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Both parking fee and parking tax are the potential income for most local authorities in Indonesia since they are considered as the parts of of local authority's revenue (Pendapatan Asli Daerah, PAD). However, currently many local authorities including that in Surabaya has a problem in determining target as well as the achievement of annual parking revenue. This situation takes place due to the lack of reliable method to estimate the parking revenue including both parking fee and parking tax either on-street parking nor off-street parking. Meanwhile, there are growing investments of public and private facilities in many capital cities of both regency and provincy including apartments, hotels, malls, campus, hospitals, convention buildings, terminals, offices, restaurants and mixed uses in which many parking spaces will be provided to support their activities later on. The providing of new parking spaces will therefore potentially contribute to the local authorities's revenue as the consequnces. Main variable to contribute the parking revenue are the number of parked vehicle as well as the parking duration (when progressive fee is applied). Both number of parked vehicle and parking durations for several landuses will be modelled in this Dissertation so that they can be used as references for estimating the anual parking revenue of local authotities as the part of local authorities revenue (PAD). Moreover, these models will be useful for parking facilities investors to analyse the their financial investment. Keyword: Parking, Off-street, Landuses, Local Government's Revenue (PAD), Surabaya Pendahuluan Latar BelakangPenyediaan dan pembatasan parkir saat ini banyak dipakai sebagai instrumen pembatasan kendaraan [1][2]. Di sisi lain parkir merupakan salah satu sumber Pendapatan Asli Daerah yang cukup potensial, terlebih-lebih pada daerah yang memiliki tingkat kepemilikan kendaraan yang tinggi dan aktivitas ekonomi yang tinggi pula asalkan dapat dikelola dengan baik dan benar. Meskipun, dibandingkan dengan komponen kontributor pajak daerah, pajak pakir bukan merupakan yang terbesar pangsanya [3].Namun demikian, sudah menjadi rahasia umum bahwa pengelolaan parkir di daerah-daerah di Indonesia, baik parkir tepi jalan maupun luar jalan, termasuk Jakarta sebagai Ibukota Negara Indonesia selalu dicirikan dengan pendapatan yang bocor karena ketiadaan system yang dapat memprediksi berapa sebetulnya potensi pendapatan yang bisa dikumpulkan. Demikian juga halnya yang terjadi di Surabaya sebagai ibukota Propinsi Jawa Timur memiliki target pemasukan sektor parkir sebesar Rp. 80M sementara pada tahun 2014 realisasi pendapatan parkir hanya sekitar 48M atau sekitar 60% [4]. Hal ini sudah berlangsung cukup lama terbukti [5], prosentase realisasi pendapatan parkir tepi jalan pada Tahun 2009 dan 2010 adalah 65.57% dan 51.73%. Sementara itu, disebutkan bahwa kebocoran pendapatan parkir surabaya mencapai 40% [6]. Bahkan selama kurun waktu 2008-2011 realisasi pendapatan pajak parkir total selalu di bawah target yang ditetapkan [3]...

There are many methods for calculating the bearing capacity of a pile foundation. The problem is finding the most representative method for analysis dynamic load testing (PDA) results in the field. This study only covers the areas of West Surabaya and North Surabaya. The method used to analyze the bearing capacity of the pile foundation in this study is the empirical method, namely the Schmertmann, Meyerhof, and L. Decourt method and the finite element method (FEM.). This research only for calculating the bearing capacity of precast pile foundations. The initial stage of the research was to collect soil survey data in the form of N-SPT boring logs and PDA test results in the area. Then the calculation analysis is carried out using the empirical method and FEM, which will be compared with the PDA results. FEM analysis uses dynamic load with piledriving modelling, which is similar to PDA testing. After comparison, the researchers find some ratios for each calculation method and results of PDAs in the field of study. This study indicates that the most representative method for PDA results in West Surabaya is the Meyerhof method. For the North Surabaya area, these methods have not shown expected results of PDA results in the field

TransJakarta since 2004 was expected as the backbone of the public transportation in Jakarta as well as TransMilenio in Bogota. However, the role of TransJakarta only approximately 1, 95% of the overall number of trips has reached 19 million/day. The analysis technique on this paper is descriptive analysis. TransJakarta operational perceived is still not effective, so that the necessary efforts to increase modal share sourced from BRT management best practice in other countries. Efforts could be made to increase modal share, among others, the elimination of thousands of parking and replaced by pedestrian friendly also develop a separate bike lane along 303 km in Bogota (Colombia). TransJakarta operational is still considered less in some aspects that are: total of fTransJakarta fleet, total of feeder route, Transjakarta speed and headway still need improved, overtaking lanes are built along the TransJakarta route, Integration with all public transport is absolutely necessary, integration with pedestrians and bicycle users TransJakarta ticket fares should be integrated with feeder and other public transportation such as KRL, city buses and paratransit and using smartcards. In terms of restrictions on the use of private vehicles can be done in the following ways implement a bike-sharing program, implement program of not using motor vehicles during weekdays for 1 day in a week, providing park and ride, implement fuel restriction program for gasoline purchases, implement car sharing program. If the operational performance of TransJakarta has been improved and restrictions on the use of private motor vehicles are implemented, it is expected that the modal split of road users in Jakarta can be expected to rise to be more ideal. In some other parts of the world some experts say ideal conditions of split capital between public transport and private vehicles can reach 65%: 35%. Hopefully the city of Jakarta can achieve this.