a. Definition of City Planning b. Definition of Transport Policy
III. Analysis a. Actual Condition of The City of Groningen b. Actual Condition of The City of Yogyakarta c. City Planning in The City of Groningen and The City of Yogyakarta d. Transport Policy in The City of Groningen and The City of Yogyakarta e. Lessons from The Netherlands that can be applied in Indonesia
IV. Conclusion
V References
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I. Introduction
Travel is derived demand, as a result of social and economic activity. Within the framework of macro economic, Transport is the backbone of the national economy, regionally and locally, both in urban and rural areas. The economic growth in developing countries generate positive impacts for people to travel from one place to another. The increasing number of travel demand are not balanced with quality and quantity of Transport infrastructure causing congestion. The Transport problems faced by Indonesia as developing country is the increasing of private vehicle used, which caused negative effects on the environment such as air pollution, noise, and waste of energy.
There is a tendency that economic growth would encourage the increasing of Transportation problem. The problem not only about transport convenience, but can also degrade the quality of the environment. The problem of transport is an issue that is quite complex so it requires the involvement of the citizen as transport users, transport operators, as well as the Government as regulator and policies maker. Transportation infrastructure provision in developing countries tending to facilitate private vehicles. It can be seen from the increasing of private vehicle used and increasing of parking lot. The infrastructure development of highway is important to encourage economic growth, but unplanned development will cause problems and negative impact to low class economy peoples. For example in Yogyakarta, Indonesia, They not planning public transport system, but plan to build new toll roads. It will increase traffic jam in Yogyakarta, because the peoples which have middle to high economy level compete to buy private cars since they feel facilitated by the government. The increase of providing infrastructure that facilitate private vehicles will boost the growth of private vehicles, it is like a problem that is no end. It is get rid of the existence of a bikers and pedestrians and reducing the performance of public transport. To answer the challenges of transport problem required integrated land use planning and transport policy.
The main objective of land use and transport planning is to guarantee the efficiency between activity and transport capability. In the transport system, the goal of planning is to provide facilities for the movement of passengers and goods from one place to another or from a variety of land use. while in the land use, the goal of planning is to achieve the function of the building and should be useful.
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This paper will discuss transport and city planning in The City of Groningen, the city and Transport problem in Yogyakarta, Indonesia. The reasons of city selection on this paper because both cities have fairly similarities characteristic in terms of population, wide area, and the city functions.Yogyakarta as education center and economic center for agglomerating area have problems in transport. The increasing number of vehicle ownership and number of travel commuter causing traffic jam in the working hours. Like other cities in europe, The City of Groningen have good city planning and transport policy. The success story of Groningen and other cities in The Netherlands could be a lesson to solve the transport problems in Yogyakarta. The interaction and cooperation between city planning and transport policy required toward transport, city, and environment sustainability. This strategy can success if there is strong commitment from government and public awareness. But not all transport policy and planning in The Netherlands could be applied in Indonesia. The aim of this paper is to define Integrated City Planning And Transport Policy which can adopted from The City of Groningen that can be applied in Indonesia especially The City Of Yogyakarta. The first section of this paper explain the definition of land use and transport policy from literature review. The second section will analyze the policy and city planning which can be applied in Yogyakarta. After that in the final section offer conclusion about planning and policy concepts that can be applied in Indonesia and especially Yogyakarta.
II. Literature Review
a. Definition of City Planning
City planning is the process of preparing the city spatial plan which contained directives of city spatial. City planning which often called urban planning is an effort to create an orderly development in urban areas and reduce social conflicts and economic will harm life and property rights (Gallion and Eisner, 1993). Urban planning closely associated with land use. In effort to fulfill their needs, people will be forced to perform movements (mobilization) from one land use to other land uses, such as from residential (housing) to market (shops). In urban planning known various forms of land use such as :
1. Compact City Compact City can defined as urban strategy towards sustainable development with high population density, mix use and concentrated activity. The term compact city conveys the opposite of urban sprawl. The compact city, we are told, is more energy efficient and less polluting because compact city dwellers can live closer to shops and work and can walk, bike, or take transit (Neuman, 2005) 5
2. Mix Use It is argued that greater mixture of complimentary land use types, which may include housing, retail, offices, commercial services, industrial and civic uses, can be beneficial since it can promote transit-supportive development, preserve open space and other landscape amenities (American Planning Association, 1998).
3. Transit Oriented Development Transit Oriented Development (TOD) is alternative form of urban development that reduces dependence on private vehicles. This concept develop new areas that adopts a mixture of spatial and maximization of the use of public transport. TOD aims to strengthen the integration between public transport systems and urban development by creating places in which public transport is readily accessible for many activities. (Song et al, 2013)
b. Definition of Transport Policy
Transport Policy is the development of a set of constructs and propositions that are established to achieve particular objectives relating to socio-economic development, and the functioning and performance of the transport system (Rodrigue et al, 2006). Generally policy is proactive and problem solving. The aim of Transport policy is to create transport system that is reliable, comfortable, safe punctual and sustainable. Several transport policies that often applied for example :
1. Travel Demand Management (TDM)
The Strategies to maximize the efficiency of urban transportation system through private vehicles restriction and managing travel demand to reduce traffic congestion. There are kind of TDM such as, electronic road pricing, car sharing, and traffic limitation in peak hours.
2. Non Motorized Transport
Non Motorized Transport (NMT) is the transport of people and goods which are not driven by fuel or powered engine. Bicycle and walk are kind of non motorized transport toward sustainability.
3. Public Transport
Public Transport is passenger transportation services, usually local in scope, that are available to any person who pays a prescribed fare. It operates on established schedules along designated routes or lines with specifi c stops and is designed to move relatively large numbers of people at one time (Rodrigue et al, 2006). Mass rapid transit, bus, and monorail are kind of public transport. 6
III. Analysis a. Actual Condition of The City of Groningen
The City of Groningen located in the Northern Region of the Netherlands. Its have 195.453 population in 2013 with total area 84 km 2 (Municipality of Groningen, 2013). The City of Groningen in year 2012 has 15.919 firm and 135.537 employees. The employees growing from 132.527 in year 2010 and 135.901 in year 2011 (Van Steen, 2014). The City of Groningen has very high economic growth and hold the role of economic in the Northern Netherland so causing very high levels of commuters come into and out of Groningen. Groningen become a centre in the sector of health, education, economy, jobs, and shopping destinations for the residents in Northern areas. Its attract people from out of Groningen to perform the activities in this city. The data show the majority of daily travel in Groningen is commuter. Number of passengers by bus from and towards Groningen (daily) in 2011 is 33.850 people and the number of passengers in the train stations on a working day in 2011 is 38.300 people (Municipality of Groningen, 2013).
Figure 1. Traffic and Transport in The City Of Groningen Source: Keyfigures 2013, Onderzoek Statistiek Groningen
The people who have daily commuting are come from other cities or municipalities around The City of Groningen. The amount of Daily commuters went into and out of the City of Groningen in 2004 is 320.000 people, and predicted that in 2020 it will be 430.000 people (Engelmoer, 2012). The travel commuter which use private vehicle (car) always dominate in percentage of modal split. The increasing number of commuter travel with car should be reduced with providing the transport infrastructure (station) as the centre of intermodality and establishing networks of interconnected modes which make easier for passengers to change the mode of travel. 0 50000 100000 150000 200000 250000 Number of passengers by bus Number of passengers in the train stations Number of passengers in Groningen Airport Elde Bicycles stabled in city center Motor-vehicle stock 7
b. Actual Condition of The City of Yogyakarta Yogyakarta is the Capital of Province of Yogyakarta. Its similar with The City of Groningen, which the capital city have same name with the province. Yogyakarta have 390.553 population in 2011 with total area 32,5 km 2 (BPS Yogyakarta, 2012). Yogyakarta and Groningen have many characteristic similarity. Both of cities as capital of province, centre of culture, and centre of education. Yogyakarta is known as a student city, because nearly 20% of the population are students and there are 135 colleges (www.jogjakota.go.id, 2014). Yogyakarta has an exotic and unique character so its called as City of Culture. The term City of Culture is related to high cultural relics during the kingdoms period which until now still remain preserved. In Yogyakarta, there are some old buildings, Netherlands colonial relics such as the post office building, Indonesian Bank and museum Vredeburg Fort.
Figure 2. Map of Yogyakarta Source : http://jogjakota.go.id, 2014
The city has strategic location in south lane which connecting Yogyakarta, Bandung, Surakarta, Surabaya, and the southern cities of Java. The City is accessible by air, road and rail. Yogyakarta and Groningen have Transport characteristic similarity, most of the trip dominated by commuter travel. If Groningen have a lot of bicycle, Yogyakarta have a lot of motor cycle. The number of motor cycle in 2011 is 204.972 which have 81 % of total vehicles in Yogyakarta (BPS, 2012). This causing traffic congestion during work hours.
Yogyakarta 8
VI. References
Auer, Barbara; Intermodal Transport Key Factors For a Successful Cooperation of Sustainable Transport Modes; Vancouver; 2012
BPS Yogyakarta; Yogyakarta in Figure 2012; Yogyakarta; 2012
De Knegt, P; Planning Light Rail In Dutch Towns; Rotterdam; 1998
Engelmoer, Wiebe; The E-Bike: Opportunities For Commuter Traffic; Groningen; 2012
Gronau, Werner; Intermodality: The EU Vision for a More Sustainable Transport System; Nicosia; 2008
Henry, Lyndon et.al; Intermodal Surface Public Transport Hubs: Harnessing Synergy for Success in Americas Urban and Intercity Travel; Texas; 2008
Kandee, S; Intermodal Concept in Railway Station; Bangkok, 2010
Ministry of Transport; Act Number 15; Blue Print of Intermode Transport; Jakarta; 2010