Assessment of Urban Mobility using the Sustainable Urban Transport Index

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Dr. Melawaty Agustien, S.Si., M.T.

2020

SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2020 i

TABLE OF CONTENTS

I.1 General description ...... 2 I.2 Demography ...... 3 I.2.1 Population and Employment ...... 3 I.2.2 Household Expenditure ...... 5 I.2.3 System of Regional Account ...... 6 I.3 Road Network Data ...... 7 II.1 Number of vehicles ...... 12 II.2 Transportation Network in Palembang City ...... 14 II.2.1 Public Transportation Infrastructure ...... 17 II.3 Master plan of transportation in Palembang ...... 21 II.3.1 Construction of the passenger terminal ...... 21 II.3.2 Improvement of Public Transportation Services ...... 22 II.3.3 Railway Network System ...... 23 II.3.4 Train Station ...... 23 II.3.5 River, Lake and Crossing Transport Network System (ASDP) ...... 24 II.3.6 Mode Integration ...... 25 II.3.7 Bicycle Lane ...... 27 II.4 Transit Oriented Development ...... 29 II.5 Road and Railway -based transportation ...... 30 II.5.1 Trans Musi ...... 30 II.5.2 Transit (LRT) ...... 34 II.6 Policy Direction for Transportation Development in Palembang City ...... 36 IV.1 Sustainable Urban Transportation Index ...... 48 IV.2 Data collection for each SUTI indicators in Palembang City ...... 49

List of Tables Table I-1: Total Area and Percentage to Municipal Area by Subdistrict in ...... 3 Table I-2: Population, Annual Population Growth Rate, Percentage Distribution of Population, Population Density, and Population Sex Ratio by Subdistrict in Palembang Municipality, 2019 .... 4 Table I-3: Percentage of Population by Per Capita Spending Group a ...... 5 Table I-4 Poverty Line, Number, and Percentage of Poor People in Palembang Municipality, 2012– 2019 ...... 6 Table I-5 Length of Roads by Level of Government Authority in Palembang Municipality 2017– 2019 ...... 8 Table I-6: List of National Roads in Palembang City ...... 8 Table I-7 Length of roads by condition of roads in Palembang Municipality in km from 2017 to 2019 ...... 11 Table II-1: Number of Motor Vehicles by Subdistrict and Type of Vehicle...... 13 Table II-2: Number of Traffic Accident By Location in Teritory of ...... 14 Table II-3 List Of Number Of Public Transport In Palembang Area 2020 ...... 15 Table II-4: List of terminals in Palembang based on Type A, B and C ...... 18 Table II-5 Railway Transport Infrastructure And Facilities in Palembang City ...... 19 Table II-6 Origin-Destination of River Transportation and its Function ...... 20 Table II-7 Terminal Development Plan in Palembang City ...... 21 Table II-8 Inter-Mode Integration Location Plan ...... 25 Table II-9 Intermodal Integration Development Recommendations ...... 26

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Table II-10 TOD location proposal in the Palembang City ...... 29 Table II-11 Trans Musi Bus Line Corridor Plan ...... 32 Table II-12 Average Number of LRT Passengers Per Day For Weekends and Weekdays 2019-2020 ...... 35 Table II-13 The proportion of the budget for each program to improve public transportation of the transportation service (US Dollar) ...... 37 Table II-14 The proportion of the budget for Rehabilitation and maintenance of road transport infrastructure / pedestrian (US Dollar) ...... 42 Table III-1: Ten indicators of Sustainable Urban Transport Index ...... 43 Table IV-1: Ten indicators for Sustainable Urban Transport Index ...... 48 Table IV-2: Atributes And Percentage Of Community Satisfaction With ...... 55 Table V-1 Roughly Indicative Guideline For Allocating Scores To The Various Aspects...... 63 Table VII-1 Suggestions for some indicators that have low result ...... 77

List of Figures

Figure I-1: Palembang City Administration Maps ...... 2 Figure I-2: Percentage Distribution of Gross Regional Domestic ...... 7 Figure I-3: Road network in Palembang city ...... 9 Figure I-4: Percentage Length of roads by condition of roads in Palembang municipality ...... 10 Figure II-1: Number of Motor Vehicles by Type of Vehicle in ...... 12 Figure II-2: Congestion on one of Palembang City road ...... 14 Figure II-3: Public Transport Network in Palembang City ...... 17 Figure II-4: Integration of Trans Musi Route and Palembang City LRT Line ...... 26 Figure II-5 First alternative route – ...... 27 Figure II-6 Second alternative route Kambang Iwak – ...... 28 Figure II-7 Bicycle Lane Plan ...... 28 Figure II-8 Four large LRT stations, which will be developed into Transit-Oriented ...... 29 Figure II-9: Trans Musi ...... 33 Figure II-10: Teman Bus ...... 34 Figure II-11: Palembang LRT Network Map ...... 36 Figure II-12: LRT in Palembang City ...... 36

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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

Palembang is the capital city of South Sumatera Province. Palembang is located between 2o 52’ to 3o 5’ south latitude and from 1040 37’ to 1040 52’ east longitude. Since 2007, Palembang divided administratively 16 Subdistrict and 107 villages. In 2018, based on the Decree number 136/4123/BAK, Jakabaring Subdistrict was formed which is the division of the Subdistrict Seberang Ulu I and Ilir Timur III Subdistrict which is the division of the Ilir Timur II Subdistrict, so that the administrative area of Palembang Municipality is divided into 18 sub districts and 107 villages.

Figure I-1: Palembang City Administration Maps Source : Bapedda Kota Palembang, 2020

According to Governmental Regulation number 23 (1988) area of Palembang is 400.61 sq.km. The Gandus Subdistrict has the largest area compared to other sub districts (68.78 sq.km or 17.17 %) and Ilir Barat II Subdistrict is a subdistrict with the smallest area (6.22 sq.km or 1.55 %). Territorial boundaries of Palembang Municipality in northern area, eastern area, western area are bordered by Banyuasin , southern area bordered on and Ogan Ilir.

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Table I-1: Total Area and Percentage to Municipal Area by Subdistrict in Palembang Municipality, 2019

Percentage to Number Total Area Subdistrict Capital of Subdistrict Municipal (sq.km) Area (%)

1 Ilir Barat Dua Dua-puluh-sembilan Ilir 6.22 1.55 2 Gandus Gandus 68.78 17.17 3 Seberang Ulu Satu Tiga Empat Ulu 8.28 2.07 4 Kertapati Karyajaya 42.56 10.62 5 Jakabaring Lima-belas Ulu 9.16 2.29 6 Seberang Ulu Dua Empat-belas Ulu 10.69 2.67 7 Plaju Plaju Ilir 15.17 3.79 8 Ilir Barat Satu Bukitlama 19.77 4.93 9 Bukitkecil Dua-puluh-enam Ilir 9.92 2.48 10 Ilir Timur Satu Dua-puluh Ilir Tiga 6.50 1.62 11 Kemuning Ario Kemuning 9.00 2.25 12 Ilir Timur Dua Tiga Ilir 10.82 2.70 13 Kalidoni Kalidoni 27.92 6.97 14 Ilir Timur Tiga Delapan Ilir 14.76 3.68 15 Sako Sako Baru 18.04 4.50 16 Sematangborang Srimulya 36.98 9.23 17 Sukarami Kebunbunga 51.46 12.85 18 Alang-Alang Lebar Talangkelapa 34.58 8.63 Source: Central Bureau of Statistic, 2020

I.2 Demography

I.2.1 Population and Employment The main source of demographic data is population census, which is conducted every ten years. Population Census has been conducted six times since Indonesia’s independence: 1961, 1971, 1980, 1990, 2000, and 2010. The method of data collection in a population census involves interviewing respondents and conducting e-census. Enumeration of the population uses the concept of “usual residence”, which is the concept of “places where people usually live”. De jure was applied to the permanent residents, while defacto was applied to non-permanent residents. The permanent residents were enumerated in place where they normally live, the non-permanent residents were enumerated where they were found by the enumerators,on the night of ‘Census Date’. Thenon permanent residents include homeless people, ship crew, boatpeople, remote area community, andinternally displaced persons. Those who had permanent residence andhad been travelling away from their home for six months or more werenot enumerated in their permanentplace, but in the place where theywere during the census.

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For the periods where the population census is not conducted, population projection is done to estimate population during those years. The population projection is an estimate based on the demographic components, such as birth, death,and migration. Indonesia’s 2010– 2035 population projection used the 2010 Population Census as the base population.

Palembang population based population projections for 2019 were 1,662,893 people consisting of 834,175 in habitants of the male and 828,718 female population people. This compares with a total Palembang Population in 2018, the Population growth of Palembang are 1.18 percent.

Table I-2: Population, Annual Population Growth Rate, Percentage Distribution of Population, Population Density, and Population Sex Ratio by Subdistrict in Palembang Municipality, 2019 Annual Average Population Percentage Population of Subdistrict Population Growth of Total Density per Household Household Rate (%) Population sq.km member 2018–2019 Ilir Barat Dua 66,421 1.28 4.11 10,679 16 485 4.44 Gandus 68,315 3.35 4.23 993 14 808 4.44 Seberang Ulu Satu 89,871 1.54 5.56 10,854 21 192 4.44 Kertapati 88,618 1.51 5.48 2,082 21 001 4.38 Jakabaring 86,837 2.12 5.37 9,480 20 724 4.50 Seberang Ulu Dua 98,846 1.09 6.12 9,247 24 104 4.44 Plaju 91.700 0.30 5.68 6,045 20 416 4.44 Ilir Barat Satu 138,488 1.48 8.57 7,005 31 889 4.44 Bukit kecil 38,502 -0.75 2.38 3,881 11 304 4.45 Ilir Timur Satu 67,144 -0.82 4.16 10,330 17 834 4.44 Kemuning 81,050 -0.25 5.02 9,006 21 146 4.45 Ilir Timur Dua 85,015 0.42 5.26 7,857 21 469 4.47 Kalidoni 117,744 2.69 7.29 4,217 19 469 5.80 Ilir Timur Tiga 73,292 0.30 4.54 4,966 25 682 3.35 Sako 104,004 2.22 6.44 5,765 21 223 4.40 Sematang Borang 51,155 9.20 3.17 1,383 8 285 4.40 Sukarami 172,965 3.16 10.71 3,361 35 989 4.40 Alang-Alang Lebar 99,566 1.94 6.16 2,879 22 411 4.40 Source: Central Bureau of Statistic, 2020

Working age population is persons of 15 years and over. Labor force or economically active are persons of 15 years and over, who in the previous are working, temporarily absent from work but having jobs, and unemployment.

In year 2019, the number of labour force of Palembang Municipality was 759,115 people. From the whole of labour force, 92.06 percent of them are working citizens. While for the

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unemployment rate of Palembang Municipality in 2019 reached 7.94 percent. This figure was obtained by defining unemployment as people who are looking for a job, starting a new business, unable to get a job or who already having a job but still not starting yet. the number of labour force of Palembang Municipality.

I.2.2 Household Expenditure

The average per capita expenditures, is the cost spent for all householdmembers consumption during the month, whether from purchasing, giving grown production, divided by the number of household members in the household. The monthly average per capita expenditure in 2019 was recorded at Rp.1,273,229 which consisted of Rp.569,582 for food and Rp.703,647 for non-food. Based on the type of expenditure, monthly average per capita expenditure figure for food showed that prepared food and beverages, cigarette and tobacco were two biggest consumptions in 2019. The values for each were Rp. 203,759 and Rp. 66,133 on the other hand, the monthly per capita expenditure for non-food was spent for housing and household facilities and miscellaneous goods and services. Those spending were Rp.340,041 and Rp.187,647. Spendings on transport was around 14% of average monthly expenditure for non-food it was about Rp.100,000.

Table I-3: Percentage of Population by Per Capita Spending Group a Month in Palembang Municipality, 2018 and 2019 Expenditure Classification (Rp) 2018 2019 <150,000 150,000-199,999 200,000-299,999 0.60 1.01 300,000-499,999 13.13 11.17 500,000-749,999 20.49 18.54 750,000-999,999 14.77 18.43 1,000,000-1,499,999 19.53 19.41 >1,5,00,000 31.48 31.46 (Conversion rate: 1 US$ = Rp. 14797.5) Source : BPS-, National Socioeconomic Survey March

To measure poverty, BPS-Statistics Indonesia has used the concept of basic needs approach. Therefore, poverty is viewed as economic inability to fulfill food and non-food basic needs which are measured by consumption/expenditure. The method used is calculating poverty line, which consists of two components that are Food Poverty Line (FPL) and Non-Food Poverty Line (NFPL). The poverty line was calculated separately for urban and rural areas.

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A person whose expenditure per capita per month is below the poverty line is considered to be poor. The Food Poverty Line refers to the daily minimum requirement of 2,100 kcal per capita per day. The Non-Food Poverty Line refers to the minimum requirement for household necessities for clothing, education, health, and other basic individual needs.

Number of poor people in 2012 was 206.49 thousand people (13.59%), which decreased to 180.67 thousands people (10.90 percent) in 2019. The number of poor people in 2015 experienced an increase of 203.12 thousand people (12.85%) and it remained at the same level till 2016. In 2018, the number of poor people declined. In general, the percentage of poor people in 2012 to 2019 has decreased to 10.90 percent.

Table I-4 Poverty Line, Number, and Percentage of Poor People in Palembang Municipality, 2012–2019 Poverty Line Number of Poor Percentage of Poor Year (rupiah/capita/month) People (thousand) People 2012 366 689 206,49 13.59 2013 392 560 205,99 13.36 2014 405 037 202,31 12.93 2015 431 242 203,12 12.85 2016 456 225 191,95 12.04 2017 480 735 184,41 11.40 2018 510 994 179,32 10.95 2019 521 489 180,67 10.90 Source: Central Bureau of Statistic, 2020

I.2.3 System of Regional Account

Gross Regional Domestic Product (GRDP) is the primary indicator to measure the economic growth in a region. In the last five years, the GRDP of Palembang Municipality at current market prices experienced a growth. In 2015, value added was 108,143.80 billion rupiahs. In 2016, it was 118,344.29 billion rupiahs, in 2017 it was 129,400.33 billion rupiahs and in 2018, 142,148.40 billion rupiahs. In 2019, the value was 154,805.29 billion rupiahs.

Based on current market prices, there are three sectors that contributed to GRDP the most. In 2019, the three sectors that contribute the most were manufacturing industry, followed by construction, and wholesale and retail trade; repair of motor vehicles and motorcycle. In 2019 contributions of each sector above were 31.28 percent, 17.90 percent and 17.50 percent (see Figure I-2). Compared to the previous year, the contribution of wholesale and

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retail trade;repair of motor vehicles and motorcycle sectors increased for about 0.77 percent. While the contribution of manufacturing industry and construction sectors decreased respectively 0.83 percent and 0.49 percent.

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)

Procurement of electricity and gas

7% Water supply, waste 16% management and recycling Construction 18% 5% 0% Wholesale and retail trade, car and motorcycle repair Transportation and warehousing Provision of accommodation 18% and food and drink 31% Information and communication 5% Financial and insurance 0% services Others

Figure I-2: Percentage Distribution of Gross Regional Domestic Product at Current Market Prices by Industry in Palembang Municipality, 2019 Source: Central Bureau of Statistic, 2020

I.3 Road Network Data

In 2019, length of roads by level of state government was 92,020 km, province government was 97,270 km and by level of government authority in Palembang municipality in 2019 was 681,78 km. Table I-5 presents the list of Palembang government authority roads in Palembang City based on name of road and length in Km.

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Table I-5 Length of Roads by Level of Government Authority in Palembang Municipality 2017–2019 Year Length (Km) 2017 680.77 2018 681.77 2019 681.78 Source: Central Bureau of Statistic, 2020

Table I-6 presents the list of national roads in Palembang City based on name of road and length in Km. The data based on Decree of The Minister of Public Work and Housing of The Republic of Indonesia No: 290/KPTS/M/2015. Table I-6: List of National Roads in Palembang City Number Name of road Length (km) 1. Jl. Kolonel H. Barlian 5.20 2. Jl. Sutan Mahmud Badarudin 2.90 3. Jl.Jenderal 5.03 4. Jl.Veteran 1.83 5. Jl.Perintis Kemerdekaan 1.19 6. Jl.Kolonel Nur Amin 0.41 7. Jl. Laksamana 0.62 8. Jl. R.E.Martadinata 1.95 9. Jl. H.Abdul Rozak 4.20 10. Jl.R.Sukamto 1.45 11. Jl. 2.05 12. Jl.Demang Lebar Daun 4.00 13. Jl.Parameswara 0.73 14. Jl.Riacudu 1.55 15. Jl.Rasid Sidik 0.64 16. Jl.Ki 2.20 17. Jl.Ki Merogan 3.60 18. Jl.Srijaya Raya 6.30 19. Jl.H.A. Bastari 8.40 20. Jl.Akses Bandara 2.40 21. Jl.Let Jen Harun Sohar 3.25 22. Jl Soekarno Hatta 8.32 23 Jl. Let Jen. H.Alamsyah Ratu Perwiranegara 3.15 24. Jl.MayJen Yusuf Singadekane 5.20 25. Jl.Lingkar Selatan 11.83 26. Jl.A.Yani 2.80

Total 91.2

Source: Minister of Public Work and Housing of the Republic of Indonesia, 2020

The following figure I.3 provides the existing road hierarchy.

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Figure I-3: Road network in Palembang city Source: Minister of Public Work and Housing of the Republic of Indonesia, 2020

Most part of road surface in Palembang municipality was paved along 258,82 km and other type was 45,77 km. Percentage length of road by type of road in Palembang municipality show on the picture below.

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Percentage of Road Surface Type

17% 6% Hotmix Penetration 77% Concrete

Figure I-4: Percentage Length of roads by condition of roads in Palembang municipality Source: Central Bureau of Statistic, 2020

Not all the road on Palembang City are in a good condition, table below explained the condition of road network in Palembang City from 2017 to 2019. In 2019. Length of roads by condition in Palembang municipality 357,5 km in good condition, 255,74 in moderate condition, 48,97 in damage condition and 19,57 km in severely damage condition Percentage of length of road in good condition is 52% and in severage damaged condition is 3%. Table below explained length of roads by condition in Palembang Municipality in km from 2017 to 2019.

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Table I-7 Length of roads by condition of roads in Palembang Municipality in km from 2017 to 2019 No Road Condition 2017 2018 2019 1 Good 107.68 336.78 357.50 2 Moderate 242.0 261.19 255.74 3 Damaged 193.9 48.85 48.97 4 Severage Damage 137.47 34.95 19.57 Total 680.77 681.77 681.78

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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 Number of vehicles

The largest numbers of vehicles in Palembang City are motor vehicles types are as many as 1,103,484 units, followed in sequence passenger cars 234,652 units, freight cars 90,102 units, buses 1,310 units and special vehicle 701 units. This data state that Palembang Municipality has extreme vehicle ownership. Number of motorcycle/thousand population are 664 units, number of passanger car/thousand population are 141 unit and number of public tranport /thousand population is only 1 unit. The high number of motor cycle and passenger cars is one of the factors causing the transportation congestion problem in Palembang City.

1200000

1000000

800000

600000

400000

200000

0 Motor Passanger Freight cycle Buses car cars Special vehicle

Figure II-1: Number of Motor Vehicles by Type of Vehicle in Palembang Municipality(unit), 2019 Source: Central Bureau of Statistic, 2020

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The number of vehicles in Palembang City continues to increase every year and based on data obtained from the Central Bureau of Statistic Palembang, the average percentage increase in the number of vehicles in 2015 to 2017 is 7.21%. Table II-1 explains very high vehicles ownership in number of motor vehicles by subdistrict and type of vehicle in Palembang Municipality.

Table II-1: Number of Motor Vehicles by Subdistrict and Type of Vehicle in Palembang Municipality Type of Vehicle Number Subdistrict Passenger Freight Buses Motocycles cars Cars

1 Ilir Barat 5,631 162 2,156 382,999 2 Gandus 2,642 7 1,121 19,571 3 Seberang Ulu I 11,965 362 5,296 102,734 4 Kertapati 2,346 17 1,154 25,229 5 Jakabaring 6 Seberang Ilir I 8,671 462 3,795 67,891 7 Plaju 4,562 31 859 31,719 8 Ilir Barat 28,106 639 9,353 98,998 9 Bukit Kecil 3,312 39 1,334 15,273 10 Ilir Timur I 27,106 781 17,439 130,478 11 Kemuning 9,121 65 3,034 31,258 12 Ilir Timur II 23,163 859 12,824 112,501 13 Kalidoni 10,612 28 3,158 37,588 14 Ilir Timur III 15 Sako 14,126 145 3,858 61,689 16 Sematang Borang 2,613 39 534 11,515 17 Sukarami 5,161 102 4,585 115,853 Alang - Alang 18 Lebar 9,210 73 533 27,234

Total 168,347 3,811 71,033 1,272,530 Source: Central Bureau of Statistic, 2018

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Figure II-2: Congestion on one of Palembang City road Source: www.google.com

The number of accidents per year from 2010 to 2019 increased by an average of 1.15% per year. Although there has been a decline in several years, the average change in the number of accidents per year is still increasing by 1.15% per year. Table below explained number of traffic accident from 2010 to 2019 in Palembang.

Table II-2: Number of Traffic Accident By Location in Teritory of Polrestabes Palembang, 2010 - 2019 Number Of Traffic Year Accident 2010 307 2011 854 2012 780 2013 624 2014 560 2015 574 2016 453 2017 329 2018 367 2019 653 Source: Police Resort of Palembang Municipality

II.2 Transportation Network in Palembang City

Efforts that can be made by the government to overcome transportation problems such as congestion on both roads and intersections are by increasing public transportation users both mass public transportation such as Light Rail Transit (LRT) and Trans Musi Buses as well as city and suburban transportation in Palembang as feeders for mass transit. At present there are five Trans Musi corridors and fourteen urban transportation routes serving community travel in the city center and in the suburbs of Palembang City. The current number of public transport route permits is 1,304.

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Table II-3 List Of Number Of Public Transport In Palembang Area 2020 Type Of Public Transport Type Of Vehicle Route Ampera - Pasar Induk Amepra - Sekip Ampera - Lemabang Ampera - Tangga Buntung Ampera - Pakjo Ampera - Bukit Besar Otolet/ Angkot Ampera - Plaju Pasar Kuto - Perumnas Ampera - Km 5 Sayangan - Lemabang Km 5 - Talang Betutu Pasar Kuto - Kenten Laut Ampera - Terminal Karya Jaya Small Bus / Minibus City Transport Ampera - Perumnas Plaju - Perumnas Bukit Besar - Jakabaring Plaju - Pusri Plaju - Terminal Aal Terminal Karya Jaya - Terminal AAL Terminal Karya Jaya - Perumnas Medium Bus Terminal Karya Jaya - Pusri Terminal Karya Jaya - Jakabaring Bukit Besar - Golf Terminal Karya Jaya - Km 12 Via Musi 2 Terminal Aal - Jakabaring Perumnas - Jakabaring Plaju - Terminal Karya Jaya Bus Sedang Trans Musi Bus Medium/Large Bus Bus Besar Blue Bird Starcab (Minibus) Taxi Pasangger Car/Minibus Primkopau Balido Kotas Plaju - Mariana Plaju - Sei Dua Plaju - Sei Pinang - Meritai Lemabang - Sei Lais Lemabang - Sekojo Via Kalidoni Pusri - Pasar Sekip Tangga Buntung - Gandus Sub urban transport Otolet / Angkot Rri - Musi 2 7 Ulu - Binangun 7 Ulu - Komp. Opi 7 Ulu - Komp. Top Lebak Kranji - Makrayu Tangga Takat - Pasar Induk Kemang Agung - 1 Ulu - Pasar Induk Source: Department of Transportation Palembang City, 2020

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There are currently 5 Trans Musi Bus routes operating, Plaju-Palembang Square Mall, Sako-Palembang Indah Mall, Karya Jaya-Jakabaring, Alang-Alang Lebar-Dempo and Pusri- Palembang Square Mall. There are 73 buses with a passenger capacity of 34 people for medium buses and 59 people for large buses. Since it began operating until 2019 the Trans Musi Bus is managed by PT. Palembang Jaya Development Facility (PT. SP2J) which is a Regional-Owned Enterprise (BUMD) of Palembang City, but in 2020 the management is handed over to PT. Trans Musi Palembang Jaya which is a subsidiary of PT. SP2J. Starting in 2020 Trans Musi Bus operations will be assisted by both the bus and the budget center. Improvement of mass public transport services can be done by ensuring that the public transport service standards meet the service standards described in PM No.27 2015. The regulation explains that there are six types of minimum service standards that must be met related to security, safety, comfort, affordability, regularity, and equality. Based on these regulations the performance of the Trans Musi Bus service still needs to be improved, especially in terms of regularity. With the limited number of operating fleets and traffic congestion conditions, the waiting time for the arrival of the Trans Musi Bus at each bus stop is still relatively long, which is around 15-30 minutes. In addition, there are still several other types of services that are not in accordance with minimum service standards and must continue to be improved.

An evaluation of the characteristics of the Trans Musi Bus service is used to assess Public transport quality and reliability in Palembang. The data used was obtained from the satisfaction survey of Trans Musi bus transportation users in July 2020. Due to the COVID- 19 pandemic the survey is used google form which was distributed to passangers of Trans Musi in Palembang.

Figure II-4 explain Trans Musi route on Palembang road network. From the picture we can see that not all the route serve all the district area in Palembang City. From the picture we can see that Trans Musi Bus route has not been serve all the area in Palembang City. So the Trans Musi Bus need feeder modes to connect the origin and destination of traveler.

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Figure II-3: Public Transport Network in Palembang City Source: Data Analysis, 2019

II.2.1 Public Transportation Infrastructure

II.2.1.1 Terminals

The entrance of goods and passengers in the city of Palembang is through the main entrances such as the Sultan Mahmud Badaruddin II Airport, Kertapati Train Station, Karya Jaya Terminal, Alang-Alang Lebar Terminal, Boom Baru Port, Port 35 Ilir.

Road transport infrastructure network consists of a tangible node of the passenger terminal, goods terminals 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 Palembang City there are 9 terminals. 2 terminals are categorized as type A terminals, namely Karya Jaya and Alang-Alang Lebar terminal. This terminal serves transportation within the city and another city or province. Table II.3 explain type and size of terminal area in Palembang City in 2009.

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Table II-4: List of terminals in Palembang based on Type A, B and C No Station Name Type Area (m2) 1. Alang-Alang Lebar A 8,000 2. Karya Jaya A 18,000 3. Km. 5 C 1,800 4. Sako Kenten C 2,400 5. Lemabang C 1,600 6. Plaju B 3,750 7. Jakabaring B 8,000 8. Tangga Buntung C 780 9. 7 Ulu C 820 Source: RTRW Kota Palembang, 2011

II.2.1.2 Railway

Mobilization of goods and or people besides using road infrastructure, the role of railway infrastructure in South is also important. Railway is a basic need that can move the rate of mobilization of goods and or passengers which is realized in the form of a railway station, which is a place or terminal for loading and unloading goods and or people from one place to another. Railway services are services on a regional scale, where Palembang City is the beginning and end of passenger destinations. The train station is located in Kertapati District, Palembang City.

The location of the train station in Kertapati is actually quite strategic, because it can be integrated with other modes of transportation. It’s location on the edge of the main road can be integrated with bus and minibus transportation. In addition it is also located on the edge of the and so that it can be integrated with river transportation modes.

The provincial government has developed an alternative route intended for Palembang-Indralaya commuters especially Sriwijaya University students. A new station has also been established in Indralaya Built on an area of approximately 6 hectares, equipped with pedestrian bridges, waiting rooms and parking facilities. The purpose of the Palembang-Indralaya railway is to provide public transportation facilities for students and lecturers of UNSRI and other commuters. The existence of this lane will facilitate the flow of road transportation that is increasingly congested.

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Table II-5 Railway Transport Infrastructure And Facilities in Palembang City No Infrastructure Existing Explanation Condition Station Location Kertapati 1 Station level Big Passenger train 2 Palembang- 3 train/day 2000 seats (economics, business and executive Palembang-Lbk Linggau 3 train/day 2000 seats (economics, business and executive 3 Freight train 6 train/day Source: RT/RW Kota Palembang, 2011

II.2.1.3 River Transportation

Actually there are 9 (nine) large tributaries that feed into the Musi River, where the length of which is not less than 700 km. The rivers are Musi River, Rawas River, Lematang River, Kelingi River, Ogan River, , Lakit River, Lahan River and Batang Hari Leko River. Overall, the 9 (nine) river sections have widths ranging from 50 to 200 m, depths from 2 to 10 m, and lengths of 2,630 km by 1,880 km and some of them can be navigable. Based on research the proportion of modal use in Palembang City in 2017, it is known that 2.4% people use river transportation. Ships used on the Musi River, including ships used to transport goods, ketek boats and speedboats used to transport passengers and their luggage, and tourist boats in the form of air buses used by tourists to visit tourist attractions along the Musi River channel. River transportation is currently not widely used by the people of Palembang because there are still many weaknesses in terms of service operation time, travel routes and safety.

River transportation in the city of Palembang is characterized by the presence of cargo ships and passengers carrying out their activities along the Musi River. Passenger mobility is possible because there is no connecting road other than the that bridges the Seberang Ulu region and the Seberang Ilir region. This is because the Musi II bridge is far outside the city area or on the west ring road about 10 km from the city center. Some of the shipping lanes have formed themselves because they were pressured by the increasing level of need for interconnection between one region and another. This happened both on the shipping routes within the scope of the City of Palembang as well as the shipping routes upstream of the Musi River and Ogan River and towards the downstream of the Musi River. This situation resulted in the emergence of commercial routes that adapted the traditional Musi River shipping route.

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Table II-6 Origin-Destination of River Transportation and its Function Number Origin Destination Purpose 1 Kertapati Sei Buaya Crossing 2 Tangga Buntung Merogan Crossing 4 Ulu 3 Sekanak 5 Ulu Crossing 7 Ulu 4 Benteng Kuto Besak 7 Ulu Crossing 5 6 Ilir 7 Ulu dan 10 Ulu Crossing 6 Rumah Buruk Pedatuan Crossing Source: ASDP Palembang City, 2020

II.2.1.4 Sea Transportation

Existing sea transportation is used to connect the external areas of Palembang City. Existing conditions indicate that the scope of the external relations of the Palembang City sea transportation system connects the city of Palembang with Bangka and . Existing sea transportation facilities are supported by the presence of 35 Ilir and Boom Baru ports. Sea transportation to and from the city of Palembang serves passenger and goods transportation. Existing sea transportation routes include Palembang-Mentok (Bangka) and Palembang-Batam. The main port of Palembang City is currently the Boom Baru port in Ilir Timur II District.

Besides these ports, there are also plans to develop the Seaport at Tanjung Api-Api which has a location close to Palembang City. The development of this Seaport is planned as an ocean port that will serve the needs of the export-import of various commodities for the Southern Sumatra region, so that this port will later shift the function of seaports in Boom Baru and Sei Lais.

II.2.1.5 Airport terminals

Sultan Mahmud Badaruddin II Airport is the main airport in the city of Palembang which is currently still experiencing some service improvements. In addition, the airport terminal facilities have also been expanded to accommodate more passengers. After the construction of the airport, it is possible for the airport to serve pilgrims using wide-bodied aircraft and other international flights, so that Palembang City has its own private embarkation.The number of aircraft arrivals in 2008 was 7,901 flights and the number of departures was

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7,903 flights, with a total of 812,828 passengers. Several airlines that have operated in Palembang include Indonesia, , , Batavia Air, Kartika Air, and Silk Air.

II.3 Master plan of transportation in Palembang

II.3.1 Construction of the passenger terminal

The need for terminal facilities according to the results of analysis based on established standards, the terminal needs in 2009 were 12 terminals for the entire city, considering the service scale of a terminal covers 120,000 inhabitants. Based on the projections that have been made, up to 2029 Palembang City needs 18 terminals. Placement of 18 terminals can be adjusted to the type of terminal to be built, so that the number of terminals can be reduced but the type of existing terminal is increased. To support effective terminal functions, good public transport route planning and other equipment such as bus stops and bases are needed. The direction of the placement plan for the Palembang City terminal location is to determine 3 (three) service types, namely Type A, Type B and Type C. In 2020, 15 terminals in Palembang City have been operating according to the plan set by the government. The terminal consists of terminals of type A, B and C. Number and terminal name in Palembang, explained in table below.

Table II-7 Terminal Development Plan in Palembang City Existing Requirement Requirement Requirement Num Sub District Terminal Name 2009 2010 2020 2030 1 Ilir Barat II Tangga Buntung 1 1 1 1 2 Gandus 0 0 1 1 3 Seberang Ulu I 7 Ulu dan Jakabaring 2 1 2 2 4 Kertapati Karya Jaya 1 1 1 1 5 Seberang Ulu II 1 1 1 6 Plaju Plaju 1 1 1 1 7 Ilir Barat I 1 1 2 8 Bukit Kecil 0 1 1 9 Ilir Timur I 1 1 1 10 Kemuning Km. 5 1 1 1 1 11 Ilir Timur II 1 2 2 12 Kalidoni Lemabang 1 1 1 1 13 Sako Multi Wahana 1 1 1 1 14 Sematang 0 0 0 Borang 15 Sukarami 1 1 1 16 Alang-Alang Alang-Alang Lebar 1 1 1 1 Lebar Total 9 12 15 18

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II.3.2 Improvement of Public Transportation Services

In order to reform and develop the public transport system, it is necessary to restructure the route network which is strived to reach the entire region with the lowest possible level of intermodal transfer. The areas served are potential areas or areas for generating and attracting trips such as residential areas, tourism areas, offices, trade and service centers and educational areas.

Routes are divided into two types: main public mass transit routes that serve the main activity area and through the main roads, and branch routes that serve the supporting activity area and through collector roads. Main routes are at least served by medium buses and branch routes with small buses. Feeder public transport routes (feeders), the design is provided by each related city that is intended to serve the internal movement of settlements to the path of the branch route, using the microlet mode.

To support the development of public transport and the completeness of its route network, it is necessary to have supporting facilities, namely facilities for passengers to get on and off both in relation to the beginning and end of a trip as well as for transfers between service routes (transfers). Shelter placement is determined based on provisions relating to the walking distance of passengers where for the CBD area between 200 m-400 m and the periphery area between 300 m-500 m. The distance between the shelters is also very much determined by the land use condition of the route trajectory, the denser the area is built, the closer the shelter distance is set in the distance range above.

The determination of this shelter is not only for the main routes served by buses, but also for branch and branch routes served by microbuses. This is to provide service certainty for the community regarding places to obtain services. In terms of shelter development, it is necessary to first review the land use and traffic conditions, this is to prevent the presence of shelters. The concept of the development of mass transportation in Palembang City considers the direction of the spatial structure of the City of Palembang. The development of mass transit technology choices in the city of Palembang requires criteria to measure the mass transit routes to be chosen. The criteria used to determine the design of mass transit routes include the origin of the destination (settlement, shopping areas, business areas, tourist areas, schools, etc.), data on road conditions, characteristics of the physical compatibility of mass transit technology structures with the surrounding environment, and

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funding capabilities. The development of mass transit has considered integration between modes of mass transportation so as to make it easier for users to switch modes to reach their travel destinations.

II.3.3 Railway Network System

Rail transportation is one of the modes of land transportation which is expected to be an alternative for residents in carrying out their activities and mobility. Rail transportation can be used for transporting passengers and goods. The planned development of railroad transportation in the city of Palembang includes the development of a regional railroad transportation system (between regions) and an urban railroad transportation system (within ). At present, the existing railway network includes: a) Palembang-Tanjung Karang (Lampung) railroad; and b) Palembang - Lubuk Linggau train line.

While for the development of inter-regional railroad transportation in Palembang, the program will be implemented by the central and provincial governments, including: a) Development of the Indralaya-Tanjung Api-Api International Port Railway. The construction of this pathway will pass through a small part of the city of Palembang, namely in the Gandus region, but it will greatly affect the development of the region. b) Construction of the Palembang-Indralaya double decker railroad to improve services for commuters, especially students and lecturers of Sriwijaya Indralaya University and workers who live in Indralaya but work in Palembang, and vice versa. c) Development of the Palembang-Batung-Sekayu railroad. d) Development of the Palembang-Betung- railroad. e) LRT of Sultan Mahmud Badaruddin II Airport - Ampera-Jakabaring f) Palembang City Ring Train

II.3.4 Train Station

The plan to develop an urban railway station system (in a city) is aimed at supporting the performance of the railroad network, including: a) Improvement and development of the Kertapati Railway Station in Kel. Kertapati. b) Construction of Karya Jaya multi-mode terminal which will combine road and rail transportation modes combined with warehousing areas, Karya Jaya industrial area.

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II.3.5 River, Lake and Crossing Transport Network System (ASDP)

In general, the river transportation route network in Palembang City is the Musi River from upstream to downstream and its tributaries, such as the Ogan River and the Keramasan River. The rivers pass through piers and shelters on both sides of the riverbanks and also access to tourist sites along the rivers. In order to improve the quality and quantity of river transportation services in Palembang City, river transportation development plans include: a) Development of river transportation as another option that is complementary (integrated) with commensurate quality. As a city divided by Musi River and its tributaries (Ogan River, Keramasan River, etc.), river transportation is the forerunner of transportation in Palembang City. Therefore, to improve the performance of river transportation so that it is in line with land transportation, river transportation needs to be developed that is not only an alternative to land transportation. b) Integrating river transportation and tourism will be able to improve the quality of public transport services, because tourism services generally have high service requirements. c) Development of river transportation with a buy the service system, to support the integration of transportation modes in the city of Palembang. d) Development of supporting facilities for river transportation such as docks, river gas stations, shelters.

Provision of river transportation services in the form of ASDP shipping lanes as follows: a) The cruise route Benteng Kuto Besak (BKB) - Sungai Lais; b) The shipping route of Benteng Kuto Besak-Tangga Buntung; c) The shipping route of Benteng Kuto Besak-Jakabaring; d) The cruise route Benteng Kuto Besak -Multi Moda Karyajaya; e) Benteng Kuto Besak - cruise route; f) The shipping route of Benteng Kuto Besak - Drought Island; g) The Jakabaring-Kemarau Island shipping route; h) The shipping route Benteng Kuto Besak Benteng Kuto Besak -Pulokerto; and i) BKB-other regional shipping routes

The ups and downs of passengers are only carried out at designated docks and shelters. In this case the existing docks and shelters are still used to make optimal improvements (the quality is the same as the quality of shelters / shelters for land transportation). While

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construction of new docks and shelters is carried out to connect the planned river route network.

II.3.6 Mode Integration

Intermodal integration is a combination of mass public transport services from two or several different types of public transportation modes. In the current condition, in Palembang there are 2 (two) public transportation systems in the city that already exist, including city transportation and river transportation. Trans Musi Bus mass transportation and Light Rail Transit (LRT) which is expected to be integrated with other public transportation modes, especially river transportation and also integration with inter-city and inter-provincial public transport services served by trains, inter-city buses, and commercial-aircraft. As an implementation step of the intermodal integration system in Palembang City, it is planned to build several terminals that integrate the modes of public transportation in Palembang, especially integration with Trans Musi. Some integration points that can be built explained in the following table.

Table II-8 Inter-Mode Integration Location Plan

No. Location Integration Mode

Water Transportation 1 Boom Baru, Sei Lais, Gandus BRT Trans Musi

Water Transportation 2 Kertapati BRT Trans Musi Railway station

Ampera, Benteng Kuto Besak, Angkutan Sungai 3 7 Ulu, Dermaga Pertamina BRT Trans Musi

Angkutan Sungai 4 Jakabaring BRT Trans Musi

Pesawat 5 Bandara SMB II BRT Trans Musi

Source: Mass Transit System Study Palembang City and Data Analysis

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Figure II-4: Integration of Trans Musi Route and Palembang City LRT Line

Based on observations and analysis, it is recommended that five points of integration between modes be recommended. From these five points, one point is a combination of air transportation modes with Trans Musi BRT, one point of integration between railway, river transportation, and Trans Musi BRT. and three points of integration between river transportation modes and Trans Musi BRT.

Table II-9 Intermodal Integration Development Recommendations

No Location Integration Mode Existing Condition Recomendation

- Revitalizing sidewalks for Distance from Boom pedestrians River Transportation 1 Boom Baru Baru Port to nearest BRT - Development of access / particular Trans Musi Bus stop Jarak dari ± 350 m lanes for prospective BRT passengers whose transit

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No Location Integration Mode Existing Condition Recomendation

- Port transfer to Kertapati Bridge Existing Port (Ki River Transportation direction, approaching station Merogan) located too far 2 Kertapati Trans Musi Bus - Development of particular access from BRT stop or station Train Station from train station to BRT stop plan

Distance from Port to River Transportation - Require feeder mode like taxibike Jakabaring 3 Ampera Trans Musi Bus or taxi Terminal/BRT stop ±600

m

Distance from Port to River Transportation Jakabaring - Require feeder mode like taxibike 4 Jakabaring Trans Musi Bus Terminal/BRT stop ±950 or taxi

m -Land transportation - Develop BRT stop near airport mode that support this Airplane terminal Bandara SMB airport is only taxi 5 Trans Musi Bus - Develop particular access from II -Airport distance to airport to BRT stop public transport lane is

too far Source: Mass Transit System Study Palembang City, 2009

II.3.7 Bicycle Lane

The support of bicycle lane and its maintenance in Palembang is a real step in realizing the use of environmentally friendly transportation mode. Cycling communities should be more 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. Figure below explaines the plan to make a bicycle lane in Palembang City.

Figure II-5 First alternative route Jakabaring Sport City – Benteng Kuto Besak along 10.5 km

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Figure II-6 Second alternative route Kambang Iwak – Palembang Square along 5 km

Figure II-7 Bicycle Lane Plan

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II.4 Transit Oriented Development

Transit-Oriented Development or hereinafter abbreviated as TOD, is the concept of regional development around the transit node so that added value focuses on the integration between mass public transport networks, and between mass public transport networks and non-motorized modes of transportation networks, reduced use motorized vehicles that are accompanied by the development of mixed, dense areas, have moderate to high spatial utilization intensity.

There are four large stations from 13 LRT stations, which will be developed into Transit- Oriented Development area. The stasions are SMB II station, Asrama Haji Station, Ampera Bridge Station, DJKA Station. The location of each stations explained in the picture below.

Figure II-8 Four large LRT stations, which will be developed into Transit-Oriented Development area. Table II-10 TOD location proposal in the Palembang City Proposed of TOD No Location (Transit Existing Facilities The Future Oriented Development) ✓ Special station design -airport users & ✓ 55 Domestic luggage flights, 2 ✓ Premium Outlet Stores and Integrated Terminal International Restaurants 1 (TOD) of SMB II flights daily ✓ Park and Ride Airport (50 acres) ✓ Limited duty- ✓ trains with luggage storage free shops and area (cargo car, folded seats, etc) restaurants ✓ Airport toll charge to be included in tickets ✓ Near SMB II Airport; ✓ Specially designed station to cater for TOD in Asrama Haji 2 ✓ The main access high passenger volume Station (20 acres) road to Port of ✓ Syar’ie Hotel and Shopping Mall Tanjung Api-Api

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Proposed of TOD No Location (Transit Existing Facilities The Future Oriented Development) ✓ Near settlements ✓ Public Transport Hub (Passengers from ✓ Pilgrim KM12 Bus Terminal, Taxis, Feeder Dormitory Bus) ✓ Park and Ride Facilities ✓ Local Water Transportation ✓ River cruise ✓ Market and ✓ Shopping Mall Bazaar ✓ High rise commercial and residential TOD in Ampera Bridge ✓ Riverside 3 buildings (8 acres) attractions, ✓ “Eye of Palembang” – Ferris wheel restaurants, ✓ Revival and refurbishment of historical Ampera Bridge monument ( Benteng Kota ✓ Convention Centre ✓ Stadium and ✓ Shopping Malls TOD in Jakabaring Sports facilities 4 ✓ Multi-Storey Park and Ride Sports City (50 acres ✓ Small shopping ✓ Apartments/ Condominiums centre ✓ Medical Centre Source: TOD analysis in LRT stations in Palembang City, 2019

II.5 Road and Railway -based transportation

II.5.1 Trans Musi

The purpose of developing Trans Musi Bus is the creation of urban public transport that is safe, convenient, easy, on time, affordable tariff with excellent service standards. The condition of Trans Musi Bus is still not satisfactory for the community so the level of use is far less than the use of motorcycles. From the result of survey analysis of consultant team and data from Dinas Perhubungan Kota Palembang, it is seen that the average load factor for each corridor per day is 23% with the average amount of passanger for each corridor per day is 1338 people.

Currently there are more than 100 Trans Musi cars ready to operate. If based on the subsidies of City Government of 80's (ready to operate). There are several reasons the bus is not operating in 2020 this year. Firstly, due to the spread of the COVID-19 pandemic, the community activity was reduced drastically from before. Until recently 30 units of buses were operated. In other words, Trans Musi has not given significant advantages from the operational side. Secondly, the city of Palembang is currently gaining additional new fleet similar to Trans Musi, but managed by a different company, namely PT TMPJ to run

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a grant of Ministry of Transportation. PT TMPJ is subsidiary of PT SP2J which was deliberately formed to receive grants from the Ministry of Transportation. “Teman Bus” program is the program of Ministry, managed by PT TMPJ to fill the empty corridor.

Hopefully after the pandemic COVID-19, along with the activities of the community so that Trans Musi can be alternative mode of public transport. Curently, there are 45 units of “Teman Bus” and Trans Musi 30 units. If the condition has normal there will be 80 buses again that will operate in Palembang. From the data compiled, the total budget of 2019 issued by PT SP2J for Trans Musi amounted to Rp 4.83 billion, includes, cost of purchase of sparepart Rp 2.621 billion, oil purchase cost Rp 214 million, washing BRT Rp 549 million, overhaule Rp 76 million, BRT equipment cost Rp 44 million, BRT cost of retreading Rp 110 million, mechanical equipment Rp 56 million, and tire BRT fee of Rp 1.84 billion.

At least there are 200 Trans Musi stops are in damaged condition. Even some of them are quite a few. There are a Total of 254 bus stops and several bus stops built by private. Some of the visible damage from these bus stops are from damaged paints and the condition no longer feasible to be used. This condition is an impact on the comfort of people and public transport users in the city of Palembang. Constraints are currently faced by Palembang Department of Transportation, is the lack of budget maintenance so it is not maximal. For the improvement of one bus stop is Rp 30 million. While in one year, there was only a budget of Rp 100 million. For that, the fore will run two options in the repair of this stop. It is using CSR or through third parties with a system of cooperation.

The development of Trans Musi Bus is to become a Bus (BRT), it can be in the form of a Bus that uses a special lane that is separate from other lanes (Busway). BRT is a bus system that is fast, convenient, safe and timely in terms of infrastructure, vehicles and schedules. Use the bus to serve service of better quality than other bus services. Each BRT system must use a different improvised system, although the improvised sharing with other BRT systems. The results of the system dart were to approach the rail transit if they still enjoyed bus safety and fare. Countries that use BRT in North America, in Europe and Australia are called busway and the name is also used in Indonesia, while other countries call it quality bus or easy bus service when reaching high quality. Bus rapid transit uses some of the names of rapid transit which describe high-capacity rail transportation or we

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can call it right-of-way. Rapid transit trains use underground tunnels, and typical long- bodied trains in a short track in a few minutes. Table below explain Trans Musi Bus line corridor plan. There are no plans regarding the number of fleets of each of the Trans Musi Bus corridors which are planned to operate for the next few years.

Table II-11 Trans Musi Bus Line Corridor Plan

Periode Corridor Route Length

Corridor I Terminal ALang-alang Lebar – Jl. Sultan (Alang-alang Mahmud Badarudin II – Jl. Kol. H. Burlian 15.48 Lebar – Ampera) –Jl. Sudirman – Ampera Terminal Sako– Jl.Sako Raya – Jl.Siaran – Jl. Musi Raya - Jl. H. Abdul Rozak (Patal 1. Corridor II Pusri) – Jl.R.Sukamto – Jl. Jend. Basuki (Terminal Sako Rahmat – Jl. Demang Lebar Daun – 17.39 – PIM) Jl.Srijaya Negara – Jl.JAR. Suprapto – Jl.KH. Ahmad Dalan – Jl.Danie Effendie - PIM (Jl.Radial) Term. Jakabaring - Jl.Pangeran Ratu – Corridor III Jl.Gub.Hasan Bastari – Jl. Mayjen Ryacudu (Jakabaring – –Ampera – Jl.Sudirman – 8.41 Ampera – PIM) Jl.Letkol.Iskandar – Jl.HM. Danie Effendie – Jl.Merdeka Corridor IV 2. (Plaju – Term. Plaju – Jl.DI.Pandjaitan - Jl. A.Yani 14.49 Kertapati – – Jl. Ki Merogan – Stasiun Kertapati – Karyajaya) Jl.Sriwijaya Raya - Term.Karyajaya Corridor V Bandara SMB II – Jl.Harun Sohar – (Bandara SMB Simpang Tanjung Api-api – Jl.Soekarno 15.73 II – Bukit Hatta –Jl.Prameswara – Jl.Demang Lebar Siguntang) Daun – Bukit Siguntang Corridor VI Terminal AAL – Jl.SMB II – Jl. Soekarno (Terminal AAL Hatta – Jl. Alamsyah Ratu Prawiranegara – 21.13 –Musi II – Jl.Mayjen Yusuf Singadikane –Jl.Sriwijaya Karyajaya) Raya – Term. Karyajaya Term Sako – Jl.Siaran – Jl. Musi Raya – Jl.Residen Abdul Rozak – Corridor VII Jl.RE.Martadinata – Jl.Perintis (Sako – Pusri – 13.03 Kemerdekaan – Jl.Veteran – Jl.Kapt.Ahmad 3 PIM) Rivai –KH. – PIM (Jl.Radial) Kenten Laut –Jl.MP.Mangkunegara – Jl.AKBP Cek Agus – Jl.Cek rifai Cek Yan Corridor VIII – Jl.Bangau - Jl.Rajawali – Jl.Rasyid (Kenten Laut – 15.14 Nawawi – Jl.Brigadir Abdul Kadir – Dempo – JM) Jl.Lingkaran 1 –Jl.Lorong Dempo – Jl. Dempo Luar - Jl.Dempo – JM

Source: Mass Transit System Study Palembang City, 2009

The development of Trans Musi mass transportation in the span of the planning year (2012- 2032) will be directed to serve new corridors, especially those leading to new growth

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centers and through Musi III to Musi Bridge VI. At least there are at least 5 additional corridors to support the movement of the population within this period. Until this report was compiled, there had been the addition of one Trans Musi corridor, namely Sako-PIM, as many as 19 units. The total number of fleets currently operating is 73 units, consisting of five corridors namely Plaju-PS Mall, Sako-PIM, Karya Jaya Terminal-Jakabaring.

Figure II-9: Trans Musi (Source: https://sumselupdate.com/)

There is no significant progress due to Trans Musi mass transportation development plan because this plan is financed and regulated by the central government, until now there has been no direction to start this plan so that the city government has not been able to implement it but any other plan recorded is Teman Bus. The operation of Teman Bus become the first service in Palembang City (June 2, 2020) that work with the Buy The Service (BTS) scheme in collaboration with PT Transmusi Palembang Jaya. Teman Bus stands for Transportasi Ekonomis, Mudah, Andal, and Nyaman, is present as a Bus Rapid Transit (BRT) to support community mobilization that is integrated with the LRT mass transit services that are already available in Palembang. Teman Bus present is also support Trans Musi as a BRT service in Palembang City Government which has been present in Palembang since 2010. There are 45 bus companion services in Palembang, which serve in 3 corridors, namely Corridor 1 at Alang-Alang Lebar Terminal - Dempo, Corridor 2 Haji Dormitory - Sako Terminal, and Corridor 3 of Plaju Terminal - Pasar Induk Jakabaring. Teman Bus is a medium bus vehicle with a capacity of 40 passengers with 20 seats and a large bus with a capacity of 60 passengers with 30 seats and priority seats. Each bus has 1 entrance at the front with a low deck, and 1 at the middle door is the high deck. Start from

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official announcement for Teman Bus operation until unspecified time, people who use Teman Bus are free of charge. The government provides a full subsidy for the operational costs of services carried out by operators with predetermined service standards. This service standard is the reference for operator services for better service to the community, so it is hoped that more passengers will switch to public transportation modes.

Figure II-10: Teman Bus (Source: https:// infopublik.id)

II.5.2 Light Rail Transit (LRT)

The existing Light Rail Transit (LRT) line has a length of 23.4 Km located in a strategic area that connects various land uses between Sultan Mahmud Badaruddin II (SMB II) Airport Station and DJKA Station. The predicted results of the number of trips in Palembang City in 2019 show the total number of trips in one day is 1,754,916 people / day. This prediction is based on 2017 research which explains that the total number of trips per day in Palembang City has increased by an average of 12% per year. From these trips, the percentage of transportation mode users in Palembang City for the purpose of working trips was the private motorcycles 47.66%, private cars 16.15%, online motorbike taxi 12.5% and public transportation 10.16% (Arliansyah, 2017). From a number of users of this mode of transportation, after LRT was operational in 2018 and a survey was conducted on potential LRT users from other modes of transportation, it was known that the potential LRT users from motorcycles were 1.25%, cars 1%, angkot 1.8%, bus 2% and non-motorized vehicles 0.3%.

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The condition of LRT passengers since it operates on July 23, 2018 until Juny 2020 based on the average number of passengers per day for weekends weekdays are explained in the table below.

Table II-12 Average Number of LRT Passengers Per Day For Weekends and Weekdays 2019-2020

LRT Passengers Per Day (people) Occupancy (%) Year Weekday Weekend Weekday Weekend 2018 4359 7370 27% 46% 2019 6234 9381 21% 31% 2020 3791 5259 16% 22% Source: Balai Pengelola Kereta Api Ringan Provinsi South Sumatera, 2020

Before COVID-19 pandemic, the LRT operational time was from 6:00 to 20:23. After the -pandemic there were changes in operating hours from 06.53 to 15.41. This has resulted in reduced transport capacity and the number of passengers per day. Based on the LRT passenger occupancy percentage, it can be seen that the number of passengers is still very low when compared to the capacity of LRT. More over at the covid pademic 19 as it is happen today.

Based on the number of passengers per day shows that the number of passengers on weekends is higher compared to working days. This means that the purpose of travel using LRT is now more dominant for travel purposes other than work, such as for shopping, recreation and social purposes visiting friends or family. The maximum number of passengers on weekends and weekdays is 13,395 passengers on weekends and 10,955 passengers per day on weekdays. Whereas the minimum number of passengers on weekdays and weekends is 5,204 passengers for weekends and 3,371 passengers per day on weekdays. Figure below explain the Palembang LRT Network Map (2018).

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Figure II-11: Palembang LRT Network Map

Figure II-12: LRT in Palembang City

II.6 Policy Direction for Transportation Development in Palembang City

There are four policy direction for transportation development in Palembang. The proportion of the budget for each program for water and land transportation explained in the table II-13.

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Table II-13 The proportion of the budget for each program to improve public transportation of the transportation service (US Dollar) Performance Activity Number Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020 Indicator Programs Department of Pontoon Transportation contruction at Sumatera 254,096.98 0.00 101,368.47 0.00 0.00 Jakabaring pier Selatan Water Province transportations Port construction Ministry of 0.00 0.00 3,378,949.15 3,378,949.15 0.00 along Musi Transportation River Program for Department of the Transportation Procurement of construction of Sumatera 0.00 0.00 0.00 33,789.49 0.00 1 portable scale transportation Selatan infrastructure Province and facilities Department of Public Works Land and Spatial Province road transportations Planning 20,819,791.65 7,993,242.10 19,112,165.41 1,303,936.48 6,330,228.08 transport Sumatera Selatan Province Parking lot Department of construction at Transportation 0.00 267,650.35 337,894.91 0.00 0.00 Jakabring Sport Sumatera City

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Performance Activity Number Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020 Indicator Programs Selatan Province

Terminal Kementerian Construction 0.00 0.00 0.00 168,947.46 168,947.46 Perhubungan Subsidy

Department of Public Works Local road and Spatial 7,447,797.26 16,388,271.67 21,951,514.70 11,711,595.25 13,485,687.07 transport Planning Palembang City Rehabilitation Department of and Public Works Land maintenance of and Spatial 2 transportations Province road road transport Planning 439,097.82 2,139,550.60 551,419.23 1,604,976.85 687,888.83 maintenance transport infrastructure Sumatera and facilities Selatan Province Dinas Perhubungan Passengers Sumatera 0.00 0.00 9,461.06 9,461.06 33,282.65 terminal Selatan Province

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Performance Activity Number Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020 Indicator Programs Dinas Road markings, Perhubungan zebra cross and 16,879.68 12,147.32 10,109.82 68,566.31 0.00 Palembang traffic light City Department of Trans Musi Transportation Operational 1,351,579.66 1,351,579.66 1,351,579.66 1,351,579.66 1,351,579.66 Kota Subsidy Palembang

Teman Bus Ministry of Operational 0.00 0.00 0.00 0.00 675,789.83 Transportation Subsidy

Department of Water Patrol ship Transportation transportations maintenance Sumatera 6,349.05 13,515.80 0.00 13,515.80 6,757.90 maintenance periodically Selatan Province Department of Transportation Other Testing Tools Sumatera 2,365.26 6,757.90 1,689.47 0.00 0.00 Maintenance maintenance Selatan Province Light Rail Department of Transportation Seminar, 3 Transit Transportation 0.00 0.00 33,789.49 11,420.85 11,420.85 service Workshop and Workshop Sumatera

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Performance Activity Number Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020 Indicator Programs improvement improvement Selatan program programs Province

Department of Transportation UPTD BLJKB Sumatera 33,489.37 52,343.91 5,068.42 0.00 0.00 management Selatan Province Department of Transportation Construction Sumatera 4,402.77 0.00 0.00 0.00 0.00 workshop Selatan Province Facilities Department of committee Transportation forum SMB II Sumatera 2,125.36 0.00 0.00 0.00 0.00 Palembang Selatan International Province Airport Department of Transportation Pioneering road Sumatera 0.00 0.00 16,894.75 0.00 0.00 transportation Selatan Province

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Performance Activity Number Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020 Indicator Programs Department of Asian Games Transportation 2018 Sumatera 0.00 0.00 676,151.28 0.00 0.00 Transportation Selatan Province Department of Heliport Transportation Planning at Sumatera 9,559.05 1,350.57 18,922.12 0.00 0.00 Jakabaring Selatan Sport City Province Department of Traffic lights Transportation and road 41,034.30 17,807.06 6,744.38 24,200.03 0.00 Palembang markings City Department of Traffic Cone, Transportation Traffic control Average Traffic Block, Sumatera 267,213.31 216,186.86 27,031.59 0.00 0.00 4 and security vehicle speed and ATCS Selatan program Province Department of Procurement Transportation and installation Sumatera 0.00 0.00 57,330.77 0.00 0.00 of road traffic Selatan safety facilities Province Total Budget Amount 30,695,781.52 28,460,403.78 47,648,084.68 19,680,938.38 22,751,582.32

(Note: Conversion rate 1 US$ = Rp. 14797.5,00)

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Table II-14 The proportion of the budget for Rehabilitation and maintenance of road transport infrastructure / pedestrian (US Dollar)

Number Public Transport Program Source 2016 2017 2018 2019 2020 Facilities Type Department of Public Works Maintenance and Spatial 1,102,087,800.00 2,425,054,500.00 3,248,275,387.50 1,733,023,306.56 1,995,544,543.85 Planning Palembang City Department of Public Works and Spatial Rehabilitation and Construction Planning 3,080,808,670.00 1,182,800,000.00 2,828,122,676.60 192,950,000.00 936,715,500.00 maintenance of road 1 Sumatera transport infrastructure Selatan / pedestrian Province Department of Public Works and Spatial Maintenance Planning 64,975,500.00 316,600,000.00 81,596,260.00 237,496,450.00 101,790,350.00 Sumatera Selatan Province Department of 2 Cyclist Construction Transportation 7,680,750,000.00 Palembang City Total Budget Amount 4,247,871,970.00 3,924,454,500.00 6,157,994,324.10 2,163,469,756.56 10,714,800,393.85

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SUTI DATA COLLECTION

A brief explanation of data collection approaches, officials meet, 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 Palembang City obtained from secondary data from various department in Palembang City. In addition, a survey was conducted to get the perception of Trans Musi public transport facilities using google form.

Table III-1: Ten indicators of Sustainable Urban Transport Index Data Source of No Indicators Data Type Institute Collected Data/Location/Year • Development The extent to Planning Agency which Transportation Palembang City, transport infrastructure • RTRW • Department of plans cover development and Palembang City Transportation public planning data (2012-2032), Palembang City, 1 transport, Secondary related to • Transportation • Public Works and intermodal pedestrian, bicycle Study in Public Housing facilities and and public transport Palembang City Agency Palembang infrastructure facilities in last 5 years City for active • National Road modes Planning and Supervision

• Number and • Route licensing Modal share types of public data from of active and transportation Department of • Department of Secondary 2 public operating in Transportation in Transportation in

transport in Palembang City Palembang Palembang City commuting • Mode selection in • Previous research Palembang City

Convenient • TM Bus Stop and • Department of access to LRT Station Transportation in 3 public Secondary Locations Previous research Palembang City transport • Location and • Public Works and service Number of Public Housing

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Data Source of No Indicators Data Type Institute Collected Data/Location/Year Housing Units at Agency Palembang a radius of 500 m City around the TM and LRT bus stops • Number of residents at a radius of 500 m around the Population data per location of the subdistrict, previous TM stop and research LRT Station • Trans Musi and LRT public transport arrival time intervals

Data on the level of community satisfaction with public transport services in Palembang. Parameters of satisfaction are : • Frequency of the service Public • Punctuality transport (delay) Questionnaire 4 Primary quality and • Comfort and survey by google reliability cleanliness of form in 2020 vehicles • Safety of vehicles • Convenience of stops/stations • Availability of information • Personnel courtesy • Fare level

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Data Source of No Indicators Data Type Institute Collected Data/Location/Year • Police Departement in • The number of Palembang City deaths caused by • Hospital that traffic accidents, provide electronic such as car, boat Traffic medical records accidents, etc., in fatalities per • Jasa Raharja 5 Secondary the city of 2015 – 2019 100,000 Palembang. • Department of inhabitants Transportation • Number of South Sumatera Population in Province Palembang City • Central Bureau of Statistics Palembang City • Ticket prices data for public transportation in • Recent data • PT. Trans Musi Affordability Palembang 2019 from Palembang Jaya – travel costs 6 Secondary • Income data from Department of • Central Bureau of as part of middle to lower Transportation Statistics income population in Palembang City Palembang City Palembang

• Financial statements of income from operating results (not including revenue through advertising and so on) and operational costs in all Trans Musi and LRT • PT. Trans Musi Operational operating Palembang Jaya costs of • Balai Kereta Api Secondary corridors 7 public Recent data 2019 Ringan Propinsi • Number of fleets transport operating in each South Sumatera system corridor

• Mileage of each operating corridor • Number of rits for each operating corridor • Investment budgets on public transportation

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Data Source of No Indicators Data Type Institute Collected Data/Location/Year systems and facilities including pedestrian and bicycle infrastructure • Total investment budget in transportation throughout the city including (roads, traffic signs, infrastructure, public transportation facilities, pedestrian and bicycle facilities, etc.) • Department of Transportation Palembang City • Department of Investment in Transportation public Secondary 8 Recent data 2019 South Sumatera transportation Province systems • Public Works and Public Housing Agency Palembang City Palembang City Air Environment and Air quality 9 Secondary pollution data Last 5 years data Sanitation Office (PM10) Palembang City

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Data Source of No Indicators Data Type Institute Collected Data/Location/Year • Name and length of the road and its authority • Number of vehicles per type • Fuel Distribution for Transportation • Number of Passengers (people) • Electricity • Public Works and Consumption Public Housing (KWh) Agency Palembang • Solar City and South consumption Sumatera Province • (kilo liters) • One Stop One Stop Greenhouse • Lubricant Administration Recent data 2019 gas emissions consumption System Palembang 10 Secondary Last 5 years data from • (kilo liters) City

transport • Landing and • Pertamina MOR take off data (Distribusi) • Avtur (liters) • Light Railroad • Avgas Office South (MMSCF) Sumatera Province • Number of • PT. Angkasa Pura II Passengers (People) • Number of Baggage (kg) • Estimated type of aircraft operating in SMB II, for example B737 800, B737 900 • etc

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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 UNESCAP 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 8 Investment in public transportation systems Percentage of total 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.

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IV.2 Data collection for each SUTI indicators in Palembang City

SUTI project has been implemented in the city of in 2017, and in 2018 after seeing the project prospect is successful then the program was continued to other big cities in Indonesia. The city that became the next pilot in the application of each indicator of the SUTI program is the city of Palembang. Here are the data from 10 indicators SUTI that have been collected in Palembang;

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: 2011-2018 years) transport plan Title of the document: available? If yes when was 1. Pre-Feasibility Study In Urban Transport Project, Palembang, it prepared/approved? Indonesia, 2011 2. Regional Spatial Plan of Palembang 2012-2032 Expert (s) reviewing the Dr. Ir. Joni Arliansyah, M.T. document (Name, Prof. Dr. Ir. Erika Buchari, M.Sc Designation & affiliation) Result: A value of 10 indicates that transportation planning in Palembang City needs to be improved in order to accommodate public transport, intermodal facilities and infrastructure for active modes.

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. B. 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: The Effect Of Economic Social Status Factors Mode Choice For working activity In Palembang Modes included: 1. Motor cycle 2. Private car 3. Angkot

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4. Trans Musi Bus 5. Taxi 6. LRT 7. Water transport 8. Other mode Please indicate status The result of share mode is obtained from from mode choice research of data collection & the conducted in 2017 and predictions of Palembang trip distribution in strategy you are 2019 with basic MAT in 2016 planning to adopt. Result: Result of analyses indicate that the most mode frequently used are motorcycle (46.24%), car (22.00%), angkot (8.87%), taxi (12%) Transmusi bus (6.20%). LRT (4.28%), non motorized (0.41%), (Source: mode share study, 2017 and Until now there has been no research on the proportion use of water transport in Palembang

The value obtained is above 10% and below 50% shows that the modal share in Palembang City for public transportation is still low compared to private vehicles.

Indicator 3: Convenient access to public transport service According to United Nations ESCAP, this indicator is 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. Procedure and data sources to 1. Identify the relevant stations and bus stops collect or derive data 2. Calculate the number of inhabitants living in buffer zones within a 500-meter radius of each selected station/stop 3. The populations in all buffer zones are added (avoiding double counting of population in case of zone overlaps) and the share of inhabitants living in the buffer zones as a share of the total population is calculated How to obtain data population Create a population density based on population by ward/zone and location of public transport data. stations? 1. Data on the population of the city of Palembang per district in 2019 was obtained from Palembang Municipality in Figures, 2020. 2. Data on the location of public transport stations and terminals is obtained from Palembang City Transportation Department. How to draw road network map? Using Google Earth Pro 1. Obtain bus route network from Palembang City Transportation Department 2. Generate a bus flow map (buses/per hour per direction) 3. Draw a buffer of 500 meters 4. Every transit area of 500 meters buffer, will be calculated based on each disctrict large, if the buffer the number of

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areas that intersect will be included in calculation and the rest will be putted in another district. 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 Palembang and looking for points of location of terminals and stations scattered in the city of Palembang 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 density in each of these sub-districts and the rest will be calculated in other sub-district. Population density data is obtained from Palembang Municipality in Figures, 2020.

Density Maps of Palembang City

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Location Terminal and Station Public Transport in Palembang City

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Buffer Zone 500 m

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Location Terminal and Station Public Transport with Buffer Zone 500 m in Palembang City

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).

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Is there any survey available to Survey data conducted to measure customer measure user satisfaction? satisfaction of public transportation has been carried out If not what is the plan for carrying out by the transportation agency of the Palembang City a survey? Status of data collection The data used was obtained from the transportation service of the city of Palembang, which has conducted a survey of satisfaction of Trans Musi bus transportation users in 2020, using online questioner.

Table IV.2 explain the level of community satisfaction with the Trans Musi Bus service. Several assessment parameters such as service , physical facilities, punctuality (delay) and complain service having a community satisfaction level of less than 50% Table IV-2: Atributes And Percentage Of Community Satisfaction With The Trans Musi Bus Service Num Atributes Satisfied (%) 1 Frequency of the service 40.63 Service (include comfort, cleanlines, safety, 2 and convenience) 25.00 3 Time of Service 65.63 4 Fare level 62.50 5 Physical Facilities 28.13 6 Punctuality (delay) 37.50 7 Personnel courtesy 55.88 8 Availability of information 71.88 9 Complain Service 40.63 Average 48. 39 (Source: Results of Analysis, Quarter II of 2018) Result : Based on the result of questionnaire, concluded that the level of community satisfaction with the Trans Musi Bus service less than 50%. This shows that there are still many improvements that must be made to increase community satisfaction.

Indicator 5: Traffic fatalities per 100.000 inhabitants According to United Nations ESCAP, this indicator is focused on fatalities: People killed as the result of traffic accidents in the city each year. Fatalities are far from the only important traffic safety impact, as many more people are injured, and sometimes permanently impaired. However, it is widely considered that fatalities are tragic events that absolutely should be avoided, and therefore also registered and reported when they do occur. Moreover, it is considered by most experts and health authorities worldwide that fatality data are generally more reliable, available, and comparable than data for injuries or other impacts. Fatalities in traffic (road, Definition of fatality : rail, etc.) in the urban areas per 100,000 inhabitants. As According to the Palembang City Regional Police, traffic accident defined by the WHO, a death data is classified as deads, serious injuries and minor injuries. counts as related to a traffic While for water traffic accident there are incidents of people who

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accident if it occurs within disappeared. However, this project only requires the number of 30 days after the accident. accidents that cause death.

Data Sources The data source of road transport and ferryboats is collected from Palembang City Regional Police in 2015 – 2019. The data obtained in last five years that became the basis of this project and it can be seen for road transport, 2019 was a year with unusually few fatalities. While for ferryboats, 2016 was a year with unusually few fatalities. The total inhabitants of the city of Palembang is obtained from Palembang Municipality in Figures, 2020. Total inhabitant in year of 2019 is 1.662.893. Collect a data from The number of road transport accidents in the city of Palembang Palembang City Regional Number of Events Numb. of Police in recent years Years Minor Seriously Total Accidents Deads Injured Injured 2015 574 321 349 117 787 2016 453 289 230 110 629 2017 329 220 177 78 475 2018 367 377 95 106 578 2019 653 745 125 77 947 Average 475 390 195 98 3416

The number of ferryboats accidents in the city of Palembang : Number of Events Numb. of Years Minor Seriously Total Accidents Deads Injured Injured 2015 1 4 0 9 13 2016 7 5 0 3 8 2017 5 25 1 9 35 2018 5 1 16 4 21 2019 4 3 0 7 10 Average 4 8 3 6 87

Indicator 6: Affordability – travel costs as part of income According to United Nations ESCAP, This indicator is derived from two elements. The first is data is on the costs of using public transport and the second is the average monthly income of the poorest part of the population. The indicator is calculated as the ratio between the two (a percentage of the income). Data on costs of public The indicator for the cost of public transport is proposed to be the transport according to cost of a monthly network-wide pass for an adult person. Network- United Nations ESCAP wide means a card or pass covering all main PT operators and services in the city. If such a pass exists in the city it is very easy to obtain the price information from the website, office, or ticket counter of the local public transport organization or authority. The

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variable is also easy to enter directly in the calculation of the indicator. In Palembang City there is no network-wide monthly pass, so it used another alternatives based on data collection guideline. A final alternative used in this project is is to use the price of a single, standard ticket. The ticket price is multiplied by 60 (two daily trips for 30 days of the month for one person), to mirror the monthly pass price, as proposed by WBCSD in their similar indicator. If standard ticket prices vary much across different companies/modes, a weighted average of these prices could be used. In the data sub-sheet for this indicator is provided to easily calculate the monthly price based on single ticket prices and market shares. How to get data about The market shares may not be known but could likely be stipulated market shares (estimated)? by a local expert. Market shares in this project based on research journal entitled; The Effect of Economic Social Status Factors for Selecting Transportation Mode for Work Travel in Palembang City, 2017. Detailed information can be seen in the picture below:

Distribution of the main modes of transportation in the city of Palembang in 2017

Market shares used in this project is only public transportation that still operates, such as city transportation, Trans Musi and river transportation. Data on Income The minimum income set by the Palembang city government through a circular amount of UMR in 2017 is Rp 2,484,000 or US $ 169.55.

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.

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1. Account statement/ Yes Audited Balance sheet for public companies 2. Survey of operators Trans Musi Vehicle Operating Costs Pa Distance Per Km Cost Per Koridor Fleets Rit (km) Vehicle C 1 23 14 8 US $ 0.75 C 2 19 17 8 US $ 0.65 C 3 16 14 8 US $ 0.64 C 4 5 14 10 US $ 0.95 C 5 10 13 8 US $ 0.79 Monthly Income Trans Musi Palembang Every Corridor No Corridor Monthly Average (US $) 1 C 1 30,989 2 C 2 19,699 3 C 3 1,078 4 C 4 13,803 5 C 5 5,176 (Source: Transportation department Palembang Ccity, 2020) Strategy adopted & Status Data is the result of Trans Musi bus revenue which is recorded every of data collection month during 2018 carried out by the transportation department of Palembang 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) 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: 45 fleets buses (Teman Bus) - How many depots have been developed by public /private agencies during past five years? and what is the unit cost? 0 - How many workshops have been developed by public /private agencies during past five years? and what is the unit cost? 7 - How many terminals have been developed by public /private agencies during past five years? and what is the unit cost? 0 - How many bus stops have been developed by public /private agencies during past five years? and what is the unit cost? 73 bus stops with high deck, 200 bus stops with signs

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Status/ strategy The data obtained is the data of the transportation agency budget of the city of Palembang, which is the last 5 years data. The explained on table II-14 dan II.15

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 Monitoring Systems set Yes, up in the city? If Yes, How many stations? There are 2 stations Palembang City has two air quality monitoring station points managed by the South Sumatra Province Environment and Land Office (DLHP Sumsel), which is located in the South Sumatra DLHP office and Radial intersection. On the other hand, in 2019, the Palembang City Environment and Sanitation Office (DLHK Palembang) has taken 3 (three) measurements of PM10 at 14 points, in March, June / July, and November 2019. What is being monitored? PM10 Remarks / Status The results of monitoring conducted by DLHK Palembang on 2019, is used in this report. 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. PM10 Measurement Results Period of measurement: March, 2019 Date of No Measurement location Qty Unit measurement 1 Simpang Pasar Plaju 89.6 μg/Nm3 12/03/2019 2 Depan Bank Sumsel Babel Jakabaring 76.3 μg/Nm3 12/03/2019 3 Simpang 4 Kertapati – Musi II 112 μg/Nm3 12/03/2019 4 Simpang 4 Bandara 119.3 μg/Nm3 13/03/2019 5 Simpang 4 Musi II – Soekarno Hatta 134.8 μg/Nm3 13/03/2019 6 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 108.4 μg/Nm3 15/03/2019 7 Simpang 4 Veteran 94.6 μg/Nm3 15/03/2019 8 Depan Kantor Walikota 134.7 μg/Nm3 19/03/2019 9 Depan Bundaran Air Mancur 129.4 μg/Nm3 19/03/2019 10 Simpang Pasar Lemabang 114.4 μg/Nm3 21/03/20 9 11 Simpang Celentang 92.5 μg/Nm3 21/03/2019 12 Simpang Patal 77.4 μg/Nm3 25/03/2019 13 Simpang Polda 104.6 μg/Nm3 25/03/2019 14 Simpang TPA Sukawinatan 92.7 μg/Nm3 27/03/2019 Average 105.76 μg/Nm3 Source: Palembang City Environment and Sanitation Office (DLHK Palembang)

Period of measurement: June, 2019 Date of No Measurement location Qty Unit measurement 1 Depan Kantor Walikota 108.9 μg/Nm3 25/06/2019 2 Depan Masjid Agung (Bundaran Air Mancur) 134.7 μg/Nm3 25/06/2019 3 Simpang 4 andara (Bandara Emas) 92.8 μg/Nm3 26/06/2019 4 Simpang 4 Musi II – Soekarno Hatta (Parameswara) 115.3 μg/Nm3 26/06/2019

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5 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 76.4 μg/Nm3 28/06/2019 6 Simpang 4 Veteran (Apotik Indah Medica) 68.3 μg/Nm3 28/06 2019 7 Simpang 4 Pasar Lemabang 107.2 μg/Nm3 02/07/2019 8 Simpang Pasar Plaju 92.4 μg/Nm3 02/07/2019 9 Simpang Patal 114.5 μg/Nm3 04/07/2019 10 Simpang Celentang 127.6 μg/Nm3 04/07/2019 11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 104. μg/Nm3 05/07/2019 12 Simpang 4 Kertapati – Musi II (Pegayut) 136.4 μg/Nm3 05/07/2019 13 Simpang Polda 117.3 μg/Nm3 08/07/2019 14 Simpang TPA Sukawinatan 96.4 μg/Nm3 09/07/2019 Average 106.60 μg/Nm3 Source: Palembang City Environment and Sanitation Office (DLHK Palembang) Period of measurement: November, 2019 Date of No Measurement location Qty Unit measurement 1 Depan Kantor Walikota 51.2 μg/Nm3 06/11/2019 2 Depan Masjid Agung (Bundaran Air Mancur) 66.2 μg/Nm3 06/11/2019 3 Simpang 4 Bandara ( ndara Emas) 56.3 μg/Nm3 07/11/2019 4 Simpang 4 Musi II – Soekarno Hatta (Parameswara) 279.5 μg/Nm3 07/11/2019 5 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 56.9 μg/Nm3 08/11/2019 6 Simpang 4 Veteran (Apotik Indah Medica) 112.0 μg/Nm3 08/11/2019 7 impang 4 Pasar Lemabang 116.3 μg/Nm3 11/11/2019 8 Simpang Pasar Plaju 159.0 μg/Nm3 11/11/2019 9 Simpang Patal 8.1 μg/Nm3 12/11/2019 10 Simpang Celentang 22.8 μg/Nm3 12/11/2019 11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 24.5 μg/Nm3 13 1/2019 12 Simpang 4 Kertapati – Musi II (Pegayut) 279.5 μg/Nm3 13/11/2019 13 Simpang Polda 64.0 μg/Nm3 14/11/2019 14 Simpang TPA Sukawinatan 93.0 μg/Nm3 14/11/2019 Average 99.24 μg/Nm3 Source: Palembang City Environment and Sanitation Office (DLHK Palembang) Note: the mean value of PM10 (2019): 103.87 μg/Nm3

Indicator 10: GHG emissions from transport GHG emissions Is an account or estimate of the emissions Yes of CO2 from transport in the city is If Yes, Data Source: Palembang City Environment and available? Sanitation Office (DLHK Palembang) Reference Year: 2017. The calculation of GHG emissions from the transportation sector in 2018 & 2019 is being carried out by DLHK Palembang.. If not, a figure i. Is data on mode wise total trips and trip length available has to be calculated using one of the both for passenger and goods vehicles? following methods: Some indication of vintage information to indicate 1. Modes (i) X daily trip length X technology and mix of vehicles by fuel type would be emission factors (i) required. 2. Indirectly from gasoline and diesel Is such data available? Yes/No sales. Petrol consumed x emission ii. Is data on sale of petrol and diesel available? Yes/No factor + Diesel consumption x emission Any reasonable estimate on consumption of the same factor within and outside is feasible? Yes/No

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How is city collecting data? Fuel sales data (2017) distributed in Palembang are obtained What is the status? from the Central Statistics Bureau of Palembang. The data was corrected with data on industrial fuel consumption from Hiswana Migas of Palembang. In 2020, GHH inventory is being carried out by DLHK Palembang, and data on fuel consumption for transportation (2016 - 2019) is being requested from PT. Pertamina Distribution. Greenhouse gas emissions by fuel: type of fuel Note No Parameter Diesel . Gasoline oil Fuel Consumption (kilo (1) liter) 94.649 246.139 (2) Fuel Consumption (TJ) 3.382 8.123 (2)=(1)*NCV CO2 Emissions (ton (3) CO2) 251.253 562.895 (3)=(2)*EFCO2 (kg CO2/TJ) * 0,001 CH4 Emissions (ton (4) 13 268 CH4) (4)=(2)*EFCH4 (kg CH4/TJ) * 0,001 N2O Emissions (ton (5) 13 26 N2O) (5)=(2)*EFN2O (kg N2O/TJ) * 0,001 (6) = (6) GHG Emission (ton [(3)*GWPCO2]+[(4)*GWPCH4]+[(5)*GWPN2 CO2e) 255.618 576.582 O] Carbon intensity 0,51 (7) = (6) per population (2017) = 1.623.099 (7) (ton CO2e/capita) people

Note: The results of "Puslitbang Density of diesel oil 837,50 kg/m3 Teknologi Migas (Lemigas) (HSD) KESDM" (2011) Proceedings of the Scientific & Exhibition NCV of diesel oil 42,66 TJ/Gg Meeting of Puslitbang KESDM Results (2017), pp. (HSD) 327-332. NCV of TJ/kilo Pedoman Inventarisasi GRK Nasional, Bk II, Vol. HSD/ADO 0,0357 liter. 1, Pengadaan&Penggunaan Energi (2012), pp. 12 NCV of motor TJ/kilo gasoline 0,0330 liter. CO2 Emission Factor (motor gasoline) - mobile kg 2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16 source 69300 CO2/TJ & Tbl 3.2.2, hal 3.21 (for mobile emission source) CH4 Emission Factor (motor gasoline) - mobile kg 2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16 source 33 CH4/TJ & Tbl 3.2.2, hal 3.21 (for mobile emission source) N2O Emission Factor kg (motor gasoline) - mobile N2O/T 2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16 source 3,2 J & Tbl 3.2.2, hal 3.21 (for mobile emission source) Proceedings of the Scientific & Exhibition CO2 Emission Factor kg Meeting of Puslitbang KESDM Results (2017), pp. (HSD) - mobile source 74300 CO2/TJ 327-332. CH4 Emission Factor kg 2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16 (HSD) - mobile source 3,9 CH4/TJ & Tbl 3.2.2, hal 3.21 (for mobile emission source) kg N2O Emission Factor N2O/T 2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16 (HSD) - mobile source 3,9 J & Tbl 3.2.2, hal 3.21 (for mobile emission source) Global Warming Potential / GWP (100-yr time horizon) 61

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CO2 1 Second Assessment Report/SAR - IPCC (1995) CH4 21 Second Assessment Report/SAR - IPCC (1995) N2 O 310 Second Assessment Report/SAR - IPCC (1995)

Source: Palembang City Environment and Sanitation Office (DLHK Palembang)

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DATA ANALYSIS

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 Palembang 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 from 31,28% to 50% in 2025. This increase is expected to occur, because there is an effort by the government of Palembang City to increase the integration of public transportation, especially mass public transportation, Trans Musi buses and LRT with feeder public transportation.

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 Palembang City case: The city had a various plan to improve all the public transport include Bus Rapid System, Paratransit, Light Rail Transit, Transit Oriented Development Area around LRT station, and cycling and walking network (strong effort, extensive coverage).

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 Plembang City case: The government has allocated the transportation budget to developed non-motorized infrastructur such as 'City Bike Shuttle' and bicycle lane. Besides that the government has a strong commitment to improve water transportation facilities.

Below table provides a roughly indicative guideline for allocating scores to the various aspects of Palembang City transport plan.

Table V-1 Roughly Indicative Guideline for Allocating Scores to The Various Aspects of Palembang City Transport Plan.

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Ambitious goals Walking Networks Full designation across city Score 3 Major secured new funding Ambitious goals Cycling Networks Full designation across city Score 3 Major secured new funding 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 A value of 10 indicates that transportation planning in The extent to which transport plans Palembang City needs to be cover public transport, intermodal 10 out of 16 2020 improved in order to facilities and infrastructure for accommodate public transport, active modes intermodal facilities and infrastructure for active modes.

Indicator 2: Modal share of active and public transport in commuting COMMUTING COMMUTING PURPOSE (Weekday) (Weekend) MODE # subtotals # subtotals a. Scheduled bus and minibus 95.221 47610 b. Angkot 136.227 68114 c. Taxi 184.299 92149 d. Public transport (a+b+c+d) 415.747 (a+b+c+d) 207.874 e. Passenger car - 168940 f. Bus (Recreational) 0 0 g. Motorcycle 710.164 355082 h. Truck 0 0 i. Individual motorized (e+f+g+h) 710.164 (e+f+g+h) 524.023 j. Total (d+i) 1.125.911 (d+i) 731.896 k. Public (d) 415.747 (d) 207.874 l. Modal share of public transport (k/l * 100) 36.93 (k/l * 100) 28.40 Average number of trips per person by 32.66 main mode of transport

Indicator Value Years Comments

Data were obtained from mode choice research Modal share of active conducted in 2017 shows that the modal share and public transport in 32.66% 2017 in Palembang City for public transportation is commuting still low compared to private vehicles.

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Indicator 3: Convenient access to public transport service

District Population Transit Transit Population Density No Districts large (2016) Area Population km.square inh pop per km.square km.square inh 1 Alang-Alang Lebar 34,580 99566 2879,294 8,574 24686 2 Bukit Kecil 9,920 38502 3881,250 2,547 9887 3 Ilir Barat I 19,770 138488 7004,957 9,115 63852 4 Ilir Barat II 6,220 66421 10678,617 0,642 6855 5 Ilir Timur I 6,500 67144 10329,846 4,806 49644 6 Ilir Timur II 10,820 85015 7857,209 5,101 40077 7 Ilir Timur III 14,760 73292 4965,583 2,452 12175 8 Jakabaring 9,160 86837 9480,022 6,979 66161 9 Kalidoni 27,920 117744 4217,192 3,712 15655 10 Kemuning 9,000 81050 9005,556 3,695 33274 11 Kertapati 42,560 88618 2082,190 1,430 2977 12 Plaju 15,170 91700 6044,825 4,462 26974 13 Sako 18,040 104004 5765,188 3,422 19731 14 Seberang Ulu I 8,280 89871 10853,986 1,622 17601 15 Seberang Ulu II 10,690 98846 9246,586 3,565 32962 16 Sukarami 51,460 172965 3361,154 9,188 30882 17. Gandus 68,780 68315 993,239 0,029 29 18. Sematang Borang 36,980 51155 1383,315 0,554 767 Sum Public Transportation User 454188 Total Population in Palembang City 1.662.893 % with 500 m buffer 27.313

Indicator Value Years Comments Data was obtained from Palembang City Transportation Department, Central Bureau of Statistic in Palembang 2020 Convenient and google earth 2019. The value of this indicator is below access to 27.313% 2019 50%. This means that access to public transport services in PT service Palembang City is not yet convinient so that not many people want to use public transportation

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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.

Dissatisfied Neither Satisfied Very Partly Nor Partly Very AV Dimension 1 2 3 4 5 6 7 RESP SATISF SCORE Frequency of the 2 5 4 8 2 10 1 32 4.16 40.63 service Punctuality (delay) 2 7 7 8 3 5 0 32 3.56 25.00 Comfort and 0 2 4 5 5 13 3 32 5.00 65.63 cleanliness of vehicles Safety of vehicles 1 2 5 4 7 10 3 32 4.75 62.50 Convenience of 2 10 4 7 3 5 1 32 3.56 28.13 stops/stations Availability of 2 6 5 7 3 7 2 32 4.00 37.50 information Personnel courtesy 2 2 2 9 2 13 2 32 4.69 53.13 Fare level 1 0 2 6 3 14 6 32 5.38 71.88 Responses 12 34 33 54 28 79 18 256 32.00 48.05

Indicator Value Years Comments

Based on the result of questionnaire, concluded that the level of community Public transport satisfaction with the Trans Musi Bus service 48.05% 2020 quality and reliability less than 50%. This shows that there are still many improvements that must be made to increase community satisfaction

Indicator 5: Traffic fatalities per 100,000 inhabitants

The number of road transport accidents in the city of Palembang: Number of Events Years Numb. of Accidents Total Minor Injured Seriously Injured Deaths 2015 574 321 349 117 787 2016 453 289 230 110 629 2017 329 220 177 78 475 2018 367 377 95 106 578 2019 653 745 125 77 947 Average 475 390 195 98 3416

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The number of ferryboats accidents in the city of Palembang: Number of Events Years Numb. of Accidents Total Minor Injured Seriously Injured Deaths 2015 1 4 0 9 13 2016 7 5 0 3 8 2017 5 25 1 9 35 2018 5 1 16 4 21 2019 4 3 0 7 10 Average 4 8 3 6 87

Fatalities # Road transport 98 Railway transport 0 Tram 0 Ferryboats 6 Other 0 Total 104 Inhabitants 1,662,893 Fatalities/100,000 inh 6.25

Indicator Value Years Comments Data was obtained from Palembang City Regional Police and Palembang Traffic fatalities per 6.25 2015-2019 Municipality from 2015-2019. The rate of 100,000 inhabitants accidents that occur in Palembang, is 6 people per 100 000 inhabitants

Indicator 6: Affordability – travel costs as part of income

Single ticket Market shares Monthly cost(60 Weighted Services price (estimated) tickets) monthly cost [currency] City Transport 51 0.271 16.26 8.239 Trans Musi 39 0.339 20.34 7.922 River Transport 10 1.018 61.08 6.334 Total 100 1.628 97.68 22.495 Must sum to 100 Component Value Minimum income per month US $ 169.642 Percentage of monthly income 13.3

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Indicator Value Years Comments

Minimum income data are obtained from the Palembang Central Bureau of Statistics in 2020 and public transportation rates data from Affordability-travel 13.3% 2020 Palembang City Transportation Department. The cost as part of income results show that people from the middle to lower economic class allocate 13.3% of their income for the cost of public transportation.

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 44 30989 58145 53% BRT Line 2 28 19669 50594 39% BRT 2 1078 34325 3% BRT Line 4 20 13803 20035 69% BRT Line 5 7 5176 24785 21% Total 100 Weighted 49.19%

Indicator Value Years Comments Operational costs of the Case of Trans Musi Bus with five corridors 49.19 2020 public transport system operation

Indicator 8: Investment in public transportation system

Percent of transport investment spending; running five-year average.

In Million US $ 2016 2017 2018 2019 2020 average PUBLIC TRANSPORT FACILITIES 1.64 1.62 5.15 5.05 2.92 3.32 TOTAL TRANSPORT 30.70 28.46 47.65 19.68 22.75 30.25

SHARE 10.97

Indicator Value Years Comments Almost none of public tranport facilities built in Palembang Municipality including Operational costs of the Pedestrian and Cycling Route in 2016- 10.97 2016-2020 2019. In 2020, the government plan to build public transport system Cycling Route and Pedestrian. That is what makes the value of this indicator relatively low.

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Indicator 9: Air quality (PM10)

Micrograms per cubic meter (μg/m3).

Period of measurement: March, 2019

Date of Year Measurement location Qty Unit Data source measurement

1 Simpang Pasar Plaju 89.6 μg/Nm3 12/03/2019 2 Depan Bank Sumsel Babel Jakabaring 76.3 μg/Nm3 12/03/2019 3 Simpang 4 Kertapati – Musi II 112 μg/Nm3 12/03/2019 4 Simpang 4 Bandara 119.3 μg/Nm3 13/03/2019 5 Simpang 4 Musi II – Soekarno Hatta 134.8 μg/Nm3 13/03/2019 6 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 108.4 μg/Nm3 15/03/2019 7 Simpang 4 Veteran 94.6 μg/Nm3 15/03/2019 Department of Environment 8 Depan Kantor Walikota 134.7 μg/Nm3 19/03/2019 & Hygiene 9 Depan Bundaran Air Mancur 129.4 μg/Nm3 19/03/2019 10 Simpang Pasar Lemabang 114.4 μg/Nm3 21/03/2019 11 Simpang Celentang 92.5 μg/Nm3 21/03/2019 12 Simpang Patal 77.4 μg/Nm3 25/03/2019 13 Simpang Polda 104.6 μg/Nm3 25/03/2019 14 Simpang TPA Sukawinatan 92.7 μg/Nm3 27/03/2019 Average 105.76 μg/Nm3 Period of measurement: June, 2019 Date of Year Measurement location Qty Unit Data source measurement

1 Depan Kantor Walikota 108.9 μg/Nm3 25/06/2019 2 Depan Masjid Agung (Bundaran Air Mancur) 134.7 μg/Nm3 25/06/2019 3 Simpang 4 Bandara (Bandara Emas) 92.8 μg/Nm3 26/06/2019 4 Simpang 4 Musi II – Soekarno Hatta (Parameswara) 115.3 μg/Nm3 26/06/2019 5 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 76.4 μg/Nm3 28/06/2019 6 Simpang 4 Veteran (Apotik Indah Medica) 68.3 μg/Nm3 28/06/2019 Department 7 Simpang 4 Pasar Lemabang 107,2 μg/Nm3 02/07/2019 of 8 Simpang Pasar Plaju 92.4 μg/Nm3 02/07/2019 Environment & Hygiene 9 Simpang Patal 114.5 μg/Nm3 04/07/2019 10 Simpang Celentang 127.6 μg/Nm3 04/07/2019 11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 104.2 μg/Nm3 05/07/2019 12 Simpang 4 Kertapati – Musi II (Pegayut) 136.4 μg/Nm3 05/07/2019 13 Simpang Polda 117.3 μg/Nm3 08/07/2019 14 Simpang TPA Sukawinatan 96.4 μg/Nm3 09/07/2019 Average 106.60 μg/Nm3

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Period of measurement: November, 2019 Date of Data Year Measurement location Qty Unit measuremen source t 1 Depan Kantor Walikota 51.2 μg/Nm3 06/09/2019 2 Depan Masjid Agung (Bundaran Air Mancur) 66.2 μg/Nm3 06/09/2019 3 Simpang 4 Bandara (Bandara Emas) 56.3 μg/Nm3 07/09/2019 Simpang 4 Musi II – Soekarno Hatta 4 279.5 μg/Nm3 07/09/2019 (Parameswara) Pintu Masuk Bank Indonesia (Jl. Jend 5 56.9 μg/Nm3 08/09/2019 Sudirman) 6 Simpang 4 Veteran (Apotik Indah Medica) 112.0 μg/Nm3 08/09/2019 Department 7 Simpang 4 Pasar Lemabang 116.3 μg/Nm3 11/09/2019 of Environmen 8 Simpang Pasar Plaju 159.0 μg/Nm3 11/09/2019 t & Hygiene 9 Simpang Patal 8.1 μg/Nm3 12/09/2019 10 Simpang Celentang 22.8 μg/Nm3 12/09/2019 Jalan Gub H. Bastari Depan Bank Sumsel 11 24.5 μg/Nm3 13/09/2019 Babel Jakabaring 12 Simpang 4 Kertapati – Musi II (Pegayut) 279.5 μg/Nm3 13/09/2019 13 Simpang Polda 64.0 μg/Nm3 14/09/2019 14 Simpang TPA Sukawinatan 93.0 μg/Nm3 14/09/2019 Average 99.24 μg/Nm3

Indicator Value Years Comments PM10 value is the mean PM10 value measured at 14 points (24- hour mean), during 3 (three) measurement periods (February, June Air Quality 104 2019 and November 2019). Measurements were managed by the Department of Environment and Hygiene

Indicator 10: Greenhouse gas emissions (CO2 eq tons/year)

Ton CO2 equivalent emitted/capita/year

Total Carbon GHG Emission (ton CO2e) population Intensity Year Notes (ton Diesel oil Gasoline Total (capital) CO2e/cap) Palembang 2016 222.551 498.644 721.195 1.602.071 in Figures 0,45 (2017) Palembang 2017 255.618 576.582 832.200 1.623.099 in Figures 0,51 (2018) 2018 1.643.488 2019 1.662.893

Indicator Value Years Comments Greenhouse gas emissions The top-down approach, based on fuel sale statistics 0.51 2019 by type of fuel. Emissions are calculated using the (CO2 eq tons/year) IPCC (2006) method, Tier I. 70

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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 10 62.50 2019 facilities and infrastructure for active modes Modal share of active and public 2 % of trips 0.1 10 90 32.66 28.33 2017 & 2019 transport in commuting Convenient access to public % of 3 0.1 20 100 27.16 9.14 2019 transport service population Public transport quality and 4 % satisfied 0.1 30 95 48.33 28.97 2020 reliability Traffic fatalities per 100.000 5 # fatalities 0.1 35 0 6.25 37.46 2015 - 2019 inhabitants Affordability – travel costs as share 6 % of income 0.1 35 3,5 13.26 69.01 2017 of income Cost Operational costs of the public 7 recovery 0.1 22 175 49.19 17.77 2020 transport system ratio Investment in public transportation % of total 8 0.1 0 50 10.97 21.94 2016 - 2020 systems invest-ment 9 Air quality (pm10) μg/m3 0.1 150 10 104 32.95 2019 Greenhouse gas emissions from 10 Tons/cap 0.1 2,75 0 0.51 81.36 2017 transport

INDEX Geometric mean 32.24

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A. Spider diagram (interpretation of result, observation, etc)

Extent to which transport plans cover public transport, intermodal facilities… Greenhouse gas 90.00 Modal share of active emissions from 80.00 and public transport in 70.00 transport 60.00 commuting 50.00 40.00 Convenient access to Air quality (pm10) 30.00 public transport 20.00 service 10.00 0.00 Investment in public Public transport transportation quality and reliability systems

Operational costs of Traffic fatalities per the public transport 100.000 inhabitants system Affordability – travel costs as part of income

B. Interpretation of value, index number, observation of SUTI

Indicator 1: Transportation planning in Palembang City needs to be improved in order to accommodate public transport, intermodal facilities and infrastructure for active modes. Indicator 2: Modal share in Palembang City for public transportation is still low compared to private vehicles. Indicator 3: The value of this indicator is below 50%. This means that access to public transport services in Palembang City is not yet convinient so that not many people want to use public transportation Indicator 4: Based on the result of questionnaire, concluded that the level of community satisfaction with the Trans Musi Bus service less than 50%. This shows that there are still many improvements that must be made to increase community satisfaction Indicator 5: The rate of accidents that occur in Palembang, is 6 people per 100,000 inhabitants. Indicator 6: People from the middle to lower economic class allocate 13.3% of their income for the cost of public transportation.

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Indicator 7: The fare box ratio is below 100 therefore the government need to subsidize Indicator 8: Almost none of public transport facilities built in Palembang Municipality including pedestrian and cycling route in 2016-2019. In 2020, the government plan to build cycling route and pedestrian facilities. That is what makes the value of this indicator relatively low. Indicator 9: PM10 value is the mean PM10 value measured at 14 points (24-hour mean), during 3 (three) measurement periods (February, June and November 2019). Measurements were managed by the Department of Environment and Hygiene Indicator 10: The top-down approach, based on fuel sale statistics by type of fuel. Emissions are calculated using the IPCC (2006) method, Tier I. 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 transport modes, • 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, Palembang City would like to propose the SUTI Index system can be used for Medium Term Development Plan 2025-2030.

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IMPACTS OF COVID-19 SITUATION ON PUBLIC TRANSPORT AND RESPONSE

Positive case of COVID-19 in Indonesia was first detected on March 2, 2020, when two people were confirmed to be infected by foreigner. As of April 9, the pandemic has spread to 34 provinces with DKI Jakarta, East and as the most exposed province of corona virus infection in Indonesia.

The first three positive cases of COVID-19 were detected in South Sumatra Province on March 24, 2020, the three patients were travelled from Jakarta. Until March 31, 2020, South Sumatra still an infected area because there was no local transmission. The latest positive case of COVID-19 infected a resident of Ogan Komering Ulu Regency, on March 31, 2020, HS (62) who was known to have just returned from Jakarta and City. The positive case was import cases, are obtained overseas. Previously, the first case of the COVID-19 corona infected a Palembang City resident, JS (54) who was known to have a travel history from Jakarta City, then the second case infected E (54) was a medical worker in City who was also known to have a history from Jakarta and Batam City. However, both of them tested positive for COVID-19 one day after passing away at the Muhammad Hoesin Central General Hospital (RSMH) Palembang on March 23, 2020. Meanwhile, HS (62) tested positive for COVID-19 on March 30, 2020 based on the results of the examination by the Central Laboratory of the Laboratory. Health (BBLK) Palembang.

In the first period of Large-Scale Social Restrictions Implementations, Palembang was implemented Large-Scale Social Restrictions started from 21 May 2020 to 2 June 2020. Because the transmission rate of the COVID-19 virus in Palembang had not yet reached 0.5 percent, the implementation of the Large-Scale Social Restrictions was again extended. Start from 3 June 2020 to 16 June 2020.

Through the Traffic Unit, Palembang City Resort Police assesses that the COVID-19 pandemic has also affected traffic problems in Palembang City. During 2020 the trouble spot or traffic problems in Palembang City have decreased, considering that since the beginning of 2020, many activities have been restricted, such as offices, schools and others.

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So that impact the number of road users who usually fill the highway. Based on survey conducted, the traffic volume including public transportation decreased to 50%.

Based on regulation number 18, 2020 of Minister of Transportation or known as PM 18, will be implemented on driving rules used in Palembang City during Large-Scale Social Restrictions (PSBB). Minister of Transportation Regulation Number 18 is a regulation launched by the Minister of Transportation Ad Interim Luhut Binsar Pandjaitan which has been implemented in DKI Jakarta City previously under Large-Scale Social Restriction status. The regulation regulates a community transformation model that can be applied during the COVID-19 pandemic, especially for cities with Large- Scale Social Restriction status. One of the directions related to the implementation of PM 18 is that vehicles have a limit on the people to be transported and also there is a prohibition on online transportations such as online taxis ride and online motorcycle ride to be operated during this status based on these rules. The Transportation Agency will also do check the operations in various city center points to implement driving rules during the Large-Scale Social Restrictions Status in Palembang City at some check point locations.

One of mass transportation modes that is affected by the effects of the COVID-19 is Light Rail Transit (LRT) in Palembang City. The number of Sumatera Selatan LRT trips in December 2019 had increased. It is stated that there are 88 trips with 11,000 average of passengers per day. In this current situation, the number of LRT passengers a day is around 450 to 500 passengers a day with only 22 trips. Therefore, during this pandemic, PT KAI implemented several new policies to adjust to the new normal situation in the middle of the COVID-19 pandemic, so that people using LRT can travel safely and comfortably. The Light Rail Manager, PT KAI Divre III Palembang, South Sumatra, has adjusted the operating hours to support the implementation of a new normal life order in the middle of the COVID-19 pandemic. LRT operating hours on June 8, 2020 onwards will be adjusted to be earlier, started from (06.53 WIB to 15.41 WIB) from the previous operating hours (08.39 to 17.27 WIB). The operating hours changes was made to implement the European Train Control System (ETCS), which in turn will improve the timeliness and safety of LRT train trips. PT KAI will also follow directions given by the regional and central governments to implement the Health protocol, as a precaution for the COVID-19 virus PT KAI has sprayed and washed LRT using disinfectants, enforced social and physical

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distancing, reduced operating hours, and health protocols while in stations and LRT such as the uses face shield on frontliners officers and mask wearing requirement of passengers and workers in the LRT station environment and on the LRT train.

On the other hand, based on data released by South Sumatera Central Bureau Statistics, sea transport passengers during that period were recorded at zero. Meanwhile for air freight, only 141 international flight passengers and 20,910 passengers for domestic flight. As for rail transportation passenger, it was recorded as zero in May 2020, meanwhile the previous month only 14,786 passengers. The COVID-19 pandemic had resulted no operation of sea and rail transport. Meanwhile for air transportation there is a closure of flight access in April 2020. The number of passengers from the 3 main sector of transportation, namely Sultan Mahmud Badaruddin International Airport (SMB) II Palembang, Boom Baru Port Palembang and Kertapati Station Palembang. The closure of access for passengers in the 3 modes of transportation as a manager's effort to reduce the spread of COVID-19.

The following are suggestions and input for the Palembang City Government in overcoming the impact of COVID-19 on public transportation: 1. Provide stimulus and subsidies to public transport companies, including online transportation because if the subsidies are not provided it can have an impact on the welfare of transportation crews who depend on operating income and lead the company to bankrupt. 2. Implement health protocols in each public transport sector such as prepare the wash basin, implement disinfectant spraying, mandatory of using mask, and social distancing in order to be able operating as normal. 3. Campaign to use public transportation with a safe and convenient systems with implement trust-enhancing health protocols people in using public transportation.

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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 Palembang city official to rate their city performance annually. Although some indicators have low result, Palembang City Government could carry out this suggestions based on each indicator Table VII-1 Suggestions for some indicators that have low result Indicator Result Suggestions 3. Convenient access to 27.16 (max. 90%) • Increase total of bus stops, esspecially for densely public transport service populated area. • Locate bus stops on strategic area. 4. Public transport 48.05% (max. 95%) • Increase the frequency of service by increasing the quality and reliability operational time of Trans Musi. • Increase the fleet of Trans Musi to reduce punctuality. • Increase bus stop convenient. • Increase information service through audio or visual at bus stop. 5. Traffic fatalities per 6.25% (max. 0%) • Perform reconstruction and maintenance at the road. 100,000 inhibitants • Conduct traffic safety campaigns and educations. • Conducting campaign to use public transportations. • Increase the number of traffic signs at an accident prone point. 8. Investment in public 11.0% (max. 50%) • Increase the budget in building a public transportation transportation systems system (cyclist, pedestrians, sidewalk, bus stops, etc.) • Conduct a study on the importance of improving the public transportation system. • Conduct comparative study program with countries that have excellent public transportation systems. 9. Air quality (pm10) 104 (max. 150) • Adding green open land by planting trees, especially in the city center and the outer ring road area of Palembang, which is widely used by freight transport • Enforcement of regulations by prohibiting the operation of vehicles that are not maintained and cause air pollution • Reduce the use of private vehicles by improving public transport services

On the other hand, the problem is collecting the data itself. A system to update database annually is needed. Hope that in the future, Palembang City Government has an update database and easy to access.

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ANNEXURES

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A.1: Experts and officials met

Dinas Perhubungan Kota Palembang

Jl. Pangeran Sido Ing Lautan 35 Ilir , Kota Palembang , Sumatera Selatan

Phone: (06711) 442547

Head of Agency: Agus Rizal, AP., M. Si

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A.2. References

Arliansyah J. (2017) , The Effect Of Economic Social Status Factors Mode Choice For working activity In Palembang, Proceeding of Matec Web Conference Vol 101, SICEST 2017. Balai Pengelola Kereta Api Ringan Provinsi South Sumatera, 2020

Department of Transportation Palembang City, 2020

Minister of Public Work and Housing of the Republic of Indonesia, 2020

Palembang Central Bureau of Statistic , 2020

Police Resort of Palembang Municipality

Urban Planning Department of Palembang City, 2020 https://www.sonora.id/read/422368270/pandemi-covid-19-turut-berdampak-terhadap- permasalahan-lalu-lintas-di-palembang?page=all http://detak-palembang.com/2020/05/psbb-di-palembang-dishub-terapkan-aturan- permenhub-18/ https://www.antaranews.com/berita/1541216/lrt-palembang-sesuaikan-jam-operasional- hadapi-new-normal https://palembang.kompas.com/read/2020/06/08/17120241/menuju-new-normal-jam- operasi-lrt-palembang-dimajukan-lebih-pagi

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