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"Reducing subnational imbalances of development progress is unquestionable policy for heterogeneous Indonesia. This paper examines the impact of policy that assigns a lagging-region status namely status daerah tertinggal (DT) on poverty rate and poverty gap among districts in Indonesia in the two period of SBY presidency. The panel data fixed effect combined with propensity score matching is used to tackle the selection bias due to the nature of the policy, unobserved heterogeneity and omitted variable bias. The results show that the lagging-region status that was aimed to mainstream central and district?s budget toward lagging regions statistically significant reduces poverty rate and poverty gap in the period. The DT status, on average is associated with 0.75 percentage point of reduction in the poverty rate and 7% reduction in the poverty gap index.AbstrakMenurunkan ketimpangan antar-daerah adalah sebuah agenda kebijakan yang niscaya untuk Indonesia yang majemuk dalam kemajuan ekonomi. Artikel ini berusaha mengukur dampak dari sebuah kebijakan penetapan daerah tertinggal terhadap dua ukuran kemiskinan, yaitu tingkat kemiskinan dan kedalaman kemiskinan pada dua periode masa jabatan Presiden SBY. Metode yang dipergunakan adalah panel data fixed-effect dikombinasikan dengan propensity score matching untuk mengatasi permasalah endogen pada variabel utama yaitu bias dalam seleksi terhadap kebijakan, keragaman daerah yang tidak dapat diukur, dan potensi bias karena ketiadaan variabel-variabel yang berpengaruh terhadap dua ukuran kemiskinan. Hasil pendugaan regresi tersebut menunjukkan bahwa penetapan daerah tertinggal yang ditujukan untuk mengarusutamakan dana pembangunan secara statistik signifikan dan menyebabkan penurunan tingkat kemiskinan dan kedalaman kemiskinan di masa tersebut. Daerah tertinggal secara rata-rata memiliki tingkat kemiskinan lebih rendah sebesar 0.75 (persentase) dan memiliki indeks kedalaman kemiskinan 7% lebih rendah."

"This paper reports onthe investigation of thermal properties of Kapok, Coconut fibre and Sugarcanebagasse composite materials using molasses as a binder. The composite materials were moulded into12 cylindrical samples using Kapok, Bagasse, Coconut fibre, Kapok and Bagassein the ratios of (70:30; 50:50 and 30:70), Kapok and Coconut fibre in theratios of (70:30; 50:50 and 30:70), as well as a combination of Kapok, Bagasseand Coconut fibre in ratios of (50:10:40; 50:40:10 and 50:30:20). The sample size is a 60 mmdiameter with 10?22 mm thickness compressed at a constant load of 180 N using a Budenbergcompression machine. Thermal conductivity and diffusivity tests were carriedout using thermocouples and theresults were read out on a Digital Multimeter MY64 (Model:MBEB094816), whilea Digital fluke K/J thermocouple meter PRD-011 (S/NO 6835050) was used to obtain thetemperature measurement for diffusivity. It was observed that of all the twelvesamples moulded, Bagasse, Kapok plus Bagasse (50:50), Kapok plus Coconut fibre(50:50) and Kapok plus Bagasse plus Coconut fibre (50:40:10) has the lowestthermal conductivity of 0.0074, 0.0106, 0.0132, and 0.0127 W/(m-K) respectivelyand the highestthermal resistivity. In this regard, Bagasse has the lowest thermalconductivity followed by Kapok plus Bagasse (50:50), Kapok plus Bagasse plusCoconut fibre (50:40:10) and Kapok plus Coconut fibre (50:50)."

"This paper reports on the investigation of thermal properties of Kapok, Coconut fibre and Sugarcane bagasse composite materials using molasses as a binder. The composite materials were moulded into 12 cylindrical samples using Kapok, Bagasse, Coconut fibre, Kapok and Bagasse in the ratios of (70:30; 50:50 and 30:70), Kapok and Coconut fibre in the ratios of (70:30; 50:50 and 30:70), as well as a combination of Kapok, Bagasse and Coconut fibre in ratios of (50:10:40; 50:40:10 and 50:30:20). The sample size is a 60mm diameter with 10mm – 22mm thickness compressed at a constant load of 180N using a Budenberg compression machine. Thermal conductivity and diffusivity tests were carried out using thermocouples and the results were read out on a Digital Multimeter MY64 (Model: MBEB094816), while a Digital fluke K/J thermocouple meter PRD-011 (S/NO 6835050) was used to obtain the temperature measurement for diffusivity. It was observed that of all the twelve samples moulded, Bagasse, Kapok plus Bagasse (50:50), Kapok plus Coconut fibre (50:50) and Kapok plus Bagasse plus Coconut fibre (50:40:10) has the lowest thermal conductivity of 0.0074, 0.0106, 0.0132, and 0.0127 W/(m-K) respectively and the highest thermal resistivity. In this regard, Bagasse has the lowest thermal conductivity followed by Kapok plus Bagasse (50:50), Kapok plus Bagasse plus Coconut fibre (50:40:10) and Kapok plus Coconut fibre (50:50)."

"Kendaraan berat (HV) memiliki sifat yang berbeda dibandingkan dengan mobil penumpang biasa. Sifat ini termasuk kinerja HV sendiri, seperti kemampuan HV untuk mempercepat, mengurangi kecepatan dan mempertahankan kecepatan konstan. Sifat lain yang berbeda untuk HV adalah dimensi mereka. Lebar HV bijaksana dan panjang bijaksana jauh lebih besar dari mobil penumpang normal. HV yang membawa barang juga memiliki kecenderungan untuk membawa lebih banyak muatan daripada yang mampu mereka lakukan, yang mengakibatkan situasi kelebihan muatan. Faktor Ekivalensi Mobil Penumpang (EMP) membantu menentukan pengaruh HV terhadap kapasitas jalan. Faktor ini mengubah HV menjadi unit yang disatukan, yang merupakan unit mobil penumpang (UMP). Ada berbagai cara untuk menentukan nilai EMP, dalam penelitian ini, metode lagging headway digunakan. Upaya ini juga membahas efek gradien terhadap kecepatan HV yang kelebihan beban dan dengan demikian berkorelasi dengan nilai EMP. Metode lagging headway menggunakan rata-rata lagging headway dari HV dan mobil penumpang untuk memperkirakan nilai EMP. Metode ini mempertimbangkan panjang kendaraan, yang mewakili jumlah ruang yang ditempati oleh HV. Metode lain yang serupa juga digunakan sebagai perbandingan dengan metode primer, yang merupakan metode leading headway. Metode ini mirip dengan metode lagging headway, tetapi sebaliknya menggunakan leading headway yang dipertahankan oleh HV untuk menghitung nilai EMP.

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Heavy vehicles (HV) have different properties compared to passenger cars. These properties include the performance of HV themselves, such a HV ability to accelerate, decelerate and maintain a constant speed. Another property that is different for HV is their dimensions. HV width wise and length wise are far larger than normal passenger cars. HV that carry goods also have a tendency to carry more load than they are able to, resulting in an overloaded situation. Passenger Car Equivalent (PCE) factor helps determine the effect of HV on capacity of a roadway. This factor converts HV to units that are unified, which is the passenger car unit (PCU). There are various ways to determine PCE values, in this effort, the lagging headway method is used. This effort also discusses the effects of gradient towards the speed of an overloaded HV and thus correlate to the PCE value. Lagging headway method uses the mean lagging headway of HV and passenger car to estimate the value of PCE. This method takes into consideration the length of vehicles, which represents the amount of space that a HV occupies. Another method that is similar is also used as a comparison to the primary method, which is the leading headway method. This method is similar to the lagging headway method, but instead uses the leading headway maintained by HV to calculate the PCE value."