a case of bus rapid transit (brt) development in bandung city, … · 2018-06-28 · chennai 86.2...
Post on 22-Jun-2020
0 Views
Preview:
TRANSCRIPT
Suryani Eka Wijaya
Supervisors:
Dr Imran Muhammad, Dr Jeffrey K McNeill
School of People, Environment and Planning Massey University, New Zealand
Urban public transport governance in Indonesia: A case of Bus Rapid Transit (BRT) development
in Bandung City, Indonesia
Development Network (DevNet) Biennial Conference 2014 University of Otago, Dunedin, New Zealand
27-29 November 2014
• Issues on public transport in Asian and Indonesian cities • Bus Rapid Transit (BRT) development • Socio-political challenges • Lessons learnt for urban transport development
2
• Growing economic role of Asian cities • LIA cities have over 80% share in national GDP (UNHABITAT, 2010)
• Growing urbanisation in Asian cities • 3.5% average urban population growth rate per annum (1975-2000) (Marcotullio et al., 2003)
• Over 200 medium-sized cities (over one million) in Asia in 2010 (Cohen, 2006)
• Compact physical structure in Asian cities • 3 times higher population density than European cities (Barter and Kenworthy, 1997)
• Mixed land uses
• City structure contribute to a higher proportion of walking, cycling, and public transport (Barter and Kenworthy, 1997)
3
City Walking, cycling and PT trips (%)
Private transport trips (%)
Shanghai 93 7
Mumbai 90.7 9.3
Chennai 86.2 13.8
Guangzhou 83.5 16.5
Manila 80.4 19.6
Beijing 75.7 24.3
Jakarta 71.9 28.1
Bangkok 54.2 45.8
Seoul 52.7 47.3
Ho Chi Minh City 45.9 54.2
Kuala Lumpur 31.2 68.8
Source: Kenworthy (2011)
4
Urban governance Climate change
governance
Transport governance
Public transport governance
Theoretical framework
Semi-structured interviews
Planning and policy documents
Media/ newspapers
Snowball sampling
Socio-political power
Financial dependencies
Discursive power
Analysis of policy tensions
Transport planning policy
Transport planning science
Transport planning practice
Community participation
Socio-cultural power Communication
Practical and theoretical results
Literature review
Significance
Results
Data Collection
Source: http://maps.google.co.nz/maps
Data Bandung City
Total area 167,27 Km2
Population 2010 Census (BPS, 2010)
2,4 Million
Population density 14,125 People/Km2
BRT development stage Implementation stage 6
http://www.urbanindy.com/2013/01/03/defining-success-for-indy-brt/
DAMRI – city buses
Angkutan kota (Angkot or minibuses)
Motorcycle taxi
Multi-level governance framework
Policy tensions Urban governance
Transport governance
Climate change governance
Public transport industry
Population
Urbanisation
Mitigation Adaptation
Transport Infrastructure
Institutions
Taxi
Bus Rapid Transit (BRT)
Minibuses / Angkot
Motorcycle taxi Railway
City Characteristics
Regular Buses (DAMRI)
Government (Ministries,
Departments, Agencies)
Non government
organisations/ Academics/Experts
International development
agencies
Private sector
Civil society
organisations and media
National level
Provincial level
City level
National level
Provincial level
City level
National level
Provincial level
City level
National level
Provincial level
City level
Source: Pikiran Rakyat (2008b)
Revenues Department of Bandung City
PT Bianglala Metropolitan
Command line
Coordination line
Mayor of Bandung
Budgeting Committee for
Legislative
The House of Representative of
Bandung City
PERUM DAMRI
UPT TMB of Transport
Department of Bandung
Transport Department of Bandung City
Ministry of Public Works
Ministry of Transport
ORGANDA
KOPAMAS KOBUTRI KOBANTER
BARU
Planning Agency of Bandung City
(BAPPEDA)
Budgeting Committee for
Executive
Procurement Committee
Project Manager
PT Horison
PT Maju Mapan
PT Arkindo
ITDP
Experts (transports,
environment, planners)
Civil society organisations, media, NGOs
Source: (Pikiran Rakyat, 2008b) (Pikiran Rakyat, 2008a) (Pikiran Rakyat, 2008c) (Pikiran Rakyat, 2008b) (Pikiran Rakyat, 2009a) (Pikiran Rakyat, 2009b) (Pikiran Rakyat, 2010) (Pikiran Rakyat, 2011) (Robin, 2012) (The Jakarta Post, 2009)
Timelines Details
2005 a. MoU signed between Bandung City Government and Central
Government
b. After the Central Government initiative, Bandung City sent proposal for
BRT Project to Central Government (BSTP) by - passing the West Java
Provincial government
2006 DAMRI won the tender for the procurement and operation of BRT
2006 - 2008 BSTP provided 10 buses for BRT Corridor 1 and trial started in April 2007
on unfinished infrastructure. Designated lanes for BRT buses were
requested for the middle of roads; where not permitted, the left lane was
used.
September
2009
BRT Corridor 1 is in operation
Detail Corridor 1 Corridor 2 Corridor 3
Distance 20 KM 12 KM 10 KM
Operational time 06.00 – 18.00 06.00 – 20.00 06.00 – 20.00
Headway 20 – 30 Minutes 10 – 15 Minutes 10-15 Minutes
Fare per trip (IDR) 1,500 (student)
3,000 (public)
1,500 (student)
3,000 (public)
1,500 (student)
3,000 (public)
Bus size Medium Big Big
Operator PT.Bianglala
Metropolitan
Perum DAMRI n/a
Source: Transport Department of Bandung City, 2013
Resistance by ORGANDA The public transport industry was already in a difficult situation, and with the introduction of BRT project, it decreased the incomes, which threatened the livelihood of the drivers (The Chairwoman of ORGANDA, 2013). Angkot (minibus) drivers
BRT system is perceived as a competitor that will threaten the livelihood of Angkot’s drivers (The Chairwoman of ORGANDA, 2013) and the existing identity of Angkot as the main provider of public transport services in Bandung.
Commitment of local political leaders
Dada Rosada, the mayor of Bandung City, decided to pull back the BRT project’s launch. He attempted to conciliate the protesting drivers and decided to postpone the operation of BRT for many months (Pikiran Rakyat, 2008d).
16
Complexity of local politics Mayor would like to proceed BRT projects in the light of central government direction, on the other hand he does not upset local people who voted him to lead the city. Angkot’s versus BRT values
Angkot is valued as an identity and part of the daily life of the people in Bandung City, while the recent BRT development in 2008 has not gained such an identity within these communities and their networks.
Pressures from the House of Representative
The operational failure of TMB Corridor 1 included the shelters’ operation and the procurement processes that had to be repeated again. We considered that the management of TMB failed, due to the repetition of the procurement processes, which impacted upon the services and reduction of operational vehicles on daily basis (Robin, 2012).
17
https://twitter.com/DiskominfoBdg/status/509574502066307073
http://www.bandung.go.id/index.php?fa=berita.detail&id=1685
2011 - Mayor Dada Rosada 2014 - Mayor Ridwan Kamil
• The whole BRT development process neglected Bandung’s socio-political situation in which local politicians were keen to carry on BRT project while local transport operators resisted this initiative forcefully.
• BRT project was moved to serve urban periphery which make the project unattractive for residents.
• Bandung BRT causes horizontal disintegration which is reflected in the poor negotiations of city government with local actors such as ORGANDA and DAMRI. ORGANDA and DAMRI have long standing role in providing public transport in Bandung.
• Vertical disintegration is reflected in the urban transport strategies and tactics being implemented by central government in Bandung City, particularly the negotiation for more financial coverage for BRT project
19
20
top related