The Position of Railway Lines and Railway Stations in Priangan Urban Spatial Planning in the 19Th to 20Th Centuries

Paramita:Paramita: Historical Historical Studies Studies Journal, Journal, 28 28(1), (1), 2018: 2018 50-59 ISSN: 0854-0039, E-ISSN: 2407-5825 DOI: https://doi.org/10.15294/paramita.v28i1.12414

THE POSITION OF RAILWAY LINES AND RAILWAY STATIONS IN PRIANGAN URBAN SPATIAL PLANNING IN THE 19TH TO 20TH CENTURIES

Miftahul Falah, Nina Herlina, Mumuh Muhsin, and Kunto Sofianto Department of History and Philology, Faculty of Cultural Sciences, Universitas Padjadjaran

ABSTRACT ABSTRAK

In relation to urban spatial planning, it is Dalam kaitannya dengan tata ruang kota, thought-provoking and substantial to study the pembangunan jalur dan stasiun kereta api di development of railway lines and stations in Priangan pada abad XIX-XX penting dan Priangan in the 19th to 20th century. The is- menarik untuk dikaji. Permasalahannya ada- sues discussed in this research are how to build lah bagaimana jalur kereta api dibangun ketika a railway line when it had to pass through ur- harus melewati kawasan perkotaan?, dan ban areas? And how to locate a railway station bagaimana penempatan stasiun kereta api se- in order to be easily accessed from all corners hingga dapat dijangkau dan menjangkau se- of the city without disrupting the users of land luruh pelosok kota tanpa mengganggu transportation routes. To examine the issues, a pengguna jalur transportasi darat? Untuk men- historical study is conducted by employing jawab permasalahan tersebut, dilakukan historical method comprising heuristics, criti- penelitian sejarah dengan menerapkan metode cism, interpretation, and historiography. The sejarah yang meliputi empat tahap, yakni heu- result of the research demonstrates that the ristik, kritik, interpretasi, dan historiografi. railway line passing through the urban areas Hasil penelitian menunjukkan bahwa jalur was built in the areas with hardly any settle- kereta api yang melewati kawasan perkotaan ments; and in big cities, a bridge (viaduct) was dibangun di kawasan yang masih jarang pem- specially built for a railway line in order not to ukiman dan di kota besar dibuatkan jembatan obstruct the land transportation routes. The (viaduct) sehingga tidak mengganggu jalur railway line, however, was not too far from transportasi darat. Namun demikian, jalur the city center, so the railway station was built tersebut tidak terlalu jauh dari pusat kota se- in a location easily accessible from and to all hingga stasiun kereta api dibangun di suatu the corners of the city. lokasi agar dengan mudah dapat dijangkau dari dan ke pelosok kota. Keyword: Urban Spatial Planning, Railway Line, Railway Station, Priangan Kata Kunci: Tata Ruang Kota, Jalur Kereta Api, Stasiun Kereta Api, Priangan

Author correspondence Email: [email protected] 50 Available online at http://journal.unnes.ac.id/nju/index.php/paramita Paramita: Historical Studies Journal, 28(1), 2018

INTRODUCTION long time, thus infrastructure to transport In the region of Priangan Residency, there the commodities quicker was truly neces- were several highly important old cities sary. For this reason, the Government of both politically and economically, such as the Dutch East Indies had built railway the City of Bandung, Sukabumi, Tasikma- lines since the mid-19th century. In Pri- laya, Cianjur, Sumedang, Garut, and angan, a railway line was built from Bata- Ciamis. The first three cities were autono- via passing through Bogor, Sukabumi, mous regions, but they had gone through Cianjur, and Bandung (Lasmiyati, 2017: different processes. Since colonial era, 198–199). Then, the colonial government Bandung and Sukabumi had the status of built the railway line of Bandung, gemeente (respectively in 1906 and 1914) Tasikmalaya, up to Yogyakarta. and later became stadsgemeente (1926), For the colonial government, the while Tasikmalaya gained the status of an biggest problem of developing railway autonomous region in 2002. On the con- lines was how to keep the rail speed unin- trary, the other four cities had the status of terrupted by the movement of land trans- administrative capital (hoofdplaats), not portation? Contrariwise, how to ensure only for the level of residency, but also the safety of land transportation users was afdeeling and regency. not threaten by the speed of the trains. Those seven cities were regarded This problem arose because the railway politically and economically significant network system was built on the ground, because their district areas produced high thus in a certain point the railway would commodities for European market, partic- intersect with roads (Handinoto, 1999: 49 ularly coffee. Coffee was considered not –50). The construction of railway lines only as a mandatory plant, but also as must consider the urban spatial planning “one of the ways” to achieve carrier suc- in order to avoid the intersection with pri- cess for political elites and to escape from mary roads. taxation for farmers (Muhsin, 2017: 193). In addition to coffee, Priangan produced RESEARCH METHOD tea as well which plantations scattered The method employed in this research is widely in mountainous areas, both in the historical method, i.e. the process of critically northern and southern part of Priangan. examining and analyzing the records and sur- The owners of tea plantations used to as- vivals of the past. The imaginative reconstruc- semble every week in the district towns, so tion of the past from the data derived by the in this case the towns of administrative process is called historiography” (Gottschalk, capital run their status as the center of so- 1968: 48). The research procedure consists cial-cultural activities. of four stages. The first stage is heuristic The physical growth of the cities analysis in which the process of searching, was inevitable in order to meet the needs obtaining, and collecting historical sources of the inhabitants; many urban infrastruc- related to the main research question was tures had been constructed particularly for conducted. In this stage, all sources, both the Dutch/European and local elites as secondary and primary, in both written well. The transportation infrastructures and material form, are compiled to be ex- were built to improve the mobility of peo- ternally and internally criticized. In the ple and goods. Railway was a form of second stage, authentic sources and highly technological advancement in that time credible historical facts are generated. since it could transport people and goods Then, the historical facts are strung to- in a relatively faster way. Various com- gether to be interpreted verbally, factually, modities produced by various plantations technically, logically, and psychologically. were sent to warehouses in district towns The last stage of the historical method is by means of land transportation before the writing of history, known as historiog- they were transported to seaports. The raphy. To give an explanation of the string delivery process to seaports took quite a of the facts critically, this study employs

51 Paramita: Historical Studies Journal, 28(1), 2018 urban morphological approach. One of obtained consent to build the railway line the aspects of the urban morphology is the of Batavia-Buitenzorg (Bogor). The line constructed city road, which includes the was approved for political and economical system of railway line development. Un- reasons. Buitenzorg was a summer resi- der those circumstances, the resulted his- dence of the Governors-General of Dutch toriography does not only tell a diachroni- East Indies and hence the construction of cally past event, but also give a synchroni- the railway line should be prioritized. In cally historical explanation. addition, Buitenzorg was “the main ware- house” of plantation products in the re- RESULTS AND DISCUSSION mote areas of Buitenzorg and Priangan The Construction of Railway Lines in before being transported to the seaport of Priangan Tanjung Priok. However, the develop- In the Dutch East Indies, the idea of build- ment of Batavia-Buitenzorg line was only ing railway lines had emerged since 1861 implemented on October 15, 1869 inaugu- due to a bad infrastructure of land trans- rated by the Governor-General Pieter Mi- portation that gave a detrimental effect on jer (1866–1872) (Lasmiyati, 2017: 2015). private landowners. The idea was then In 1878, the colonial government presented to J.J. Rouschen, the Minister established a plan for the construction of of the Colonies. Subsequently, the minis- Buitenzorg-Tjitjalengka lines (Staatsblad ter assigned F.J Stieltjes, a technical advi- van Nederlandsch-Indië voor het Jaar 1878, sor in the Ministry of the Colonies, to in- Number 202). The construction of this vestigate the condition of the transporta- line was done gradually for almost four tion infrastructures and facilities in Java years. The first lines were Buitenzorg- Island. The result of Stieltjes’ investigation Tjitjoeroeg installed on 5 October 1881, recommended that the Kingdom of the Tjitjoeroeg-Sokeaboemi installed on 10 Netherlands should build railway lines May 1883, Tjiandjoer-Bandoeng installed and later Minister Rouschen responded on 17 May 1884, and Bandoeng- the recommendation positively. On 7 Feb- Tjitjalengka installed on 10 September ruary 1861, Stieltjes together with Dixon 1884 (Nederlandsch Indische Staatsspoor-en and van Panhuys established Transporta- Tramwegen, t.t.: 58; Reitsma, 1925: 18-19; tion Commission in Batavia as a follow- Wellenstein, 1915: 6). Two years after the up to his investigation result. It was the route of Bandung-Cicalengka was operat- Commission that proposed the construc- ed, the Government of Dutch East Indies tion of Semarang-Vorstenlanden and Bata- developed a plan for Tjitjalengka-Garoet via-Preanger Regent-schappen railway via Tjibatu (Staatsblad van Neder-landsch- line (Nederlandsch Indische Staatsspoor- en Indië voor het Jaar 1886, Number 254) and Tramwegen, t.t.: 4). on August 14, 1889, the operation of this The proposal was then realized by route was inaugurated. (Nederlandsch In- carrying out the construction of the rail- dische Staatsspoor-en Tramwegen, t.t.: 58; way line of Semarang-Solo-Yogyakarta, Wellenstein, 1915: 8). Based on the deci- which was inaugurated on June 17, 1864 sion of the government, a new route from by Mr. Rudolph Anne Jan Wilt Baron Cibatu to Tasikmalaya up to Kesugihan Sloet van de Beele, the Governor-General. would be built (Staatsblad van Nederlandsch- On 10 August 1864, Semarang-Tangoeng Indië voor het Jaar 1888, Number 8). The railway line was open for public. Mean- line Cibatu-Tasikmalaya was installed on while, Semarang-Yogyakarta railway line September 16, 1893 while the line of had just finished and was open for public Tasikmalaja-Kesoegihan was installed on on May 21, 1873. This first railway line November 1, 1894 (Nederlandsch Indische was operated by Nederlandsch-Indische Staatsspoor- en Tramwegen, t.t.: 58). As a Spoorweg Maatschpaijj (NIS) (Nederlandsch result, the railway lines had linked all the Indische Staatsspoor- en Tramwegen, t.t.: 4; district towns in Priangan. The only dis- Reitsma, 1925: 7). In the same year, NIS trict town that was not connected by the

52 Paramita: Historical Studies Journal, 28(1), 2018 railway lines was Sumedang. This was terms of travel time and accessibility. For caused by the arrival Japan to Dutch East this reason, the development of railway Indies that made the construction of Ban- lines in Priangan takes into account the dung-Sumedang-Cirebon route uncom- related urban spatial condition. When the pleted. The construction was just reached colonial government built the railway line Rancaekek- Tanjungsari route via of Buitenzorg-Tasikmalaja (1878–1894), Jatinangor (see figure 1). the construction started from the west (Buitenzorg) to the east (Maos, Cilacap). The Placement of Railway Lines in Ur- The first phase of construction was Bui- ban Areas tenzorg-Bandoeng route passing through Due to the limitation of technology, the the towns of Sukabumi, Cianjur, and Ban- railway lines in Dutch East Indies was dung. The three towns were regarded as built on the ground instead of under- the center of political, social, economic, ground (subway). Consequently, the place- and cultural activities, so it was important ment of railway lines must be arranged in to link them by railway lines. Different such a way to avoid the intersection with from Cianjur, the development of Sukabu- roads for the purpose of road users safety. mi and Bandung were much more rapid The implementation of this idea can be and hence they were awarded the status of seen from the construction of railway lines municipality (kotaprja). that are as far as possible avoid residential Sukabumi was formerly a resort and areas, so its construction is directed to rel- entertainment center for plantation own- atively unoccupied areas. On the other ers. Along with the development of plan- hand, the railway lines are required to be tation products, Sukabumi grew into a city able to reach all corners of the city areas in and had quite a lot of residents from Neth-

Source: Reconstructed from Spoor- en Tramwegkaart: Java en Madoera, 1922; Nederlandsch Indische Staats-spoor- en Tramwegen. t.t.;. Boekoe Peringetan dari Staatsspoor-en Tramwegen di Hindia Belanda, 1875-1925. Figure 1. The Network of Priangan Railways in 1922

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Source: Reconstructed from Kaart van den Hoofdplaats Bandoeng en Omstreken, 1882; Java; Residentie Preanger- Regentschappen. Tjiandjoer, 1909; Java. Preanger-Regentschappen. Soekaboemi, 1898; West-Java. Tjiamis, 1927; Java. Preanger-Regentschappen. Tasikmalaja, 1922; Java. Preanger-Regentshappen. Garoet, 1909.

Figure 2. The Placement of Railway Lines in Priangan in the 19th to 20th Centuries erland and other European nations. To that moment, Kampung Cianjur had fulfill their needs, the Government of grown and become an important city for Dutch East Indies turned Sukabumi into until1864 it was made as the administra- an administrative capital of Afdeeling Soek- tive capital of Priangan Residency, before aboemi resulted from the extension of it was moved to Bandung city based on Afdeeling Tjiandjoer. In 1914, the city of Besluit 7 August 1864 Number 18 (de Soekaboemi became Gemeente Soekaboe- Klein, 1931: 12, 92; Staatsblad van Neder- mi (Staatsblad van Nederlandsch-Indie voor landsche-Indie voor het Jaar 1864 No. 114). het Jaar 1914 Number 310) and twelve The existence of Bandung as the adminis- years later changed into Stadsgemeente trative capital of Bandung Regency could Soekaboemi (Staatsblad van Nederlandsch- not be separated by the Great Post Road Indie voor het Jaar 1926 Number 371). The (groote posweg) built by the Governor- city of Cianjur was an administrative cen- General Herman W. Daendels ter of Cianjur Regency which develop- (Plakaatboek XV, 1810: 699; Hall, 1988: ment was closely associated with the de- 445–446). In this regard, on May 25, velopment of Cianjur Regency. On Octo- 1810, Daendels issued an order to move ber 19–20, 1677, the Sultanate of Mata- the administrative center of Bandung Re- ram signed an agreement with VOC about gency to an area close to the Great Post the handing over of Priangan to VOC (de Road. The order was issued because in Haan, 1911: 261; Surianingrat, 1982: 54- Daendels’ view the location of Da- 55). In the submitted area, a new political jeuhkolot as an administrative capital of center arose named as Padaleman Cianjur Bandung Regency was too far from groote which the administrative capital was in posweg. The order was then implemented Cikundul. In the reign of Aria Wira Tanu on September 25, 1810 (Hardjasaputra III (1707–1726), the administrative capital dkk., 2000: 55; Herlina dkk, 2016: 47-48; of Cianjur Regency was moved from Tim Penyusun Sejarah Kabupaten Ban- Pamoyanan to Kampung Cianjur (de dung, 1974:116; van der Chijs, 1885; Haan, 1912: 131 & 170; Dienaputra, 2004: Voskuil, 1999: 20). 27; Surianingrat, 1982: 71 & 85). Since Along with the construction of Bui-

54 Paramita: Historical Studies Journal, 28(1), 2018 tenzorg-Tjitjalengka railway line, those tion products, the colonial government three towns had developed into an urban built the railway line of Cibatu-Garut- area that attracted migrants. Accordingly, Cikajang. In this route, Garut City was the Government of Dutch East Indies not directly passed by the main line, but it built the railway line in the relatively emp- had its own line, i.e. Cibatu-Garut route. ty areas (see Figure 2). In the city of The operation of Tjtitjalengka-Garoet rail- Sukabumi, the railway line was built in way line for public passengers was in- the south, horizontally parallel with the stalled on August 14, 1898 (Nederlandsch primary road. The intersection with road Indische Staatsspoor-en Tramwegen, t.t.: 20). segments took place around Pecinan, In Garut City, also known as Swiss van heading to Pelabuhan Ratu. The crossing Java or Kota Intan ‘The City of Dia- was located on the ground and thus it had mond’ (Sofianto, 2008), the railway line a great potential to disrupt road users. passed through the city center areas as From the time when Bandung became the shown in Figure 2. The line was made administrative capital, its development parallel with the primary road orienting arose rapidly. The appearance of the mor- from the west to the east. Notwithstanding phology of Bandung City tends to develop that it passed through the city center areas, in the southern part of the road. In the the position of the line relatively did not meantime, rice fields, fields, forests, or disrupt people’s activities since the north- vacant lands were still found in the northern area of the primary road was quite ern area. Likewise, more indigenous vil- vacant rather than the southern area. lages were built in the southern area of the Meanwhile, the railway line in Ciamis Great Post Road. Such morphological City was built in a vertical way with the conditions were used by the colonial gov- orientation of the south-north-east. The ernment as the basis to build the railway railway line in Tasikmalaya city was built lines in the areas of Bandung City that in a vertical way as well, but in different crossed three secondary road segments. orientation, i.e. north-south-east. All of The railway line that intersected with Lem- these railway lines did not cross the prima- bangweg was built underground in order ry roads, except at the end segment of the not to obstruct the activity of road users. primary road that was relatively less Meanwhile, the railway line that intersect- crowded than the middle segment that ed with Soeniaradjaweg-Landraadweg was crossed the city centers. built above the road (viaduct). Then, the With such railway line arrange- line that intersected with Merdikaweg ment, the movement of the railway will (around Bandung City Hall) was made in not threat the safety of the road users. In one land surface. Different from the City its development, the areas that previously of Sukabumi and Bandung, the position of were vacant have changed along with the Cianjur City railway line was built verti- growth of the cities. The railway lines are cally (from the south) and then horizontal- now “besieged” by residential areas, edu- ly headed to Bandung. The line was not cation center, business center, etc. On the made parallel with the primary road top of that, some railway lines no longer (groote posweg) because it did not pass operated such as the route of Cibatu- through the urban areas, but the suburbs. Garut-Cikajang. This railway line was not As a result, at the western end of groote only unable to compete with the land posweg, there was an intersection with the transportation modes, but it also was not railway line although it was regarded not managed professionally that caused the too undisruptive the mobility of the prima- national railway company suffer losses. In ry road users. a like manner, the railway lines of Ban- The next phase was building the dung-Ciwidey and Bandung-Majalaya railway line of Cicalengka-Banjar via the was finally closed along with the decline City of Tasikmalaya and Ciamis. For the of planation products produced by the purpose of transporting people and planta- plantation areas in South Bandung. Bogor

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Source: Reconstructed from Bandoeng , 1905. Coloniaal Collectie (KIT)542201 (04850-097); Bandoeng en de Stationspoorwegen. Bandoeng Jubileum, 1906-1931; Veertiendaagsch Tijdschrift ter Verbreiding van Kennis Omtrent Nederlandsch Oost- En West-Indie. VIIE Jaargang Afl. No. 4 - 11 Juni 1934. Amsterdam; Jeep van de Koninklijke Landmacht voor het Station te Bandoeng. 1947; Het station, Bandoeng, 1926; Budimansyah’s Docmentation, 2015 (photo’s Bandoeng); Het station van Soekaboemi, 1888. Herinneringen aan Soekaboemi; Author’s Docmentation, 2015 (photo’s Soekaboemi) Figure 3. The Position of the Railway Station of Bandung City and Sukabumi City

-Sukabumi-Cianjur railway line was once building of a railway station architectural- no longer operated for being unable to ly has similar sections. It generally con- compete with the land transportation sists of four areas. The first is a front area modes. The railway line, however, was serving as a place of shift from the trans- then re-functioned around the middle of portation system of a steel rail to a road or 2000s due to the congestion of the road from the transportation system of a road segments of Cianjur-Sukabumi-Bogor and to a steel rail. This section typically con- Cianjur-Puncak-Bogor. In contrast, the sists of public transport terminals, vehicle railway line of Bandung-Tasikmalaya- parking space, and loading areas. The se- Ciamis-Banjar is still operating and be- cond is a station building commonly in- coming one of the busiest lines of the cludes a hall or vestibule, ticket booth, ad- south to east route. ministration building (the office of the sta- tionmaster and the staff), and operational The Position of Railway Stations in the facilities such as a railway signal room, Urban Spatial Planning technical room, canteen, and public toilet. In Priangan Regency, the first railway sta- The third is a railway platform normally tion was only built in 1882. Handinoto used as an area for passengers’ waiting (2017: 51) argues that a railway station and boarding as well as for loading and has three different related functions. First- unloading goods. The fourth is an em- ly, it serves as a facility or area for the placement consisting of a straight rail, trains to stop and to pick up or let off pas- platform, and turning rail for a train to sengers (people or animal) and goods. Sec- stop and allow other train passes. ondly, it is used as a place of departure of (Triwinarto, 1997: 94; Handinoto, 2017: the trains transporting passengers (people 51). or animal) and goods. Thirdly, it provides Viewed from the aspect of urban an area for the trains to cross, to overtake spatial planning, the position of Bandung or to follow. The operation of a railway City’s railway station can be said very station is under the responsibility of a sta- strategic since the location is not too far tionmaster. from the administrative capital and busi- In connection to such functions, the ness centers (shown in Figure 3). The

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Source: Reconstructed from Java. Preanger-Regentshappen. Garoet, 1909; Java; Residentie Preanger- Regentschappen. Tjiandjoer, 1909. Michiel van Ballegoijen de Jong. 1993; Author’s Docmentation, 2017 (photo’s Garoet); Author’s Docmentation, 2015 (photo’s of Cianjur) Figure 4. The Position of the Railway Station of Garut City and Cianjur City building is fairly easy to access from vari- flunked by two major roads heading out of ous directions, thus the mobility of people town, i.e. Plaboeanweg and Barosweg. and goods can run smoothly. Its close Before 1918, this railway station was ad- proximity to Pasar Baru ‘the New Market’ ministratively outside the area of Gemeente has contributed to an increase in trade ac- Sukabumi. In the west, there was a market tivity. The delivery and/or acceptance of (Pecinan ‘Chinatown’) and thus the trans- merchandises are getting easier which im- portation for commercial goods for the pact is economically cost-effective. This is benefit of the market became easy to not surprising because the main purpose reach. Seen from the urban spatial plan- of the development of railway lines is to ning, the development of Sukabumi City’s support economic activity, specifically in railway station is overall very strategic for relation to the loading and unloading of it is easily accessible from various direc- plantation products. Moreover, the con- tions, very close to residential areas, offic- struction of a tunnel under Lembangweg es, and business centers. and viaduct above Soeniaradjaweg and Cika- Garut City’s railway station was pundung has made the position of the rail- built around one block to the north from way station more strategic. The railway the city center (shown in Figure 4). The station of Bandung City is also easy to building was made so close to the city cen- reach because it is linked by various road ter area that it was easily accessible. Ob- segments connecting many different areas serving from the concept of urban spatial in Bandung City. planning, the position of this railway sta- Sukabumi City’s railway station was tion is extremely strategic due to its close- officially operated on March 21, 1882. ness to the center of economic activity, The station was initially built in an in- settlement, and government. Unfortunate- dische style, but in 1930s it was recon- ly, this indische-style railway station no structed in an art deco style. It was locat- longer worked after the independence of ed in Stationweg, not far from Plaboeanweg- Indonesia because the railway lines of Ci- Plaboeanstraat junction and its location batu-Garut and Garut-Cikajang stopped was perpendicular to Groote Posweg (the operating, which were caused by neglect primary road in Sukabumi City) and losing in a competition with land (presented in Figure 3). The station was transportation modes. Unlike the previous not difficult to reach because it was three railway stations, the building of Cianjur City’s railway station was located

57 Paramita: Historical Studies Journal, 28(1), 2018 vertically from the primary road (see Fig- Tasikmalaya and Singaparna. ure 6). In order to ease the people to enter the railway station, the government built a REFERENCES secondary road right next to the office of Bandoeng en de Stationspoorwegen. Bandoeng Jubi- Wedana Cianjur. Viewing from the aspect leum, 1906-1931. Bandoeng: Java Bode. of urban spatial planning, the position of Bandoeng, 1905. Coloniaal Collectie (KIT) the railway station was quite strategic 542201 (04850-097). Leiden: Universi- even though the road to the railway sta- teits-bibliotheek Leiden. de Haan, F. 1911-1912. Priangan; de Preanger- tion was not as wide as the city roads. Regentschappen onder het Nederlandsch Cianjur’s railway station from the south, Bestuur tot 1811. Deerde Deel. Batavia: the west, ad the north, however, was so G. Kolff & Co. easy to reach that its location was very de Jong, Michiel van Ballegoijen. 1993. Spoor- much in line with the smooth movement wegstations op Java. Amsterdam: De Ba- of the railway. taafsche Leeuw de Klein, Jacob Wouter. 1931. Het Preanger- CONCLUSION stelsel (1677-1871) en zijn Nawerking. Delf: As previously explained, it can be con- de NV Technische Boekhandel en J. cluded that the development of railway Waltman Jr. Dienaputra, Reiza D. 2004. lines is a follow-up of the government of Cianjur: Antara Bandung dan Buitenzorg. Sejarah Cikal the Kingdom of the Netherlands on the Bakal Cianjur dan Perkembangannya Hing- results of the investigation of the bad land ga 1942. Bandung: Prolitera. transportation infrastructures in Java Is- Gottschalk, Louis. 1968. Understanding History; land. Because the system of railway net- A Primer of Historical Method. 2nd Edition. work was built on the ground, the con- New York: Albert de Knopf. struction of the railway lines cannot be Hall, D. G. E. 1988. Sejarah Asia Tenggara. done haphazardly. The key principle is to Terj. I. P. Soewasha. Surabaya: Usaha build the railway lines in an area that is Nasional. still dominated by open ground. In order Handinoto. 1999. “Perletakan Stasiun Kereta to minimize crossing by road, the railway Api dalam Tata Ruang Kota-Kota di Jawa (Khususnya Jawa Timur) pada lines are made parallel to primary road, Masa Kolonial”. Dimensi Teknik Arsi- either horizontally or vertically. tektur. Volume 27. Nomor 2/Desember Based on the aspect of urban spatial 1999. Hlm. 48-55. planning, a railway station is built in a Hardjasaputra, Sobana. 2000. Sejarah Kota location that has potential to “promote” Bandung Periode 1906-1945. Pemkot Ban- by itself, thus people from diverse back- dung. grounds can easily reach the station. In Herlina, Nina dkk. 2016. Sejarah Kota Ban- point of fact, the position of Garut City’s dung. Bandung: Pemerintah Kota Ban- railway station is the most strategic since dung. it creates an axis with the administrative Het station van Soekaboemi, 1888. Onderdeel van capital (pendopo ‘an open hall’ and the resi- een groep van 62 foto's in een doos met het opschrift "Staatsspoorwegen op Ja- dent assistant office). Furthermore, the va" uit 1888. Inv. Nr. NG-1988-26-51. railway station is not far from the town Amsterdam: Rijksmuseum. square and close to business centers. By Het Station Bandoeng, 1926. Dalam Javapost. way of contrast, the position of Tasikma- Verhalen over Nederlands-Indië. laya City’s railway station, reviewed from https:// javapost.nl/2015/02/23/op- the spatial planning, apparently rather dif- zoek-naar-een-wolff-schoemaker/. ficult to access. Despite the fact that it is (Diakses Tanggal 20 Oktober 2017. fairly close far from pendopo, the railway Pukul 07.25 WIB; Dokumentasi Budi- station is distant with the business centers. mansyah, 2015. For the purpose of creating easy access to Java. Preanger-Regentschappen. Soekaboemi, 1898. Coloniaal Collectie (KIT). Inv. Nr. the railway station, the colonial govern- KIT542201 (04854-086). Leiden: Uni- ment built a tramline to link the City of

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