SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Data Collection Report on
Sustainable Urban Transport Index
Phase-1
– BANDUNG CITY –
Dr. Eng Widyarini Weningtyas
2018
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TABLE OF CONTENTS
INTRODUCTION .................................................................................. 4
I.1 General description ................................................................................................ 4 I.2 Demography .......................................................................................................... 7
CURRENT STATE OF URBAN TRANSPORT SYSTEMS AND
SERVICE ................................................................................................ 8
II.1 Road network in Bandung city .............................................................................. 8 II.2 Number of private vehicles .................................................................................. 10 II.3 Transportation network in Bandung city ............................................................. 11 II.4 Public transportation infrastructure ..................................................................... 12 II.5 Public transportation system ................................................................................ 16 II.6 Master plan of transportation Bandung ............................................................... 24 II.7 Transit oriented development .............................................................................. 27 II.8 Road-based transportation ................................................................................... 29 II.9 Skywalk ............................................................................................................... 35 II.10 Bike sharing ......................................................................................................... 37 II.11 Rail-based transportation ..................................................................................... 39 II.12 Park and ride ........................................................................................................ 42
SUTI DATA COLLECTION ............................................................. 44
SUTI ..................................................................................................... 45
IV.1 Sustainable Urban Transportation Index ............................................................. 45 IV.2 Data collection for each SUTI indicators in Bandung city .................................. 45
DATA ANALYSIS ................................................................................ 58
PERSPECTIVE ON SUTI PILOT EXERCISE ............................... 66
ANNEXURES.................................................................................................................. 67 A.1: Experts and officials met .......................................................................................... 68 A.2: References ................................................................................................................. 69
List of Tables
Table I-1: District area of Bandung Municipality ............................................................................. 4 Table I-2: Population by district in Bandung city 2012-2016 ........................................................... 7 Table II-1: List of roads by function and hierarchy in Bandung city ................................................ 8 Table II-2: Number of vehicles in Bandung Municipality 2016 .................................................... 10 Table II-3: List of terminals in Bandung based on Type A, B and C .............................................. 13 Table II-4: Train traffic in Bandung city ......................................................................................... 14 Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung ................... 15 Table II-6: The number of public transportation fleet between cities in 2016 ................................ 16 Table II-7: Data on the number of fleets and DAMRI bus route services in the city of Bandung .. 16 Table II-8: Number of taxis in Bandung city .................................................................................. 18 Table II-9: Paratransit transportation in Bandung city ................................................................... 19
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Table II-10: Policy direction for transportation service transportation development ...................... 25 Table II-11: The proportion of the budget for each program to improve public transportation of the
transportation service ...................................................................................................................... 26 Table II-12: Vision and Mission of Bandung city in the field of transportation ............................. 27 Table II-13: TOD location proposal in the Bandung city................................................................ 27 Table II-14: Plan to develop bus corridors in the city of Bandung ................................................. 29 Table II-17: Characteristics of school children public transport users ............................................ 31 Table II-18: Plan for school bus routes in Bandung ........................................................................ 31 Table II-19: Recapitulation of Bandung monorail infrastructure development costs ..................... 40 Table II-20: Cable car specifications and investment costs ............................................................ 41 Table III-1: Ten indicators of Sustainable Urban Transport Index ................................................. 44 Table IV-1: Ten indicators for Sustainable Urban Transport Index ................................................ 45 Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second in the
Transportation Technical Implementation Unit of the Bandung City Transportation Agency ....... 51 Table IV-3: Budgeting in Bandung Transportation Agency ........................................................... 55
List of Figures
Figure I-1: Bandung city administration maps .................................................................................. 4 Figure I-2: Bandung city land use map ............................................................................................. 6 Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent) ................................. 6 Figure II-1:: Road surface type ......................................................................................................... 8 Figure II-2: Road network in Bandung city .................................................................................... 10 Figure II-3: Composition of car and motorcycle ownership in the city of Bandung ....................... 11 Figure II-4: Congestion on one of Bandung city road ..................................................................... 11 Figure II-5: Public transport network in Bandung city ................................................................... 12 Figure II-6: Station and terminal location in Bandung city ............................................................. 13 Figure II-7: Railway rail route in Bandung metropolitan area ........................................................ 15 Figure II-8: Route of DAMRI bus .................................................................................................. 17 Figure II-9: Taxi operating in the city of Bandung ......................................................................... 18 Figure II-10: Angkot in Bandung City ............................................................................................ 20 Figure II-11: Route of Trans Metro Bandung ................................................................................. 21 Figure II-12: Bus stop Trans Metro Bandung list ........................................................................... 22 Figure II-13: Route of school bus in Bandung city ......................................................................... 23 Figure II-14: School bus that operated in Bandung city.................................................................. 23 Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016) ........................... 24 Figure II-16: Bus route map corridor plan ...................................................................................... 30 Figure II-17: Bandung Trans Metro bus fleet ................................................................................. 30 Figure II-18: School bus corridor route 1 ........................................................................................ 32 Figure II-19: School bus corridor route 2 ........................................................................................ 33 Figure II-20: Tourism bus fleet “Bandros” ..................................................................................... 34 Figure II-21: Tourism bus corridor route1 ...................................................................................... 34 Figure II-22: Tourism bus corridor route 2 ..................................................................................... 35 Figure II-23: Route plan sky walk ................................................................................................. 36 Figure II-24: One example of the design of sky walk in urban areas .............................................. 36 Figure II-25: Bicycle lane plans in Bandung city ............................................................................ 37 Figure II-26: Potential area of Bandung Bike-share development .................................................. 38 Figure II-27: The 1st phase of Bandung Bike-share development .................................................. 38 Figure II-28: Route light rail transit Bandung corridor 1 ................................................................ 39 Figure II-29: Route light rail transit Bandung corridor 2 ................................................................ 40 Figure II-30: Example of cable car in Australia .............................................................................. 41 Figure II-31: Cable car route plan in Bandung city ......................................................................... 42 Figure II-32: Map of the park and ride location plan for the city of Bandung ................................ 43 Figure II-33: Example of a parking building used in the city center ............................................... 43
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Disclaimer:
This report has been issued without formal editing.
The designation employed and the presentation of the material in the report do not imply
the expression of any opinion whatsoever on the part of the Secretariat of the United
Nations concerning the legal status of any country, territory, city or area or of its authorities,
or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis,
conclusions and recommendations are those of the author(s) and should not necessarily be
considered as reflecting the views or carrying the endorsement of the United Nations.
Mention of firm names and commercial products does not imply the endorsement of the
United Nations.
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INTRODUCTION
I.1 General description
Bandung, the capital of West Java province, located about 180 kilometres (110 mi)
southeast of Jakarta, is the third largest city in Indonesia. It is located in Java, between
107º36’ east longitudes and 6º55’ south latitudes and approximately 140 kilometers (87
miles) south east of Jakarta. The average temperature of the city is 23.8° C with highest
temperature reaching 29.8° C in March and lowest in July 19.5° C (Central Bureau of
Statistic, 2017). Bandung is located at an altitude of 700 meters above sea level (ASL).
Figure I-1: Bandung city administration maps
The total area of Bandung Municipality is 167.31 km2. It is divided into 30 Districts
covering 151 Sub Districts. The largest District is Gedebage (9.58km2) and Astananyar
constitutes the smallest district (2.89 km2.)
Table I-1: District area of Bandung Municipality
Number District Total Area (square.km) Percentage area from total
1 Bandung Kulon 6,46 3,86
2 Babakan Ciparay 7,45 4,45
3 Bojongloa Kaler 3,03 1,81
4 Bojongloa Kidul 6,26 3,74
5 Astana Anyar 2,89 1,73
6 Regol 4,30 2,57
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Number District Total Area (square.km) Percentage area from total
7 Lengkong 5,90 3,53
8 Bandung Kidul 6,06 3,62
9 Buah Batu 7,93 4,74
10 Rancasari 7,33 4,38
11 Gedebage 9,58 5,73
12 Cibiru 6,32 3,78
13 Panyileukan 5,10 3,05
14 Ujung Berung 6,40 3,83
15 Cinambo 3,68 2,20
16 Arcamanik 5,87 3,51
17 Antapani 3,79 2,27
18 Mandalajati 6,67 3,99
19 Kiaracondong 6,12 3,66
20 Batununggal 5,03 3,01
21 Sumur Bandung 3,40 2,03
22 Andir 3,71 2,22
23 Cicendo 6,86 4,10
24 Bandung Wetan 3,39 2,03
25 Cibeunying Kidul 5,25 3,14
26 Cibeunying Kaler 4,50 2,69
27 Coblong 7,35 4,39
28 Sukajadi 4,30 2,57
29 Sukasari 6,27 3,57
30 Cidadap 6,11 3,65 (Source: Central Bureau of Statistic, 2017)
Bandung municipal area
The area of the city of Bandung consists of 30 sub-districts. The Rencana Tata Ruang
Wilayah Kota Bandung (RTRW) meaning spatial plan of Bandung city is a description of
the strategy and direction of the policy on the use of national and island / island spatial area
into the structure and pattern of regional land use. In utilizing the pattern of land use
especially the city of Bandung refers to regional regulation number 18 of 2011 concerning
the Bandung City Spatial Plan for 2011-2031.
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Figure I-2: Bandung city land use map
In terms of the economic structure of the city it is observed that the processing industries
which contributed to about 20% of Gross Regional Domestic Product (GRDP) of the city.
The economic growth rate of the city has decreased from 8.53 in 2012 to 7.12 in 2018. The
growth in the city is supported by the rise in the tertiary sector and processing industries.
The GRDP for the city is around 84.14 million rupiah (based on per capita income)
Figure I-3: The rate of Bandung's economic growth in 2011 - 2017 (Percent)
(Source: Central Bureau of Statistic, 2017)
7.91
8.53
7.847.72 7.64
7.79
7.21
6.5
7
7.5
8
8.5
9
2011 2012 2013 2014 2015 2016 2017
The Rate of Bandung's Economic Growth in 2011 - 2017 (Percent)
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I.2 Demography
Based on the data of Bandung City Central Statistics Agency, in 2011 the population of the
city was 2.95 million, with population growth rate of 2.5%. The city is a densely populated
city with a density of 34,346/km2. From the gender composition of the city’s population,
on average the city consists of 50.37% males and 40.63% females. Meanwhile, based on
age, it can be observed that most of the members of the population, or 47.36%, are at the
age of 20-24 years old.
The majority of Bandung's population is of Sundanese descent. Javanese are the largest
minority and mostly come from nearby Central Java and the eastern part of Java. Other
minorities include Minang, Minahasan, Chinese, Batak, Malay, Korean, Indian, and
Japanese.
Table I-2: Population by district in Bandung city 2012-2016
Number District Sub-
District
Population
2012 2013
1 Bandung Kulon 8 140780 142411
2 Babakan Ciparay 6 145411 147096
3 Bojongloa Kaler 5 119025 120405
4 Bojongloa Kidul 6 84686 85668
5 Astana Anyar 6 68042 68830
6 Regol 7 80534 81467
7 Lengkong 7 70371 71187
8 Bandung Kidul 4 58282 58957
9 Buah Batu 4 94018 95108
10 Rancasari 4 76014 76895
11 Gedebage 4 36657 37082
12 Cibiru 4 71191 72016
13 Panyileukan 4 39787 40248
14 Ujung Berung 5 76021 76902
15 Cinambo 4 24942 25231
16 Arcamanik 4 68519 69313
17 Antapani 4 73608 74461
18 Mandalajati 4 62849 63578
19 Kiaracondong 6 130460 131972
20 Batununggal 8 119541 120927
21 Sumur Bandung 4 36160 36579
22 Andir 6 96435 97553
23 Cicendo 6 98609 99752
24 Bandung Wetan 3 30767 31124
25 Cibeunying Kidul 6 106571 107806
26 Cibeunying Kaler 4 70111 70924
27 Coblong 6 130023 131530
28 Sukajadi 5 107133 108375
29 Sukasari 4 80971 81908
30 Cidadap 3 57999 58672
Total 2455517 2483977
(Source: Central Bureau of Statistic, 2017)
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CURRENT STATE OF URBAN
TRANSPORT SYSTEMS AND
SERVICE
This chapter includes the current state of urban transport systems and service including a
brief description of the road and public transport network & infrastructure situation along
with issues identified and the policy and projects response to deal with the situation.
II.1 Road network in Bandung city
The length of the road in Bandung in 2016 was 1,236.48 km of this National roads account
to about 45,63 km, Provincial road 32,05 km and City road 1158,80 km Most of the
network (93.88 percent) is in good condition in the city rest is in medium condition.
Figure II-1:: Road surface type
(Source: Central Bureau of Statistic, 2017)
Table II-1: List of roads by function and hierarchy in Bandung city
Number Name of road Length (km) Road authority
I. Arterial Road
1. Jl. Jend. Sudirman 6.79 National
2. Jl. Asia Afrika 1.51 National
3. Jl. Jend. A. Yani 5.40 National
4. Jl. Raya Ujungberung 8.04 National
5. Jl. Soekarno Hatta 18.46 National
6. Jl. Dr. Junjunan 2.00 Bandung City
7. Jl. Pasteur 0.21 Bandung City
8. Jl. Cikapayang 0.37 Bandung City
9. Jl. Surapati 1.16 Bandung City
10. Jl. PHH. Mustofa 3.34 Bandung City
II. Primary Collector
77%
6%
17%
Percentage of Road Surface Type
Hotmix Penetrasi Beton
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Number Name of road Length (km) Road authority
1. Jl. Raya Setiabudhi 6.03 Province
2. Jl. Sukajadi 2.57 Province
3. Jl. HOS. Cjokroaminoto (Pasirkaliki) 2.18 Province
4. Jl. Gardujati 0.41 Province
5. Jl. Astana Anyar 0.76 Province
6. Jl. Pasir Koja 0.13 Province
7. Jl. K.H. Wahid Hasyim (Kopo) 2.96 Province
8. Jl. Moch. Toha 3.47 Bandung City
9. Jl. Ters. Buah Batu 1.06 Province
10. Jl. Ters. Kiaracondong 1.16 Province
11. Jl. Moch. Ramdan 0.94 Bandung City
12. Jl. Ters. Pasir Koja 2.72 Bandung City
13. Jl. Rumah Sakit 2.83 Bandung City
14. Jl. Gedebage Selatan 3.08 Bandung City
III. Secondary Arterial Road
1. Jl. Kiaracondong 4.12 Province
2. Jl. Ters. Kiaracondong 0.99 Province
3. Jl. Jamika 0.91 Bandung City
4. Jl. Peta 2.60 Bandung City
5. Jl. BKR 2.30 Bandung City
6. Jl. Pelajar Pejuang 45 1.48 Bandung City
7. Jl. Laswi 1.10 Bandung City
8. Jl. Sukabumi 0.64 Bandung City
9. Jl. Sentot Balibasa 0.20 Bandung City
10. Jl. Dipenogoro 0.66 Bandung City
11. Jl. W.R. Supratman 1.86 Bandung City
12. Jl. Jakarta 1.15 Bandung City
13. Jl. Ters. Jakarta 2.76 Bandung City
14. Jl. Ters. Pasirkoja 2.68 Bandung City
15. Jl. Pasirkoja 0.46 Bandung City
16. Jl. Abdul. Muis 1.68 Bandung City
IV. Secondary Arterial Road
1. Jl. Ir. H. Juanda 5.64 Bandung City
2. Jl. Dipatiukur 1.83 Bandung City
3. Jl. Merdeka 1.04 Bandung City
4. Jl. Ciumbuleuit 2.44 Bandung City
5. Jl. Setiabudhi 1.48 Bandung City
6. Jl. Cihampelas 0.14 Bandung City
7. Jl. Siliwangi 1.06 Bandung City
8. Jl. Gegerkalong Hilir 2.10 Bandung City
9. Jl. Tubagus Ismail 1.27 Bandung City
10. Jl. Sadang Serang 0.71 Bandung City
11. Jl. Cikutra Barat 0.88 Bandung City
12. Jl. Cikutra Timur 2.37 Bandung City
13. Jl. Antapani Lama 1.26 Bandung City
14. Jl. Pacuan Kuda 2.44 Bandung City
15. Jl. Ciwastra 5.80 Bandung City
16. Jl. Rajawali Barat 1.02 Bandung City
17. Jl. Rajawali Timur 1.54 Bandung City
18. Jl. Kebonjati 1.40 Bandung City
19. Jl. Suniaraja 0.24 Bandung City
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Number Name of road Length (km) Road authority
20. Jl. Lembong 0.45 Bandung City
21. Jl. Veteran 0.83 Bandung City (Source: Bandung municipality public works office)
The following Figure II.2 provides the existing road hierarchy.
Figure II-2: Road network in Bandung city
II.2 Number of private vehicles
The number of motor vehicles in the city is on the rise. This growth is causing congestion
in some locations and increasing the amount of pollution. Congestion is mainly caused by
the imbalance between the availability road network and the growth of motor vehicle
ownership. Hence, investments in public transport are imperative which is cheap,
convenient and safe to deal with the situation. The Municipality of Bandung had around
1.716.698 vehicles in 2016.mostly dominated by motorcycle which constitute around 73%
(1,251.080)
Table II-2: Number of vehicles in Bandung Municipality 2016
Num Vehicle Type
Kota
Bandung I
Kota
Bandung II
Kota
Bandung III Total
Vehicle Padjajaran Kawaluyaan Soekarno Hatta
1
Motorcycle 462.478 433.042 355.560 1.251.080
Private 461.503 421.555 354.377 123.7435
Government Own 974 11.487 1.183 13.644
Public 0 0 0 0
2
Car 153.336 170.430 141.852 465.618
Private 147.076 159.185 137.951 444.212
Government Own 676 5.220 426 6.322
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Num Vehicle Type
Kota
Bandung I
Kota
Bandung II
Kota
Bandung III Total
Vehicle Padjajaran Kawaluyaan Soekarno Hatta
Public 5.584 6.025 3.475 15.084
Total
Private 608.579 580.740 492.328 168.1647
Government Own 1.650 16.707 1.609 19.966
Public 5.584 6.025 3.475 15.084 (Source: Central Bureau of Statistic, 2017)
Figure II-3: Composition of car and motorcycle ownership in the city of Bandung
Figure II-4: Congestion on one of Bandung city road
(Source: Tribun News)
II.3 Transportation network in Bandung city
In Indonesia, public transport services can be distinguished in three main categories,
namely Inter-city transport, urban transport, and rural transport.
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The primary means of public transportation is by minibus, called Angkot (from angkutan
'transportation' and kota 'city'). They are privately operated and cheap, serving multiple
routes throughout the city, but are basic transport. Public transport services are also
provided by Trans Metro Bandung (TMB) bus, Antar Kota Dalam Provinsi (AKDP-
Intercity) Bus, Djawatan Angkoetan Motor Repoeblik Indonesia (DAMRI) Bus refers to
an Indonesian state owned public transport service and Railway. These are shown in the
figure II.5 below. Taxis and online transport (such as gojek and grab) are also widely
available.
Figure II-5: Public transport network in Bandung city
(Source: BLCMP Report 2017)
II.4 Public transportation infrastructure
a. Terminals
Road transport infrastructure network consists of a tangible node of the passenger terminal
and the terminal of goods and traffic space, wherein the passenger terminal according to
the service area is grouped into:
1. Type A passenger terminal serves as the level one hub in the city providing interchange
facilities for border, regional, intercity, rural and urban transport.
2. Type B passenger terminal serves the public transportation for inter-city transportation
within the province, urban transport and rural transportation.
3. Terminal passenger type C serves the public transportation for rural transportation.
In relation to this study, figure II.5 presents some of the terminals in the study location.
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Figure II-6: Station and terminal location in Bandung city
(Source: Bandung transportation department, 2017)
Table II-3: List of terminals in Bandung based on Type A, B and C
Num. Station Name Type Area (M2) Location
1. Leuwi Panjang A 35.000 Soekarno Hatta Street
2. Cicaheum A 7500 Ahmad Yani Street
3. Leuwi Panjang (Non Bus) B 3885 Soekarno Hatta Street
4. Cicaheum (Non Bus) B 4 Ahmad Yani Street
5. Abdul Muis B 500 Pungkur Street
6. Sub Ledeng Stasion B 26 Setiabudi Street
7. Sub Ciroyom Stasion B 2 Ciroyom Street
8. Sub ST. Hall Stasion B 4326 Suniaraja Street
9. Sub Dago Stasion B 422 Ir. H. Djuanda Street
10. Sub Ujungberung Stasion B 1675 Ujungberung Street
11. Tegalega Base I C 3 Otista Street
12. Sederhana Base II C 500 Sederhana Market
13. Sadang Serang Base III C 3 Sadang Serang Street
14. Elang Base IV C 500 Elang Street
15. Buahbatu Base V C 15 Ciwastra Market
16. Antapani Base VI C 32 Cibatu Market
17. Cibaduyut Base VII C 700 Cibaduyut Street
18. Gedebage Base VIII C 2 Gedebage Street (Source: Bandung transportation department, 2017)
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b. Railway station
Bandung has two large railway stations, Bandung and Kiaracondong Stations. Other
smaller stations are Cimindi, Andir, Ciroyom, Cikudapateuh, and Gedebage Stations (only
for freight service). Railway lines connect Bandung to Cianjur, Jakarta, Purwakarta,
Bekasi, Karawang and Cikampek to the west, and Surabaya, Malang, Yogyakarta and Solo
to the east. It is also a major means of transportation for people living in the suburban areas
of Cimahi, Padalarang, Rancaekek, Cicalengka and Cileunyi.
In 2012, Bandung Commuter Train phase-1 was proposed to be built to connect Padalarang,
Cimahi, Bandung and Cicalengka with 13 Trans Metro Bandung bus corridors to serve as
feeders. Phase-2 will connect Cicalengka to Jatinangor. The railway station is where the
train departs or stops to serve up and down passengers and / or unloading of goods and / or
for the purposes of rail operations. Bandung itself has several railway stations under this
project as below
1. Andir Railway Station;
2. Bandung Railway Station;
3. Cikuda Pateuh Railway Station;
4. Cimekar Railway Station;
5. Cimindi Railway Station;
6. Gado Bangkong Railway Station;
7. Gede Bage (Peti Kemas) Railway Station;
8. Kiara Condong Railway Station.
Table II-4: Train traffic in Bandung city
Num 2016
Type of Train Num of Passengers
1 Executive 943.780
2 Business 511.346
3 Economic 103.0467
4 Local 10.891.857
Jumlah 13.377.450
(Source: PT. KAI Operational area 2 Bandung)
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Figure II-7: Railway rail route in Bandung metropolitan area
(Source: Spatial plans Bandung 2011-2031)
c. Airport terminals
Bandung city is also connected through an International airport named Husein Sastranegara
Airport with two terminals. The International terminal connects the city to Malaysia,
Singapore, Thailand and Darussalam, whereas the domestic terminal provides linkages to
cities in Indonesia such as Jakarta, Surabaya, Denpasar, Menado, Yogyakarta, Batam,
Mataram, Makassar, Bandar Lampung, Palembang, Pangkalpinang, Semarang, and Medan.
The passengers departing from Husein Sastranegara Airport are 291,820 domestic flight
passengers and 302,182 international flight.
Table II-5: Air traffic by month international flight in Husein Sastranegara Bandung
Num Month
(2016)
Aircraft Passengers
Arrivals Departures Arrivals Departures
1 January 181 182 24659 24558
2 February 170 170 21429 22999
3 March 176 176 23877 25667
4 April 177 177 23308 23814
5 May 172 172 25040 25598
6 June 167 167 20260 21719
7 July 185 185 28050 24435
8 August 169 169 22758 24658
9 September 188 188 24524 25454
10 October 195 195 24718 27247
11 November 185 185 25173 25176
12 Desember 199 199 28024 30857 (Source: Central Bureau of Statistic, 2017)
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II.5 Public transportation system
a. DAMRI
DAMRI or Djawatan Angkoetan Motor Repoeblik Indonesia refers to an Indonesian state-
owned public transit bus company. City-owned buses, called DAMRI, operate on longer
high capacity routes. The same provided connectivity to both intercity provincial (AKAP)
and intra city provincial services (AKDP).
Bandung has 2 intercity bus terminals: Leuwipanjang, serving buses from the west, and
Cicaheum, serving buses from the east. Both are at full capacity and are to be replaced by
a new terminal at Gedebage proposed on 15 hectares (37 acres) land, after which the old
terminals will function as inner-city terminals. The new terminal will be located next to the
Gedebage railway station near of Gedebage container dry port.
Table II-6: The number of public transportation fleet between cities in 2016
Num Station Type Total
1 Leuwipanjang
AKDP
Route 12
Fleet 356
Passengers 8526
AKAP
Route 10
Fleet 291
Passengers 5512
2 Cicaheum
AKDP
Route 12
Fleet 135
Passengers 1366
AKAP
Route 18
Fleet 103
Passengers 1541
Trajectory
Route 2
Fleet 15
Passengers 442 (Source : Bandung Transportation Department, 2017)
Table II-7: Data on the number of fleets and DAMRI bus route services in the city of
Bandung
No Route Name of Route Operation Time Quantity Route Length Rate
Damri
I Cicaheum-Cibereum 05.30-20.00 28 26 5.8
II Ledeng-Leuwi Panjang 05.30-19.00 12 28 5.8
IV Kiaracondong-Ciroyom 06.00-12.00 1 32 -
V Dipatiukur-Leuwi Panjang 05.30-19.00 11 19 5.4
VI Elang-Jatinangor 05.30-19.00 12 54 7.4
VII Dipatiukur-Jatinangor 05.30-19.00 13 46 2.8
VIII Kebon Kelapa-Tanjungsari 04.00-19.00 14 54 4.6
IX Cicaheum-Leuwi Panjang 05.30-21.00 31 23.5 8.4
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No Route Name of Route Operation Time Quantity Route Length Rate
XI Cibiru-Kebon Kelapa 05.30-20.00 12 36 13.6
XIV Kiaracondong-Sarijadi 05.30-18.00 2 30 7.2
XV Alun-Alun Ciburuy 05.30-19.00 17 48 3.8
Mikrobus
Antapani-KPAD 05.30-19.00 12 - 4 (Source : Bandung Transportation Department, 2017)
Figure II-8: Route of DAMRI bus
(Source: BLCMP Report 2017)
b. Taxis
Paratransit is a door-to-door public transportation service with passenger vehicles with a
capacity of 5-12 people. Paratransit transport does not have a fixed route set by the local
government, or a fixed schedule such as bus or train service, so that it can be tailored to the
route desired by passengers. Taxis are one of the most desirable modes of transportation in
big cities as an alternative to public transport because of the nature of the service and the
characteristics of the modality are no different from private vehicles. Taxi transport service
is a public transportation service that is not in the route.
Bandung City offers a wide selection of taxis that operate almost in all the centers of
activities, such as hotels, airports, Railway Station, Bus Terminal, Shopping Center, this
makes alternative transportation for migrants and tourists who visit in this city. 10 taxi
companies are listed in the city of Bandung listed can be seen in table II.7 below.
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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Table II-8: Number of taxis in Bandung city
Num Coorporate License Source Total License Factual Number of
Operation
1 Gemah Ripah Bandung Municipality 472 472
2 Kota Kembang Bandung Municipality 261 261
3 Primkopau Bandung Municipality 136 136
4 Blue Bird Bandung Municipality 211 211
5 Putra Bandung Municipality 255 255
6 Cipaganti Bandung Municipality 103 103
7 Rina Rini Bandung Municipality 102 102
8 AA Bandung Municipality 206 156
9 Damai Raya Bandung Municipality 50 50
10 Gemah Ripah West Java Province 41 41
11 Cipaganti West Java Province 69 69
Total 1906 1856 (source: Bandung Transportation Department, 2017)
Figure II-9: Taxi operating in the city of Bandung
(source: www.google.com)
c. Angkot (Paratransit)
Angkot is the best way of transportation for people living in Bandung. A much smaller
version of the bus has a great route that reaches almost all areas of the city and travels
frequently despite not having a definite schedule. Based on data published by Bandung city
government, it is known that Bandung has 39 routes served by 5,521 active vehicles.
Operation Angkot with a maximum capacity of 12 passengers is organized by the local
government in cooperation with the association of Angkot operators. The basic concept is
that the system is implemented by third parties, in which the government plays a role in
granting licenses to companies or individuals based on the eligibility criteria set by the
government.
In 2016 based on data from the Department of Transportation Bandung City there are about
39 transit routes in the city of Bandung, where the trajectory route Abdul Muis - Cicaheum
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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via Binong recorded as a route with the largest number of fleet of 355 fleet while the
trajectory route Cibogo - Eagle is a route with least no 32 fleets. If viewed based on
trajectory distance of the route, Panyileukan Earth - Sekemirung is the longest route
trajectory with a distance of about 24.35 kilometers. More data can be seen in table II.8
below.
Table II-9: Paratransit transportation in Bandung city
Num Fleet Code Route Distance (km) Fleet
1 1A Abdul Muis-Cicaheum Via Binong 16.3 355
2 1B Abdul Muis-Cicaheum Via Aceh 11.55 100
3 2 Abdul Muis-Dago 9.3 271
4 3 Abdul Muis-Ledeng 16 245
5 4 Abdul Muis-Elang 9.75 101
6 5 Cicaheum-Ledeng 14.25 214
7 6 Cicaheum-Ciroyom 17 206
8 7 Cicaheum-Ciwastra-Derwati 17 200
9 8 Cicaheum-Cibaduyut 16.1 150
10 9 Stasiun Hall-Dago 10 52
11 10 Stasiun Hall-Sarijadi 11 150
12 11A Stasiun Hall-Ciumbuleuit-Via Eykman 9.8 53
13 11B Stasiun Hall-Ciumbuleuit-Via Cihampelas 8.3 30
14 12 Stasiun Hall-Gedebage 21 200
15 13 Stasiun Hall-Sarijadi 10.2 80
16 14 Stasiun Hall-Gunung Batu 8.5 53
17 15 Margahayu-Ledeng 19.8 125
18 16 Dago-Riung Bandung 20.6 201
19 17 Pasar Induk Caringin-Dago 19.85 140
20 18 Panghegar Permai-Dipatiukur-Dago 19.35 155
21 19A Ciroyom-Sarijadi Via Sukajadi 11.75 88
22 19B Ciroyom-Sarijadi Via Setrasari 10.75 31
23 20 Ciroyom-Bumi Asri 8.35 115
24 21 Ciroyom-Cikudapateuh 12.9 140
25 22 Sederhana-Cipagalo 16.05 276
26 23 Sederhana-Cijerah 8.9 63
27 24 Sederhana-Cimindi 9 55
28 25 Ciwastra-Ujungberung 13.4 32
29 26 Cisitu-Tegalega 13.95 82
30 27 Cijerah-Ciwastra-Derwati 22.3 200
31 28 Elang-Gedebage-Ujungberung 22.45 115
32 29 Abdul Muis-Mengger 10.55 25
33 30 Cicadas-Elang 18.05 300
34 31 Antapani-Ciroyom 13.7 160
35 32 Cicadas-Cibiru-Panyileukan 13.65 200
36 33 Bumi Panyileukan-Sekemirung 24.35 125
37 34 Sadang Serang-Caringin 18.1 200
38 35 Cibaduyut-Karang Setra 16.6 201
39 36 Cibogo-Elang 7 32 (Source: Bandung Transportation Department, 2017)
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Figure II-10: Angkot in Bandung City
(Source: www.google.com)
d. Trans Metro Bandung
Trans Metro Bandung is Bus Rapid Transit in Bandung, which was inaugurated on
December 22, 2004. Trans Metro Bandung has operated the first corridor that is corridor
Cibeureum-Cibiru as far as 16 km. There are 16 stops on the Trans Metro Bandung line.
Bus corridor I is just past Jalan By Pass Soekarno Hatta. The bus is also expected to reduce
the number of angkot and congestion solutions in the city of Bandung. TMB is a joint
project between the government of Bandung with Perum II DAMRI Bandung in providing
mass transportation services at low prices, facilities and comfort that is guaranteed and on
time to destination.
Trans Metro Bandung (TMB) is a more convenient bus operated by TMB Technical
Service Unit, also under the supervision of Bandung Transportation Department. It is
equipped with a new vehicle equipped with air condition with a designated bus stop and an
automated ticketing system. TMB has been operating in four corridors with a total of 30
buses currently running. The three TMB corridors are:
a. Cibiru - Cibereum (Corridor 1)
b. Cicaheum - Cibeureum (Corridor 2)
c. Cicaheum - Sarijadi (Corridor 3)
d. Leuwi Panjang - Antapani (Corridor 4)
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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Figure II-11: Route of Trans Metro Bandung
(Source: BLCMP Report 2017)
The average length of the TMB route is 13 km, with flat rates divided into two classes,
which is US $ 0.205 per adult and US $ 0.103 per student and is applied to all TMB services
(US $ 1 = IDR 14,599). The rates are very affordable with regard to the services provided.
This is lower than the angkot fare for all but the shortest journey, and hence provides tight
competition angkot operators to attract passengers The Department of Transportation has
provided monthly income data from the period September 2009 to February 2011. TMB's
monthly income averaged 40 million rupiah, which equivalent to 20,000 passengers using
this service every month.
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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Figure II-12: Bus stop Trans Metro Bandung list
(Source: www.google.com)
e. School bus
School children in the city of Bandung are provided Free School Bus. The school bus is
divided into four corridors, namely Cibiru-Asia Afrika, Antapani-Ledeng, Dago-
Leuwipanjang, and Cibeureum-Cibiru. The Cibiru-Asia Africa, Antapani-Ledeng, Dago-
Leuwipanjang corridors are under the authority of PT TMB pool, while Cibeureum-Cibiru
is in the shade of Prima Lestari. Operation time itself starting at 05:00 to 08:00, 11:00 to
14:00, 16:00 to 19:00 pm. This service is provided for elementary, junior and high school
students with a Student Identity Card.
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Figure II-13: Route of school bus in Bandung city
(Source: http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html)
Figure II-14: School bus that operated in Bandung city
(Source: www.infobandung.co.id)
f. Bike sharing
Bike sharing in the city of Bandung has been planned and implemented since July 2017.
The provision of a Bike Sharing system in the city of Bandung aims is to provide a more
sustainable and green mode of transportation in the city so as to reduce congestion and
pollution.
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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Figure II-15: Maps for existing bike lane in Bandung (Weningtyas et al, 2016)
From the Figure II.15, existing bike lanes can be divided into 3 segment, segment 1 consists
of Jl. Dipati Ukur, Jl.Panata Yuda, Jl. Layang Pasopati, Jl. Aria Jipang, Jl. Diponegoro.
Segment 2 bike lane consists of Jl. Aceh. Segment 3 consists of Jl. Asia Afrika.
II.6 Master plan of transportation Bandung
It is observed that of 1236 km of road network in the city about 31% of the roads in
Bandung are in poor condition of which only 15% are reparable.
One solution that is currently being explored is to provide representative mass
transportation, and overpass construction in some points, such as Cimindi, Kiaracondong,
and Pasupati. Construction of flyovers (fly-over) or even underpasses is still needed to
reduce congestion. In addition to the future need to further develop the concept of potential
public transportation system such as monorail, tram, or cable car, and so forth. The concept
of developing Mass Rapid Transit (MRT) mode of transportation (monorail) has been in
discussion by the Bandung City Government since 2012. This is marked by the signing of
a joint operation between Vice President of China National Machinery Imp. Exp.
Corperation (CMC) with the President Director of Panghegar. Phase I development is
planned along the banks of the Cikapundung River. The growing use of bicycles to the
workplace (bike to work) is also one of the efforts that must be developed in overcoming
the problem of congestion and also increasing public awareness of environmental issues
that occur today.
The support of bicycle lane and its maintenance in Bandung is a real step in realizing the
use of environmentally friendly transportation mode. Cycling communities should be more
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
25
appreciated for their positive efforts in promoting this. Development of bicycle as a mode
of transportation should be encouraged in the future, including through the approach (i)
bike to work, (ii) bike to school, (iii) bicycle to lunch (Bike to Lunch), (iv) bike to sharing,
(v) the development of certain days for cycling, and so on. The development of the shuttle
for the city bike 'City Bike Shuttle' also needs to be further improved in the future.
Table II-10: Policy direction for transportation service transportation development
Goal Strategy Policy direction Program
The realization of a
comfortable public
transportation system
and controlling
congestion
Adequate
transportation
infrastructure and
facilities are
available
Improvement of basic
transportation facilities
and infrastructure
Development
program for
transportation
facilities and
infrastructure
Providing proper
terminal facilities
Program for the
construction of
transportation
infrastructure and
facilities
Rehabilitation and
maintenance of
transportation
infrastructure and
facilities
Infrastructure
rehabilitation and
maintenance program
and Road Transport
Traffic facility
Increase the feasibility
of operating a
motorized vehicle
Program to increase
the feasibility of
operating a motorized
vehicle
Development of mass
public transport
systems (rail and non-
rail based)
Transportation
service improvement
program
Controling
congestion aspects
Provides road
completeness facilities
(signs, markers, traffic
lights, road nails and
markers)
Traffic control and
security program
26
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Table II-11: The proportion of the budget for each program to improve public transportation of the transportation service
Number Programs Performance Indicator Fund 2014
(US $)
Fund 2015
(US $)
Fund 2016
(US $)
Fund 2017
(US $)
Fund 2018
(US $)
1
Program for the
construction of
transportation
infrastructure and
facilities
Number of infrastructure and
terminal facilities built 287,348 316,083 336,512 370,163 407,179
2
Rehabilitation and
maintenance of road
transport infrastructure
and facilities
Number of functioning facilities
and good conditions 150,695 165,765 171,161 Z 207,105
3 Transportation service
improvement program
Availability of public
transportation system facilities
and infrastructure in accordance
with the city transportation
master plan
1,866,744
22,82,202
(34,249 from
provincial assistance)
24,65,511
(34,249 from
provincial assistance)
27,12,062
(34,249 from
provincial
assistance)
29,83,268
(34,249 from
provincial
assistance)
4
Development program
for transportation
facilities and
infrastructure
There are bus stops built on the
route that public transport has
served on the route
387,013 425,714 457,106 502,816 553,098
6 Traffic control and
security program Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910
7
Program to increase the
feasibility of operating a
motorized vehicle
the feasibility of operating a
motorized vehicle 558,257 614,083 664,312 730,743 803,817
Total
Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049
27
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Table II-12: Vision and Mission of Bandung city in the field of transportation
Mandatory Affairs:
Transportation
1. The concept of a public parking building in each district is dense
2. Busway / Monorail / Tram / Cable Car Concept
3. The concept of "City Bike Shuttle
4. Traffic management concept: 'One-way road'
5. Bike to Work expanded
6. Construction of mixed-use stations / terminals
7. Renovation of the airport as Bandung gate
8. Transfer of Cipularang visitors to non-Pasteur gates. Examples of
numbers that end oddly to Pasteur, which even reach Buahbatu
9. Expansion of the "Car Free Day" area
10. "Wheel Lock" concept and fines for parking violators
(Source: Regional Medium-Term Development Plan for the City of Bandung)
II.7 Transit oriented development
Concerning the development planning of Bandung city with the concept of Live, Work,
and Play (life, Work, and Tourism / entertainment), planning the concept of space structure
of the upcoming Bandung city directed at polycentric patterns. activity Bandung city
community will be served by two service centers in the city square and Gedebage and eight
sub-centers of urban services in each sub-region of the city. Polycentric development is
expected to foster growth the city of Bandung to compact city or city growth is unified and
regular.
Growth starts from the sub-regional centers of the city then spreads to the surrounding area.
The road network serves as a central linking network center of activity and not as the focus
of growth of the region (spatial plan Bandung area 2011-2031). the design of the city that
is most suitable to the polycentric pattern is Transit Oriented Development (TOD). The
scheme of this project will be offered through PPP (Public Private Partnership) scheme by
holding private parties to invest.
Table II-13: TOD location proposal in the Bandung city
No
Proposed of TOD Location
(Transit Oriented
Development)
Justification
1
Integrated Terminal (TOD)
of the Gedebage City Service
Center
• Development plan for the Gedebage City Service Center:
a TOD will be built with an integrated terminal between
heavy rail & Monorail, intercity buses (Inter-City and
Inter-City Within Provinces), and BRT. (Plans in the
Spatial Plan (Regional Spatial Plan 2011-2031);
• In the Gedebage Integrated Area there are residential
areas, offices, education, commercial areas and tourist
areas.
2 TOD in Bandung Railway
Station
• At the location of the Bandung train station there are
residential areas, offices, commercial, hospitality,
education;
• It is a meeting point between heavy rail, BRT and city
transportation (angkot) modes.
28
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
No
Proposed of TOD Location
(Transit Oriented
Development)
Justification
3 TOD in Service Sub-Center
of Ujungberung
• At the location of the Service Center of Ujungberung
City, there are residential areas, offices, commercial,
hospitality, education;
• In the plan of the public transport service network, the
Ujungberung City Service Sub-Center is the location for
meeting monorail and BRT public transports;
• Plans in the Bandung City Spatial Plan 2011-2031.
4 TOD in Arcanamik
• In the Arcamanik location there are residential areas,
offices, commercial areas, education;
• In the transport service network plan, Arcamanik is a
meeting location between Monorail and BRT public
transport.
5 TOD di Leuwipanjang
Terminal
• At the Leuwipanjang terminal location there are
residential areas, offices, commercial areas, education;
• On the proposed public transport service network plan,
the Leuwipanjang Terminal service site is a meeting
point between heavy rail and BRT modes.
6 TOD in Service Sub-Center
of Kordon
• At the location of the Kordon City Service Sub-Center
there is an industrial, commercial, educational area;
• In the public transport service network plan, the Kordon
SPK is the location of meetings between heavyrail,
monorail, and BRT public transport.
7 TOD in Cicaheum Terminal
• In the location of the Cicaheum terminal there are
residential, industrial, commercial, educational areas;
• In the proposed public transport service network plan,
CIcaheum Terminal is the location of the meeting
between monorail, BRT and city transportation;
• Plans in the Bandung City 2011-2031 Spatial Plan.
8 TOD in Ledeng Terminal
• At the Ledeng terminal location there are residential,
commercial, educational areas;
• In the public transport service network plan, the
plumbing terminal is the location for meeting monorail
public transport and city transportation;
• Plans in the Bandung City 2011-2031 Spatial Plan.
9 TOD in Martadinata
• In the Martadinata location there are residential areas,
offices, commercial areas, education;
• In the plan of the public transport service network,
Martadinata is a meeting location between monorail and
BRT public transport.
10 TOD in KH 2 Padalarang
• In the KH2 Padalarang location there are residential,
commercial, office, education, industrial areas;
• In the plan of the public transport service network, KH 1
Cimahi is the location of meetings of heavy rail,
monorail and city transportation;
11 TOD in KH 1 Cimahi
• In KH 1 Cimahi there are residential, commercial, office,
education and industrial areas;
• In the plan of the public transport service network, KH 1
Cimahi is the location of meetings of heavy rail,
monorail and city transportation.
12 TOD in KH 2 Soreang • In the KH 2 Soreang location there are residential,
commercial, office, education and industrial areas;
29
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
No
Proposed of TOD Location
(Transit Oriented
Development)
Justification
• In the plan of the public transport service network, KH 2
Soreang is the location of meetings of heavy rail,
monorail and city transportation.
13 TOD in KH 3
Tanjungsari/Jatinangor
• In the location of KH 3 Tanjungsari / Jatinangor there are
residential, commercial, office, education and industrial
areas;
• On the plan of the public transport service network, KH
3 Tanjungsari / Jatinangor is the location of meetings of
heavy rail, monorail and city transportation.
14 TOD in KH 3 Majalaya
• In KH 3 Majalaya there are residential, commercial,
office, education and industrial areas;
• In the plan of the public transport service network, KH 3
Majalaya is the location of meetings of heavy rail,
monorail and city transportation.
(source: Bandung Urban Mobility Plan)
II.8 Road-based transportation
1. Trans Metro Bandung (BRT/TMB)
The purpose of developing Trans Metro Bandung is the creation of urban public transport
that is safe, convenient, easy, on time, affordable tariff with excellent service standards.
The condition of public transportation in the city of Bandung is assessed still not satisfy
the community so that the level of use is far less than the use of motorcycles. From the
result of survey analysis of consultant team, got the result that the average distance traveled
by user of motorcycle user in Bandung city in doing daily activity is 7,89 km with average
travel time 25,54 minutes / trip / day the average cost of travel is US $ 0.76 per day. Bandung
city government plans to provide 13 corridors TMB, namely:
Table II-14: Plan to develop bus corridors in the city of Bandung
Priority Route/Corridor
1 Elang (Cibereum)-Soekarno Hatta-Cibiru
2 Cibereum-Cicaheum
3 Cicaheum-Sarijadi
4* Banjaran-Gedebage-ST Hall
5* Padalarang-Cimahi-Elang-ST Hall
6 Antapani-Laswi-ST Hall
7 Antapani-Laswi-Lingkar Selatan
8* Padalarang-Tol-Terusan Pasteur-Pasteur-Wastukencana-ST Hall
9* Soreang-Kopo-Leuwipanjang-ST Hall
10 Cibaduyut-Tegallega-ST Hall
11 Ledeng-Gegerkalong-Setiabudi-Cihampelas-ST Hall
12 Ujungberung-Cicaheum-Surapati-Dago-ST Hall
13 Caringin-Pasirkoja-Kebonkawung-Pasirkaliki-Sukajadi-Sarijadi
* Trayek AKDP/Perbatasan
30
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Figure II-16: Bus route map corridor plan
(Source : Bandung Transportation Department, 2017)
Figure II-17: Bandung Trans Metro bus fleet
(Source: Bandung Urban Mobility Plan)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
2. School bus
Based on the survey conducted by city government consultant Bandung, about 52% of
people use public transportation for the benefit of education (school and college).
Meanwhile, only 12% of private vehicle users use it for educational purposes.
School pioneering program - one of them - to shorten the distance of students to school.
Thus, students or parents may reduce vehicle use to school. From a study that has been
done by the Directorate General of Transportation Ministry of Transportation, obtained the
characteristic of the prospective users of student transportation in the city of Bandung like
the table below:
Table II-15: Characteristics of school children public transport users
No Characteristic Output
1 Transportation costs to school 72% of students pay for transportation costs of
US $ 6.85 – 17.12 (Rp 2000,000 to 3000,000).
2 Selection of transportation modes for
travel to / from school
52% of students use public transportation to
travel to / from school
3 Journey Characteristic Pre-Transport:
1. Average distance 0-3 km;
2. The average travel time is <15 minutes
3. Average transportation cost of US $ 137
Main Transport:
1. The average distance traveled 7 km;
2. The average travel time is 30-50 minutes
3. Average transportation cost of US $ 205.5
Post Transport:
1. Average distance of 50 m;
2. The average travel time is <10 minutes
3. Average transportation costs do not exist (Source: Bandung Urban Mobility Plan)
From data of school distribution and residential area in bandung city along with pattern of
student movement, suggestion of corridor for school bus in bandung city as follows:
Table II-16: Plan for school bus routes in Bandung
No Corridor Proposed Student General Network Routes
1 North Corridor-Downtown
(Ledeng-Pusat Kota)
Setiabudi-Terminal Ledeng-Sukajadi-Pasirkaliki-
Pajajaran-Cicendo-Kebon Kawung-Astanaanyar-Pasir
Koja
2 North Corridor -Downtoan
(Dago-Pusat Kota)
Terminal Dago-Juanda-Merdeka-Lembong-Lengkong
Besar-Pungkur-Terminal Kebon Kelapa
3 South Corridor -Downtown Kopo-Leuwipanjang-Kopo (Rumah Sakit Immanuel)-
Pasirkoja-Kebon Kelapa;
4 West-East Corridor (Cibiru-
Ujungberung-Djunjunan)
Cibiru-Ujungberung-Cicaheum-Gazibu-Djunjunan
5 East Corridor-Downtown
(Arcamanik-Downtown)
Arcamanik-Antapani-Jakarta street-Supratman-
Martadinata (Riau)-Merdeka street-Wastukencana-
Cicendo-Kebonkawung
6 East Corridor-Downtown
(Soekarno Hatta-Gedebage-
Cibiru-Soekarno Hatta-Gedebage-Derwati-Margacinta-
Kordon-Terusan Kiaracondong-Soekarno Hatta-Buahbatu-
Karapitan-Asia Afrika
32
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
No Corridor Proposed Student General Network Routes
Derwati-Kordon-Buahbatu-
Downtown)
7 East Corridor – West
Corridor (Cibiru-Cibereum)
Cibiru- Soekarno Hatta-Cibeureum
8 Circle Corridor Bandung Peta-BKR-Pelajar Pejuang 45-Laswi-Martadinata-
Merdeka-Wastukencana-Pajajaran-Cicendo-
Kebonkawung-Pasirkaliki-Pajajaran-Abdul Rahman
Saleh-Garuda-Sudirman-Jamika. (Source: Bandung Urban Mobilty Plan)
The users of these school bus services are elementary school students (SD) and equivalent,
junior high school (SMP) and equivalent, as well as high school (SMA) and vocational
high school (SMK) or the equivalent. Therefore, the city government of Bandung provides
a large bus with a capacity of 70 people (30 sit, 40 stands). According to school time, the
school bus operation schedule is divided into three shifts:
1. Shift 1 (morning) 05.00 am – 07.30 am
2. Shift 2 (noon) 11.00 am – 02.00 pm
3. Shift 3 (afternoon) 04.00 pm- 06.30 pm
Figure II-18: School bus corridor route 1
(Source: Bandung Urban Mobilty Plan)
33
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Figure II-19: School bus corridor route 2
(Source: Bandung Urban Mobilty Plan)
3. Tourism bus
Based on the survey, it turns out 61% of migrants to the city of Bandung are tourists who
come for nature tour while shopping or culinary tour. Their interests are certainly different
from the immigrants who make a business visit or just a family visit. Currently, because
the transportation system of Bandung city has not accommodated specifically the vehicle
tours, private vehicles are still dominant (54%) became the main mode of choice of visitors
to the city of Bandung.
Procurement of tour bus aims to provide comfort, security, and convenience to tourists
while traveling in the city of Bandung. Thus, the tour will not use private vehicles or other
public vehicles so that the level of traffic density will be reduced. In addition, the existence
of the tour bus will also be the main attraction and become an icon of the city of Bandung
and in turn will increase the local revenue from the tourism sector. "BANDROS" is a two-
story medium-sized bus with 24 seat capacity to provide comfort to passengers. Despite
limited capacity, developed countries that have had a positive impact from the City tour on
bus.
34
SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Figure II-20: Tourism bus fleet “Bandros”
(Source: Bandung Urban Mobilty Plan)
Route 1:
TSM– Jln. Gatot Subroto – Jln. Pelajar Pejuang – Jln. Talaga Bodas – Jln. Burangrang –
Jln. Gatot Subroto – Jln. Asia Afrika – Jln. Banceuy – Jln. Naripan – Braga – Jln. Suniaraja
– Jln. Perintis Kemerdekaan – Jln. Wastukencana – Jln. R.E. Martadinata – Jln. Ir. H.
Juanda – Jln. Dipenogoro – Jln. Citarum – Jln. R.E. Martadinata – Jln. Laswi – Jln. Gatot
Subroto - TSM
1. Waiting time each bus stop/shelter 5 minutes
2. Travel time ± 91 menit (based on traffic)
3. Route length 13,7 km
Figure II-21: Tourism bus corridor route1
(Source: Bandung Urban Mobilty Plan)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Route 2:
BTC – Jln. Dr. Djunjunan – Jln. Sukajadi – Jln. Setiabudi – Jln. Cihampelas –Pasopati –
Jln. Surapati – Jln. Dipenogoro – Jln. Cimandiri – Jln. Ciliwung – Jln. R.E. Martadinatha
– Jln. Merdeka – Jln. Perintis Kemerdekaan – Jln. Suniaraja – Jln. Otto Iskandardinata –
Jln. Stasiun Timur – Pascal Hypersquare – Jln. Pasirkaliki - Jln. Dr Djunjunan - BTC
1. Waiting time each bus stop/shelter 5 minutes
2. Travel time ± 120 menit (based on traffic)
3. Route length 19,11 km
Figure II-22: Tourism bus corridor route 2
(Source: Bandung Urban Mobilty Plan)
II.9 Skywalk
The city government of Bandung plans the construction of skywalk, in addition to the
improvement of the sidewalks included in the green transport program (green transport).
Pedestrian paths, in urban contexts, are pedestrian-specific spaces that serve as a means of
attainment and may protect pedestrians from dangers coming from motor vehicles. In
Indonesia, this pedestrian path is better known as a sidewalk, which means a 1.5 to 2-meter-
wide path along the public road.
Cihampelas Skywalk is a street that has been built on the road (skywalk) located at
Cihampelas street. The main purpose for this program is to provide a special place for
walking and shopping in Cihampelas. In this case, the street vendor and pedestrian on
Cihampelas street will be moved to the skywalk in order to decrease traffic jam and conflict
between pedestrian and vehicle on Cihampelas street.
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Figure II-23: Route plan sky walk
(Source: Bandung Urban Mobility Plan)
The investment value for the construction of pedestrian facilities is still under review. As a
reference is the budget estimate of the feasibility study results for the Kiaracondong
skywalk project - Kebon Kawung station conducted by the consultant. Skywalk
development budget is estimated at US $ 20.55 Million
Figure II-24: One example of the design of sky walk in urban areas
(Source: Bandung Urban Mobilty Plan)
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II.10 Bike sharing
Bandung city government has launched several programs to restore cycling culture to the
community, which is to build a special bicycle path, the implementation of car free day (the
area without a motor vehicle), and bike sharing program. However, the traffic problems of
today's city of Bandung make an effort to restore a cycling culture that should easily
become no easy anymore. The development of bicycle and bike sharing facilities aims to
restore cycling culture in Bandung city community. Thus, the green transport system
(integrated transport) with the development of the city TOD design will soon be realized.
In addition to the construction of bicycle lanes, other programs also developed are bike
sharing. The bike-sharing program is the provision of bicycles as a cheap means of
transportation within the city that also feeds citizens to other public transportation places.
Therefore, this bike-sharing station is placed in bulk transportation points such as bus
terminals and train stations. The program has actually started in 2012 with the provision of
150 bicycles that can be rented at US $ 0.205 in 12 station in the area of Buah Batu and
Dago.
Figure II-25: Bicycle lane plans in Bandung city
(Source: Researched by Banopolis)
The implementation of bike-share system in Bandung planned to be divided into three
phases. Each phase covers strategic points such as schools and universities, commercial
areas, office areas, public areas, and residential areas. Developing Bandung Bike-share
cannot be done simultaneously in all potential areas. The development should also consider
available resources. There are three phases of Bandung Bike-share program in 15 years
development.
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1st Phase: This is done from the beginning until the first year of the program. The amounts
of stations that will be built are 100 stations, which are 60 stations in the beginning and 40
stations in the next year. These stations will be spread out in the primary center of Bandung
City, which covers Bojonegara and Cibeunying Development Area.
Figure II-26: Potential area of Bandung Bike-share development
(Source: Researched by Banopolis)
Figure II-27: The 1st phase of Bandung Bike-share development
(Source: Researched by Banopolis)
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II.11 Rail-based transportation
1. Light Rail Transit (LRT)/Monorail
The city government of Bandung is preparing two corridors of Mono Rail i.e. Corridor 1
and 2 as a CBD corridor.
The monorail in the city of Bandung will have a train with speeds ranging at 60 km/hour.
Based on several studies, the estimated potential of monorail passengers in Bandung city
in the first year of operation (in 2019) ranged from 9.975 to 33.581 passengers per day.
Two monorail corridors will be prepared to serve people who enter or exit the city center.
The corridor 1 corridor will serve the movement in the north-south corridor of Bandung
starting from the Soekarno-Hatta road (bypass) to the vicinity of Sasana Budaya Ganesha
(SABUGA) ITB with a track length of about 10.147 km. In this corridor is planned there
are 16 stations.
Figure II-28: Route light rail transit Bandung corridor 1
(Source: Bandung Urban Mobilty Plan)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Figure II-29: Route light rail transit Bandung corridor 2
(Source: Bandung Urban Mobilty Plan)
Table II-17: Recapitulation of Bandung monorail infrastructure development costs
Num Job Description Cost (US $)
Corridor 1 Corridor 2
1 Technical Design and
Supervision 10,92,413 21,61,777
2 Preparation of
Railroad Construction 67,12,416 1,36,52,095
3 Monorail Line
Construction 6,71,24,156 13,65,20,952
4 End Station
Development 60,32,400 61,08,815
5 Middle Station
Development 69,09,840 75,97,484
6 Start Station
Development 1,05,56,699 3,21,43,204
7 Depot Development 3,76,73,813 3,76,73,813
8 Signal and
Telecommunications
Work 57,03,360 75,97,484
9 Land acquisition 1,25,851 1,70,651
Total 1,41,93,09,54 24,36,39,975
Tax 10% 1,41,93,095 2,43,63,998
Total + Tax 15,61,24,050 26,80,03,973
2. Cable car
One solution of traffic congestion in the city of Bandung, which has many benefits, is cable
car. Cable cars can overcome traffic congestion because its use will reduce the use of roads
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by residents and tourists. Currently, people in the city of Bandung have no alternative
transportation other than land transportation mode.
Figure II-30: Example of cable car in Australia
(Source: www.google.com)
Cable transportation mode or cable car can be the right solution. in addition to the reasons
to reduce traffic congestion, the cable car also has many benefits for its users, namely:
environmentally friendly, safe, convenient, fast, timely, affordable, high level of safety and
has a large carrying capacity. Related to the concept of urban development with TOD
(Transit Oriented Development), the cable car is also quite feasible because it can connect
the points of activity center location in the city of Bandung and can integrate (feeder) with
the existing transportation system. This mode of transportation is also environmentally
friendly because it uses electricity so as not to emit exhaust emissions and not noisy.
Table II-18: Cable car specifications and investment costs
Description (Technical Data)
1 Distance Power Consumption at Full Load ± 1,8 Megawatt
2 Number of tower/poles 48
3 Speed 20-40 km/hour
4 Interval between cabins 50 m
5 Passenger per cabin 10
6 System capacity 3600 pphpd (People per hour per direction)
7 Time to ride in minutes 36
Investment (US $ Millions)
1 Import component
2 Cable car system 93.3
3 Stations 0.86
4 Civil construction 5.14
5 Land lease for first 5 years (total 25 years lease)
6 10 Stations 1.7
7 50 Poles 1.7
8 CSR Program 1.37
9 Planning, Design, Engineering, Supervision 2.46
10 Permit and Licenses 2.46
11 Other 2.46
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12 Total 111.5
Note: Cable car system = US $ 10 million per km (1 US $ = Rp 14,599)
Observations or surveys were conducted on 3 cable car trails consisting of trace 1 (Red
Line), trace 2 (Green Line), and trace 3 (Blue Line). This survey corridor is determined
based on the development plan of urban mass transportation network of Bandung and
surrounding areas that coincide with the network of road infrastructure that connects the
tourist destinations in the city of Bandung.
Figure II-31: Cable car route plan in Bandung city
(Source: Bandung Urban Mobilty Plan)
The project is implemented under a PPP (Public Private Partnership) scheme or
government-private partnership with a BOOT (Built Own Operate Transfer) model of
support and government guarantees will be prepared as a form of government support in
this development.
II.12 Park and ride
The explosion in the number of vehicles in the city of Bandung brings additional problems
that make the transportation system increasingly chaotic. The explosion of the number of
vehicles caused the available parking facilities could no longer accommodate the vehicles
used by citizens and immigrants. Consequently, more and more parking appears in the
street body (on street parking). Based on existing data, parking on the road has cut about
37.6% of the installed capacity of road network in Bandung.
The area of the road network was reduced to 1.5% from 3-4% of the city area. In fact, the
ideal area of the road network is a minimum of 10% of the city area. Off street parking
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system aims to restore the function of the road so there is no blockage in the road segment.
Thus, the level of traffic congestion can be reduced. In addition, off street parking system
can also curb the illegal parking which will have an impact on increasing the original
opinion of the area from parking.
Figure II-32: Map of the park and ride location plan for the city of Bandung
(source: Bandung Urban Mobility Plan)
Figure II-33: Example of a parking building used in the city center
(Source: Bandung Urban Mobility Plan)
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SUTI DATA COLLECTION
Data collection approach for SUTI
A brief explanation of data collection approaches, officials met, main sources of
information, preliminary survey, interpretation, aggregation of data, panel of experts and
city officials concurring with the input data on various indicators challenges faced and how
they were overcome is being presented in the chapter.
Data collection for SUTI for Bandung city can be considered easily obtained since almost
all the data are available and had an easy access. Bandung Transportation Agency (BTA)
played a major role in providing the data since almost the data are majorly related to public
transport which are under the authority of BTA. Bandung city are also very active in
assessing the existing public transport condition and is eagerly and ambitious to develop a
better public transportation system while also considering more on environmental issues.
In 2017, Bandung city along with the Vital Strategies, NACTO and Bloomberg
Philanthropies Initiative for Global Road Safety has managed to create Bandung Road
Safety Annual Report. Bandung also had a study for traffic and public condition in BLCMP
project with SYSTRA. Other data needed for SUTI assessments are available and provided
by the city’s agencies.
On obtaining the data for SUTI no surveys are needed since almost the data can be obtained
and updated to the latest year data.
Table III-1: Ten indicators of Sustainable Urban Transport Index
No Indicators Data
Sources Officals source
1
The extent to which transport plans cover public
transport, intermodal facilities and infrastructure
for active modes
Masterplan Report, RPJMD
bandung City, Urban Mobility
Report
BTA
2 Modal share of active and public transport in
commuting BLCMP Report BTA
3 Convenient access to public transport service Bandung in Figures Report
Bandung
Bureau of
Statistic
4 Public transport quality and reliability Survey conducted by BTA BTA
5 Traffic fatalities per 100,000 inhabitants Bandung Road Safety Annual
Report BTA
6 Affordability – travel costs as part of income Survey conductedby BTA BTA
7 Operational costs of the public transport system Data PT companies BTA
8 Investment in public transportation systems Data provided by BTA BTA
9 Air quality (PM10) Data provided by Bandung
Environmental Agency BEA
10 Greenhouse gas emissions from transport Data provided by Bandung
Environmental Agency BEA
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SUTI
IV.1 Sustainable Urban Transportation Index
Sustainable Urban Transport Index (SUTI) is a framework of indicators for the assessment
of urban transport systems and services in a city. The Sustainable Urban Transport Index
(SUTI) has been developed by UN ESCAP to help
summarize, track and compare the performance of Asian cities with regard to sustainable
urban transport and the related Sustainable Development Goals (SDGs).
The following table lists the 10 indicators, measurement units and normalization range.
The indicators and SUTI can help summarize, track and compare state of urban transport
performance in a city. SUTI can serve as a useful tool for cities to assess the achievement
of the SDG 11, more specifically target 11.2 and implementation of the New Urban
Agenda.
Table IV-1: Ten indicators for Sustainable Urban Transport Index
No Indicators Measurement
units
1 The extent to which transport plans cover public transport,
intermodal facilities and infrastructure for active modes 0 - 16 scale
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.
IV.2 Data collection for each SUTI indicators in Bandung city
SUTI project has been implemented in the city of Jakarta in 2017, after seeing the project
prospect is successful then proceed to other big cities in Indonesia. The city that became
the next pilot in the application of each indicator of the SUTI program that is, the city of
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Bandung and the city of Surabaya. Here are the data from 10 indicators SUTI that have
been collected in Bandung;
Indicator 1: Extent to which transport plans cover public transport,
intermodal facilities and infrastructure for active modes
This indicator must be produced by undertaking a manual document review of the City’s most
recent transport plan and score it with a set of criteria defined for this indicator. This review
involves designating an expert or a small expert team to read and score the plan according to
the criteria.
Time, manpower and independence, should be secured for this process.
Is City’s most recent (<10
years) transport plan
available? If yes when was
it prepared/approved?
Year: 2013-2018
Title of the document:
1. Medium-Term Development Plan 2013-2018
2. Bandung Urban Mobility Plan 2031
3. The Strategic Plan of The Transportation department Of
Bandung City 2013-2018
Expert (s) reviewing the
document (Name,
Designation & affiliation)
i. Widyarini Weningtyas, ITB, Urban Transport Expert
_______________________________________
ii. Didi Ruswandi, Bandung Transportation Agency.
Indicator 2: Modal share of active and public transport in commuting
This ‘modal share’ indicator is of interest in many cities, but definitions vary, and data can be a
problem. In case no data exist, or existing ones are outdated (e.g. 10 years old or more) the city
will need to derive new data on transport volumes (trips) per mode. This may involve conducting
some form of a travel survey, or using other methods, as described in section 3.2. This can be a
major task
Commuting trips using active and public travel modes: using a travel mode to and from work and
education other than a personal motorized vehicle
A. Active Modes: ‘Active transport’ means cycling and walking.
We need to include share of cycle rickshaws as part of cycle and mention the share separately in a
foot note.
Public transport: Includes public bus, BRT, tram, rail, scheduled ferry.
Please mention share Informal Public Transport & para transit separately in a foot note. These may
include taxi or unofficial motorized para-transit (auto-rickshaw, mini-bus, tuk-tuk, etc. as well as
school bus and company bus).
Is mode share data
(<10 years) available?
Year: 2017
Title of the study: Mode Share Study
Modes included:
1. Scheduled bus and minibus (DAMRI & TMB)
2. Angkot
3. Taxi
4. Passenger Car
5. Bus (recreational)
6. Motorcycle
7. Truck
Please indicate status
of data collection & the
strategy you are
planning to adopt.
The result of share mode is obtained in the process of transportation
modeling approach using split mode function using the Stated
Preference survey to 800 respondents on weekdays and 400 respondents
on weekends, total are 1200 respondents. The following flow chart
shows the approximate demand approach and the vehicle modal
separation process considered in the model:
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Result:
Table of proportion of public transport users (weekday)
PURPOSE
COMMUTING
(WORK AND
EDUCATION)
MODE # Subtotals
a. Scheduled bus and minibus 12380
b. Angkot 36825
c. Taxi 495
d. Public transport (a+b+c+d) 49700
e. Passenger car 122254
f. Bus (Recreational) 6822
g. Motorcycle 130241
h. Truck 390
i. Individual motorized (e+f+g+h) 259707
j. Total (d+i) 309407
k. Public (d) 49700
l. Modal share of active and
public transport (k/l * 100) 16.06
(Source: mode share study, 2017)
Table of proportion of public transport users (weekend)
PURPOSE
COMMUTING
(WORK AND
EDUCATION)
MODE # Subtotals
a. Scheduled bus and minibus 14780
b. Angkot 48773
c. Taxi 195
d. Public transport (a+b+c+d) 63748
e. Passenger car 99801
f. Bus (Recreational) 5742
g. Motorcycle 112289
h. Truck 350
i. Individual motorized (e+f+g+h) 218182
j. Total (d+i) 281930
k. Public (d) 63748
l. Modal share of active and
public transport (k/l * 100) 22.61
(Source: mode share study, 2017)
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Indicator 3: Convenient access to public transport service
This indicator requires the combination of data for the density and frequency of the public transport
(PT) service network, and data for the number of citizens living in 500 m buffer zones of main
nodes in the network. There are different methods to estimate these data as described in section 3.3
but it may require some effort to derive data both for PT frequency and population inside the buffer
zones.
Proportion (percentage) of the population that has convenient access to public transport,
defined as living 500 meters or less from a public transport stop with minimum 20-minute
service.
Public transport is a shared passenger transport service available to the general public, excluding
taxis, car pools, hired buses and para-transit (same delimitation as used for public transport in
indicator 2. Active transport is not included here)
We need:
1. Population density map
2. Bus Flow Map (No of bus trips/hour on the link)
Do we have a population
density map readily available
for smallest spatial unit
feasible (ward/zone/..)?
Create a population density based on population by ward/zone
data.
1. Data on the population of the city of Bandung per district in
2016 was obtained from the statistics center of the city of
Bandung.
2. Data on the location of public transport stations and terminals
is obtained from the transportation department of the city of
Bandung.
Road Network Map Using Google Earth Pro
Bus Route Network &
Bus Frequency
• Obtain bus route network from Bus Operators
• Obtain bus route wise frequency from Bus Operators
(Hourly/daily)
• Generate a bus flow map (buses/per hour per direction)
• Select network with 3 or more buses per hour frequency (SN)
• Draw a buffer of 500 meters
Estimation of area and
population with PT access
• Estimate area under each density block
• Estimate total population under influence of SN
Please provide status
1. Density map available?
2. Route maps available?
1. Available
2. Available
Strategy & Status
The process carried out in obtaining convenient in accessing the
location of public transport data, namely first mapping the
number of sub-district-based population in the city of Bandung
and looking for points of location of terminals and stations
scattered in the city of Bandung using ArcGIS software. At this
stage buffer zones will be created in each station and bus stop
covering an area of 500 m and then calculate the area based on
the sub district that enters the buffer zone. After obtaining the sub
district area that is included in the buffer zone, multiplied by the
number of population in each of these sub-districts, the
population can access public transportation.
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Density Maps of Bandung city
Location terminal and station public transport in Bandung city
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Buffer zone 500 m each transit area
Indicator 4: Public transport quality and reliability
This indicator is based on measuring the satisfaction of Public Transport users with the quality
and reliability of public transport service. Any existing survey results may need to be updated,
adjusted or re-interpreted to match the format defined in this guidance. If no survey exists, a
basic survey has to be prepared and conducted within a short time.
The degree to which passengers of the public transport system are satisfied with the
quality of service while using the different modes of public transport
This involves some practical survey work
How satisfied are you with:
• Frequency of the service
• Punctuality (delay)
• Comfort and cleanliness of vehicles
• Safety of vehicles
• Convenience of stops/stations
• Availability of information
• Personnel courtesy
• Fare level
Sample size 250-300 is desirable. Ensure gender and age group representation (at least 30%
women).
Is there any survey available to
measure user satisfaction?
If not what is the plan for carrying
out a survey?
Survey data conducted to measure customer satisfaction
of public transportation has been carried out by the
transportation agency of the city of Bandung.
Status of data collection The data used was obtained from the transportation
service of the city of Bandung, which has conducted a
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
survey of satisfaction of Trans Metro Bandung bus
transportation users in the fourth quarter of the second
semester of 2017.
Table 1 shows that in public, people who use the Trans Metro Bandung (TMB) Bus, which is
managed by the Transport Technical Implementation Unit, are very satisfied with the Public
services provided by the Transportation Technical Implementation Unit of the Transportation
Department of Bandung City with a satisfaction index value of 88.03. There are four types of
public service attributes that have a below average satisfaction index, namely Service
Procedures, Personnel courtesy and Availability of information.
Table IV-2: Comparison of CSI Public Services in the Pertma Quarter with the Second
in the Transportation Technical Implementation Unit of the Bandung City
Transportation Agency
Num Attibutes CS Index Tri
Mester One
CS Index
Tri Mester
Two
Result
1 Frequency of the service 86,92 88,02 Very Satisfied
2 Service (include comfort, cleanlines,
safety, and convenience) 82,54 84,64 Very Satisfied
3 Time of Service 89,29 92,84 Very Satisfied
4 Fare level 92,94 93,02 Very Satisfied
5 Physical Facilities 88,83 88,73 Very Satisfied
6 Punctuality (delay) 82,47 82,37 Very Satisfied
7 Personnel courtesy 87,5 87,40 Very Satisfied
8 Availability of information 87,46 87,36 Very Satisfied
9 Complain Service 87,96 87,86 Very Satisfied
Average 87,32 88,03 Very Satisfied
(Source: Results of Analysis, Quarter II of 2018)
Indicator 5: Traffic fatalities per 100.000 inhabitants
Traffic fatality numbers are available with City Traffic Police. That is probably most
comprehensive secondary data source. Data can usually be found in official statistics or hospital
records.
Fatalities in traffic (road,
rail, etc.) in the urban areas
per 100000 inhabitants. As
defined by the WHO, a death
counts as related to a traffic
accident if it occurs within 30
days after the accident.
What is the definition adopted
by the city police?
Definition of fatality (as per local police):
The definition of fatality level in terms of the Bandung local
police is the number of accidents that occur, and is weighted
based on the level of accidents namely minor injuries, serious
injuries and death.
Please collect time series data
(5 years)
The number of accidents in the city of Bandung
Years Number of Events
Total Minor Injured Seriously Injured Deads
2013 893 32 125 1050
2014 808 17 124 949
2015 801 10 100 911
2016 779 19 84 882
Average 820.25 19.5 108.25 948
(Source: Bandung Road Safety Annual Report, 2016)
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Strategy adopted & Status The following data is obtained from the 2015-2016 Bandung
Road Safety Annual Report project undertaken by Bloomberg in
collaboration with relevant agencies, namely the police, hospitals
and jasa raharja insurance. The data obtained is only the last four
years that became the basis of this project and it can be seen that
the trend in the number of accidents has decreased every year.
• Police Crash Reports by using Integrated Road Safety
Management System (IRSMS)
• Hospital Road Injury Records in 8 hospitals that have
electronic medical records by filtering the export data
according to require data
• Insurance Data by Jasa Raharja for validating the both data
sources
Indicator 6: Affordability – travel costs as part of income
The indicator needs data on costs for a monthly pass or similar to the PT network as well as
statistical data on income for segments of the population.
Cost of a monthly network-wide public transport ticket covering all main modes in the city,
compared to mean monthly income for the poorest quartile of the population of the city.
Data on:
1. Is there household
income available from
other surveys (recent)?
In a wide view, most people in Bandung spend around US $ 68.5
to US $ 137 a month on transportation. The people included in this
group account for 34% of the total population. Combined with
groups of people who spend less than US $ 68.5 a month, there are
57% of people who spend less than US $ 137 for transportation on
a monthly basis. Most likely these groups consist of people who
use motorbikes or public transport as their daily mode of
transportation. In fact, the rest (43%) are people who use cars
regularly. Detailed information can be seen in the picture below.
Monthly transportation cost in 2013
(Source: Bandung Urban Mobility Project, 2014)
2. Transit Riders Survey A quick survey along with PT quality assessment survey may be
undertaken (Survey format is attached – Annexure 1). Percentage
income directly obtained from PT User.
3. Minimum wage-based
assessment
The minimum income set by the Bandung city government
through a circular amount of UMR is Rp. 3,091,345.56 or US $
213.46.
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
4. Obtain average Trip
length and fare for
average trip
In terms of costs, public transport rates are very similar to the
amount of money spent on motorbike fuel. Based on previous
research, it is known that public transport passengers spend an
average of US $ 0.9 per day to get to their destinations back and
forth, only slightly more expensive than the average cost of using
a motorcycle (US $ 0.76/ day). Cars are the most expensive mode
of transportation, where users have to spend an average of US $
2.1 / day with a little competitive advantage from the cost aspect,
public transport operators find it difficult to convince people to use
their services rather than riding their own motorbikes.
Strategy adopted and Status
of data collection
The strategy used in collecting data was obtained in the Bandung
Low Carbon Mobility Plan and Bandung Urban Mobility Plan
project surveys.
Indicator 7: Operational costs of the public transport system
This indicator needs to be derived from the accounting reports and data of public transport
companies. It will likely be necessary for some cities to consult public PT authority or company
or individual operators to request the data.
1. Account statement/
Audited Balance
sheet for public
companies
Yes
2. Survey of operators Trans Metro Vehicle Operating Costs Bandung
Koridor Fleets Distance
(km) Rit
Per Km Cost Per
Vehicle
TMB K 1 8 21 8 US $ 0.454
TMB K 2 9 12 8 US $ 0.584
TMB K 3 9 11 8 US $ 0.648
TMB K 4 9 10 8 US $ 0.466
Monthly Income Trans Metro Bandung Every Corridor
Num Month Corridor I Corridor II Corridor III Corridor IV
1 January 6431 5437 1503 860
2 February 5954 5550 1866 665
3 March 1706 2890 1032 711
4 April 1369 2176 1187 1246
5 May 2689 1693 1097 946
6 June 2438 2506 1632 1461
Monthly average 3431 3375 1386 981
(Source: Transportation department Bandung city, 2018)
Strategy adopted &
Status of data collection
Data is the result of Trans Metro Bandung bus revenue which is
recorded every month during 2018 carried out by the transportation
department of Bandung city and data on vehicle operating costs
calculation.
Indicator 8: Investment in public transportation systems
The indicator uses data from public accounts of investments and spending. Some but unknown
effort. (5-year data to be averaged)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
i. Investments in bus procurement
ii. Investments in bus infrastructure development (Workshop, Depot, terminal, bus stops)
iii. Investments in ITS (PIS, Vehicle Monitoring, Fare Collection equipment & infrastructure)
iv. Investments in Bicycle & Pedestrian infrastructure
v. Invested in infrastructure for public transport
- How many buses have been added in the city by public /private agencies during past five
years: 58 fleets buses
- How many depots have been developed by public /private agencies during past five years?
and what is the unit cost? : 2 depots, Gedebage Depots and Kebon Kawung Depots
- How many workshops have been developed by public /private agencies during past five
years? and what is the unit cost? : 2 workshops
- How many terminals have been developed by public /private agencies during past five years?
and what is the unit cost? : 18 terminals
- How many bus stops have been developed by public /private agencies during past five years?
and what is the unit cost? : 97 bus stops
Status/ strategy The data obtained is the data of the transportation agency budget of the city
of Bandung, which is the last 5 years data.
Result be provided as below
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Table IV-3: Budgeting in Bandung Transportation Agency
Number Programs Performance Indicator Fund 2014
(US $)
Fund 2015
(US $)
Fund 2016
(US $)
Fund 2017
(US $)
Fund
2018
(US $)
1
Program for the construction of
transportation infrastructure and
facilities
Number of infrastructure and terminal
facilities built 287,348 316,083 336,512 370,163 407,179
2
Rehabilitation and maintenance of
road transport infrastructure and
facilities
Number of functioning facilities and good
conditions 150,695 165,765 171,161 188,278 207,105
3 Transportation service
improvement program
Availability of public transportation
system facilities and infrastructure in
accordance with the city transportation
master plan
1,866,744
22,82,202
(34,249 from
provincial
assistance)
24,65,511
(34,249 from
provincial
assistance)
27,12,062
(34,249 from
provincial
assistance)
29,83,268
(34,249
from
provincial
assistance)
4
Development program for
transportation facilities and
infrastructure
There are bus stops built on the route that
public transport has served on the route 387,013 425,714 457,106 502,816 553,098
6 Traffic control and security
program Average vehicle speed 4,703,062 4,836,403 5,275,133 5,802,646 6,382,910
7 Program to increase the feasibility
of operating a motorized vehicle
the feasibility of operating a motorized
vehicle 558,257 614,083 664,312 730,743 803,817
Total
Total Budget Amount 9,265,881 10,008,940 10,852,933 11,938,226 13,132,049
(Source: Transportation Agency of Bandung City, 2018)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
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 up in
the city?
Yes
If Yes, How many stations? There are 4 stations
Bandung city have air quality monitoring tools and spread
across in four points. The four stations are located in Dago,
Padjajaran, Ujungberung and Gedebage areas. Measurement
of ambient air quality using the Permanent Monitoring
Station (Fixed Station) is carried out continuously for 24
hours a day, 7 days a week.
What is being monitored? PM10 and PM 2.5
Remarks / Status Requests for data have been submitted to the Department of
Environment and Hygiene of the city of Bandung. Data
status is still awaiting information from the agency regarding
when to collect data.
This data was obtained in 2017-2018
Result: Air Pollutant Standard Index is a number that does not have a unit that describes the
condition of ambient air quality at a particular location and time, which is based on the impact on
human health, aesthetic values and other living things.
Air content measurement results in the city of Bandung
Num Month
(2017)
Location
Dago Pakar
(PM10 g/m³)
Pajajaran
(PM10 g/m³)
Gedebage
(PM10 g/m³)
Ujung Berung
(PM10 g/m³)
1 January 100 50 100 100
2 February 100 100 100 100
3 March 100 100 100 100
4 April 100 100 100 100
5 May 100 50 50 100
6 June 100 50 50 100
7 July 100 50 50 50
8 August 100 50 50 50
9 September 50 100 50 50
10 October 50 100 50 50
11 November 50 50 50 50
12 December 100 50 50 50
Num Month
(2018)
Location
Dago Pakar
(PM10 g/m³)
Pajajaran
(PM10 g/m³)
Gedebage
(PM10 g/m³)
Ujung Berung
(PM10 g/m³)
1 January 50 50 50 50
2 February 50 50 50 100
3 March 50 50 50 100
4 April 50 50 50 100
5 May 50 50 50 100
6 June 50 50 50 100
7 July 50 50 50 100
8 August 50 50 50 100 (Source: Bandung Environmental Agency)
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Indicator 10: GHG emissions from transport
GHG emissions
Is an account or estimate of the
emissions of CO2 from
transport in the city is
available?
Yes
If Yes, Data Source: Dinas Lingkungan Hidup dan Kebersihan
kota Bandung
Reference Year: 2017
If not, a figure
has to be calculated using one
of the following methods:
1. Modes (i) X daily trip length
X emission factors (i)
2. indirectly from gasoline and
diesel sales. Petrol
consumed x emission factor
+ Diesel consumption x
emission factor
i. Is data on mode wise total trips and trip length available both
for passenger and goods vehicles?
Some indication of vintage information to indicate
technology and mix of vehicles by fuel type would be
required.
Is such data available? Yes/No
ii. Is data on sale of petrol and diesel available? Yes/No
Any reasonable estimate on consumption of the same within
and outside is feasible? Yes/No
How is city collecting data?
What is the status?
This data is the data resulting from the sale of fuel oil,
especially in the use of the transportation sector through public
fueling stations scattered throughout the city of Bandung.
Data status is currently in the process of submitting
applications to related agencies and just waiting for further
information.
Greenhouse gas emissions for each vehicle
Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year
Bus 281.92 281920
Passengers Cars 356.90 356900
Motorcycle 305.47 305470
Minibus 228.13 228130
Trucks 141.77 141770
CO2 Total 1314.19 1314190 (Source: Dinas Lingkungan Hidup dan Kebersihan)
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DATA ANALYSIS
Analysis of Data (Input Data in Excel sheet and results)
Indicator 1: Extent to which transport plans cover public transport, intermodal
facilities and infrastructure for active modes
Stating clear goals and visions for each aspect. Visions, goals, objectives and targets are
key components of a plan, and useful to demonstrate commitment to sustainable transport.
Goals are stronger if they are quantified and accompanied by a performance monitoring
process. In Bandung City case: The City are ambitious to make cycling as one of the main
travel mode and more attractive option for short trips by providing bike lane, bike sharing
system and “mayor riding bike to work” as a living promotion. The city also improved the
walking networks extensively to change the face of the city into friendly walking city. The
City also has a goal of increasing the modal share of public transport to 25 per cent the
share of private vehicle set by the central government. While connected intermodal transfer
facilities were still minimizing to be plan. (Clear quantitative goals, extensive coverage for
two of the four aspects). These city goals and visions are stated in the Medium-Term
Development Plan 2013-2018, which are also the campaign promises of the current mayor.
Designating infrastructure, facilities and measures for each aspect in the plan. A
transport plan usually identifies projects and measures to be adopted, described and shown
on maps and tables. The extent of the designation is important as well as the level of detail.
In Bandung City case: The city had a various plan to improve all the public transport
include Bus Rapid System, Paratransit, Rail Based Transport, Transit Oriented
Development Area, and cycling and walking network (strong effort, extensive coverage).
These planning can be found in Bandung Urban Mobility Plan 2031 and The Strategic Plan
of The Transportation Department of Bandung City 2013-2018
Allocating funding, specifying budgets, securing finance for the facilities. A plan needs
investments and may involve running costs for new transport operations or services. Some
budget may be local (tax, revenues), other parts may be from central government, lending
institutions, or innovative finance schemes. A budget can be more or less secured. In
Bandung City case: The City plan has a budget for walking and cycling networks. (Strong
commitment, extensive coverage of this aspect). Budget for Public Transport are available
but only designated for major areas and corridor. Intermodal Transfer Facilities budget are
available in smaller amount compare to others.
Walking Networks
Ambitious goals
Full designation across city
Major secured new funding
Score 4
Cycling Networks
Ambitious goals
Full designation across city
Major secured new funding
Score 4
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Intermodal Transfer
Facilities
Qualitative goals
Some designation in 1-2 major areas/corridors
Some budget
Score 2
Public Transport
Qualitative goals
Some designation in 1-2 major areas/corridors
Some budget
Score 2
Indicator Value Years Comments
The extent to which transport plans
cover public transport, intermodal
facilities and infrastructure for
active modes
12 out of 16 2018
The city needs to improve how
to integrate the intermodal
facilities and improve on the
public transport performance
Indicator 2: Modal share of active and public transport in commuting
PURPOSE COMMUTING
(Weekday)
COMMUTING
(Weekend)
MODE # subtotals # subtotals
a. Scheduled bus and minibus 12380 14780
b. Angkot 36825 48773
c. Taxi 495 195
d. Public transport (a+b+c+d) 49700 (a+b+c+d) 63748
e. Passenger car 122254 99801
f. Bus (Recreational) 6822 5742
g. Motorcycle 130241 112289
h. Truck 390 350
i. Individual motorized (e+f+g+h) 259707 (e+f+g+h) 218182
j. Total (d+i) 309407 (d+i) 281930
k. Public (d) 49700 (d) 63748
l. Modal share of public transport (k/l * 100) 16.06 (k/l * 100) 22.61
Average number of trips per person by
main mode of transport 19.34
Indicator Value Years Comments
Modal share of active
and public transport in
commuting
19.34% 2017
Data based on an update of mode share study
held by department of transportation Bandung
at 2017
Indicator 3: Convenient access to public transport service
No Districts District large
Population
(2016)
Population
Density Transit Area
Transit
Population
km2 inh pop per km2 km2 inh
1 Andir 4.178 97693 23380.706 2.450 57280
2 Antapani 4.172 74557 17869.155 0.665 11876
3 Arcamanik 7.499 68293 9107.255 0.911 8301
4 Astanaanyar 2.641 68991 26123.416 1.409 36807
5 Babakan Ciparay 6.997 148025 21156.062 0.544 11507
6 Bandung Kidul 5.349 59331 11092.129 1.020 11315
7 Bandung Kulon 6.871 143313 20856.817 0.227 4740
8 Bandung Wetan 3.400 30939 9100.105 3.340 30396
9 Batununggal 4.755 121076 25463.541 3.230 82244
10 Bojongloa Kaler 3.082 121165 39317.808 1.178 46334
11 Bojongloa Kidul 5.150 86363 16770.761 2.702 45318
12 Buahbatu 7.370 95356 12938.115 3.451 44651
13 Cibeunying Kaler 4.578 71184 15550.405 2.351 36564
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
No Districts District large
Population
(2016)
Population
Density Transit Area
Transit
Population
km2 inh pop per km2 km2 inh
14 Cibeunying Kidul 4.098 108193 26399.423 1.823 48124
15 Cibiru 6.763 70370 10404.610 0.545 5673
16 Cicendo 7.701 99898 12972.825 3.449 44747
17 Cidadap 8.316 58426 7025.907 1.293 9088
18 Cinambo 4.206 24766 5887.589 0.789 4645
19 Coblong 7.236 132002 18242.913 5.421 98895
20 Gedebage 9.835 35910 3651.372 0.381 1390
21 Kiaracondong 5.733 132135 23048.514 2.596 59825
22 Lengkong 5.841 71637 12264.704 2.742 33627
23 Mandalajati 4.746 63147 13306.188 0.366 4865
24 Panyileukan 5.241 39339 7506.268 1.800 13512
25 Rancasari 6.933 75469 10884.914 0.785 8548
26 Regol 4.694 81987 17464.806 2.829 49404
27 Sukajadi 5.205 108512 20847.176 3.401 70907
28 Sukasari 6.288 82012 13043.620 0.837 10917
29 Sumur Bandung 3.447 35903 10414.701 3.357 34959
30 Ujung Berung 6.164 75477 12243.991 1.151 14098
Sum Public Transportation User 940556
Total Population in Bandung City 2481469
% with 500 m buffer 38%
Indicator Value Years Comments
Convenient
access to PT
service
38% 2016
The data is based on the city 2016 census for population in
transit area 500 m of each main nodes and every district have
coverage transit area for the public to access main public
transport in Bandung.
Indicator 4: Public transport quality and reliability
Overall share of satisfied customers as percentage of all public transport users (per cent)
based on a survey.
No Dimension CS Index Tri
Mester One
CS Index Tri
Mester Two Result
1 Frequency of the service 86,92 88,02 Very Satisfied
2 Service (include comfort, cleanlines, safety, and
convenience) 82,54 84,64 Very Satisfied
3 Time of Service 89,29 92,84 Very Satisfied
4 Fare level 92,94 93,02 Very Satisfied
5 Physical Facilities 88,83 88,73 Very Satisfied
6 Punctuality (delay) 82,47 82,37 Very Satisfied
7 Personnel courtesy 87,5 87,40 Very Satisfied
8 Availability of information 87,46 87,36 Very Satisfied
9 Complain Service 87,96 87,86 Very Satisfied
Rata-rata Keseluruhan 87,32 88,03 Very Satisfied
Indicator Value Years Comments
Public transport
quality and reliability
Overall share
87.67% 2017
Based on community satisfaction survey on
the service of the transportation agency held
in 2017 with Customer Satisfaction Index
method and Importance Performance
Analysis to 250 sample.
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Indicator 5: Traffic fatalities per 100,000 inhabitants
Years Number of Events
Total Minor Injured Seriously Injured Deads
2013 893 32 125 1050
2014 808 17 124 949
2015 801 10 100 911
2016 779 19 84 882
Average 820.25 19.5 108.25 948
Fatalities #
Road transport 108
Railway transport 0
Tram 0
Ferryboats 0
Other 0
Total 108
Inhabitants 2,481,469
Fatalities/100,000 inh 4.36
Indicator Value Years Comments
Traffic fatalities per
100,000 inhabitants 4.36 2013-2016
Based on Bandung Road Safety Annual
Report. The data Collected from 2013-2016
from official police reports, health department
(hospital) and insurance company (Jasa
Raharja).
Indicator 6: Affordability – travel costs as part of income
Component Value
Average monthly transport cost (based on graphic above) US $ 13.7
Minimum income per month US $ 211.75
Percentage of monthly income 6.5
Indicator Value Years Comments
Affordability-travel
cost as part of income 6.5% 2014
The result is based on update of the most recent
survey income levels. Most people in Bandung
spend around Rp 100,000 to Rp 200,000 a month
for transportation. The people included in this
group account for 34% of the total population.
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Indicator 7: Operational costs of the public transport system
Percent of operational costs recovered by fares (all values in US $)
Services Market shares
(estimated)
Fare
Revenues
Transport Operating
expenses
Farebox
ratio
BRT Line 1 37 5796 11435 51%
BRT Line 2 36 5628 9460 59%
BRT Line 3 19 2929 9634 30%
BRT Line 4 8 1204 6292 19%
Total 100 Weighted 47.6
Indicator Value Years Comments
Operational costs of the public
transport system 47.6 2018
Case of BRT (Trans Metro
Bandung) with four
corridors operation
Indicator 8: Investment in public transportation system
Percent of transport investment spending; running five-year average.
In Million US $ 2014 2015 2016 2017 2018 average
PUBLIC TRANSPORT FACILITIES 2.54 3.02 3.26 3.59 3.94 3.27
TOTAL TRANSPORT 9.27 10.01 10.85 11.94 13.13 11.04
SHARE 29.6
Indicator Value Years Comments
Operational costs of the
public transport system 29.6% 2014-2018
Based on average transport investment by
the Bandung city for five years from 2014-
2018
Indicator 9: Air quality (PM10)
Micrograms per cubic meter (μg/m3).
PM10 Population Population
Station Location yearly mean in area percentage
1 Dago Pakar 50 868514 35.00
2 Gedebage 50 372220 15.00
3 Padjajaran 50 496294 20.00
4 Ujungberung 50 744441 30.00 Total city population 2481469 100 Population weighted concentration 50.00 Good/Healty Condition
Indicator Value Years Comments
Air Quality 50 2017-
2018
According Air Pollutant Standard Index, the level of air
quality that has no effect on human or animal health and
does not affect plants, buildings or aesthetic values. The
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
values are average by estimated of population exposed per
city area (station 1 = 35%; station 2 = 15%; station 3 = 20%;
station 4 = 30%).
Indicator 10: Greenhouse gas emissions (CO2 eq tons/year)
Ton CO2 equivalent emitted/capita/year
Type of Vehicle CO2 Gg/ Year CO2 Ton/ Year Population
GhG
Emissions/
Capita
Bus 281.92 281920
Passengers Cars 356.90 356900
Motorcycle 305.47 305470
Minibus 228.13 228130
Trucks 141.77 141770
Total CO2 1314.19 1314190 2,481,469 0.53
Indicator Value Years Comments
Greenhouse gas
emissions (CO2 eq
tons/year)
0.53 2017
Based on calculation result from
inventory of Bandung 2017 greenhouse
gas emissions study, held by Dinas
Lingkungan Hidup dan Kebersihan kota
Bandung.
SUTI Result
# Indicators Natural
Weights Range VALUE Normalize YEAR
units MIN MAX
1
Extent to which transport plans
cover public transport, intermodal
facilities and infrastructure for
active modes
0 - 16 scale 0.1 0 16
12 75 2018
2 Modal share of active and public
transport in commuting % of trips 0.1 10 90
19.34 11.68 2017
3 Convenient access to public
transport service
% of
population 0.1 20 100
38 22.50 2016
4 Public transport quality and
reliability % satisfied 0.1 30 95
87.67 88.72 2017
5 Traffic fatalities per 100.000
inhabitants # fatalities 0.1 35 0
4.36 87.54 2013-2016
6 Affordability – travel costs as share
of income % of income 0.1 35 3.5
6.5 90.48 2014
7 Operational costs of the public
transport system
Cost
recovery
ratio
0.1 22 175
47.6 16.73 2018
8 Investment in public transportation
systems
% of total
investment 0.1 0 50
29.6 59.20 2014-2018
9 Air quality (pm10) μg/m3 0.1 150 10 50 71.43 2017-2018
10 Greenhouse gas emissions from
transport Tons/cap 0.1 2.75 0
0.53 80.73 2017
INDEX Geometric mean 48.96
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
A. Spider diagram (interpretation of result, observation, etc)
B. Interpretation of value, index number, observation of SUTI
Indicator 1: Bandung show a very good extent to the improvement of public transport
system
Indicator 2: Modal share of public transport in Bandung is considered low. More
attention needs to be considered
Indicator 3: Convenient access to public transport did not widely cover the whole city
area
Indicator 4: The customer satisfaction numbers is high but please note this is only for
BRT system
Indicator 5: The number of fatality rate is very low, but the numbers of event are high.
Please note the number of events is decreasing year by year.
Indicator 6: Traveling by public transports in Bandung are affordable
Indicator 7: The fare box ratio is below 100 therefore the government need to subsidize
Indicator 8: The city put much concern in improving public transport
Indicator 9: Air quality (PM10) is in a good condition
0.0010.0020.0030.0040.0050.0060.0070.0080.0090.00
100.00
Extent to which transportplans cover public
transport, intermodalfacilities and…
Modal share of activeand public transport in
commuting
Convenient access topublic transport service
Public transport qualityand reliability
Traffic fatalities per100.000 inhabitants
Affordability – travel costs as part of income
Operational costs of thepublic transport system
Investment in publictransportation systems
Air quality (pm10)
Greenhouse gasemissions from transport
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
Indicator 10: Greenhouse gas emissions from transport also still in a good condition
C. Suggestion for urban transport improvement in the city
• The SUTI result for each indicator show that the city still needs to improve and
emphasizing to:
• Improve the integration transfer facilities between public transport mode while
also providing more convenient access that can widen the coverage of public
transport,
• Improve public transportation system by increasing the performance of the
existing public transport and introduce new public transport system, hopefully
these efforts could increase mode share in public transport, a good promotion
or mobility management in order to encourage the society to shift from private
to public,
• Reform the operation, the government need to develop a better system in
running the public transport therefore the farebox ratio will become higher and
less subsidized,
Bandung City would like to propose the SUTI Index system can be used for Medium Term
Development Plan 2019-2023.
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
PERSPECTIVE ON SUTI PILOT
EXERCISE
The ten indicators and methodology to model the SUTI for cities in Indonesia are very
useful for the city policy makers in improving their urban transport system. This index can
be used by Bandung city official to rate their city performance annually.
Collecting the data itself is a major problem. A system to update database annually is
needed.
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
ANNEXURES
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
A.1: Experts and officials met
Dinas Perhubungan Kota Bandung
Jl. Soekarno Hatta No.205, Situsaeur, Bojongloa Kidul, Kota Bandung, Jawa Barat 40233
Phone: (0622) 25220768
Head of Agency: Ir. Didi Ruswandi MT
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SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2018
A.2: References
Bandung Road Safety Annual Report, Bloomberg 2015- 2016
Bandung Urban Mobility Project Book 2016
Bandung Low Carbon Master Plan Report 2017 - Bandung's Environmentally Friendly
Transportation System Study
Bandung Metro Trans Monthly Income And Vehicle Operational Cost Report January-July
2018
Bandung Municipality Public Works Office, 2017
Bandung Transportation Agency, 2017
Central Bureau of Statistic, 2017
Indonesian Railway Company Operational area 2 Bandung
Mid-Term Development Plan For The City Of Bandung 2013-2018
Report study of the Quarterly IV Bandung Transportation Department Community
Satisfaction Survey
Spatial Plans Bandung 2011-2031
Transportation Masterplan Of Bandung City 2014-2031
Weningtyas, W., Nawassa, K., Qiranawangsih, A., (2017) Wayfinding and Signage for
Cycling Activity in Bandung City. Journal of the Eastern Asia Society for Transportation
Studies.
Online source:
http://www.tribunnews.com/regional/2017/07/18/berikut-sejumlah-alasan-kemacetan-di-
kota-bandung accessed on date 13th August 2018
http://www.wisatabdg.com/2011/07/layanan-taksi-bandung.html accessed on date 14th
August 2018
https://dailysocial.id/post/kiri-hadirkan-panduan-trayek-angkot-bandung accessed on date
13th August 2018
https://ardiantosatriawan.wordpress.com/2016/09/04/rute-lengkap-trans-metro-bandung/
accessed on date 13th August 2018
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http://www.sekitarbandung.com/2014/10/daftar-rute-jalur-bis-sekolah-gratis-di.html
accessed on date 14th August 2018
http://www.infobandung.co.id accessed on date 16th August 2018
https://www.banopolis.com/ accessed on date 18th August 2018
https://portal.bandung.go.id/posts/2013/01/02/XPXq/transparansi-pengelolaan-anggaran-
daerah accessed on date 20th August 2018
http://data.bandung.go.id/dataset/serapan-anggaran-dinas-perhubungan-kota-bandung-
tahun-2013-2016 accessed on date 10th August 2018
https://portal.bandung.go.id/daftar-shelter-angkota-di-kota-bandung accessed on date 10th
August 2018