Data Collection Report on Sustainable Urban Transport Index Phase-1
Dr. Eng Widyarini Weningtyas
2018
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TABLE OF CONTENTS
INTRODUCTION ...... 4 I.1 General description ...... 4 I.2 Demography ...... 7 CURRENT STATE OF URBAN TRANSPORT SYSTEMS AND SERVICE ...... 8 II.1 Road network in Bandung city ...... 8 II.2 Number of private vehicles ...... 10 II.3 Transportation network in Bandung city ...... 11 II.4 Public transportation infrastructure ...... 12 II.5 Public transportation system ...... 16 II.6 Master plan of transportation Bandung ...... 24 II.7 Transit oriented development ...... 27 II.8 Road-based transportation ...... 29 II.9 Skywalk ...... 35 II.10 Bike sharing ...... 37 II.11 Rail-based transportation ...... 39 II.12 Park and ride ...... 42 SUTI DATA COLLECTION ...... 44 SUTI ...... 45 IV.1 Sustainable Urban Transportation Index ...... 45 IV.2 Data collection for each SUTI indicators in Bandung city ...... 45 DATA ANALYSIS ...... 58 PERSPECTIVE ON SUTI PILOT EXERCISE ...... 66 ANNEXURES...... 67 A.1: Experts and officials met ...... 68 A.2: References ...... 69
List of Tables
Table I-1: District area of Bandung Municipality ...... 4 Table I-2: Population by district in Bandung city 2012-2016 ...... 7 Table II-1: List of roads by function and hierarchy in Bandung city ...... 8 Table II-2: Number of vehicles in Bandung Municipality 2016 ...... 10 Table II-3: List of terminals in Bandung based on Type A, B and C ...... 13 Table II-4: Train traffic in Bandung city ...... 14 Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung ...... 15 Table II-6: The number of public transportation fleet between cities in 2016 ...... 16 Table II-7: Data on the number of fleets and DAMRI bus route services in the city of Bandung .. 16 Table II-8: Number of taxis in Bandung city ...... 18 Table II-9: Paratransit transportation in Bandung city ...... 19
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Table II-10: Policy direction for transportation service transportation development ...... 25 Table II-11: The proportion of the budget for each program to improve public transportation of the transportation service ...... 26 Table II-12: Vision and Mission of Bandung city in the field of transportation ...... 27 Table II-13: TOD location proposal in the Bandung city...... 27 Table II-14: Plan to develop bus corridors in the city of Bandung ...... 29 Table II-17: Characteristics of school children public transport users ...... 31 Table II-18: Plan for school bus routes in Bandung ...... 31 Table II-19: Recapitulation of Bandung monorail infrastructure development costs ...... 40 Table II-20: Cable car specifications and investment costs ...... 41 Table III-1: Ten indicators of Sustainable Urban Transport Index ...... 44 Table IV-1: Ten indicators for Sustainable Urban Transport Index ...... 45 Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second in the Transportation Technical Implementation Unit of the Bandung City Transportation Agency ...... 51 Table IV-3: Budgeting in Bandung Transportation Agency ...... 55
List of Figures
Figure I-1: Bandung city administration maps ...... 4 Figure I-2: Bandung city land use map ...... 6 Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent) ...... 6 Figure II-1:: Road surface type ...... 8 Figure II-2: Road network in Bandung city ...... 10 Figure II-3: Composition of car and motorcycle ownership in the city of Bandung ...... 11 Figure II-4: Congestion on one of Bandung city road ...... 11 Figure II-5: Public transport network in Bandung city ...... 12 Figure II-6: Station and terminal location in Bandung city ...... 13 Figure II-7: Railway rail route in Bandung metropolitan area ...... 15 Figure II-8: Route of DAMRI bus ...... 17 Figure II-9: Taxi operating in the city of Bandung ...... 18 Figure II-10: Angkot in Bandung City ...... 20 Figure II-11: Route of Trans Metro Bandung ...... 21 Figure II-12: Bus stop Trans Metro Bandung list ...... 22 Figure II-13: Route of school bus in Bandung city ...... 23 Figure II-14: School bus that operated in Bandung city...... 23 Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016) ...... 24 Figure II-16: Bus route map corridor plan ...... 30 Figure II-17: Bandung Trans Metro bus fleet ...... 30 Figure II-18: School bus corridor route 1 ...... 32 Figure II-19: School bus corridor route 2 ...... 33 Figure II-20: Tourism bus fleet “Bandros” ...... 34 Figure II-21: Tourism bus corridor route1 ...... 34 Figure II-22: Tourism bus corridor route 2 ...... 35 Figure II-23: Route plan sky walk ...... 36 Figure II-24: One example of the design of sky walk in urban areas ...... 36 Figure II-25: Bicycle lane plans in Bandung city ...... 37 Figure II-26: Potential area of Bandung Bike-share development ...... 38 Figure II-27: The 1st phase of Bandung Bike-share development ...... 38 Figure II-28: Route light rail transit Bandung corridor 1 ...... 39 Figure II-29: Route light rail transit Bandung corridor 2 ...... 40 Figure II-30: Example of cable car in Australia ...... 41 Figure II-31: Cable car route plan in Bandung city ...... 42 Figure II-32: Map of the park and ride location plan for the city of Bandung ...... 43 Figure II-33: Example of a parking building used in the city center ...... 43
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Disclaimer:
This report has been issued without formal editing.
The designation employed and the presentation of the material in the report do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis, conclusions and recommendations are those of the author(s) and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. Mention of firm names and commercial products does not imply the endorsement of the United Nations.
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INTRODUCTION
I.1 General description
Bandung, the capital of West Java province, located about 180 kilometres (110 mi) southeast of Jakarta, is the third largest city in Indonesia. It is located in Java, between 107º36’ east longitudes and 6º55’ south latitudes and approximately 140 kilometers (87 miles) south east of Jakarta. The average temperature of the city is 23.8° C with highest temperature reaching 29.8° C in March and lowest in July 19.5° C (Central Bureau of Statistic, 2017). Bandung is located at an altitude of 700 meters above sea level (ASL).
Figure I-1: Bandung city administration maps The total area of Bandung Municipality is 167.31 km2. It is divided into 30 Districts covering 151 Sub Districts. The largest District is Gedebage (9.58km2) and Astananyar constitutes the smallest district (2.89 km2.)
Table I-1: District area of Bandung Municipality Number District Total Area (square.km) Percentage area from total 1 Bandung Kulon 6,46 3,86 2 Babakan Ciparay 7,45 4,45 3 Bojongloa Kaler 3,03 1,81 4 Bojongloa Kidul 6,26 3,74 5 Astana Anyar 2,89 1,73 6 Regol 4,30 2,57
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Number District Total Area (square.km) Percentage area from total 7 Lengkong 5,90 3,53 8 Bandung Kidul 6,06 3,62 9 Buah Batu 7,93 4,74 10 Rancasari 7,33 4,38 11 Gedebage 9,58 5,73 12 Cibiru 6,32 3,78 13 Panyileukan 5,10 3,05 14 Ujung Berung 6,40 3,83 15 Cinambo 3,68 2,20 16 Arcamanik 5,87 3,51 17 Antapani 3,79 2,27 18 Mandalajati 6,67 3,99 19 Kiaracondong 6,12 3,66 20 Batununggal 5,03 3,01 21 Sumur Bandung 3,40 2,03 22 Andir 3,71 2,22 23 Cicendo 6,86 4,10 24 Bandung Wetan 3,39 2,03 25 Cibeunying Kidul 5,25 3,14 26 Cibeunying Kaler 4,50 2,69 27 Coblong 7,35 4,39 28 Sukajadi 4,30 2,57 29 Sukasari 6,27 3,57 30 Cidadap 6,11 3,65 (Source: Central Bureau of Statistic, 2017) Bandung municipal area
The area of the city of Bandung consists of 30 sub-districts. The Rencana Tata Ruang Wilayah Kota Bandung (RTRW) meaning spatial plan of Bandung city is a description of the strategy and direction of the policy on the use of national and island / island spatial area into the structure and pattern of regional land use. In utilizing the pattern of land use especially the city of Bandung refers to regional regulation number 18 of 2011 concerning the Bandung City Spatial Plan for 2011-2031.
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Figure I-2: Bandung city land use map In terms of the economic structure of the city it is observed that the processing industries which contributed to about 20% of Gross Regional Domestic Product (GRDP) of the city. The economic growth rate of the city has decreased from 8.53 in 2012 to 7.12 in 2018. The growth in the city is supported by the rise in the tertiary sector and processing industries. The GRDP for the city is around 84.14 million rupiah (based on per capita income)
The Rate of Bandung's Economic Growth in 2011 - 2017 (Percent) 9 8.53 8.5
7.91 8 7.84 7.79 7.72 7.64
7.5 7.21
7
6.5 2011 2012 2013 2014 2015 2016 2017
Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent) (Source: Central Bureau of Statistic, 2017)
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I.2 Demography
Based on the data of Bandung City Central Statistics Agency, in 2011 the population of the city was 2.95 million, with population growth rate of 2.5%. The city is a densely populated city with a density of 34,346/km2. From the gender composition of the city’s population, on average the city consists of 50.37% males and 40.63% females. Meanwhile, based on age, it can be observed that most of the members of the population, or 47.36%, are at the age of 20-24 years old.
The majority of Bandung's population is of Sundanese descent. Javanese are the largest minority and mostly come from nearby Central Java and the eastern part of Java. Other minorities include Minang, Minahasan, Chinese, Batak, Malay, Korean, Indian, and Japanese.
Table I-2: Population by district in Bandung city 2012-2016 Sub- Population Number District District 2012 2013 1 Bandung Kulon 8 140780 142411 2 Babakan Ciparay 6 145411 147096 3 Bojongloa Kaler 5 119025 120405 4 Bojongloa Kidul 6 84686 85668 5 Astana Anyar 6 68042 68830 6 Regol 7 80534 81467 7 Lengkong 7 70371 71187 8 Bandung Kidul 4 58282 58957 9 Buah Batu 4 94018 95108 10 Rancasari 4 76014 76895 11 Gedebage 4 36657 37082 12 Cibiru 4 71191 72016 13 Panyileukan 4 39787 40248 14 Ujung Berung 5 76021 76902 15 Cinambo 4 24942 25231 16 Arcamanik 4 68519 69313 17 Antapani 4 73608 74461 18 Mandalajati 4 62849 63578 19 Kiaracondong 6 130460 131972 20 Batununggal 8 119541 120927 21 Sumur Bandung 4 36160 36579 22 Andir 6 96435 97553 23 Cicendo 6 98609 99752 24 Bandung Wetan 3 30767 31124 25 Cibeunying Kidul 6 106571 107806 26 Cibeunying Kaler 4 70111 70924 27 Coblong 6 130023 131530 28 Sukajadi 5 107133 108375 29 Sukasari 4 80971 81908 30 Cidadap 3 57999 58672 Total 2455517 2483977 (Source: Central Bureau of Statistic, 2017)
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CURRENT STATE OF URBAN TRANSPORT SYSTEMS AND SERVICE
This chapter includes the current state of urban transport systems and service including a brief description of the road and public transport network & infrastructure situation along with issues identified and the policy and projects response to deal with the situation.
II.1 Road network in Bandung city
The length of the road in Bandung in 2016 was 1,236.48 km of this National roads account to about 45,63 km, Provincial road 32,05 km and City road 1158,80 km Most of the network (93.88 percent) is in good condition in the city rest is in medium condition.
Percentage of Road Surface Type
17%
6%
77%
Hotmix Penetrasi Beton
Figure II-1:: Road surface type (Source: Central Bureau of Statistic, 2017) Table II-1: List of roads by function and hierarchy in Bandung city Number Name of road Length (km) Road authority I. Arterial Road 1. Jl. Jend. Sudirman 6.79 National 2. Jl. Asia Afrika 1.51 National 3. Jl. Jend. A. Yani 5.40 National 4. Jl. Raya Ujungberung 8.04 National 5. Jl. Soekarno Hatta 18.46 National 6. Jl. Dr. Junjunan 2.00 Bandung City 7. Jl. Pasteur 0.21 Bandung City 8. Jl. Cikapayang 0.37 Bandung City 9. Jl. Surapati 1.16 Bandung City 10. Jl. PHH. Mustofa 3.34 Bandung City
II. Primary Collector
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Number Name of road Length (km) Road authority 1. Jl. Raya Setiabudhi 6.03 Province 2. Jl. Sukajadi 2.57 Province 3. Jl. HOS. Cjokroaminoto (Pasirkaliki) 2.18 Province 4. Jl. Gardujati 0.41 Province 5. Jl. Astana Anyar 0.76 Province 6. Jl. Pasir Koja 0.13 Province 7. Jl. K.H. Wahid Hasyim (Kopo) 2.96 Province 8. Jl. Moch. Toha 3.47 Bandung City 9. Jl. Ters. Buah Batu 1.06 Province 10. Jl. Ters. Kiaracondong 1.16 Province 11. Jl. Moch. Ramdan 0.94 Bandung City 12. Jl. Ters. Pasir Koja 2.72 Bandung City 13. Jl. Rumah Sakit 2.83 Bandung City 14. Jl. Gedebage Selatan 3.08 Bandung City
III. Secondary Arterial Road 1. Jl. Kiaracondong 4.12 Province 2. Jl. Ters. Kiaracondong 0.99 Province 3. Jl. Jamika 0.91 Bandung City 4. Jl. Peta 2.60 Bandung City 5. Jl. BKR 2.30 Bandung City 6. Jl. Pelajar Pejuang 45 1.48 Bandung City 7. Jl. Laswi 1.10 Bandung City 8. Jl. Sukabumi 0.64 Bandung City 9. Jl. Sentot Balibasa 0.20 Bandung City 10. Jl. Dipenogoro 0.66 Bandung City 11. Jl. W.R. Supratman 1.86 Bandung City 12. Jl. Jakarta 1.15 Bandung City 13. Jl. Ters. Jakarta 2.76 Bandung City 14. Jl. Ters. Pasirkoja 2.68 Bandung City 15. Jl. Pasirkoja 0.46 Bandung City 16. Jl. Abdul. Muis 1.68 Bandung City
IV. Secondary Arterial Road 1. Jl. Ir. H. Juanda 5.64 Bandung City 2. Jl. Dipatiukur 1.83 Bandung City 3. Jl. Merdeka 1.04 Bandung City 4. Jl. Ciumbuleuit 2.44 Bandung City 5. Jl. Setiabudhi 1.48 Bandung City 6. Jl. Cihampelas 0.14 Bandung City 7. Jl. Siliwangi 1.06 Bandung City 8. Jl. Gegerkalong Hilir 2.10 Bandung City 9. Jl. Tubagus Ismail 1.27 Bandung City 10. Jl. Sadang Serang 0.71 Bandung City 11. Jl. Cikutra Barat 0.88 Bandung City 12. Jl. Cikutra Timur 2.37 Bandung City 13. Jl. Antapani Lama 1.26 Bandung City 14. Jl. Pacuan Kuda 2.44 Bandung City 15. Jl. Ciwastra 5.80 Bandung City 16. Jl. Rajawali Barat 1.02 Bandung City 17. Jl. Rajawali Timur 1.54 Bandung City 18. Jl. Kebonjati 1.40 Bandung City 19. Jl. Suniaraja 0.24 Bandung City
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Number Name of road Length (km) Road authority 20. Jl. Lembong 0.45 Bandung City 21. Jl. Veteran 0.83 Bandung City (Source: Bandung municipality public works office) The following Figure II.2 provides the existing road hierarchy.
Figure II-2: Road network in Bandung city II.2 Number of private vehicles
The number of motor vehicles in the city is on the rise. This growth is causing congestion in some locations and increasing the amount of pollution. Congestion is mainly caused by the imbalance between the availability road network and the growth of motor vehicle ownership. Hence, investments in public transport are imperative which is cheap, convenient and safe to deal with the situation. The Municipality of Bandung had around 1.716.698 vehicles in 2016.mostly dominated by motorcycle which constitute around 73% (1,251.080)
Table II-2: Number of vehicles in Bandung Municipality 2016 Kota Kota Kota Total Num Vehicle Type Bandung I Bandung II Bandung III Vehicle Padjajaran Kawaluyaan Soekarno Hatta Motorcycle 462.478 433.042 355.560 1.251.080 Private 461.503 421.555 354.377 123.7435 1 Government Own 974 11.487 1.183 13.644 Public 0 0 0 0 Car 153.336 170.430 141.852 465.618 2 Private 147.076 159.185 137.951 444.212 Government Own 676 5.220 426 6.322
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Kota Kota Kota Total Num Vehicle Type Bandung I Bandung II Bandung III Vehicle Padjajaran Kawaluyaan Soekarno Hatta Public 5.584 6.025 3.475 15.084
Private 608.579 580.740 492.328 168.1647 Total Government Own 1.650 16.707 1.609 19.966 Public 5.584 6.025 3.475 15.084 (Source: Central Bureau of Statistic, 2017)
Figure II-3: Composition of car and motorcycle ownership in the city of Bandung
Figure II-4: Congestion on one of Bandung city road (Source: Tribun News)
II.3 Transportation network in Bandung city
In Indonesia, public transport services can be distinguished in three main categories, namely Inter-city transport, urban transport, and rural transport.
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The primary means of public transportation is by minibus, called Angkot (from angkutan 'transportation' and kota 'city'). They are privately operated and cheap, serving multiple routes throughout the city, but are basic transport. Public transport services are also provided by Trans Metro Bandung (TMB) bus, Antar Kota Dalam Provinsi (AKDP- Intercity) Bus, Djawatan Angkoetan Motor Repoeblik Indonesia (DAMRI) Bus refers to an Indonesian state owned public transport service and Railway. These are shown in the figure II.5 below. Taxis and online transport (such as gojek and grab) are also widely available.
Figure II-5: Public transport network in Bandung city (Source: BLCMP Report 2017) II.4 Public transportation infrastructure a. Terminals
Road transport infrastructure network consists of a tangible node of the passenger terminal and the terminal of goods and traffic space, wherein the passenger terminal according to the service area is grouped into:
1. Type A passenger terminal serves as the level one hub in the city providing interchange facilities for border, regional, intercity, rural and urban transport. 2. Type B passenger terminal serves the public transportation for inter-city transportation within the province, urban transport and rural transportation. 3. Terminal passenger type C serves the public transportation for rural transportation.
In relation to this study, figure II.5 presents some of the terminals in the study location.
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Figure II-6: Station and terminal location in Bandung city (Source: Bandung transportation department, 2017) Table II-3: List of terminals in Bandung based on Type A, B and C Num. Station Name Type Area (M2) Location 1. Leuwi Panjang A 35.000 Soekarno Hatta Street 2. Cicaheum A 7500 Ahmad Yani Street 3. Leuwi Panjang (Non Bus) B 3885 Soekarno Hatta Street 4. Cicaheum (Non Bus) B 4 Ahmad Yani Street 5. Abdul Muis B 500 Pungkur Street 6. Sub Ledeng Stasion B 26 Setiabudi Street 7. Sub Ciroyom Stasion B 2 Ciroyom Street 8. Sub ST. Hall Stasion B 4326 Suniaraja Street 9. Sub Dago Stasion B 422 Ir. H. Djuanda Street 10. Sub Ujungberung Stasion B 1675 Ujungberung Street 11. Tegalega Base I C 3 Otista Street 12. Sederhana Base II C 500 Sederhana Market 13. Sadang Serang Base III C 3 Sadang Serang Street 14. Elang Base IV C 500 Elang Street 15. Buahbatu Base V C 15 Ciwastra Market 16. Antapani Base VI C 32 Cibatu Market 17. Cibaduyut Base VII C 700 Cibaduyut Street 18. Gedebage Base VIII C 2 Gedebage Street (Source: Bandung transportation department, 2017)
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b. Railway station
Bandung has two large railway stations, Bandung and Kiaracondong Stations. Other smaller stations are Cimindi, Andir, Ciroyom, Cikudapateuh, and Gedebage Stations (only for freight service). Railway lines connect Bandung to Cianjur, Jakarta, Purwakarta, Bekasi, Karawang and Cikampek to the west, and Surabaya, Malang, Yogyakarta and Solo to the east. It is also a major means of transportation for people living in the suburban areas of Cimahi, Padalarang, Rancaekek, Cicalengka and Cileunyi.
In 2012, Bandung Commuter Train phase-1 was proposed to be built to connect Padalarang, Cimahi, Bandung and Cicalengka with 13 Trans Metro Bandung bus corridors to serve as feeders. Phase-2 will connect Cicalengka to Jatinangor. The railway station is where the train departs or stops to serve up and down passengers and / or unloading of goods and / or for the purposes of rail operations. Bandung itself has several railway stations under this project as below
1. Andir Railway Station; 2. Bandung Railway Station; 3. Cikuda Pateuh Railway Station; 4. Cimekar Railway Station; 5. Cimindi Railway Station; 6. Gado Bangkong Railway Station; 7. Gede Bage (Peti Kemas) Railway Station; 8. Kiara Condong Railway Station.
Table II-4: Train traffic in Bandung city 2016 Num Type of Train Num of Passengers 1 Executive 943.780 2 Business 511.346 3 Economic 103.0467 4 Local 10.891.857 Jumlah 13.377.450 (Source: PT. KAI Operational area 2 Bandung)
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Figure II-7: Railway rail route in Bandung metropolitan area (Source: Spatial plans Bandung 2011-2031) c. Airport terminals
Bandung city is also connected through an International airport named Husein Sastranegara Airport with two terminals. The International terminal connects the city to Malaysia, Singapore, Thailand and Darussalam, whereas the domestic terminal provides linkages to cities in Indonesia such as Jakarta, Surabaya, Denpasar, Menado, Yogyakarta, Batam, Mataram, Makassar, Bandar Lampung, Palembang, Pangkalpinang, Semarang, and Medan. The passengers departing from Husein Sastranegara Airport are 291,820 domestic flight passengers and 302,182 international flight.
Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung Month Aircraft Passengers Num (2016) Arrivals Departures Arrivals Departures 1 January 181 182 24659 24558 2 February 170 170 21429 22999 3 March 176 176 23877 25667 4 April 177 177 23308 23814 5 May 172 172 25040 25598 6 June 167 167 20260 21719 7 July 185 185 28050 24435 8 August 169 169 22758 24658 9 September 188 188 24524 25454 10 October 195 195 24718 27247 11 November 185 185 25173 25176 12 Desember 199 199 28024 30857 (Source: Central Bureau of Statistic, 2017)
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II.5 Public transportation system a. DAMRI
DAMRI or Djawatan Angkoetan Motor Repoeblik Indonesia refers to an Indonesian state- owned public transit bus company. City-owned buses, called DAMRI, operate on longer high capacity routes. The same provided connectivity to both intercity provincial (AKAP) and intra city provincial services (AKDP).
Bandung has 2 intercity bus terminals: Leuwipanjang, serving buses from the west, and Cicaheum, serving buses from the east. Both are at full capacity and are to be replaced by a new terminal at Gedebage proposed on 15 hectares (37 acres) land, after which the old terminals will function as inner-city terminals. The new terminal will be located next to the Gedebage railway station near of Gedebage container dry port.
Table II-6: The number of public transportation fleet between cities in 2016 Num Station Type Total AKDP Route 12 Fleet 356 Passengers 8526 1 Leuwipanjang AKAP Route 10 Fleet 291 Passengers 5512 AKDP Route 12 Fleet 135 Passengers 1366 AKAP Route 18 2 Cicaheum Fleet 103 Passengers 1541 Trajectory Route 2 Fleet 15 Passengers 442 (Source : Bandung Transportation Department, 2017) Table II-7: Data on the number of fleets and DAMRI bus route services in the city of Bandung No Route Name of Route Operation Time Quantity Route Length Rate Damri I Cicaheum-Cibereum 05.30-20.00 28 26 5.8 II Ledeng-Leuwi Panjang 05.30-19.00 12 28 5.8 IV Kiaracondong-Ciroyom 06.00-12.00 1 32 - V Dipatiukur-Leuwi Panjang 05.30-19.00 11 19 5.4 VI Elang-Jatinangor 05.30-19.00 12 54 7.4 VII Dipatiukur-Jatinangor 05.30-19.00 13 46 2.8 VIII Kebon Kelapa-Tanjungsari 04.00-19.00 14 54 4.6 IX Cicaheum-Leuwi Panjang 05.30-21.00 31 23.5 8.4
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No Route Name of Route Operation Time Quantity Route Length Rate XI Cibiru-Kebon Kelapa 05.30-20.00 12 36 13.6 XIV Kiaracondong-Sarijadi 05.30-18.00 2 30 7.2 XV Alun-Alun Ciburuy 05.30-19.00 17 48 3.8 Mikrobus Antapani-KPAD 05.30-19.00 12 - 4 (Source : Bandung Transportation Department, 2017)
Figure II-8: Route of DAMRI bus (Source: BLCMP Report 2017) b. Taxis
Paratransit is a door-to-door public transportation service with passenger vehicles with a capacity of 5-12 people. Paratransit transport does not have a fixed route set by the local government, or a fixed schedule such as bus or train service, so that it can be tailored to the route desired by passengers. Taxis are one of the most desirable modes of transportation in big cities as an alternative to public transport because of the nature of the service and the characteristics of the modality are no different from private vehicles. Taxi transport service is a public transportation service that is not in the route.
Bandung City offers a wide selection of taxis that operate almost in all the centers of activities, such as hotels, airports, Railway Station, Bus Terminal, Shopping Center, this makes alternative transportation for migrants and tourists who visit in this city. 10 taxi companies are listed in the city of Bandung listed can be seen in table II.7 below.
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Table II-8: Number of taxis in Bandung city Factual Number of Num Coorporate License Source Total License Operation 1 Gemah Ripah Bandung Municipality 472 472 2 Kota Kembang Bandung Municipality 261 261 3 Primkopau Bandung Municipality 136 136 4 Blue Bird Bandung Municipality 211 211 5 Putra Bandung Municipality 255 255 6 Cipaganti Bandung Municipality 103 103 7 Rina Rini Bandung Municipality 102 102 8 AA Bandung Municipality 206 156 9 Damai Raya Bandung Municipality 50 50 10 Gemah Ripah West Java Province 41 41 11 Cipaganti West Java Province 69 69 Total 1906 1856 (source: Bandung Transportation Department, 2017)
Figure II-9: Taxi operating in the city of Bandung (source: www.google.com) c. Angkot (Paratransit)
Angkot is the best way of transportation for people living in Bandung. A much smaller version of the bus has a great route that reaches almost all areas of the city and travels frequently despite not having a definite schedule. Based on data published by Bandung city government, it is known that Bandung has 39 routes served by 5,521 active vehicles. Operation Angkot with a maximum capacity of 12 passengers is organized by the local government in cooperation with the association of Angkot operators. The basic concept is that the system is implemented by third parties, in which the government plays a role in granting licenses to companies or individuals based on the eligibility criteria set by the government.
In 2016 based on data from the Department of Transportation Bandung City there are about 39 transit routes in the city of Bandung, where the trajectory route Abdul Muis - Cicaheum
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via Binong recorded as a route with the largest number of fleet of 355 fleet while the trajectory route Cibogo - Eagle is a route with least no 32 fleets. If viewed based on trajectory distance of the route, Panyileukan Earth - Sekemirung is the longest route trajectory with a distance of about 24.35 kilometers. More data can be seen in table II.8 below.
Table II-9: Paratransit transportation in Bandung city Num Fleet Code Route Distance (km) Fleet 1 1A Abdul Muis-Cicaheum Via Binong 16.3 355 2 1B Abdul Muis-Cicaheum Via Aceh 11.55 100 3 2 Abdul Muis-Dago 9.3 271 4 3 Abdul Muis-Ledeng 16 245 5 4 Abdul Muis-Elang 9.75 101 6 5 Cicaheum-Ledeng 14.25 214 7 6 Cicaheum-Ciroyom 17 206 8 7 Cicaheum-Ciwastra-Derwati 17 200 9 8 Cicaheum-Cibaduyut 16.1 150 10 9 Stasiun Hall-Dago 10 52 11 10 Stasiun Hall-Sarijadi 11 150 12 11A Stasiun Hall-Ciumbuleuit-Via Eykman 9.8 53 13 11B Stasiun Hall-Ciumbuleuit-Via Cihampelas 8.3 30 14 12 Stasiun Hall-Gedebage 21 200 15 13 Stasiun Hall-Sarijadi 10.2 80 16 14 Stasiun Hall-Gunung Batu 8.5 53 17 15 Margahayu-Ledeng 19.8 125 18 16 Dago-Riung Bandung 20.6 201 19 17 Pasar Induk Caringin-Dago 19.85 140 20 18 Panghegar Permai-Dipatiukur-Dago 19.35 155 21 19A Ciroyom-Sarijadi Via Sukajadi 11.75 88 22 19B Ciroyom-Sarijadi Via Setrasari 10.75 31 23 20 Ciroyom-Bumi Asri 8.35 115 24 21 Ciroyom-Cikudapateuh 12.9 140 25 22 Sederhana-Cipagalo 16.05 276 26 23 Sederhana-Cijerah 8.9 63 27 24 Sederhana-Cimindi 9 55 28 25 Ciwastra-Ujungberung 13.4 32 29 26 Cisitu-Tegalega 13.95 82 30 27 Cijerah-Ciwastra-Derwati 22.3 200 31 28 Elang-Gedebage-Ujungberung 22.45 115 32 29 Abdul Muis-Mengger 10.55 25 33 30 Cicadas-Elang 18.05 300 34 31 Antapani-Ciroyom 13.7 160 35 32 Cicadas-Cibiru-Panyileukan 13.65 200 36 33 Bumi Panyileukan-Sekemirung 24.35 125 37 34 Sadang Serang-Caringin 18.1 200 38 35 Cibaduyut-Karang Setra 16.6 201 39 36 Cibogo-Elang 7 32 (Source: Bandung Transportation Department, 2017)
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Figure II-10: Angkot in Bandung City (Source: www.google.com) d. Trans Metro Bandung
Trans Metro Bandung is Bus Rapid Transit in Bandung, which was inaugurated on December 22, 2004. Trans Metro Bandung has operated the first corridor that is corridor Cibeureum-Cibiru as far as 16 km. There are 16 stops on the Trans Metro Bandung line. Bus corridor I is just past Jalan By Pass Soekarno Hatta. The bus is also expected to reduce the number of angkot and congestion solutions in the city of Bandung. TMB is a joint project between the government of Bandung with Perum II DAMRI Bandung in providing mass transportation services at low prices, facilities and comfort that is guaranteed and on time to destination.
Trans Metro Bandung (TMB) is a more convenient bus operated by TMB Technical Service Unit, also under the supervision of Bandung Transportation Department. It is equipped with a new vehicle equipped with air condition with a designated bus stop and an automated ticketing system. TMB has been operating in four corridors with a total of 30 buses currently running. The three TMB corridors are: a. Cibiru - Cibereum (Corridor 1) b. Cicaheum - Cibeureum (Corridor 2) c. Cicaheum - Sarijadi (Corridor 3) d. Leuwi Panjang - Antapani (Corridor 4)
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Figure II-11: Route of Trans Metro Bandung (Source: BLCMP Report 2017) The average length of the TMB route is 13 km, with flat rates divided into two classes, which is US $ 0.205 per adult and US $ 0.103 per student and is applied to all TMB services (US $ 1 = IDR 14,599). The rates are very affordable with regard to the services provided. This is lower than the angkot fare for all but the shortest journey, and hence provides tight competition angkot operators to attract passengers The Department of Transportation has provided monthly income data from the period September 2009 to February 2011. TMB's monthly income averaged 40 million rupiah, which equivalent to 20,000 passengers using this service every month.
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Figure II-12: Bus stop Trans Metro Bandung list (Source: www.google.com) e. School bus
School children in the city of Bandung are provided Free School Bus. The school bus is divided into four corridors, namely Cibiru-Asia Afrika, Antapani-Ledeng, Dago- Leuwipanjang, and Cibeureum-Cibiru. The Cibiru-Asia Africa, Antapani-Ledeng, Dago- Leuwipanjang corridors are under the authority of PT TMB pool, while Cibeureum-Cibiru is in the shade of Prima Lestari. Operation time itself starting at 05:00 to 08:00, 11:00 to 14:00, 16:00 to 19:00 pm. This service is provided for elementary, junior and high school students with a Student Identity Card.
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Figure II-13: Route of school bus in Bandung city (Source: http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html)
Figure II-14: School bus that operated in Bandung city (Source: www.infobandung.co.id) f. Bike sharing
Bike sharing in the city of Bandung has been planned and implemented since July 2017. The provision of a Bike Sharing system in the city of Bandung aims is to provide a more sustainable and green mode of transportation in the city so as to reduce congestion and pollution.
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Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016) From the Figure II.15, existing bike lanes can be divided into 3 segment, segment 1 consists of Jl. Dipati Ukur, Jl.Panata Yuda, Jl. Layang Pasopati, Jl. Aria Jipang, Jl. Diponegoro. Segment 2 bike lane consists of Jl. Aceh. Segment 3 consists of Jl. Asia Afrika.
II.6 Master plan of transportation Bandung
It is observed that of 1236 km of road network in the city about 31% of the roads in Bandung are in poor condition of which only 15% are reparable.
One solution that is currently being explored is to provide representative mass transportation, and overpass construction in some points, such as Cimindi, Kiaracondong, and Pasupati. Construction of flyovers (fly-over) or even underpasses is still needed to reduce congestion. In addition to the future need to further develop the concept of potential public transportation system such as monorail, tram, or cable car, and so forth. The concept of developing Mass Rapid Transit (MRT) mode of transportation (monorail) has been in discussion by the Bandung City Government since 2012. This is marked by the signing of a joint operation between Vice President of China National Machinery Imp. Exp. Corperation (CMC) with the President Director of Panghegar. Phase I development is planned along the banks of the Cikapundung River. The growing use of bicycles to the workplace (bike to work) is also one of the efforts that must be developed in overcoming the problem of congestion and also increasing public awareness of environmental issues that occur today.
The support of bicycle lane and its maintenance in Bandung is a real step in realizing the use of environmentally friendly transportation mode. Cycling communities should be more
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appreciated for their positive efforts in promoting this. Development of bicycle as a mode of transportation should be encouraged in the future, including through the approach (i) bike to work, (ii) bike to school, (iii) bicycle to lunch (Bike to Lunch), (iv) bike to sharing, (v) the development of certain days for cycling, and so on. The development of the shuttle for the city bike 'City Bike Shuttle' also needs to be further improved in the future.
Table II-10: Policy direction for transportation service transportation development Goal Strategy Policy direction Program Development Improvement of basic program for transportation facilities transportation and infrastructure facilities and infrastructure Program for the construction of Providing proper transportation terminal facilities infrastructure and Adequate facilities transportation Rehabilitation and Infrastructure infrastructure and maintenance of rehabilitation and The realization of a facilities are transportation maintenance program comfortable public available infrastructure and and Road Transport transportation system facilities Traffic facility and controlling Program to increase congestion Increase the feasibility the feasibility of of operating a operating a motorized motorized vehicle vehicle Development of mass Transportation public transport service improvement systems (rail and non- program rail based) Provides road completeness facilities Controling Traffic control and (signs, markers, traffic congestion aspects security program lights, road nails and markers)
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Table II-11: The proportion of the budget for each program to improve public transportation of the transportation service Fund 2014 Fund 2015 Fund 2016 Fund 2017 Fund 2018 Number Programs Performance Indicator (US $) (US $) (US $) (US $) (US $) Program for the construction of Number of infrastructure and 1 transportation 287,348 316,083 336,512 370,163 407,179 terminal facilities built infrastructure and facilities Rehabilitation and maintenance of road Number of functioning facilities 2 150,695 165,765 171,161 Z 207,105 transport infrastructure and good conditions and facilities Availability of public 27,12,062 29,83,268 transportation system facilities 22,82,202 24,65,511 Transportation service (34,249 from (34,249 from 3 and infrastructure in accordance 1,866,744 (34,249 from (34,249 from improvement program provincial provincial with the city transportation provincial assistance) provincial assistance) assistance) assistance) master plan Development program There are bus stops built on the for transportation 4 route that public transport has 387,013 425,714 457,106 502,816 553,098 facilities and served on the route infrastructure Traffic control and 6 Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910 security program Program to increase the the feasibility of operating a 7 feasibility of operating a 558,257 614,083 664,312 730,743 803,817 motorized vehicle motorized vehicle Total
Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049
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Table II-12: Vision and Mission of Bandung city in the field of transportation
1. The concept of a public parking building in each district is dense 2. Busway / Monorail / Tram / Cable Car Concept 3. The concept of "City Bike Shuttle 4. Traffic management concept: 'One-way road' 5. Bike to Work expanded Mandatory Affairs: 6. Construction of mixed-use stations / terminals Transportation 7. Renovation of the airport as Bandung gate 8. Transfer of Cipularang visitors to non-Pasteur gates. Examples of numbers that end oddly to Pasteur, which even reach Buahbatu 9. Expansion of the "Car Free Day" area 10. "Wheel Lock" concept and fines for parking violators (Source: Regional Medium-Term Development Plan for the City of Bandung)
II.7 Transit oriented development
Concerning the development planning of Bandung city with the concept of Live, Work, and Play (life, Work, and Tourism / entertainment), planning the concept of space structure of the upcoming Bandung city directed at polycentric patterns. activity Bandung city community will be served by two service centers in the city square and Gedebage and eight sub-centers of urban services in each sub-region of the city. Polycentric development is expected to foster growth the city of Bandung to compact city or city growth is unified and regular.
Growth starts from the sub-regional centers of the city then spreads to the surrounding area. The road network serves as a central linking network center of activity and not as the focus of growth of the region (spatial plan Bandung area 2011-2031). the design of the city that is most suitable to the polycentric pattern is Transit Oriented Development (TOD). The scheme of this project will be offered through PPP (Public Private Partnership) scheme by holding private parties to invest.
Table II-13: TOD location proposal in the Bandung city Proposed of TOD Location No (Transit Oriented Justification Development) • Development plan for the Gedebage City Service Center: a TOD will be built with an integrated terminal between heavy rail & Monorail, intercity buses (Inter-City and Integrated Terminal (TOD) Inter-City Within Provinces), and BRT. (Plans in the 1 of the Gedebage City Service Spatial Plan (Regional Spatial Plan 2011-2031); Center • In the Gedebage Integrated Area there are residential areas, offices, education, commercial areas and tourist areas. • At the location of the Bandung train station there are residential areas, offices, commercial, hospitality, TOD in Bandung Railway 2 education; Station • It is a meeting point between heavy rail, BRT and city transportation (angkot) modes.
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Proposed of TOD Location No (Transit Oriented Justification Development) • At the location of the Service Center of Ujungberung City, there are residential areas, offices, commercial, hospitality, education; TOD in Service Sub-Center 3 • In the plan of the public transport service network, the of Ujungberung Ujungberung City Service Sub-Center is the location for meeting monorail and BRT public transports; • Plans in the Bandung City Spatial Plan 2011-2031. • In the Arcamanik location there are residential areas, offices, commercial areas, education; 4 TOD in Arcanamik • In the transport service network plan, Arcamanik is a meeting location between Monorail and BRT public transport. • At the Leuwipanjang terminal location there are residential areas, offices, commercial areas, education; TOD di Leuwipanjang 5 • On the proposed public transport service network plan, Terminal the Leuwipanjang Terminal service site is a meeting point between heavy rail and BRT modes. • At the location of the Kordon City Service Sub-Center there is an industrial, commercial, educational area; TOD in Service Sub-Center 6 • In the public transport service network plan, the Kordon of Kordon SPK is the location of meetings between heavyrail, monorail, and BRT public transport. • In the location of the Cicaheum terminal there are residential, industrial, commercial, educational areas; • In the proposed public transport service network plan, 7 TOD in Cicaheum Terminal CIcaheum Terminal is the location of the meeting between monorail, BRT and city transportation; • Plans in the Bandung City 2011-2031 Spatial Plan. • At the Ledeng terminal location there are residential, commercial, educational areas; • In the public transport service network plan, the 8 TOD in Ledeng Terminal plumbing terminal is the location for meeting monorail public transport and city transportation; • Plans in the Bandung City 2011-2031 Spatial Plan. • In the Martadinata location there are residential areas, offices, commercial areas, education; 9 TOD in Martadinata • In the plan of the public transport service network, Martadinata is a meeting location between monorail and BRT public transport. • In the KH2 Padalarang location there are residential, commercial, office, education, industrial areas; 10 TOD in KH 2 Padalarang • In the plan of the public transport service network, KH 1 Cimahi is the location of meetings of heavy rail, monorail and city transportation; • In KH 1 Cimahi there are residential, commercial, office, education and industrial areas; 11 TOD in KH 1 Cimahi • In the plan of the public transport service network, KH 1 Cimahi is the location of meetings of heavy rail, monorail and city transportation. • In the KH 2 Soreang location there are residential, 12 TOD in KH 2 Soreang commercial, office, education and industrial areas;
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Proposed of TOD Location No (Transit Oriented Justification Development) • In the plan of the public transport service network, KH 2 Soreang is the location of meetings of heavy rail, monorail and city transportation. • In the location of KH 3 Tanjungsari / Jatinangor there are residential, commercial, office, education and industrial TOD in KH 3 areas; 13 Tanjungsari/Jatinangor • On the plan of the public transport service network, KH 3 Tanjungsari / Jatinangor is the location of meetings of heavy rail, monorail and city transportation. • In KH 3 Majalaya there are residential, commercial, office, education and industrial areas; 14 TOD in KH 3 Majalaya • In the plan of the public transport service network, KH 3 Majalaya is the location of meetings of heavy rail, monorail and city transportation. (source: Bandung Urban Mobility Plan)
II.8 Road-based transportation
1. Trans Metro Bandung (BRT/TMB)
The purpose of developing Trans Metro Bandung is the creation of urban public transport that is safe, convenient, easy, on time, affordable tariff with excellent service standards. The condition of public transportation in the city of Bandung is assessed still not satisfy the community so that the level of use is far less than the use of motorcycles. From the result of survey analysis of consultant team, got the result that the average distance traveled by user of motorcycle user in Bandung city in doing daily activity is 7,89 km with average travel time 25,54 minutes / trip / day the average cost of travel is US $ 0.76 per day. Bandung city government plans to provide 13 corridors TMB, namely:
Table II-14: Plan to develop bus corridors in the city of Bandung Priority Route/Corridor 1 Elang (Cibereum)-Soekarno Hatta-Cibiru 2 Cibereum-Cicaheum 3 Cicaheum-Sarijadi 4* Banjaran-Gedebage-ST Hall 5* Padalarang-Cimahi-Elang-ST Hall 6 Antapani-Laswi-ST Hall 7 Antapani-Laswi-Lingkar Selatan 8* Padalarang-Tol-Terusan Pasteur-Pasteur-Wastukencana-ST Hall 9* Soreang-Kopo-Leuwipanjang-ST Hall 10 Cibaduyut-Tegallega-ST Hall 11 Ledeng-Gegerkalong-Setiabudi-Cihampelas-ST Hall 12 Ujungberung-Cicaheum-Surapati-Dago-ST Hall 13 Caringin-Pasirkoja-Kebonkawung-Pasirkaliki-Sukajadi-Sarijadi * Trayek AKDP/Perbatasan
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Figure II-16: Bus route map corridor plan (Source : Bandung Transportation Department, 2017)
Figure II-17: Bandung Trans Metro bus fleet (Source: Bandung Urban Mobility Plan)
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2. School bus
Based on the survey conducted by city government consultant Bandung, about 52% of people use public transportation for the benefit of education (school and college). Meanwhile, only 12% of private vehicle users use it for educational purposes.
School pioneering program - one of them - to shorten the distance of students to school. Thus, students or parents may reduce vehicle use to school. From a study that has been done by the Directorate General of Transportation Ministry of Transportation, obtained the characteristic of the prospective users of student transportation in the city of Bandung like the table below:
Table II-15: Characteristics of school children public transport users No Characteristic Output 1 Transportation costs to school 72% of students pay for transportation costs of US $ 6.85 – 17.12 (Rp 2000,000 to 3000,000). 2 Selection of transportation modes for 52% of students use public transportation to travel to / from school travel to / from school 3 Journey Characteristic Pre-Transport: 1. Average distance 0-3 km; 2. The average travel time is <15 minutes 3. Average transportation cost of US $ 137 Main Transport: 1. The average distance traveled 7 km; 2. The average travel time is 30-50 minutes 3. Average transportation cost of US $ 205.5 Post Transport: 1. Average distance of 50 m; 2. The average travel time is <10 minutes 3. Average transportation costs do not exist (Source: Bandung Urban Mobility Plan) From data of school distribution and residential area in bandung city along with pattern of student movement, suggestion of corridor for school bus in bandung city as follows:
Table II-16: Plan for school bus routes in Bandung No Corridor Proposed Student General Network Routes 1 North Corridor-Downtown Setiabudi-Terminal Ledeng-Sukajadi-Pasirkaliki- (Ledeng-Pusat Kota) Pajajaran-Cicendo-Kebon Kawung-Astanaanyar-Pasir Koja 2 North Corridor -Downtoan Terminal Dago-Juanda-Merdeka-Lembong-Lengkong (Dago-Pusat Kota) Besar-Pungkur-Terminal Kebon Kelapa 3 South Corridor -Downtown Kopo-Leuwipanjang-Kopo (Rumah Sakit Immanuel)- Pasirkoja-Kebon Kelapa; 4 West-East Corridor (Cibiru- Cibiru-Ujungberung-Cicaheum-Gazibu-Djunjunan Ujungberung-Djunjunan) 5 East Corridor-Downtown Arcamanik-Antapani-Jakarta street-Supratman- (Arcamanik-Downtown) Martadinata (Riau)-Merdeka street-Wastukencana- Cicendo-Kebonkawung 6 East Corridor-Downtown Cibiru-Soekarno Hatta-Gedebage-Derwati-Margacinta- (Soekarno Hatta-Gedebage- Kordon-Terusan Kiaracondong-Soekarno Hatta-Buahbatu- Karapitan-Asia Afrika
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No Corridor Proposed Student General Network Routes Derwati-Kordon-Buahbatu- Downtown) 7 East Corridor – West Cibiru- Soekarno Hatta-Cibeureum Corridor (Cibiru-Cibereum) 8 Circle Corridor Bandung Peta-BKR-Pelajar Pejuang 45-Laswi-Martadinata- Merdeka-Wastukencana-Pajajaran-Cicendo- Kebonkawung-Pasirkaliki-Pajajaran-Abdul Rahman Saleh-Garuda-Sudirman-Jamika. (Source: Bandung Urban Mobilty Plan) The users of these school bus services are elementary school students (SD) and equivalent, junior high school (SMP) and equivalent, as well as high school (SMA) and vocational high school (SMK) or the equivalent. Therefore, the city government of Bandung provides a large bus with a capacity of 70 people (30 sit, 40 stands). According to school time, the school bus operation schedule is divided into three shifts:
1. Shift 1 (morning) 05.00 am – 07.30 am 2. Shift 2 (noon) 11.00 am – 02.00 pm 3. Shift 3 (afternoon) 04.00 pm- 06.30 pm
Figure II-18: School bus corridor route 1 (Source: Bandung Urban Mobilty Plan)
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Figure II-19: School bus corridor route 2 (Source: Bandung Urban Mobilty Plan) 3. Tourism bus
Based on the survey, it turns out 61% of migrants to the city of Bandung are tourists who come for nature tour while shopping or culinary tour. Their interests are certainly different from the immigrants who make a business visit or just a family visit. Currently, because the transportation system of Bandung city has not accommodated specifically the vehicle tours, private vehicles are still dominant (54%) became the main mode of choice of visitors to the city of Bandung.
Procurement of tour bus aims to provide comfort, security, and convenience to tourists while traveling in the city of Bandung. Thus, the tour will not use private vehicles or other public vehicles so that the level of traffic density will be reduced. In addition, the existence of the tour bus will also be the main attraction and become an icon of the city of Bandung and in turn will increase the local revenue from the tourism sector. "BANDROS" is a two- story medium-sized bus with 24 seat capacity to provide comfort to passengers. Despite limited capacity, developed countries that have had a positive impact from the City tour on bus.
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Figure II-20: Tourism bus fleet “Bandros” (Source: Bandung Urban Mobilty Plan) Route 1:
TSM– Jln. Gatot Subroto – Jln. Pelajar Pejuang – Jln. Talaga Bodas – Jln. Burangrang – Jln. Gatot Subroto – Jln. Asia Afrika – Jln. Banceuy – Jln. Naripan – Braga – Jln. Suniaraja – Jln. Perintis Kemerdekaan – Jln. Wastukencana – Jln. R.E. Martadinata – Jln. Ir. H. Juanda – Jln. Dipenogoro – Jln. Citarum – Jln. R.E. Martadinata – Jln. Laswi – Jln. Gatot Subroto - TSM
1. Waiting time each bus stop/shelter 5 minutes 2. Travel time ± 91 menit (based on traffic) 3. Route length 13,7 km
Figure II-21: Tourism bus corridor route1 (Source: Bandung Urban Mobilty Plan)
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Route 2:
BTC – Jln. Dr. Djunjunan – Jln. Sukajadi – Jln. Setiabudi – Jln. Cihampelas –Pasopati – Jln. Surapati – Jln. Dipenogoro – Jln. Cimandiri – Jln. Ciliwung – Jln. R.E. Martadinatha – Jln. Merdeka – Jln. Perintis Kemerdekaan – Jln. Suniaraja – Jln. Otto Iskandardinata – Jln. Stasiun Timur – Pascal Hypersquare – Jln. Pasirkaliki - Jln. Dr Djunjunan - BTC
1. Waiting time each bus stop/shelter 5 minutes 2. Travel time ± 120 menit (based on traffic) 3. Route length 19,11 km
Figure II-22: Tourism bus corridor route 2 (Source: Bandung Urban Mobilty Plan) II.9 Skywalk
The city government of Bandung plans the construction of skywalk, in addition to the improvement of the sidewalks included in the green transport program (green transport). Pedestrian paths, in urban contexts, are pedestrian-specific spaces that serve as a means of attainment and may protect pedestrians from dangers coming from motor vehicles. In Indonesia, this pedestrian path is better known as a sidewalk, which means a 1.5 to 2-meter- wide path along the public road.
Cihampelas Skywalk is a street that has been built on the road (skywalk) located at Cihampelas street. The main purpose for this program is to provide a special place for walking and shopping in Cihampelas. In this case, the street vendor and pedestrian on Cihampelas street will be moved to the skywalk in order to decrease traffic jam and conflict between pedestrian and vehicle on Cihampelas street.
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Figure II-23: Route plan sky walk (Source: Bandung Urban Mobility Plan) The investment value for the construction of pedestrian facilities is still under review. As a reference is the budget estimate of the feasibility study results for the Kiaracondong skywalk project - Kebon Kawung station conducted by the consultant. Skywalk development budget is estimated at US $ 20.55 Million
Figure II-24: One example of the design of sky walk in urban areas (Source: Bandung Urban Mobilty Plan)
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II.10 Bike sharing
Bandung city government has launched several programs to restore cycling culture to the community, which is to build a special bicycle path, the implementation of car free day (the area without a motor vehicle), and bike sharing program. However, the traffic problems of today's city of Bandung make an effort to restore a cycling culture that should easily become no easy anymore. The development of bicycle and bike sharing facilities aims to restore cycling culture in Bandung city community. Thus, the green transport system (integrated transport) with the development of the city TOD design will soon be realized. In addition to the construction of bicycle lanes, other programs also developed are bike sharing. The bike-sharing program is the provision of bicycles as a cheap means of transportation within the city that also feeds citizens to other public transportation places. Therefore, this bike-sharing station is placed in bulk transportation points such as bus terminals and train stations. The program has actually started in 2012 with the provision of 150 bicycles that can be rented at US $ 0.205 in 12 station in the area of Buah Batu and Dago.
Figure II-25: Bicycle lane plans in Bandung city (Source: Researched by Banopolis) The implementation of bike-share system in Bandung planned to be divided into three phases. Each phase covers strategic points such as schools and universities, commercial areas, office areas, public areas, and residential areas. Developing Bandung Bike-share cannot be done simultaneously in all potential areas. The development should also consider available resources. There are three phases of Bandung Bike-share program in 15 years development.
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1st Phase: This is done from the beginning until the first year of the program. The amounts of stations that will be built are 100 stations, which are 60 stations in the beginning and 40 stations in the next year. These stations will be spread out in the primary center of Bandung City, which covers Bojonegara and Cibeunying Development Area.
Figure II-26: Potential area of Bandung Bike-share development (Source: Researched by Banopolis)
Figure II-27: The 1st phase of Bandung Bike-share development (Source: Researched by Banopolis)
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II.11 Rail-based transportation
1. Light Rail Transit (LRT)/Monorail
The city government of Bandung is preparing two corridors of Mono Rail i.e. Corridor 1 and 2 as a CBD corridor.
The monorail in the city of Bandung will have a train with speeds ranging at 60 km/hour. Based on several studies, the estimated potential of monorail passengers in Bandung city in the first year of operation (in 2019) ranged from 9.975 to 33.581 passengers per day. Two monorail corridors will be prepared to serve people who enter or exit the city center. The corridor 1 corridor will serve the movement in the north-south corridor of Bandung starting from the Soekarno-Hatta road (bypass) to the vicinity of Sasana Budaya Ganesha (SABUGA) ITB with a track length of about 10.147 km. In this corridor is planned there are 16 stations.
Figure II-28: Route light rail transit Bandung corridor 1 (Source: Bandung Urban Mobilty Plan)
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Figure II-29: Route light rail transit Bandung corridor 2 (Source: Bandung Urban Mobilty Plan) Table II-17: Recapitulation of Bandung monorail infrastructure development costs Cost (US $) Num Job Description Corridor 1 Corridor 2 1 Technical Design and Supervision 10,92,413 21,61,777 2 Preparation of Railroad Construction 67,12,416 1,36,52,095 3 Monorail Line Construction 6,71,24,156 13,65,20,952 4 End Station Development 60,32,400 61,08,815 5 Middle Station Development 69,09,840 75,97,484 6 Start Station Development 1,05,56,699 3,21,43,204 7 Depot Development 3,76,73,813 3,76,73,813 8 Signal and Telecommunications Work 57,03,360 75,97,484 9 Land acquisition 1,25,851 1,70,651 Total 1,41,93,09,54 24,36,39,975 Tax 10% 1,41,93,095 2,43,63,998 Total + Tax 15,61,24,050 26,80,03,973 2. Cable car
One solution of traffic congestion in the city of Bandung, which has many benefits, is cable car. Cable cars can overcome traffic congestion because its use will reduce the use of roads
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by residents and tourists. Currently, people in the city of Bandung have no alternative transportation other than land transportation mode.
Figure II-30: Example of cable car in Australia (Source: www.google.com) Cable transportation mode or cable car can be the right solution. in addition to the reasons to reduce traffic congestion, the cable car also has many benefits for its users, namely: environmentally friendly, safe, convenient, fast, timely, affordable, high level of safety and has a large carrying capacity. Related to the concept of urban development with TOD (Transit Oriented Development), the cable car is also quite feasible because it can connect the points of activity center location in the city of Bandung and can integrate (feeder) with the existing transportation system. This mode of transportation is also environmentally friendly because it uses electricity so as not to emit exhaust emissions and not noisy.
Table II-18: Cable car specifications and investment costs Description (Technical Data) 1 Distance Power Consumption at Full Load ± 1,8 Megawatt 2 Number of tower/poles 48 3 Speed 20-40 km/hour 4 Interval between cabins 50 m 5 Passenger per cabin 10 6 System capacity 3600 pphpd (People per hour per direction) 7 Time to ride in minutes 36 Investment (US $ Millions) 1 Import component 2 Cable car system 93.3 3 Stations 0.86 4 Civil construction 5.14 5 Land lease for first 5 years (total 25 years lease) 6 10 Stations 1.7 7 50 Poles 1.7 8 CSR Program 1.37 9 Planning, Design, Engineering, Supervision 2.46 10 Permit and Licenses 2.46 11 Other 2.46
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12 Total 111.5 Note: Cable car system = US $ 10 million per km (1 US $ = Rp 14,599) Observations or surveys were conducted on 3 cable car trails consisting of trace 1 (Red Line), trace 2 (Green Line), and trace 3 (Blue Line). This survey corridor is determined based on the development plan of urban mass transportation network of Bandung and surrounding areas that coincide with the network of road infrastructure that connects the tourist destinations in the city of Bandung.
Figure II-31: Cable car route plan in Bandung city (Source: Bandung Urban Mobilty Plan) The project is implemented under a PPP (Public Private Partnership) scheme or government-private partnership with a BOOT (Built Own Operate Transfer) model of support and government guarantees will be prepared as a form of government support in this development.
II.12 Park and ride
The explosion in the number of vehicles in the city of Bandung brings additional problems that make the transportation system increasingly chaotic. The explosion of the number of vehicles caused the available parking facilities could no longer accommodate the vehicles used by citizens and immigrants. Consequently, more and more parking appears in the street body (on street parking). Based on existing data, parking on the road has cut about 37.6% of the installed capacity of road network in Bandung.
The area of the road network was reduced to 1.5% from 3-4% of the city area. In fact, the ideal area of the road network is a minimum of 10% of the city area. Off street parking
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system aims to restore the function of the road so there is no blockage in the road segment. Thus, the level of traffic congestion can be reduced. In addition, off street parking system can also curb the illegal parking which will have an impact on increasing the original opinion of the area from parking.
Figure II-32: Map of the park and ride location plan for the city of Bandung (source: Bandung Urban Mobility Plan)
Figure II-33: Example of a parking building used in the city center (Source: Bandung Urban Mobility Plan)
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SUTI DATA COLLECTION
Data collection approach for SUTI
A brief explanation of data collection approaches, officials met, main sources of information, preliminary survey, interpretation, aggregation of data, panel of experts and city officials concurring with the input data on various indicators challenges faced and how they were overcome is being presented in the chapter. Data collection for SUTI for Bandung city can be considered easily obtained since almost all the data are available and had an easy access. Bandung Transportation Agency (BTA) played a major role in providing the data since almost the data are majorly related to public transport which are under the authority of BTA. Bandung city are also very active in assessing the existing public transport condition and is eagerly and ambitious to develop a better public transportation system while also considering more on environmental issues. In 2017, Bandung city along with the Vital Strategies, NACTO and Bloomberg Philanthropies Initiative for Global Road Safety has managed to create Bandung Road Safety Annual Report. Bandung also had a study for traffic and public condition in BLCMP project with SYSTRA. Other data needed for SUTI assessments are available and provided by the city’s agencies. On obtaining the data for SUTI no surveys are needed since almost the data can be obtained and updated to the latest year data.
Table III-1: Ten indicators of Sustainable Urban Transport Index Data No Indicators Officals source Sources The extent to which transport plans cover public Masterplan Report, RPJMD 1 transport, intermodal facilities and infrastructure bandung City, Urban Mobility BTA for active modes Report Modal share of active and public transport in 2 BLCMP Report BTA commuting Bandung 3 Convenient access to public transport service Bandung in Figures Report Bureau of Statistic 4 Public transport quality and reliability Survey conducted by BTA BTA Bandung Road Safety Annual 5 Traffic fatalities per 100,000 inhabitants BTA Report 6 Affordability – travel costs as part of income Survey conductedby BTA BTA
7 Operational costs of the public transport system Data PT companies BTA
8 Investment in public transportation systems Data provided by BTA BTA Data provided by Bandung 9 Air quality (PM10) BEA Environmental Agency Data provided by Bandung 10 Greenhouse gas emissions from transport BEA Environmental Agency
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SUTI
IV.1 Sustainable Urban Transportation Index
Sustainable Urban Transport Index (SUTI) is a framework of indicators for the assessment of urban transport systems and services in a city. The Sustainable Urban Transport Index (SUTI) has been developed by UN ESCAP to help summarize, track and compare the performance of Asian cities with regard to sustainable urban transport and the related Sustainable Development Goals (SDGs).
The following table lists the 10 indicators, measurement units and normalization range. The indicators and SUTI can help summarize, track and compare state of urban transport performance in a city. SUTI can serve as a useful tool for cities to assess the achievement of the SDG 11, more specifically target 11.2 and implementation of the New Urban Agenda.
Table IV-1: Ten indicators for Sustainable Urban Transport Index Measurement No Indicators units The extent to which transport plans cover public transport, 1 0 - 16 scale intermodal facilities and infrastructure for active modes 2 Modal share of active and public transport in commuting Trips/mode share 3 Convenient access to public transport service Perecentage of population 4 Public transport quality and reliability Percentage satisfied 5 Traffic fatalities per 100,000 inhabitants Number of fatalities 6 Affordability – travel costs as part of income Per cent of income 7 Operational costs of the public transport system Cost recovery ratio Percentage of total 8 Investment in public transportation systems investment 9 Air quality (PM10) μg/m3 10 Greenhouse gas emissions from transport CO2 Eq. Tons/capita/year (Source: SUTI data collection guideline, 2017) Only one data value per indicator is needed to calculate SUTI. However, more data need to be collected and entered in the data sheet to derive each SUTI indicator value, as explained later. Entering data for all ten indicators will calculate SUTI and enable a sustainability-based review of the performance of the city’s transport systems and policies, as well as comparisons with other cities. It is important that each city collects data for the same ten indicators and seeks to follow the same procedure as described in this guideline to enhance comparability of results across cities.
IV.2 Data collection for each SUTI indicators in Bandung city
SUTI project has been implemented in the city of Jakarta in 2017, after seeing the project prospect is successful then proceed to other big cities in Indonesia. The city that became the next pilot in the application of each indicator of the SUTI program that is, the city of
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Bandung and the city of Surabaya. Here are the data from 10 indicators SUTI that have been collected in Bandung;
Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes This indicator must be produced by undertaking a manual document review of the City’s most recent transport plan and score it with a set of criteria defined for this indicator. This review involves designating an expert or a small expert team to read and score the plan according to the criteria. Time, manpower and independence, should be secured for this process. Is City’s most recent (<10 Year: 2013-2018 years) transport plan Title of the document: available? If yes when was 1. Medium-Term Development Plan 2013-2018 it prepared/approved? 2. Bandung Urban Mobility Plan 2031 3. The Strategic Plan of The Transportation department Of Bandung City 2013-2018 Expert (s) reviewing the i. Widyarini Weningtyas, ITB, Urban Transport Expert document (Name, ______Designation & affiliation) ii. Didi Ruswandi, Bandung Transportation Agency.
Indicator 2: Modal share of active and public transport in commuting This ‘modal share’ indicator is of interest in many cities, but definitions vary, and data can be a problem. In case no data exist, or existing ones are outdated (e.g. 10 years old or more) the city will need to derive new data on transport volumes (trips) per mode. This may involve conducting some form of a travel survey, or using other methods, as described in section 3.2. This can be a major task Commuting trips using active and public travel modes: using a travel mode to and from work and education other than a personal motorized vehicle A. Active Modes: ‘Active transport’ means cycling and walking. We need to include share of cycle rickshaws as part of cycle and mention the share separately in a foot note. Public transport: Includes public bus, BRT, tram, rail, scheduled ferry. Please mention share Informal Public Transport & para transit separately in a foot note. These may include taxi or unofficial motorized para-transit (auto-rickshaw, mini-bus, tuk-tuk, etc. as well as school bus and company bus). Is mode share data Year: 2017 (<10 years) available? Title of the study: Mode Share Study Modes included: 1. Scheduled bus and minibus (DAMRI & TMB) 2. Angkot 3. Taxi 4. Passenger Car 5. Bus (recreational) 6. Motorcycle 7. Truck Please indicate status The result of share mode is obtained in the process of transportation of data collection & the modeling approach using split mode function using the Stated strategy you are Preference survey to 800 respondents on weekdays and 400 respondents planning to adopt. on weekends, total are 1200 respondents. The following flow chart shows the approximate demand approach and the vehicle modal separation process considered in the model:
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Result: Table of proportion of public transport users (weekday) COMMUTING PURPOSE (WORK AND EDUCATION) MODE # Subtotals a. Scheduled bus and minibus 12380 b. Angkot 36825 c. Taxi 495 d. Public transport (a+b+c+d) 49700 e. Passenger car 122254 f. Bus (Recreational) 6822 g. Motorcycle 130241 h. Truck 390 i. Individual motorized (e+f+g+h) 259707 j. Total (d+i) 309407 k. Public (d) 49700 l. Modal share of active and (k/l * 100) 16.06 public transport (Source: mode share study, 2017) Table of proportion of public transport users (weekend) COMMUTING PURPOSE (WORK AND EDUCATION) MODE # Subtotals a. Scheduled bus and minibus 14780 b. Angkot 48773 c. Taxi 195 d. Public transport (a+b+c+d) 63748 e. Passenger car 99801 f. Bus (Recreational) 5742 g. Motorcycle 112289 h. Truck 350 i. Individual motorized (e+f+g+h) 218182 j. Total (d+i) 281930 k. Public (d) 63748 l. Modal share of active and (k/l * 100) 22.61 public transport (Source: mode share study, 2017)
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Indicator 3: Convenient access to public transport service This indicator requires the combination of data for the density and frequency of the public transport (PT) service network, and data for the number of citizens living in 500 m buffer zones of main nodes in the network. There are different methods to estimate these data as described in section 3.3 but it may require some effort to derive data both for PT frequency and population inside the buffer zones. Proportion (percentage) of the population that has convenient access to public transport, defined as living 500 meters or less from a public transport stop with minimum 20-minute service. Public transport is a shared passenger transport service available to the general public, excluding taxis, car pools, hired buses and para-transit (same delimitation as used for public transport in indicator 2. Active transport is not included here) We need: 1. Population density map 2. Bus Flow Map (No of bus trips/hour on the link) Do we have a population Create a population density based on population by ward/zone density map readily available data. for smallest spatial unit 1. Data on the population of the city of Bandung per district in feasible (ward/zone/..)? 2016 was obtained from the statistics center of the city of Bandung. 2. Data on the location of public transport stations and terminals is obtained from the transportation department of the city of Bandung. Road Network Map Using Google Earth Pro Bus Route Network & • Obtain bus route network from Bus Operators Bus Frequency • Obtain bus route wise frequency from Bus Operators (Hourly/daily) • Generate a bus flow map (buses/per hour per direction) • Select network with 3 or more buses per hour frequency (SN) • Draw a buffer of 500 meters Estimation of area and • Estimate area under each density block population with PT access • Estimate total population under influence of SN Please provide status 1. Density map available? 1. Available 2. Route maps available? 2. Available Strategy & Status The process carried out in obtaining convenient in accessing the location of public transport data, namely first mapping the number of sub-district-based population in the city of Bandung and looking for points of location of terminals and stations scattered in the city of Bandung using ArcGIS software. At this stage buffer zones will be created in each station and bus stop covering an area of 500 m and then calculate the area based on the sub district that enters the buffer zone. After obtaining the sub district area that is included in the buffer zone, multiplied by the number of population in each of these sub-districts, the population can access public transportation.
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Density Maps of Bandung city
Location terminal and station public transport in Bandung city
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Buffer zone 500 m each transit area
Indicator 4: Public transport quality and reliability This indicator is based on measuring the satisfaction of Public Transport users with the quality and reliability of public transport service. Any existing survey results may need to be updated, adjusted or re-interpreted to match the format defined in this guidance. If no survey exists, a basic survey has to be prepared and conducted within a short time. The degree to which passengers of the public transport system are satisfied with the quality of service while using the different modes of public transport This involves some practical survey work How satisfied are you with: • Frequency of the service • Punctuality (delay) • Comfort and cleanliness of vehicles • Safety of vehicles • Convenience of stops/stations • Availability of information • Personnel courtesy • Fare level Sample size 250-300 is desirable. Ensure gender and age group representation (at least 30% women). Is there any survey available to Survey data conducted to measure customer satisfaction measure user satisfaction? of public transportation has been carried out by the If not what is the plan for carrying transportation agency of the city of Bandung. out a survey? Status of data collection The data used was obtained from the transportation service of the city of Bandung, which has conducted a
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survey of satisfaction of Trans Metro Bandung bus transportation users in the fourth quarter of the second semester of 2017. Table 1 shows that in public, people who use the Trans Metro Bandung (TMB) Bus, which is managed by the Transport Technical Implementation Unit, are very satisfied with the Public services provided by the Transportation Technical Implementation Unit of the Transportation Department of Bandung City with a satisfaction index value of 88.03. There are four types of public service attributes that have a below average satisfaction index, namely Service Procedures, Personnel courtesy and Availability of information. Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second in the Transportation Technical Implementation Unit of the Bandung City Transportation Agency CS Index CS Index Tri Num Attibutes Tri Mester Result Mester One Two 1 Frequency of the service 86,92 88,02 Very Satisfied Service (include comfort, cleanlines, 2 82,54 84,64 Very Satisfied safety, and convenience) 3 Time of Service 89,29 92,84 Very Satisfied 4 Fare level 92,94 93,02 Very Satisfied 5 Physical Facilities 88,83 88,73 Very Satisfied 6 Punctuality (delay) 82,47 82,37 Very Satisfied 7 Personnel courtesy 87,5 87,40 Very Satisfied 8 Availability of information 87,46 87,36 Very Satisfied 9 Complain Service 87,96 87,86 Very Satisfied Average 87,32 88,03 Very Satisfied (Source: Results of Analysis, Quarter II of 2018)
Indicator 5: Traffic fatalities per 100.000 inhabitants Traffic fatality numbers are available with City Traffic Police. That is probably most comprehensive secondary data source. Data can usually be found in official statistics or hospital records. Fatalities in traffic (road, Definition of fatality (as per local police): rail, etc.) in the urban areas The definition of fatality level in terms of the Bandung local per 100000 inhabitants. As police is the number of accidents that occur, and is weighted defined by the WHO, a death based on the level of accidents namely minor injuries, serious counts as related to a traffic injuries and death. accident if it occurs within 30 days after the accident. What is the definition adopted by the city police? Please collect time series data The number of accidents in the city of Bandung (5 years) Number of Events Years Total Minor Injured Seriously Injured Deads 2013 893 32 125 1050 2014 808 17 124 949 2015 801 10 100 911 2016 779 19 84 882 Average 820.25 19.5 108.25 948 (Source: Bandung Road Safety Annual Report, 2016)
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Strategy adopted & Status The following data is obtained from the 2015-2016 Bandung Road Safety Annual Report project undertaken by Bloomberg in collaboration with relevant agencies, namely the police, hospitals and jasa raharja insurance. The data obtained is only the last four years that became the basis of this project and it can be seen that the trend in the number of accidents has decreased every year. • Police Crash Reports by using Integrated Road Safety Management System (IRSMS) • Hospital Road Injury Records in 8 hospitals that have electronic medical records by filtering the export data according to require data • Insurance Data by Jasa Raharja for validating the both data sources
Indicator 6: Affordability – travel costs as part of income The indicator needs data on costs for a monthly pass or similar to the PT network as well as statistical data on income for segments of the population. Cost of a monthly network-wide public transport ticket covering all main modes in the city, compared to mean monthly income for the poorest quartile of the population of the city. Data on: 1. Is there household In a wide view, most people in Bandung spend around US $ 68.5 income available from to US $ 137 a month on transportation. The people included in this other surveys (recent)? group account for 34% of the total population. Combined with groups of people who spend less than US $ 68.5 a month, there are 57% of people who spend less than US $ 137 for transportation on a monthly basis. Most likely these groups consist of people who use motorbikes or public transport as their daily mode of transportation. In fact, the rest (43%) are people who use cars regularly. Detailed information can be seen in the picture below.
Monthly transportation cost in 2013 (Source: Bandung Urban Mobility Project, 2014) 2. Transit Riders Survey A quick survey along with PT quality assessment survey may be undertaken (Survey format is attached – Annexure 1). Percentage income directly obtained from PT User. 3. Minimum wage-based The minimum income set by the Bandung city government assessment through a circular amount of UMR is Rp. 3,091,345.56 or US $ 213.46.
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4. Obtain average Trip In terms of costs, public transport rates are very similar to the length and fare for amount of money spent on motorbike fuel. Based on previous average trip research, it is known that public transport passengers spend an average of US $ 0.9 per day to get to their destinations back and forth, only slightly more expensive than the average cost of using a motorcycle (US $ 0.76/ day). Cars are the most expensive mode of transportation, where users have to spend an average of US $ 2.1 / day with a little competitive advantage from the cost aspect, public transport operators find it difficult to convince people to use their services rather than riding their own motorbikes. Strategy adopted and Status The strategy used in collecting data was obtained in the Bandung of data collection Low Carbon Mobility Plan and Bandung Urban Mobility Plan project surveys.
Indicator 7: Operational costs of the public transport system This indicator needs to be derived from the accounting reports and data of public transport companies. It will likely be necessary for some cities to consult public PT authority or company or individual operators to request the data. 1. Account statement/ Yes Audited Balance sheet for public companies 2. Survey of operators Trans Metro Vehicle Operating Costs Bandung Distance Per Km Cost Per Koridor Fleets Rit (km) Vehicle TMB K 1 8 21 8 US $ 0.454 TMB K 2 9 12 8 US $ 0.584 TMB K 3 9 11 8 US $ 0.648 TMB K 4 9 10 8 US $ 0.466 Monthly Income Trans Metro Bandung Every Corridor
Num Month Corridor I Corridor II Corridor III Corridor IV 1 January 6431 5437 1503 860 2 February 5954 5550 1866 665 3 March 1706 2890 1032 711 4 April 1369 2176 1187 1246 5 May 2689 1693 1097 946 6 June 2438 2506 1632 1461 Monthly average 3431 3375 1386 981 (Source: Transportation department Bandung city, 2018) Strategy adopted & Data is the result of Trans Metro Bandung bus revenue which is Status of data collection recorded every month during 2018 carried out by the transportation department of Bandung city and data on vehicle operating costs calculation.
Indicator 8: Investment in public transportation systems The indicator uses data from public accounts of investments and spending. Some but unknown effort. (5-year data to be averaged)
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i. Investments in bus procurement ii. Investments in bus infrastructure development (Workshop, Depot, terminal, bus stops) iii. Investments in ITS (PIS, Vehicle Monitoring, Fare Collection equipment & infrastructure) iv. Investments in Bicycle & Pedestrian infrastructure v. Invested in infrastructure for public transport - How many buses have been added in the city by public /private agencies during past five years: 58 fleets buses - How many depots have been developed by public /private agencies during past five years? and what is the unit cost? : 2 depots, Gedebage Depots and Kebon Kawung Depots - How many workshops have been developed by public /private agencies during past five years? and what is the unit cost? : 2 workshops - How many terminals have been developed by public /private agencies during past five years? and what is the unit cost? : 18 terminals - How many bus stops have been developed by public /private agencies during past five years? and what is the unit cost? : 97 bus stops Status/ strategy The data obtained is the data of the transportation agency budget of the city of Bandung, which is the last 5 years data. Result be provided as below
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Table IV-3: Budgeting in Bandung Transportation Agency
Fund Fund 2014 Fund 2015 Fund 2016 Fund 2017 Number Programs Performance Indicator 2018 (US $) (US $) (US $) (US $) (US $) Program for the construction of Number of infrastructure and terminal 1 transportation infrastructure and 287,348 316,083 336,512 370,163 407,179 facilities built facilities Rehabilitation and maintenance of Number of functioning facilities and good 2 road transport infrastructure and 150,695 165,765 171,161 188,278 207,105 conditions facilities
29,83,268 Availability of public transportation 22,82,202 24,65,511 27,12,062 (34,249 Transportation service system facilities and infrastructure in (34,249 from (34,249 from (34,249 from 3 1,866,744 from improvement program accordance with the city transportation provincial provincial provincial provincial master plan assistance) assistance) assistance) assistance)
Development program for There are bus stops built on the route that 4 transportation facilities and 387,013 425,714 457,106 502,816 553,098 public transport has served on the route infrastructure Traffic control and security 6 Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910 program Program to increase the feasibility the feasibility of operating a motorized 7 558,257 614,083 664,312 730,743 803,817 of operating a motorized vehicle vehicle Total
Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049
(Source: Transportation Agency of Bandung City, 2018)
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Indicator 9: Air quality (pm10) The indicator use is population weighted air quality monitoring data reported to national agency or WHO. May need conversion from PM2.5 data if PM10 not available. Should require limited effort. 1. Are there Air Quality Yes Monitoring Systems set up in If Yes, How many stations? There are 4 stations the city? Bandung city have air quality monitoring tools and spread across in four points. The four stations are located in Dago, Padjajaran, Ujungberung and Gedebage areas. Measurement of ambient air quality using the Permanent Monitoring Station (Fixed Station) is carried out continuously for 24 hours a day, 7 days a week. What is being monitored? PM10 and PM 2.5 Remarks / Status Requests for data have been submitted to the Department of Environment and Hygiene of the city of Bandung. Data status is still awaiting information from the agency regarding when to collect data. This data was obtained in 2017-2018 Result: Air Pollutant Standard Index is a number that does not have a unit that describes the condition of ambient air quality at a particular location and time, which is based on the impact on human health, aesthetic values and other living things. Air content measurement results in the city of Bandung Location Month Num Dago Pakar Pajajaran Gedebage Ujung Berung (2017) (PM10 g/m³) (PM10 g/m³) (PM10 g/m³) (PM10 g/m³) 1 January 100 50 100 100 2 February 100 100 100 100 3 March 100 100 100 100 4 April 100 100 100 100 5 May 100 50 50 100 6 June 100 50 50 100 7 July 100 50 50 50 8 August 100 50 50 50 9 September 50 100 50 50 10 October 50 100 50 50 11 November 50 50 50 50 12 December 100 50 50 50
Location Month Num Dago Pakar Pajajaran Gedebage Ujung Berung (2018) (PM10 g/m³) (PM10 g/m³) (PM10 g/m³) (PM10 g/m³) 1 January 50 50 50 50 2 February 50 50 50 100 3 March 50 50 50 100 4 April 50 50 50 100 5 May 50 50 50 100 6 June 50 50 50 100 7 July 50 50 50 100 8 August 50 50 50 100 (Source: Bandung Environmental Agency)
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Indicator 10: GHG emissions from transport GHG emissions Is an account or estimate of the Yes emissions of CO2 from If Yes, Data Source: Dinas Lingkungan Hidup dan Kebersihan transport in the city is kota Bandung available? Reference Year: 2017 If not, a figure i. Is data on mode wise total trips and trip length available both has to be calculated using one for passenger and goods vehicles? of the following methods: Some indication of vintage information to indicate 1. Modes (i) X daily trip length technology and mix of vehicles by fuel type would be X emission factors (i) required. 2. indirectly from gasoline and Is such data available? Yes/No diesel sales. Petrol ii. Is data on sale of petrol and diesel available? Yes/No consumed x emission factor Any reasonable estimate on consumption of the same within + Diesel consumption x and outside is feasible? Yes/No emission factor How is city collecting data? This data is the data resulting from the sale of fuel oil, What is the status? especially in the use of the transportation sector through public fueling stations scattered throughout the city of Bandung. Data status is currently in the process of submitting applications to related agencies and just waiting for further information. Greenhouse gas emissions for each vehicle Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year Bus 281.92 281920 Passengers Cars 356.90 356900 Motorcycle 305.47 305470 Minibus 228.13 228130 Trucks 141.77 141770 CO2 Total 1314.19 1314190 (Source: Dinas Lingkungan Hidup dan Kebersihan)
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DATA ANALYSIS
Analysis of Data (Input Data in Excel sheet and results)
Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes
Stating clear goals and visions for each aspect. Visions, goals, objectives and targets are key components of a plan, and useful to demonstrate commitment to sustainable transport. Goals are stronger if they are quantified and accompanied by a performance monitoring process. In Bandung City case: The City are ambitious to make cycling as one of the main travel mode and more attractive option for short trips by providing bike lane, bike sharing system and “mayor riding bike to work” as a living promotion. The city also improved the walking networks extensively to change the face of the city into friendly walking city. The City also has a goal of increasing the modal share of public transport to 25 per cent the share of private vehicle set by the central government. While connected intermodal transfer facilities were still minimizing to be plan. (Clear quantitative goals, extensive coverage for two of the four aspects). These city goals and visions are stated in the Medium-Term Development Plan 2013-2018, which are also the campaign promises of the current mayor.
Designating infrastructure, facilities and measures for each aspect in the plan. A transport plan usually identifies projects and measures to be adopted, described and shown on maps and tables. The extent of the designation is important as well as the level of detail. In Bandung City case: The city had a various plan to improve all the public transport include Bus Rapid System, Paratransit, Rail Based Transport, Transit Oriented Development Area, and cycling and walking network (strong effort, extensive coverage). These planning can be found in Bandung Urban Mobility Plan 2031 and The Strategic Plan of The Transportation Department of Bandung City 2013-2018
Allocating funding, specifying budgets, securing finance for the facilities. A plan needs investments and may involve running costs for new transport operations or services. Some budget may be local (tax, revenues), other parts may be from central government, lending institutions, or innovative finance schemes. A budget can be more or less secured. In Bandung City case: The City plan has a budget for walking and cycling networks. (Strong commitment, extensive coverage of this aspect). Budget for Public Transport are available but only designated for major areas and corridor. Intermodal Transfer Facilities budget are available in smaller amount compare to others.
Ambitious goals Walking Networks Full designation across city Score 4 Major secured new funding Ambitious goals Cycling Networks Full designation across city Score 4 Major secured new funding
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Qualitative goals Intermodal Transfer Some designation in 1-2 major areas/corridors Score 2 Facilities Some budget Qualitative goals Public Transport Some designation in 1-2 major areas/corridors Score 2 Some budget
Indicator Value Years Comments The extent to which transport plans The city needs to improve how cover public transport, intermodal to integrate the intermodal 12 out of 16 2018 facilities and infrastructure for facilities and improve on the active modes public transport performance
Indicator 2: Modal share of active and public transport in commuting
COMMUTING COMMUTING PURPOSE (Weekday) (Weekend) MODE # subtotals # subtotals a. Scheduled bus and minibus 12380 14780 b. Angkot 36825 48773 c. Taxi 495 195 d. Public transport (a+b+c+d) 49700 (a+b+c+d) 63748 e. Passenger car 122254 99801 f. Bus (Recreational) 6822 5742 g. Motorcycle 130241 112289 h. Truck 390 350 i. Individual motorized (e+f+g+h) 259707 (e+f+g+h) 218182 j. Total (d+i) 309407 (d+i) 281930 k. Public (d) 49700 (d) 63748 l. Modal share of public transport (k/l * 100) 16.06 (k/l * 100) 22.61 Average number of trips per person by 19.34 main mode of transport
Indicator Value Years Comments Modal share of active Data based on an update of mode share study and public transport in 19.34% 2017 held by department of transportation Bandung commuting at 2017
Indicator 3: Convenient access to public transport service
Population Population Transit District large Transit Area No Districts (2016) Density Population km2 inh pop per km2 km2 inh 1 Andir 4.178 97693 23380.706 2.450 57280 2 Antapani 4.172 74557 17869.155 0.665 11876 3 Arcamanik 7.499 68293 9107.255 0.911 8301 4 Astanaanyar 2.641 68991 26123.416 1.409 36807 5 Babakan Ciparay 6.997 148025 21156.062 0.544 11507 6 Bandung Kidul 5.349 59331 11092.129 1.020 11315 7 Bandung Kulon 6.871 143313 20856.817 0.227 4740 8 Bandung Wetan 3.400 30939 9100.105 3.340 30396 9 Batununggal 4.755 121076 25463.541 3.230 82244 10 Bojongloa Kaler 3.082 121165 39317.808 1.178 46334 11 Bojongloa Kidul 5.150 86363 16770.761 2.702 45318 12 Buahbatu 7.370 95356 12938.115 3.451 44651 13 Cibeunying Kaler 4.578 71184 15550.405 2.351 36564
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Population Population Transit District large Transit Area No Districts (2016) Density Population km2 inh pop per km2 km2 inh 14 Cibeunying Kidul 4.098 108193 26399.423 1.823 48124 15 Cibiru 6.763 70370 10404.610 0.545 5673 16 Cicendo 7.701 99898 12972.825 3.449 44747 17 Cidadap 8.316 58426 7025.907 1.293 9088 18 Cinambo 4.206 24766 5887.589 0.789 4645 19 Coblong 7.236 132002 18242.913 5.421 98895 20 Gedebage 9.835 35910 3651.372 0.381 1390 21 Kiaracondong 5.733 132135 23048.514 2.596 59825 22 Lengkong 5.841 71637 12264.704 2.742 33627 23 Mandalajati 4.746 63147 13306.188 0.366 4865 24 Panyileukan 5.241 39339 7506.268 1.800 13512 25 Rancasari 6.933 75469 10884.914 0.785 8548 26 Regol 4.694 81987 17464.806 2.829 49404 27 Sukajadi 5.205 108512 20847.176 3.401 70907 28 Sukasari 6.288 82012 13043.620 0.837 10917 29 Sumur Bandung 3.447 35903 10414.701 3.357 34959 30 Ujung Berung 6.164 75477 12243.991 1.151 14098 Sum Public Transportation User 940556 Total Population in Bandung City 2481469 % with 500 m buffer 38%
Indicator Value Years Comments The data is based on the city 2016 census for population in Convenient transit area 500 m of each main nodes and every district have access to PT 38% 2016 coverage transit area for the public to access main public service transport in Bandung.
Indicator 4: Public transport quality and reliability
Overall share of satisfied customers as percentage of all public transport users (per cent) based on a survey.
CS Index Tri CS Index Tri No Dimension Result Mester One Mester Two 1 Frequency of the service 86,92 88,02 Very Satisfied Service (include comfort, cleanlines, safety, and 2 82,54 84,64 Very Satisfied convenience) 3 Time of Service 89,29 92,84 Very Satisfied 4 Fare level 92,94 93,02 Very Satisfied 5 Physical Facilities 88,83 88,73 Very Satisfied 6 Punctuality (delay) 82,47 82,37 Very Satisfied 7 Personnel courtesy 87,5 87,40 Very Satisfied 8 Availability of information 87,46 87,36 Very Satisfied 9 Complain Service 87,96 87,86 Very Satisfied Rata-rata Keseluruhan 87,32 88,03 Very Satisfied
Indicator Value Years Comments Based on community satisfaction survey on the service of the transportation agency held Public transport Overall share 2017 in 2017 with Customer Satisfaction Index quality and reliability 87.67% method and Importance Performance Analysis to 250 sample.
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Indicator 5: Traffic fatalities per 100,000 inhabitants
Number of Events Years Total Minor Injured Seriously Injured Deads 2013 893 32 125 1050 2014 808 17 124 949 2015 801 10 100 911 2016 779 19 84 882 Average 820.25 19.5 108.25 948
Fatalities # Road transport 108 Railway transport 0 Tram 0 Ferryboats 0 Other 0 Total 108 Inhabitants 2,481,469 Fatalities/100,000 inh 4.36
Indicator Value Years Comments Based on Bandung Road Safety Annual Report. The data Collected from 2013-2016 Traffic fatalities per 4.36 2013-2016 from official police reports, health department 100,000 inhabitants (hospital) and insurance company (Jasa Raharja).
Indicator 6: Affordability – travel costs as part of income
Component Value Average monthly transport cost (based on graphic above) US $ 13.7 Minimum income per month US $ 211.75 Percentage of monthly income 6.5
Indicator Value Years Comments The result is based on update of the most recent survey income levels. Most people in Bandung Affordability-travel 6.5% 2014 spend around Rp 100,000 to Rp 200,000 a month cost as part of income for transportation. The people included in this group account for 34% of the total population.
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Indicator 7: Operational costs of the public transport system
Percent of operational costs recovered by fares (all values in US $)
Market shares Fare Transport Operating Farebox Services (estimated) Revenues expenses ratio BRT Line 1 37 5796 11435 51% BRT Line 2 36 5628 9460 59% BRT Line 3 19 2929 9634 30% BRT Line 4 8 1204 6292 19% Total 100 Weighted 47.6
Indicator Value Years Comments Case of BRT (Trans Metro Operational costs of the public 47.6 2018 Bandung) with four transport system corridors operation
Indicator 8: Investment in public transportation system
Percent of transport investment spending; running five-year average.
In Million US $ 2014 2015 2016 2017 2018 average PUBLIC TRANSPORT FACILITIES 2.54 3.02 3.26 3.59 3.94 3.27 TOTAL TRANSPORT 9.27 10.01 10.85 11.94 13.13 11.04 SHARE 29.6
Indicator Value Years Comments Based on average transport investment by Operational costs of the 29.6% 2014-2018 the Bandung city for five years from 2014- public transport system 2018
Indicator 9: Air quality (PM10)
Micrograms per cubic meter (μg/m3).
PM10 Population Population Station Location yearly mean in area percentage 1 Dago Pakar 50 868514 35.00 2 Gedebage 50 372220 15.00 3 Padjajaran 50 496294 20.00 4 Ujungberung 50 744441 30.00 Total city population 2481469 100 Population weighted concentration 50.00 Good/Healty Condition
Indicator Value Years Comments According Air Pollutant Standard Index, the level of air 2017- Air Quality 50 quality that has no effect on human or animal health and 2018 does not affect plants, buildings or aesthetic values. The
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values are average by estimated of population exposed per city area (station 1 = 35%; station 2 = 15%; station 3 = 20%; station 4 = 30%). Indicator 10: Greenhouse gas emissions (CO2 eq tons/year)
Ton CO2 equivalent emitted/capita/year
GhG Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year Population Emissions/ Capita Bus 281.92 281920 Passengers Cars 356.90 356900 Motorcycle 305.47 305470 Minibus 228.13 228130 Trucks 141.77 141770 Total CO2 1314.19 1314190 2,481,469 0.53
Indicator Value Years Comments Based on calculation result from Greenhouse gas inventory of Bandung 2017 greenhouse emissions (CO2 eq 0.53 2017 gas emissions study, held by Dinas tons/year) Lingkungan Hidup dan Kebersihan kota Bandung. SUTI Result
Natural Range # Indicators Weights VALUE Normalize YEAR units MIN MAX Extent to which transport plans cover public transport, intermodal 1 0 - 16 scale 0.1 0 16 12 75 2018 facilities and infrastructure for active modes Modal share of active and public 2 % of trips 0.1 10 90 19.34 11.68 2017 transport in commuting Convenient access to public % of 3 0.1 20 100 38 22.50 2016 transport service population Public transport quality and 4 % satisfied 0.1 30 95 87.67 88.72 2017 reliability Traffic fatalities per 100.000 5 # fatalities 0.1 35 0 4.36 87.54 2013-2016 inhabitants Affordability – travel costs as share 6 % of income 0.1 35 3.5 6.5 90.48 2014 of income Cost Operational costs of the public 7 recovery 0.1 22 175 47.6 16.73 2018 transport system ratio Investment in public transportation % of total 8 0.1 0 50 29.6 59.20 2014-2018 systems investment 9 Air quality (pm10) μg/m3 0.1 150 10 50 71.43 2017-2018 Greenhouse gas emissions from 10 Tons/cap 0.1 2.75 0 0.53 80.73 2017 transport
INDEX Geometric mean 48.96
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A. Spider diagram (interpretation of result, observation, etc)
Extent to which transport plans cover public transport, intermodal facilities and… 100.00 Modal share of active Greenhouse gas 90.00 and public transport in emissions from transport 80.00 70.00 commuting 60.00 50.00 40.00 Convenient access to Air quality (pm10) 30.00 public transport service 20.00 10.00 0.00
Investment in public Public transport quality transportation systems and reliability
Operational costs of the Traffic fatalities per public transport system 100.000 inhabitants
Affordability – travel costs as part of income
B. Interpretation of value, index number, observation of SUTI
Indicator 1: Bandung show a very good extent to the improvement of public transport system Indicator 2: Modal share of public transport in Bandung is considered low. More attention needs to be considered Indicator 3: Convenient access to public transport did not widely cover the whole city area Indicator 4: The customer satisfaction numbers is high but please note this is only for BRT system Indicator 5: The number of fatality rate is very low, but the numbers of event are high. Please note the number of events is decreasing year by year. Indicator 6: Traveling by public transports in Bandung are affordable Indicator 7: The fare box ratio is below 100 therefore the government need to subsidize Indicator 8: The city put much concern in improving public transport Indicator 9: Air quality (PM10) is in a good condition
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Indicator 10: Greenhouse gas emissions from transport also still in a good condition
C. Suggestion for urban transport improvement in the city • The SUTI result for each indicator show that the city still needs to improve and emphasizing to: • Improve the integration transfer facilities between public transport mode while also providing more convenient access that can widen the coverage of public transport, • Improve public transportation system by increasing the performance of the existing public transport and introduce new public transport system, hopefully these efforts could increase mode share in public transport, a good promotion or mobility management in order to encourage the society to shift from private to public, • Reform the operation, the government need to develop a better system in running the public transport therefore the farebox ratio will become higher and less subsidized, Bandung City would like to propose the SUTI Index system can be used for Medium Term Development Plan 2019-2023.
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PERSPECTIVE ON SUTI PILOT EXERCISE
The ten indicators and methodology to model the SUTI for cities in Indonesia are very useful for the city policy makers in improving their urban transport system. This index can be used by Bandung city official to rate their city performance annually.
Collecting the data itself is a major problem. A system to update database annually is needed.
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ANNEXURES
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A.1: Experts and officials met
Dinas Perhubungan Kota Bandung
Jl. Soekarno Hatta No.205, Situsaeur, Bojongloa Kidul, Kota Bandung, Jawa Barat 40233
Phone: (0622) 25220768
Head of Agency: Ir. Didi Ruswandi MT
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A.2: References
Bandung Road Safety Annual Report, Bloomberg 2015- 2016
Bandung Urban Mobility Project Book 2016
Bandung Low Carbon Master Plan Report 2017 - Bandung's Environmentally Friendly Transportation System Study
Bandung Metro Trans Monthly Income And Vehicle Operational Cost Report January-July 2018
Bandung Municipality Public Works Office, 2017
Bandung Transportation Agency, 2017
Central Bureau of Statistic, 2017
Indonesian Railway Company Operational area 2 Bandung
Mid-Term Development Plan For The City Of Bandung 2013-2018
Report study of the Quarterly IV Bandung Transportation Department Community Satisfaction Survey
Spatial Plans Bandung 2011-2031
Transportation Masterplan Of Bandung City 2014-2031
Weningtyas, W., Nawassa, K., Qiranawangsih, A., (2017) Wayfinding and Signage for Cycling Activity in Bandung City. Journal of the Eastern Asia Society for Transportation Studies.
Online source: http://www.tribunnews.com/regional/2017/07/18/berikut-sejumlah-alasan-kemacetan-di- kota-bandung accessed on date 13th August 2018 http://www.wisatabdg.com/2011/07/layanan-taksi-bandung.html accessed on date 14th August 2018 https://dailysocial.id/post/kiri-hadirkan-panduan-trayek-angkot-bandung accessed on date 13th August 2018 https://ardiantosatriawan.wordpress.com/2016/09/04/rute-lengkap-trans-metro-bandung/ accessed on date 13th August 2018
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http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html accessed on date 14th August 2018 http://www.infobandung.co.id accessed on date 16th August 2018 https://www.banopolis.com/ accessed on date 18th August 2018 https://portal.bandung.go.id/posts/2013/01/02/XPXq/transparansi-pengelolaan-anggaran- daerah accessed on date 20th August 2018 http://data.bandung.go.id/dataset/serapan-anggaran-dinas-perhubungan-kota-bandung- tahun-2013-2016 accessed on date 10th August 2018 https://portal.bandung.go.id/daftar-shelter-angkota-di-kota-bandung accessed on date 10th August 2018
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