiskal untuk adanya "sustainable transport" yang mengedepankan faktor keselamatan.

Menhub Jonan Sarankan Angkutan Umum Ekonomi Diupgrade

Jakarta - Tarif ekonomi bus Antar Kota Antar Provinsi (AKAP) diatur oleh Kementerian Perhubungan (Kemenhub). Menteri Perhubungan Ignasius Jonan menyarankan, jika tak ingin tarifnya diatur pemerintah naikkan saja jadi non-ekonomi.

Hal tersebut disampaikan Ketua Organisasi Angkutan Darat (Organda) Eka Sari Lorena usai melakukan pertemuan dengan Menhub terkait tarif angkutan pasca kenaikan tarif BBM. Pertemuan bertempat di Gedung Kemenhub, Jl Medan Merdeka Barat, Jakarta Pusat, Kamis (20/11/2014) dan berlangsung selama 2 jam lebih.

"Tadi juga bapak menyampaikan bagaimana kalau yang ekonomi itu dinaikkan menjadi non ekonomi," tutur Eka.

"Agar bisa menyesuaikan tarif. Agar bisa menyesuaikan sesuai dengan fasilitas operator pada para pengguna jasa. Masing-masing memiliki perhitungan sesuai dengan layanan yang diberikan," lanjutnya.

Eka menjelaskan, tarif untuk AKAP ekonomi ditentukan pemerintah naik 10 persen dari tarif atas sebelumnya. Di luar itu, untuk kelas ekonomi disesuaikan dengan pemda masing-masing. Sedangkan untuk kelas non-ekonomi disesuaikan dengan supply dan demand.