Sustainable urban transport index - ESCAP Repository

SUSTAINABLE URBAN TRANSPORT INDEX | ESCAP 2020

Assessment of Urban Mobility

using the Sustainable Urban

Transport Index

– PALEMBANG CITY, INDONESIA–

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

2020

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TABLE OF CONTENTS

I.1 General description ................................................................................................ 2 I.2 Demography .......................................................................................................... 3

I.2.1 Population and Employment ..................................................................... 3 I.2.2 Household Expenditure ............................................................................ 5 I.2.3 System of Regional Account .................................................................... 6

I.3 Road Network Data ............................................................................................... 7 II.1 Number of vehicles .............................................................................................. 12 II.2 Transportation Network in Palembang City ........................................................ 14

II.2.1 Public Transportation Infrastructure ....................................................... 17 II.3 Master plan of transportation in Palembang ........................................................ 21

II.3.1 Construction of the passenger terminal .................................................. 21 II.3.2 Improvement of Public Transportation Services .................................... 22 II.3.3 Railway Network System ....................................................................... 23 II.3.4 Train Station ........................................................................................... 23 II.3.5 River, Lake and Crossing Transport Network System (ASDP) ............. 24 II.3.6 Mode Integration .................................................................................... 25 II.3.7 Bicycle Lane ........................................................................................... 27

II.4 Transit Oriented Development ............................................................................. 29 II.5 Road and Railway -based transportation ............................................................. 30

II.5.1 Trans Musi .............................................................................................. 30 II.5.2 Light Rail Transit (LRT) ........................................................................ 34

II.6 Policy Direction for Transportation Development in Palembang City ................ 36 IV.1 Sustainable Urban Transportation Index ............................................................. 48 IV.2 Data collection for each SUTI indicators in Palembang City .............................. 49

List of Tables

Table I-1: Total Area and Percentage to Municipal Area by Subdistrict in ...................................... 3 Table I-2: Population, Annual Population Growth Rate, Percentage Distribution of Population,

Population Density, and Population Sex Ratio by Subdistrict in Palembang Municipality, 2019 .... 4 Table I-3: Percentage of Population by Per Capita Spending Group a ............................................ 5 Table I-4 Poverty Line, Number, and Percentage of Poor People in Palembang Municipality, 2012–

2019 .................................................................................................................................................. 6 Table I-5 Length of Roads by Level of Government Authority in Palembang Municipality 2017–

2019 .................................................................................................................................................. 8 Table I-6: List of National Roads in Palembang City ....................................................................... 8 Table I-7 Length of roads by condition of roads in Palembang Municipality in km from 2017 to

2019 ................................................................................................................................................ 11 Table II-1: Number of Motor Vehicles by Subdistrict and Type of Vehicle................................... 13 Table II-2: Number of Traffic Accident By Location in Teritory of ............................................... 14 Table II-3 List Of Number Of Public Transport In Palembang Area 2020 ..................................... 15 Table II-4: List of terminals in Palembang based on Type A, B and C .......................................... 18 Table II-5 Railway Transport Infrastructure And Facilities in Palembang City ............................. 19 Table II-6 Origin-Destination of River Transportation and its Function ........................................ 20 Table II-7 Terminal Development Plan in Palembang City ............................................................ 21 Table II-8 Inter-Mode Integration Location Plan ............................................................................ 25 Table II-9 Intermodal Integration Development Recommendations ............................................... 26

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Table II-10 TOD location proposal in the Palembang City ............................................................ 29 Table II-11 Trans Musi Bus Line Corridor Plan ............................................................................. 32 Table II-12 Average Number of LRT Passengers Per Day For Weekends and Weekdays 2019-2020

........................................................................................................................................................ 35 Table II-13 The proportion of the budget for each program to improve public transportation of the

transportation service (US Dollar) .................................................................................................. 37 Table II-14 The proportion of the budget for Rehabilitation and maintenance of road transport

infrastructure / pedestrian (US Dollar) ........................................................................................... 42 Table III-1: Ten indicators of Sustainable Urban Transport Index ................................................. 43 Table IV-1: Ten indicators for Sustainable Urban Transport Index ................................................ 48 Table IV-2: Atributes And Percentage Of Community Satisfaction With ...................................... 55 Table V-1 Roughly Indicative Guideline For Allocating Scores To The Various Aspects............ 63 Table VII-1 Suggestions for some indicators that have low result ................................................. 77

List of Figures

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

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Disclaimer:

This report has been issued without formal editing.

The designation employed and the presentation of the material in the report do not imply

the expression of any opinion whatsoever on the part of the Secretariat of the United

Nations concerning the legal status of any country, territory, city or area or of its authorities,

or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis,

conclusions and recommendations are those of the author(s) and should not necessarily be

considered as reflecting the views or carrying the endorsement of the United Nations.

Mention of firm names and commercial products does not imply the endorsement of the

United Nations.

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INTRODUCTION

I.1 General description

Palembang is the capital city of South Sumatera Province. Palembang is located between

2o 52’ to 3o 5’ south latitude and from 1040 37’ to 1040 52’ east longitude. Since 2007,

Palembang divided administratively 16 Subdistrict and 107 villages. In 2018, based on the

Decree number 136/4123/BAK, Jakabaring Subdistrict was formed which is the division

of the Subdistrict Seberang Ulu I and Ilir Timur III Subdistrict which is the division of the

Ilir Timur II Subdistrict, so that the administrative area of Palembang Municipality is

divided into 18 sub districts and 107 villages.

Figure I-1: Palembang City Administration Maps

Source : Bapedda Kota Palembang, 2020

According to Governmental Regulation number 23 (1988) area of Palembang is 400.61

sq.km. The Gandus Subdistrict has the largest area compared to other sub districts (68.78

sq.km or 17.17 %) and Ilir Barat II Subdistrict is a subdistrict with the smallest area (6.22

sq.km or 1.55 %). Territorial boundaries of Palembang Municipality in northern area,

eastern area, western area are bordered by Banyuasin Regency, southern area bordered on

Muara Enim Regency and Ogan Ilir.

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Table I-1: Total Area and Percentage to Municipal Area by Subdistrict in

Palembang Municipality, 2019

Number

Subdistrict Capital of Subdistrict Total Area

(sq.km)

Percentage to

Municipal

Area (%)

1 Ilir Barat Dua Dua-puluh-sembilan Ilir 6.22 1.55

2 Gandus Gandus 68.78 17.17

3 Seberang Ulu Satu Tiga Empat Ulu 8.28 2.07

4 Kertapati Karyajaya 42.56 10.62

5 Jakabaring Lima-belas Ulu 9.16 2.29

6 Seberang Ulu Dua Empat-belas Ulu 10.69 2.67

7 Plaju Plaju Ilir 15.17 3.79

8 Ilir Barat Satu Bukitlama 19.77 4.93

9 Bukitkecil Dua-puluh-enam Ilir 9.92 2.48

10 Ilir Timur Satu Dua-puluh Ilir Tiga 6.50 1.62

11 Kemuning Ario Kemuning 9.00 2.25

12 Ilir Timur Dua Tiga Ilir 10.82 2.70

13 Kalidoni Kalidoni 27.92 6.97

14 Ilir Timur Tiga Delapan Ilir 14.76 3.68

15 Sako Sako Baru 18.04 4.50

16 Sematangborang Srimulya 36.98 9.23

17 Sukarami Kebunbunga 51.46 12.85

18 Alang-Alang Lebar Talangkelapa 34.58 8.63

Source: Central Bureau of Statistic, 2020

I.2 Demography

I.2.1 Population and Employment

The main source of demographic data is population census, which is conducted every ten

years. Population Census has been conducted six times since Indonesia’s independence:

1961, 1971, 1980, 1990, 2000, and 2010. The method of data collection in a population

census involves interviewing respondents and conducting e-census. Enumeration of the

population uses the concept of “usual residence”, which is the concept of “places where

people usually live”. De jure was applied to the permanent residents, while defacto was

applied to non-permanent residents. The permanent residents were enumerated in place

where they normally live, the non-permanent residents were enumerated where they were

found by the enumerators,on the night of ‘Census Date’. Thenon permanent residents

include homeless people, ship crew, boatpeople, remote area community, andinternally

displaced persons. Those who had permanent residence andhad been travelling away from

their home for six months or more werenot enumerated in their permanentplace, but in the

place where theywere during the census.

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For the periods where the population census is not conducted, population projection is done

to estimate population during those years. The population projection is an estimate based

on the demographic components, such as birth, death,and migration. Indonesia’s 2010–

2035 population projection used the 2010 Population Census as the base population.

Palembang population based population projections for 2019 were 1,662,893 people

consisting of 834,175 in habitants of the male and 828,718 female population people. This

compares with a total Palembang Population in 2018, the Population growth of Palembang

are 1.18 percent.

Table I-2: Population, Annual Population Growth Rate, Percentage Distribution of

Population, Population Density, and Population Sex Ratio by Subdistrict in Palembang

Municipality, 2019

Subdistrict Population

Annual

Population

Growth

Rate (%)

2018–2019

Percentage

of Total

Population

Population

Density per

sq.km

Household

Average

of

Household

member

Ilir Barat Dua 66,421 1.28 4.11 10,679 16 485 4.44

Gandus 68,315 3.35 4.23 993 14 808 4.44

Seberang Ulu Satu 89,871 1.54 5.56 10,854 21 192 4.44

Kertapati 88,618 1.51 5.48 2,082 21 001 4.38

Jakabaring 86,837 2.12 5.37 9,480 20 724 4.50

Seberang Ulu Dua 98,846 1.09 6.12 9,247 24 104 4.44

Plaju 91.700 0.30 5.68 6,045 20 416 4.44

Ilir Barat Satu 138,488 1.48 8.57 7,005 31 889 4.44

Bukit kecil 38,502 -0.75 2.38 3,881 11 304 4.45

Ilir Timur Satu 67,144 -0.82 4.16 10,330 17 834 4.44

Kemuning 81,050 -0.25 5.02 9,006 21 146 4.45

Ilir Timur Dua 85,015 0.42 5.26 7,857 21 469 4.47

Kalidoni 117,744 2.69 7.29 4,217 19 469 5.80

Ilir Timur Tiga 73,292 0.30 4.54 4,966 25 682 3.35

Sako 104,004 2.22 6.44 5,765 21 223 4.40

Sematang Borang 51,155 9.20 3.17 1,383 8 285 4.40

Sukarami 172,965 3.16 10.71 3,361 35 989 4.40

Alang-Alang Lebar 99,566 1.94 6.16 2,879 22 411 4.40


Working age population is persons of 15 years and over. Labor force or economically active

are persons of 15 years and over, who in the previous are working, temporarily absent from

work but having jobs, and unemployment.

In year 2019, the number of labour force of Palembang Municipality was 759,115 people.

From the whole of labour force, 92.06 percent of them are working citizens. While for the

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unemployment rate of Palembang Municipality in 2019 reached 7.94 percent. This figure

was obtained by defining unemployment as people who are looking for a job, starting a

new business, unable to get a job or who already having a job but still not starting yet. the

number of labour force of Palembang Municipality.

I.2.2 Household Expenditure

The average per capita expenditures, is the cost spent for all householdmembers

consumption during the month, whether from purchasing, giving grown production,

divided by the number of household members in the household. The monthly average per

capita expenditure in 2019 was recorded at Rp.1,273,229 which consisted of Rp.569,582

for food and Rp.703,647 for non-food. Based on the type of expenditure, monthly average

per capita expenditure figure for food showed that prepared food and beverages, cigarette

and tobacco were two biggest consumptions in 2019. The values for each were Rp. 203,759

and Rp. 66,133 on the other hand, the monthly per capita expenditure for non-food was

spent for housing and household facilities and miscellaneous goods and services. Those

spending were Rp.340,041 and Rp.187,647. Spendings on transport was around 14% of

average monthly expenditure for non-food it was about Rp.100,000.

Table I-3: Percentage of Population by Per Capita Spending Group a

Month in Palembang Municipality, 2018 and 2019

Expenditure Classification (Rp) 2018 2019

<150,000

150,000-199,999

200,000-299,999 0.60 1.01

300,000-499,999 13.13 11.17

500,000-749,999 20.49 18.54

750,000-999,999 14.77 18.43

1,000,000-1,499,999 19.53 19.41

>1,5,00,000 31.48 31.46

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

Source : BPS-Statistics Indonesia, National Socioeconomic Survey March

To measure poverty, BPS-Statistics Indonesia has used the concept of basic needs

approach. Therefore, poverty is viewed as economic inability to fulfill food and non-food

basic needs which are measured by consumption/expenditure. The method used is

calculating poverty line, which consists of two components that are Food Poverty Line

(FPL) and Non-Food Poverty Line (NFPL). The poverty line was calculated separately for

urban and rural areas.

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A person whose expenditure per capita per month is below the poverty line is considered

to be poor. The Food Poverty Line refers to the daily minimum requirement of 2,100 kcal

per capita per day. The Non-Food Poverty Line refers to the minimum requirement for

household necessities for clothing, education, health, and other basic individual needs.

Number of poor people in 2012 was 206.49 thousand people (13.59%), which decreased to

180.67 thousands people (10.90 percent) in 2019. The number of poor people in 2015

experienced an increase of 203.12 thousand people (12.85%) and it remained at the same

level till 2016. In 2018, the number of poor people declined. In general, the percentage of

poor people in 2012 to 2019 has decreased to 10.90 percent.

Table I-4 Poverty Line, Number, and Percentage of Poor People in Palembang Municipality,

2012–2019

Year Poverty Line

(rupiah/capita/month)

Number of Poor

People (thousand)

Percentage of Poor

People

2012 366 689 206,49 13.59

2013 392 560 205,99 13.36

2014 405 037 202,31 12.93

2015 431 242 203,12 12.85

2016 456 225 191,95 12.04

2017 480 735 184,41 11.40

2018 510 994 179,32 10.95

2019 521 489 180,67 10.90


I.2.3 System of Regional Account

Gross Regional Domestic Product (GRDP) is the primary indicator to measure the

economic growth in a region. In the last five years, the GRDP of Palembang Municipality

at current market prices experienced a growth. In 2015, value added was 108,143.80 billion

rupiahs. In 2016, it was 118,344.29 billion rupiahs, in 2017 it was 129,400.33 billion

rupiahs and in 2018, 142,148.40 billion rupiahs. In 2019, the value was 154,805.29 billion

rupiahs.

Based on current market prices, there are three sectors that contributed to GRDP the most.

In 2019, the three sectors that contribute the most were manufacturing industry, followed

by construction, and wholesale and retail trade; repair of motor vehicles and motorcycle.

In 2019 contributions of each sector above were 31.28 percent, 17.90 percent and 17.50

percent (see Figure I-2). Compared to the previous year, the contribution of wholesale and

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retail trade;repair of motor vehicles and motorcycle sectors increased for about 0.77

percent. While the contribution of manufacturing industry and construction sectors

decreased respectively 0.83 percent and 0.49 percent.

In terms of the economic structure of the city it is observed that the processing industries

which contributed to about 20% of Gross Regional Domestic Product (GRDP) of the city.

The economic growth rate of the city has decreased from 8.53 in 2012 to 7.12 in 2018. The

growth in the city is supported by the rise in the tertiary sector and processing industries.

The GRDP for the city is around 84.14 million rupiah (based on per capita income)

Figure I-2: Percentage Distribution of Gross Regional Domestic

Product at Current Market Prices by Industry in Palembang Municipality, 2019


I.3 Road Network Data

In 2019, length of roads by level of state government was 92,020 km, province government

was 97,270 km and by level of government authority in Palembang municipality in 2019

was 681,78 km. Table I-5 presents the list of Palembang government authority roads in

Palembang City based on name of road and length in Km.

7%

18%

18%

0%

5%

31%

0%5%

16%

Procurement of electricityand gas

Water supply, wastemanagement and recycling

Construction

Wholesale and retail trade,car and motorcycle repair

Transportation andwarehousing

Provision of accommodationand food and drink

Information andcommunication

Financial and insuranceservices

Others

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Table I-5 Length of Roads by Level of Government Authority in Palembang Municipality

2017–2019

Year Length (Km)

2017 680.77

2018 681.77

2019 681.78


Table I-6 presents the list of national roads in Palembang City based on name of road and

length in Km. The data based on Decree of The Minister of Public Work and Housing of

The Republic of Indonesia No: 290/KPTS/M/2015.

Table I-6: List of National Roads in Palembang City

Number Name of road Length (km)

1. Jl. Kolonel H. Barlian 5.20

2. Jl. Sutan Mahmud Badarudin 2.90

3. Jl.Jenderal Sudirman 5.03

4. Jl.Veteran 1.83

5. Jl.Perintis Kemerdekaan 1.19

6. Jl.Kolonel Nur Amin 0.41

7. Jl. Laksamana Yos Sudarso 0.62

8. Jl. R.E.Martadinata 1.95

9. Jl. H.Abdul Rozak 4.20

10. Jl.R.Sukamto 1.45

11. Jl.Basuki Rahmat 2.05

12. Jl.Demang Lebar Daun 4.00

13. Jl.Parameswara 0.73

14. Jl.Riacudu 1.55

15. Jl.Rasid Sidik 0.64

16. Jl.Ki Wahid Hasyim 2.20

17. Jl.Ki Merogan 3.60

18. Jl.Srijaya Raya 6.30

19. Jl.H.A. Bastari 8.40

20. Jl.Akses Bandara 2.40

21. Jl.Let Jen Harun Sohar 3.25

22. Jl Soekarno Hatta 8.32

23 Jl. Let Jen. H.Alamsyah Ratu Perwiranegara 3.15

24. Jl.MayJen Yusuf Singadekane 5.20

25. Jl.Lingkar Selatan 11.83

26. Jl.A.Yani 2.80

Total 91.2

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

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

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Figure I-3: Road network in Palembang city

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

Most part of road surface in Palembang municipality was paved along 258,82 km and other

type was 45,77 km. Percentage length of road by type of road in Palembang municipality

show on the picture below.

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Figure I-4: Percentage Length of roads by condition of roads in Palembang municipality


Not all the road on Palembang City are in a good condition, table below explained the

condition of road network in Palembang City from 2017 to 2019. In 2019. Length of roads

by condition in Palembang municipality 357,5 km in good condition, 255,74 in moderate

condition, 48,97 in damage condition and 19,57 km in severely damage condition

Percentage of length of road in good condition is 52% and in severage damaged condition

is 3%. Table below explained length of roads by condition in Palembang Municipality in

km from 2017 to 2019.

77%

6%

17%

Percentage of Road Surface Type

Hotmix

Penetration

Concrete

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Table I-7 Length of roads by condition of roads in Palembang Municipality in km

from 2017 to 2019

No Road Condition 2017 2018 2019

1 Good 107.68 336.78 357.50

2 Moderate 242.0 261.19 255.74

3 Damaged 193.9 48.85 48.97

4 Severage Damage 137.47 34.95 19.57

Total 680.77 681.77 681.78

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CURRENT STATE OF URBAN

TRANSPORT SYSTEMS AND

SERVICE

This chapter includes the current state of urban transport systems and service including a

brief description of the road and public transport network & infrastructure situation along

with issues identified, and the policy and projects response to deal with the situation.

II.1 Number of vehicles

The largest numbers of vehicles in Palembang City are motor vehicles types are as many

as 1,103,484 units, followed in sequence passenger cars 234,652 units, freight cars 90,102

units, buses 1,310 units and special vehicle 701 units. This data state that Palembang

Municipality has extreme vehicle ownership. Number of motorcycle/thousand population

are 664 units, number of passanger car/thousand population are 141 unit and number of

public tranport /thousand population is only 1 unit. The high number of motor cycle and

passenger cars is one of the factors causing the transportation congestion problem in

Palembang City.

Figure II-1: Number of Motor Vehicles by Type of Vehicle in

Palembang Municipality(unit), 2019


0

200000

400000

600000

800000

1000000

1200000

Motorcycle

Passangercar

Freightcars

BusesSpecialvehicle

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The number of vehicles in Palembang City continues to increase every year and based on

data obtained from the Central Bureau of Statistic Palembang, the average percentage

increase in the number of vehicles in 2015 to 2017 is 7.21%. Table II-1 explains very high

vehicles ownership in number of motor vehicles by subdistrict and type of vehicle in

Palembang Municipality.

Table II-1: Number of Motor Vehicles by Subdistrict and Type of Vehicle

in Palembang Municipality

Number Subdistrict

Type of Vehicle

Passenger

cars Buses

Freight

Cars Motocycles

1 Ilir Barat 5,631 162 2,156 382,999

2 Gandus 2,642 7 1,121 19,571

3 Seberang Ulu I 11,965 362 5,296 102,734

4 Kertapati 2,346 17 1,154 25,229

5 Jakabaring

6 Seberang Ilir I 8,671 462 3,795 67,891

7 Plaju 4,562 31 859 31,719

8 Ilir Barat 28,106 639 9,353 98,998

9 Bukit Kecil 3,312 39 1,334 15,273

10 Ilir Timur I 27,106 781 17,439 130,478

11 Kemuning 9,121 65 3,034 31,258

12 Ilir Timur II 23,163 859 12,824 112,501

13 Kalidoni 10,612 28 3,158 37,588

14 Ilir Timur III

15 Sako 14,126 145 3,858 61,689

16 Sematang Borang 2,613 39 534 11,515

17 Sukarami 5,161 102 4,585 115,853

18

Alang - Alang

Lebar 9,210 73 533 27,234

Total 168,347 3,811 71,033 1,272,530


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Figure II-2: Congestion on one of Palembang City road

Source: www.google.com

The number of accidents per year from 2010 to 2019 increased by an average of 1.15% per

year. Although there has been a decline in several years, the average change in the number

of accidents per year is still increasing by 1.15% per year. Table below explained number

of traffic accident from 2010 to 2019 in Palembang.

Table II-2: Number of Traffic Accident By Location in Teritory of

Polrestabes Palembang, 2010 - 2019

Year Number Of Traffic

Accident

2010 307

2011 854

2012 780

2013 624

2014 560

2015 574

2016 453

2017 329

2018 367

2019 653

Source: Police Resort of Palembang Municipality

II.2 Transportation Network in Palembang City

Efforts that can be made by the government to overcome transportation problems such as

congestion on both roads and intersections are by increasing public transportation users

both mass public transportation such as Light Rail Transit (LRT) and Trans Musi Buses as

well as city and suburban transportation in Palembang as feeders for mass transit. At

present there are five Trans Musi corridors and fourteen urban transportation routes serving

community travel in the city center and in the suburbs of Palembang City. The current

number of public transport route permits is 1,304.

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Table II-3 List Of Number Of Public Transport In Palembang Area 2020

Type Of Public Transport Type Of Vehicle Route

City Transport

Otolet/ Angkot

Ampera - Pasar Induk

Amepra - Sekip

Ampera - Lemabang

Ampera - Tangga Buntung

Ampera - Pakjo

Ampera - Bukit Besar

Ampera - Plaju

Pasar Kuto - Perumnas

Ampera - Km 5

Sayangan - Lemabang

Km 5 - Talang Betutu

Pasar Kuto - Kenten Laut

Small Bus / Minibus Ampera - Terminal Karya Jaya

Ampera - Perumnas

Medium Bus

Plaju - Perumnas

Bukit Besar - Jakabaring

Plaju - Pusri

Plaju - Terminal Aal

Terminal Karya Jaya - Terminal AAL

Terminal Karya Jaya - Perumnas

Terminal Karya Jaya - Pusri

Terminal Karya Jaya - Jakabaring

Bukit Besar - Golf

Terminal Karya Jaya - Km 12 Via Musi 2

Terminal Aal - Jakabaring

Perumnas - Jakabaring

Plaju - Terminal Karya Jaya

Trans Musi Bus Medium/Large Bus Bus Sedang

Bus Besar

Taxi Pasangger Car/Minibus

Blue Bird

Starcab (Minibus)

Primkopau

Balido

Kotas

Sub urban transport Otolet / Angkot

Plaju - Mariana

Plaju - Sei Dua

Plaju - Sei Pinang - Meritai

Lemabang - Sei Lais

Lemabang - Sekojo Via Kalidoni

Pusri - Pasar Sekip

Tangga Buntung - Gandus

Rri - Musi 2

7 Ulu - Tegal Binangun

7 Ulu - Komp. Opi

7 Ulu - Komp. Top

Lebak Kranji - Makrayu

Tangga Takat - Pasar Induk

Kemang Agung - 1 Ulu - Pasar Induk

Source: Department of Transportation Palembang City, 2020

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There are currently 5 Trans Musi Bus routes operating, Plaju-Palembang Square Mall,

Sako-Palembang Indah Mall, Karya Jaya-Jakabaring, Alang-Alang Lebar-Dempo and

Pusri- Palembang Square Mall. There are 73 buses with a passenger capacity of 34 people

for medium buses and 59 people for large buses. Since it began operating until 2019 the

Trans Musi Bus is managed by PT. Palembang Jaya Development Facility (PT. SP2J)

which is a Regional-Owned Enterprise (BUMD) of Palembang City, but in 2020 the

management is handed over to PT. Trans Musi Palembang Jaya which is a subsidiary of

PT. SP2J. Starting in 2020 Trans Musi Bus operations will be assisted by both the bus and

the budget center. Improvement of mass public transport services can be done by ensuring

that the public transport service standards meet the service standards described in PM

No.27 2015. The regulation explains that there are six types of minimum service standards

that must be met related to security, safety, comfort, affordability, regularity, and equality.

Based on these regulations the performance of the Trans Musi Bus service still needs to be

improved, especially in terms of regularity. With the limited number of operating fleets and

traffic congestion conditions, the waiting time for the arrival of the Trans Musi Bus at each

bus stop is still relatively long, which is around 15-30 minutes. In addition, there are still

several other types of services that are not in accordance with minimum service standards

and must continue to be improved.

An evaluation of the characteristics of the Trans Musi Bus service is used to assess Public

transport quality and reliability in Palembang. The data used was obtained from the

satisfaction survey of Trans Musi bus transportation users in July 2020. Due to the COVID-

19 pandemic the survey is used google form which was distributed to passangers of Trans

Musi in Palembang.

Figure II-4 explain Trans Musi route on Palembang road network. From the picture we can

see that not all the route serve all the district area in Palembang City. From the picture we

can see that Trans Musi Bus route has not been serve all the area in Palembang City. So

the Trans Musi Bus need feeder modes to connect the origin and destination of traveler.

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Figure II-3: Public Transport Network in Palembang City

Source: Data Analysis, 2019

II.2.1 Public Transportation Infrastructure

II.2.1.1 Terminals

The entrance of goods and passengers in the city of Palembang is through the main

entrances such as the Sultan Mahmud Badaruddin II Airport, Kertapati Train Station, Karya

Jaya Terminal, Alang-Alang Lebar Terminal, Boom Baru Port, Port 35 Ilir.

Road transport infrastructure network consists of a tangible node of the passenger terminal,

goods terminals and traffic space, wherein the passenger terminal according to the service

area is grouped into:

1. Type A passenger terminal serves as the level one hub in the city providing interchange

facilities for border, regional, intercity, rural and urban transport.

2. Type B passenger terminal serves the public transportation for inter-city transportation

within the province, urban transport and rural transportation.

3. Terminal passenger type C serves the public transportation for rural transportation.

In Palembang City there are 9 terminals. 2 terminals are categorized as type A terminals,

namely Karya Jaya and Alang-Alang Lebar terminal. This terminal serves transportation

within the city and another city or province. Table II.3 explain type and size of terminal

area in Palembang City in 2009.

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Table II-4: List of terminals in Palembang based on Type A, B and C

No Station Name Type Area (m2)

1. Alang-Alang Lebar A 8,000

2. Karya Jaya A 18,000

3. Km. 5 C 1,800

4. Sako Kenten C 2,400

5. Lemabang C 1,600

6. Plaju B 3,750

7. Jakabaring B 8,000

8. Tangga Buntung C 780

9. 7 Ulu C 820 Source: RTRW Kota Palembang, 2011

II.2.1.2 Railway

Mobilization of goods and or people besides using road infrastructure, the role of railway

infrastructure in South Sumatra is also important. Railway is a basic need that can move

the rate of mobilization of goods and or passengers which is realized in the form of a

railway station, which is a place or terminal for loading and unloading goods and or people

from one place to another. Railway services are services on a regional scale, where

Palembang City is the beginning and end of passenger destinations. The train station is

located in Kertapati District, Palembang City.

The location of the train station in Kertapati is actually quite strategic, because it can be

integrated with other modes of transportation. It’s location on the edge of the main road

can be integrated with bus and minibus transportation. In addition it is also located on the

edge of the Musi River and Ogan River so that it can be integrated with river transportation

modes.

The South Sumatra provincial government has developed an alternative route intended for

Palembang-Indralaya commuters especially Sriwijaya University students. A new station

has also been established in Indralaya Built on an area of approximately 6 hectares,

equipped with pedestrian bridges, waiting rooms and parking facilities. The purpose of the

Palembang-Indralaya railway is to provide public transportation facilities for students and

lecturers of UNSRI and other commuters. The existence of this lane will facilitate the flow

of road transportation that is increasingly congested.

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Table II-5 Railway Transport Infrastructure And Facilities in Palembang City

No Infrastructure Existing

Condition

Explanation

1 Station Location Kertapati

Station level Big

2

Passenger train

Palembang-Lampung 3 train/day 2000 seats (economics, business and executive

Palembang-Lbk Linggau 3 train/day 2000 seats (economics, business and executive

3 Freight train 6 train/day

Source: RT/RW Kota Palembang, 2011

II.2.1.3 River Transportation

Actually there are 9 (nine) large tributaries that feed into the Musi River, where the length

of which is not less than 700 km. The rivers are Musi River, Rawas River, Lematang River,

Kelingi River, Ogan River, Komering River, Lakit River, Lahan River and Batang Hari

Leko River. Overall, the 9 (nine) river sections have widths ranging from 50 to 200 m,

depths from 2 to 10 m, and lengths of 2,630 km by 1,880 km and some of them can be

navigable. Based on research the proportion of modal use in Palembang City in 2017, it is

known that 2.4% people use river transportation. Ships used on the Musi River, including

ships used to transport goods, ketek boats and speedboats used to transport passengers and

their luggage, and tourist boats in the form of air buses used by tourists to visit tourist

attractions along the Musi River channel. River transportation is currently not widely used

by the people of Palembang because there are still many weaknesses in terms of service

operation time, travel routes and safety.

River transportation in the city of Palembang is characterized by the presence of cargo

ships and passengers carrying out their activities along the Musi River. Passenger mobility

is possible because there is no connecting road other than the Ampera bridge that bridges

the Seberang Ulu region and the Seberang Ilir region. This is because the Musi II bridge is

far outside the city area or on the west ring road about 10 km from the city center. Some of

the shipping lanes have formed themselves because they were pressured by the increasing

level of need for interconnection between one region and another. This happened both on

the shipping routes within the scope of the City of Palembang as well as the shipping routes

upstream of the Musi River and Ogan River and towards the downstream of the Musi River.

This situation resulted in the emergence of commercial routes that adapted the traditional

Musi River shipping route.

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Table II-6 Origin-Destination of River Transportation and its Function

Number Origin Destination Purpose

1 Kertapati Sei Buaya Crossing

2 Tangga Buntung Merogan Crossing

3 Sekanak

4 Ulu

Crossing 5 Ulu

7 Ulu

4 Benteng Kuto Besak 7 Ulu Crossing

5 6 Ilir 7 Ulu dan 10 Ulu Crossing

6 Rumah Buruk Pedatuan Crossing

Source: ASDP Palembang City, 2020

II.2.1.4 Sea Transportation

Existing sea transportation is used to connect the external areas of Palembang City.

Existing conditions indicate that the scope of the external relations of the Palembang City

sea transportation system connects the city of Palembang with Bangka and Batam. Existing

sea transportation facilities are supported by the presence of 35 Ilir and Boom Baru ports.

Sea transportation to and from the city of Palembang serves passenger and goods

transportation. Existing sea transportation routes include Palembang-Mentok (Bangka) and

Palembang-Batam. The main port of Palembang City is currently the Boom Baru port in

Ilir Timur II District.

Besides these ports, there are also plans to develop the Seaport at Tanjung Api-Api which

has a location close to Palembang City. The development of this Seaport is planned as an

ocean port that will serve the needs of the export-import of various commodities for the

Southern Sumatra region, so that this port will later shift the function of seaports in Boom

Baru and Sei Lais.

II.2.1.5 Airport terminals

Sultan Mahmud Badaruddin II Airport is the main airport in the city of Palembang which

is currently still experiencing some service improvements. In addition, the airport terminal

facilities have also been expanded to accommodate more passengers. After the construction

of the airport, it is possible for the airport to serve pilgrims using wide-bodied aircraft and

other international flights, so that Palembang City has its own private embarkation.The

number of aircraft arrivals in 2008 was 7,901 flights and the number of departures was

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7,903 flights, with a total of 812,828 passengers. Several airlines that have operated in

Palembang include Garuda Indonesia, Lion Air, Sriwijaya Air, Batavia Air, Kartika Air,

and Silk Air.

II.3 Master plan of transportation in Palembang

II.3.1 Construction of the passenger terminal

The need for terminal facilities according to the results of analysis based on established

standards, the terminal needs in 2009 were 12 terminals for the entire city, considering the

service scale of a terminal covers 120,000 inhabitants. Based on the projections that have

been made, up to 2029 Palembang City needs 18 terminals. Placement of 18 terminals can

be adjusted to the type of terminal to be built, so that the number of terminals can be

reduced but the type of existing terminal is increased. To support effective terminal

functions, good public transport route planning and other equipment such as bus stops and

bases are needed. The direction of the placement plan for the Palembang City terminal

location is to determine 3 (three) service types, namely Type A, Type B and Type C. In

2020, 15 terminals in Palembang City have been operating according to the plan set by the

government. The terminal consists of terminals of type A, B and C. Number and terminal

name in Palembang, explained in table below.

Table II-7 Terminal Development Plan in Palembang City

Num Sub District Terminal Name Existing

2009

Requirement

2010

Requirement

2020

Requirement

2030

1 Ilir Barat II Tangga Buntung 1 1 1 1

2 Gandus 0 0 1 1

3 Seberang Ulu I 7 Ulu dan Jakabaring 2 1 2 2

4 Kertapati Karya Jaya 1 1 1 1

5 Seberang Ulu II 1 1 1

6 Plaju Plaju 1 1 1 1

7 Ilir Barat I 1 1 2

8 Bukit Kecil 0 1 1

9 Ilir Timur I 1 1 1

10 Kemuning Km. 5 1 1 1 1

11 Ilir Timur II 1 2 2

12 Kalidoni Lemabang 1 1 1 1

13 Sako Multi Wahana 1 1 1 1

14 Sematang

Borang

0 0 0

15 Sukarami 1 1 1

16 Alang-Alang

Lebar

Alang-Alang Lebar 1 1 1 1

Total 9 12 15 18

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II.3.2 Improvement of Public Transportation Services

In order to reform and develop the public transport system, it is necessary to restructure the

route network which is strived to reach the entire region with the lowest possible level of

intermodal transfer. The areas served are potential areas or areas for generating and

attracting trips such as residential areas, tourism areas, offices, trade and service centers

and educational areas.

Routes are divided into two types: main public mass transit routes that serve the main

activity area and through the main roads, and branch routes that serve the supporting

activity area and through collector roads. Main routes are at least served by medium buses

and branch routes with small buses. Feeder public transport routes (feeders), the design is

provided by each related city that is intended to serve the internal movement of settlements

to the path of the branch route, using the microlet mode.

To support the development of public transport and the completeness of its route network,

it is necessary to have supporting facilities, namely facilities for passengers to get on and

off both in relation to the beginning and end of a trip as well as for transfers between service

routes (transfers). Shelter placement is determined based on provisions relating to the

walking distance of passengers where for the CBD area between 200 m-400 m and the

periphery area between 300 m-500 m. The distance between the shelters is also very much

determined by the land use condition of the route trajectory, the denser the area is built, the

closer the shelter distance is set in the distance range above.

The determination of this shelter is not only for the main routes served by buses, but also

for branch and branch routes served by microbuses. This is to provide service certainty for

the community regarding places to obtain services. In terms of shelter development, it is

necessary to first review the land use and traffic conditions, this is to prevent the presence

of shelters. The concept of the development of mass transportation in Palembang City

considers the direction of the spatial structure of the City of Palembang. The development

of mass transit technology choices in the city of Palembang requires criteria to measure the

mass transit routes to be chosen. The criteria used to determine the design of mass transit

routes include the origin of the destination (settlement, shopping areas, business areas,

tourist areas, schools, etc.), data on road conditions, characteristics of the physical

compatibility of mass transit technology structures with the surrounding environment, and

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funding capabilities. The development of mass transit has considered integration between

modes of mass transportation so as to make it easier for users to switch modes to reach

their travel destinations.

II.3.3 Railway Network System

Rail transportation is one of the modes of land transportation which is expected to be an

alternative for residents in carrying out their activities and mobility. Rail transportation can

be used for transporting passengers and goods. The planned development of railroad

transportation in the city of Palembang includes the development of a regional railroad

transportation system (between regions) and an urban railroad transportation system

(within cities). At present, the existing railway network includes:

a) Palembang-Tanjung Karang (Lampung) railroad; and

b) Palembang - Lubuk Linggau train line.

While for the development of inter-regional railroad transportation in Palembang, the

program will be implemented by the central and provincial governments, including:

a) Development of the Indralaya-Tanjung Api-Api International Port Railway. The

construction of this pathway will pass through a small part of the city of Palembang,

namely in the Gandus region, but it will greatly affect the development of the region.

b) Construction of the Palembang-Indralaya double decker railroad to improve services for

commuters, especially students and lecturers of Sriwijaya Indralaya University and

workers who live in Indralaya but work in Palembang, and vice versa.

c) Development of the Palembang-Batung-Sekayu railroad.

d) Development of the Palembang-Betung-Jambi railroad.

e) LRT of Sultan Mahmud Badaruddin II Airport - Ampera-Jakabaring

f) Palembang City Ring Train

II.3.4 Train Station

The plan to develop an urban railway station system (in a city) is aimed at supporting the

performance of the railroad network, including:

a) Improvement and development of the Kertapati Railway Station in Kel. Kertapati.

b) Construction of Karya Jaya multi-mode terminal which will combine road and rail

transportation modes combined with warehousing areas, Karya Jaya industrial area.

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

In general, the river transportation route network in Palembang City is the Musi River from

upstream to downstream and its tributaries, such as the Ogan River and the Keramasan

River. The rivers pass through piers and shelters on both sides of the riverbanks and also

access to tourist sites along the rivers. In order to improve the quality and quantity of river

transportation services in Palembang City, river transportation development plans include:

a) Development of river transportation as another option that is complementary (integrated)

with commensurate quality. As a city divided by Musi River and its tributaries (Ogan

River, Keramasan River, etc.), river transportation is the forerunner of transportation in

Palembang City. Therefore, to improve the performance of river transportation so that it

is in line with land transportation, river transportation needs to be developed that is not

only an alternative to land transportation.

b) Integrating river transportation and tourism will be able to improve the quality of public

transport services, because tourism services generally have high service requirements.

c) Development of river transportation with a buy the service system, to support the

integration of transportation modes in the city of Palembang.

d) Development of supporting facilities for river transportation such as docks, river gas

stations, shelters.

Provision of river transportation services in the form of ASDP shipping lanes as follows:

a) The cruise route Benteng Kuto Besak (BKB) - Sungai Lais;

b) The shipping route of Benteng Kuto Besak-Tangga Buntung;

c) The shipping route of Benteng Kuto Besak-Jakabaring;

d) The cruise route Benteng Kuto Besak -Multi Moda Karyajaya;

e) Benteng Kuto Besak -Pertamina cruise route;

f) The shipping route of Benteng Kuto Besak - Drought Island;

g) The Jakabaring-Kemarau Island shipping route;

h) The shipping route Benteng Kuto Besak Benteng Kuto Besak -Pulokerto; and

i) BKB-other regional shipping routes

The ups and downs of passengers are only carried out at designated docks and shelters. In

this case the existing docks and shelters are still used to make optimal improvements (the

quality is the same as the quality of shelters / shelters for land transportation). While

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

network.

II.3.6 Mode Integration

Intermodal integration is a combination of mass public transport services from two or

several different types of public transportation modes. In the current condition, in

Palembang there are 2 (two) public transportation systems in the city that already exist,

including city transportation and river transportation. Trans Musi Bus mass transportation

and Light Rail Transit (LRT) which is expected to be integrated with other public

transportation modes, especially river transportation and also integration with inter-city and

inter-provincial public transport services served by trains, inter-city buses, and

commercial-aircraft. As an implementation step of the intermodal integration system in

Palembang City, it is planned to build several terminals that integrate the modes of public

transportation in Palembang, especially integration with Trans Musi. Some integration

points that can be built explained in the following table.

Table II-8 Inter-Mode Integration Location Plan

No. Location Integration Mode

1 Boom Baru, Sei Lais, Gandus Water Transportation

BRT Trans Musi

2 Kertapati

Water Transportation

BRT Trans Musi

Railway station

3 Ampera, Benteng Kuto Besak,

7 Ulu, Dermaga Pertamina

Angkutan Sungai

BRT Trans Musi

4 Jakabaring Angkutan Sungai

BRT Trans Musi

5 Bandara SMB II Pesawat

BRT Trans Musi

Source: Mass Transit System Study Palembang City and Data Analysis

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

Based on observations and analysis, it is recommended that five points of integration

between modes be recommended. From these five points, one point is a combination of air

transportation modes with Trans Musi BRT, one point of integration between railway, river

transportation, and Trans Musi BRT. and three points of integration between river

transportation modes and Trans Musi BRT.

Table II-9 Intermodal Integration Development Recommendations

No Location Integration Mode Existing Condition Recomendation

1 Boom Baru River Transportation

Trans Musi Bus

Distance from Boom

Baru Port to nearest BRT

stop Jarak dari ± 350 m

- Revitalizing sidewalks for

pedestrians

- Development of access / particular

lanes for prospective BRT

passengers whose transit

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No Location Integration Mode Existing Condition Recomendation

2 Kertapati River Transportation

Trans Musi Bus

Train Station

Existing Port (Ki

Merogan) located too far

from BRT stop or station

plan

- Port transfer to Kertapati Bridge

direction, approaching station

- Development of particular access

from train station to BRT stop

3 Ampera River Transportation

Trans Musi Bus

Distance from Port to

Jakabaring

Terminal/BRT stop ±600

m

- Require feeder mode like taxibike

or taxi

4 Jakabaring River Transportation

Trans Musi Bus

Distance from Port to

Jakabaring

Terminal/BRT stop ±950

m

- Require feeder mode like taxibike

or taxi

5 Bandara SMB

II

Airplane

Trans Musi Bus

-Land transportation

mode that support this

airport is only taxi

-Airport distance to

public transport lane is

too far

- Develop BRT stop near airport

terminal

- Develop particular access from

airport to BRT stop

Source: Mass Transit System Study Palembang City, 2009

II.3.7 Bicycle Lane

The support of bicycle lane and its maintenance in Palembang is a real step in realizing the

use of environmentally friendly transportation mode. Cycling communities should be more

appreciated for their positive efforts in promoting this. Development of bicycle as a mode

of transportation should be encouraged in the future, including through the approach (i)

bike to work, (ii) bike to school, (iii) bicycle to lunch (Bike to Lunch), (iv) bike to sharing,

(v) the development of certain days for cycling, and so on. The development of the shuttle

for the city bike 'City Bike Shuttle' also needs to be further improved in the future. Figure

below explaines the plan to make a bicycle lane in Palembang City.

Figure II-5 First alternative route Jakabaring Sport City –

Benteng Kuto Besak along 10.5 km

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Figure II-6 Second alternative route Kambang Iwak –

Palembang Square along 5 km

Figure II-7 Bicycle Lane Plan

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II.4 Transit Oriented Development

Transit-Oriented Development or hereinafter abbreviated as TOD, is the concept of

regional development around the transit node so that added value focuses on the integration

between mass public transport networks, and between mass public transport networks and

non-motorized modes of transportation networks, reduced use motorized vehicles that are

accompanied by the development of mixed, dense areas, have moderate to high spatial

utilization intensity.

There are four large stations from 13 LRT stations, which will be developed into Transit-

Oriented Development area. The stasions are SMB II station, Asrama Haji Station, Ampera

Bridge Station, DJKA Station. The location of each stations explained in the picture below.

Figure II-8 Four large LRT stations, which will be developed into Transit-Oriented

Development area.

Table II-10 TOD location proposal in the Palembang City

No

Proposed of TOD

Location (Transit

Oriented Development)

Existing Facilities The Future

1

Integrated Terminal

(TOD) of SMB II

Airport (50 acres)

✓ 55 Domestic

flights, 2

International

flights daily

✓ Limited duty-

free shops and

restaurants

✓ Special station design -airport users &

luggage

✓ Premium Outlet Stores and

Restaurants

✓ Park and Ride

✓ Monorail trains with luggage storage

area (cargo car, folded seats, etc)

✓ Airport toll charge to be included in

tickets

2 TOD in Asrama Haji

Station (20 acres)

✓ Near SMB II

Airport;

✓ The main access

road to Port of

Tanjung Api-Api

✓ Specially designed station to cater for

high passenger volume

✓ Syar’ie Hotel and Shopping Mall

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No

Proposed of TOD

Location (Transit

Oriented Development)

Existing Facilities The Future

✓ Near settlements

✓ Pilgrim

Dormitory

✓ Public Transport Hub (Passengers from

KM12 Bus Terminal, Taxis, Feeder

Bus)

✓ Park and Ride Facilities

3 TOD in Ampera Bridge

(8 acres)

✓ Local Water

Transportation

✓ Market and

Bazaar

✓ Riverside

attractions,

restaurants,

historical

monument (

Benteng Kota

✓ River cruise

✓ Shopping Mall

✓ High rise commercial and residential

buildings

✓ “Eye of Palembang” – Ferris wheel

✓ Revival and refurbishment of

Ampera Bridge

4 TOD in Jakabaring

Sports City (50 acres

✓ Stadium and

Sports facilities

✓ Small shopping

centre

✓ Convention Centre

✓ Shopping Malls

✓ Multi-Storey Park and Ride

✓ Apartments/ Condominiums

✓ Medical Centre

Source: TOD analysis in LRT stations in Palembang City, 2019

II.5 Road and Railway -based transportation

II.5.1 Trans Musi

The purpose of developing Trans Musi Bus is the creation of urban public transport that is

safe, convenient, easy, on time, affordable tariff with excellent service standards. The

condition of Trans Musi Bus is still not satisfactory for the community so the level of use

is far less than the use of motorcycles. From the result of survey analysis of consultant team

and data from Dinas Perhubungan Kota Palembang, it is seen that the average load factor

for each corridor per day is 23% with the average amount of passanger for each corridor

per day is 1338 people.

Currently there are more than 100 Trans Musi cars ready to operate. If based on the

subsidies of City Government of 80's (ready to operate). There are several reasons the bus

is not operating in 2020 this year. Firstly, due to the spread of the COVID-19 pandemic,

the community activity was reduced drastically from before. Until recently 30 units of

buses were operated. In other words, Trans Musi has not given significant advantages from

the operational side. Secondly, the city of Palembang is currently gaining additional new

fleet similar to Trans Musi, but managed by a different company, namely PT TMPJ to run

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a grant of Ministry of Transportation. PT TMPJ is subsidiary of PT SP2J which was

deliberately formed to receive grants from the Ministry of Transportation. “Teman Bus”

program is the program of Ministry, managed by PT TMPJ to fill the empty corridor.

Hopefully after the pandemic COVID-19, along with the activities of the community so

that Trans Musi can be alternative mode of public transport. Curently, there are 45 units of

“Teman Bus” and Trans Musi 30 units. If the condition has normal there will be 80 buses

again that will operate in Palembang. From the data compiled, the total budget of 2019

issued by PT SP2J for Trans Musi amounted to Rp 4.83 billion, includes, cost of purchase

of sparepart Rp 2.621 billion, oil purchase cost Rp 214 million, washing BRT Rp 549

million, overhaule Rp 76 million, BRT equipment cost Rp 44 million, BRT cost of

retreading Rp 110 million, mechanical equipment Rp 56 million, and tire BRT fee of Rp

1.84 billion.

At least there are 200 Trans Musi stops are in damaged condition. Even some of them are

quite a few. There are a Total of 254 bus stops and several bus stops built by private. Some

of the visible damage from these bus stops are from damaged paints and the condition no

longer feasible to be used. This condition is an impact on the comfort of people and public

transport users in the city of Palembang. Constraints are currently faced by Palembang

Department of Transportation, is the lack of budget maintenance so it is not maximal. For

the improvement of one bus stop is Rp 30 million. While in one year, there was only a

budget of Rp 100 million. For that, the fore will run two options in the repair of this stop.

It is using CSR or through third parties with a system of cooperation.

The development of Trans Musi Bus is to become a Bus Rapid Transit (BRT), it can be in

the form of a Bus that uses a special lane that is separate from other lanes (Busway). BRT

is a bus system that is fast, convenient, safe and timely in terms of infrastructure, vehicles

and schedules. Use the bus to serve service of better quality than other bus services. Each

BRT system must use a different improvised system, although the improvised sharing with

other BRT systems. The results of the system dart were to approach the rail transit if they

still enjoyed bus safety and fare. Countries that use BRT in North America, in Europe and

Australia are called busway and the name is also used in Indonesia, while other countries

call it quality bus or easy bus service when reaching high quality. Bus rapid transit uses

some of the names of rapid transit which describe high-capacity rail transportation or we

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can call it right-of-way. Rapid transit trains use underground tunnels, and typical long-

bodied trains in a short track in a few minutes. Table below explain Trans Musi Bus line

corridor plan. There are no plans regarding the number of fleets of each of the Trans Musi

Bus corridors which are planned to operate for the next few years.

Table II-11 Trans Musi Bus Line Corridor Plan

Periode Corridor Route Length

1.

Corridor I

(Alang-alang

Lebar – Ampera)

Terminal ALang-alang Lebar – Jl. Sultan

Mahmud Badarudin II – Jl. Kol. H. Burlian

–Jl. Sudirman – Ampera

15.48

Corridor II

(Terminal Sako

– PIM)

Terminal Sako– Jl.Sako Raya – Jl.Siaran –

Jl. Musi Raya - Jl. H. Abdul Rozak (Patal

Pusri) – Jl.R.Sukamto – Jl. Jend. Basuki

Rahmat – Jl. Demang Lebar Daun –

Jl.Srijaya Negara – Jl.JAR. Suprapto –

Jl.KH. Ahmad Dalan – Jl.Danie Effendie -

PIM (Jl.Radial)

17.39

2.

Corridor III

(Jakabaring –

Ampera – PIM)

Term. Jakabaring - Jl.Pangeran Ratu –

Jl.Gub.Hasan Bastari – Jl. Mayjen Ryacudu

–Ampera – Jl.Sudirman –

Jl.Letkol.Iskandar – Jl.HM. Danie Effendie

– Jl.Merdeka

8.41

Corridor IV

(Plaju –

Kertapati –

Karyajaya)

Term. Plaju – Jl.DI.Pandjaitan - Jl. A.Yani

– Jl. Ki Merogan – Stasiun Kertapati –

Jl.Sriwijaya Raya - Term.Karyajaya

14.49

Corridor V

(Bandara SMB

II – Bukit

Siguntang)

Bandara SMB II – Jl.Harun Sohar –

Simpang Tanjung Api-api – Jl.Soekarno

Hatta –Jl.Prameswara – Jl.Demang Lebar

Daun – Bukit Siguntang

15.73

3

Corridor VI

(Terminal AAL

–Musi II –

Karyajaya)

Terminal AAL – Jl.SMB II – Jl. Soekarno

Hatta – Jl. Alamsyah Ratu Prawiranegara –

Jl.Mayjen Yusuf Singadikane –Jl.Sriwijaya

Raya – Term. Karyajaya

21.13

Corridor VII

(Sako – Pusri –

PIM)

Term Sako – Jl.Siaran – Jl. Musi Raya –

Jl.Residen Abdul Rozak –

Jl.RE.Martadinata – Jl.Perintis

Kemerdekaan – Jl.Veteran – Jl.Kapt.Ahmad

Rivai –KH.Ahmad Dahlan – PIM

(Jl.Radial)

13.03

Corridor VIII

(Kenten Laut –

Dempo – JM)

Kenten Laut –Jl.MP.Mangkunegara –

Jl.AKBP Cek Agus – Jl.Cek rifai Cek Yan

– Jl.Bangau - Jl.Rajawali – Jl.Rasyid

Nawawi – Jl.Brigadir Abdul Kadir –

Jl.Lingkaran 1 –Jl.Lorong Dempo – Jl.

Dempo Luar - Jl.Dempo – JM

15.14

Source: Mass Transit System Study Palembang City, 2009

The development of Trans Musi mass transportation in the span of the planning year (2012-

2032) will be directed to serve new corridors, especially those leading to new growth

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centers and through Musi III to Musi Bridge VI. At least there are at least 5 additional

corridors to support the movement of the population within this period. Until this report

was compiled, there had been the addition of one Trans Musi corridor, namely Sako-PIM,

as many as 19 units. The total number of fleets currently operating is 73 units, consisting

of five corridors namely Plaju-PS Mall, Sako-PIM, Karya Jaya Terminal-Jakabaring.

Figure II-9: Trans Musi

(Source: https://sumselupdate.com/)

There is no significant progress due to Trans Musi mass transportation development plan

because this plan is financed and regulated by the central government, until now there has

been no direction to start this plan so that the city government has not been able to

implement it but any other plan recorded is Teman Bus. The operation of Teman Bus

become the first service in Palembang City (June 2, 2020) that work with the Buy The

Service (BTS) scheme in collaboration with PT Transmusi Palembang Jaya. Teman Bus

stands for Transportasi Ekonomis, Mudah, Andal, and Nyaman, is present as a Bus Rapid

Transit (BRT) to support community mobilization that is integrated with the LRT mass

transit services that are already available in Palembang. Teman Bus present is also support

Trans Musi as a BRT service in Palembang City Government which has been present in

Palembang since 2010. There are 45 bus companion services in Palembang, which serve in

3 corridors, namely Corridor 1 at Alang-Alang Lebar Terminal - Dempo, Corridor 2 Haji

Dormitory - Sako Terminal, and Corridor 3 of Plaju Terminal - Pasar Induk Jakabaring.

Teman Bus is a medium bus vehicle with a capacity of 40 passengers with 20 seats and a

large bus with a capacity of 60 passengers with 30 seats and priority seats. Each bus has 1

entrance at the front with a low deck, and 1 at the middle door is the high deck. Start from

https://sumselupdate.com/

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official announcement for Teman Bus operation until unspecified time, people who use

Teman Bus are free of charge. The government provides a full subsidy for the operational

costs of services carried out by operators with predetermined service standards. This

service standard is the reference for operator services for better service to the community,

so it is hoped that more passengers will switch to public transportation modes.

Figure II-10: Teman Bus

(Source: https:// infopublik.id)

II.5.2 Light Rail Transit (LRT)

The existing Light Rail Transit (LRT) line has a length of 23.4 Km located in a strategic area

that connects various land uses between Sultan Mahmud Badaruddin II (SMB II) Airport

Station and DJKA Station. The predicted results of the number of trips in Palembang City

in 2019 show the total number of trips in one day is 1,754,916 people / day. This prediction

is based on 2017 research which explains that the total number of trips per day in

Palembang City has increased by an average of 12% per year. From these trips, the

percentage of transportation mode users in Palembang City for the purpose of working trips

was the private motorcycles 47.66%, private cars 16.15%, online motorbike taxi 12.5% and

public transportation 10.16% (Arliansyah, 2017). From a number of users of this mode of

transportation, after LRT was operational in 2018 and a survey was conducted on potential

LRT users from other modes of transportation, it was known that the potential LRT users

from motorcycles were 1.25%, cars 1%, angkot 1.8%, bus 2% and non-motorized vehicles

0.3%.

https://sumselupdate.com/

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The condition of LRT passengers since it operates on July 23, 2018 until Juny 2020 based

on the average number of passengers per day for weekends weekdays are explained in the

table below.

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

2019-2020

Year LRT Passengers Per Day (people) Occupancy (%)

Weekday Weekend Weekday Weekend

2018 4359 7370 27% 46%

2019 6234 9381 21% 31%

2020 3791 5259 16% 22%

Source: Balai Pengelola Kereta Api Ringan Provinsi South Sumatera, 2020

Before COVID-19 pandemic, the LRT operational time was from 6:00 to 20:23. After the

-pandemic there were changes in operating hours from 06.53 to 15.41. This has resulted in

reduced transport capacity and the number of passengers per day. Based on the LRT

passenger occupancy percentage, it can be seen that the number of passengers is still very

low when compared to the capacity of LRT. More over at the covid pademic 19 as it is

happen today.

Based on the number of passengers per day shows that the number of passengers on

weekends is higher compared to working days. This means that the purpose of travel using

LRT is now more dominant for travel purposes other than work, such as for shopping,

recreation and social purposes visiting friends or family. The maximum number of

passengers on weekends and weekdays is 13,395 passengers on weekends and 10,955

passengers per day on weekdays. Whereas the minimum number of passengers on

weekdays and weekends is 5,204 passengers for weekends and 3,371 passengers per day

on weekdays. Figure below explain the Palembang LRT Network Map (2018).

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Figure II-11: Palembang LRT Network Map

Figure II-12: LRT in Palembang City

II.6 Policy Direction for Transportation Development in Palembang City

There are four policy direction for transportation development in Palembang. The

proportion of the budget for each program for water and land transportation explained in

the table II-13.

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Table II-13 The proportion of the budget for each program to improve public transportation of the transportation service (US Dollar)

Number Programs Performance

Indicator

Activity

Programs Source Fund 2016 Fund 2017 Fund 2018 Fund 2019 Fund 2020

1

Program for

the

construction of

transportation

infrastructure

and facilities

Water

transportations

Pontoon

contruction at

Jakabaring pier

Department of

Transportation

Sumatera

Selatan

Province

254,096.98 0.00 101,368.47 0.00 0.00

Port

construction

along Musi

River

Ministry of

Transportation 0.00 0.00 3,378,949.15 3,378,949.15 0.00

Land

transportations

Procurement of

portable scale

Department of

Transportation

Sumatera

Selatan

Province

0.00 0.00 0.00 33,789.49 0.00

Province road

transport

Department of

Public Works

and Spatial

Planning

Sumatera

Selatan

Province

20,819,791.65 7,993,242.10 19,112,165.41 1,303,936.48 6,330,228.08

Parking lot

construction at

Jakabring Sport

City

Department of

Transportation

Sumatera

0.00 267,650.35 337,894.91 0.00 0.00

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Indicator

Activity


Selatan

Province

Terminal

Construction

Subsidy

Kementerian

Perhubungan 0.00 0.00 0.00 168,947.46 168,947.46

2

Rehabilitation

and

maintenance of

road transport

infrastructure

and facilities

Land

transportations

maintenance

Local road

transport

Department of

Public Works

and Spatial

Planning

Palembang

City

7,447,797.26 16,388,271.67 21,951,514.70 11,711,595.25 13,485,687.07

Province road

transport

Department of

Public Works

and Spatial

Planning

Sumatera

Selatan

Province

439,097.82 2,139,550.60 551,419.23 1,604,976.85 687,888.83

Passengers

terminal

Dinas

Perhubungan

Sumatera

Selatan

Province

0.00 0.00 9,461.06 9,461.06 33,282.65

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Indicator

Activity


Road markings,

zebra cross and

traffic light

Dinas

Perhubungan

Palembang

City

16,879.68 12,147.32 10,109.82 68,566.31 0.00

Trans Musi

Operational

Subsidy

Department of

Transportation

Kota

Palembang

1,351,579.66 1,351,579.66 1,351,579.66 1,351,579.66 1,351,579.66

Teman Bus

Operational

Subsidy

Ministry of

Transportation 0.00 0.00 0.00 0.00 675,789.83

Water

transportations

maintenance

Patrol ship

maintenance

periodically

Department of

Transportation

Sumatera

Selatan

Province

6,349.05 13,515.80 0.00 13,515.80 6,757.90

Other

Maintenance

Testing Tools

maintenance

Department of

Transportation

Sumatera

Selatan

Province

2,365.26 6,757.90 1,689.47 0.00 0.00

3 Transportation

service

Seminar,

Workshop and

Light Rail

Transit

Workshop

Department of

Transportation

Sumatera

0.00 0.00 33,789.49 11,420.85 11,420.85

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Indicator

Activity


improvement

program

improvement

programs

Selatan

Province

UPTD BLJKB

management

Department of

Transportation

Sumatera

Selatan

Province

33,489.37 52,343.91 5,068.42 0.00 0.00

Construction

workshop

Department of

Transportation

Sumatera

Selatan

Province

4,402.77 0.00 0.00 0.00 0.00

Facilities

committee

forum SMB II

Palembang

International

Airport

Department of

Transportation

Sumatera

Selatan

Province

2,125.36 0.00 0.00 0.00 0.00

Pioneering road

transportation

Department of

Transportation

Sumatera

Selatan

Province

0.00 0.00 16,894.75 0.00 0.00

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Indicator

Activity


Asian Games

2018

Transportation

Department of

Transportation

Sumatera

Selatan

Province

0.00 0.00 676,151.28 0.00 0.00

Heliport

Planning at

Jakabaring

Sport City

Department of

Transportation

Sumatera

Selatan

Province

9,559.05 1,350.57 18,922.12 0.00 0.00

4

Traffic control

and security

program

Average

vehicle speed

Traffic lights

and road

markings

Department of

Transportation

Palembang

City

41,034.30 17,807.06 6,744.38 24,200.03 0.00

Traffic Cone,

Traffic Block,

and ATCS

Department of

Transportation

Sumatera

Selatan

Province

267,213.31 216,186.86 27,031.59 0.00 0.00

Procurement

and installation

of road traffic

safety facilities

Department of

Transportation

Sumatera

Selatan

Province

0.00 0.00 57,330.77 0.00 0.00

Total Budget Amount 30,695,781.52 28,460,403.78 47,648,084.68 19,680,938.38 22,751,582.32

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

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

Number Public Transport

Facilities

Program

Type

Source 2016 2017 2018 2019 2020

1

Rehabilitation and

maintenance of road

transport infrastructure

/ pedestrian

Maintenance

Department of

Public Works

and Spatial

Planning

Palembang City

1,102,087,800.00 2,425,054,500.00 3,248,275,387.50 1,733,023,306.56 1,995,544,543.85

Construction

Department of

Public Works

and Spatial

Planning

Sumatera

Selatan

Province

3,080,808,670.00 1,182,800,000.00 2,828,122,676.60 192,950,000.00 936,715,500.00

Maintenance

Department of

Public Works

and Spatial

Planning

Sumatera

Selatan

Province

64,975,500.00 316,600,000.00 81,596,260.00 237,496,450.00 101,790,350.00

2 Cyclist Construction

Department of

Transportation

Palembang City

7,680,750,000.00

Total Budget Amount 4,247,871,970.00 3,924,454,500.00 6,157,994,324.10 2,163,469,756.56 10,714,800,393.85

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SUTI DATA COLLECTION

A brief explanation of data collection approaches, officials meet, main sources of

information, preliminary survey, interpretation, aggregation of data, panel of experts and

city officials concurring with the input data on various indicators challenges faced and how

they were overcome is being presented in the chapter.

Data collection for SUTI for Palembang City obtained from secondary data from various

department in Palembang City. In addition, a survey was conducted to get the perception

of Trans Musi public transport facilities using google form.

Table III-1: Ten indicators of Sustainable Urban Transport Index

No Indicators Data Type Data

Collected

Source of

Data/Location/Year Institute

1

The extent to

which

transport

plans cover

public

transport,

intermodal

facilities and

infrastructure

for active

modes

Secondary

Transportation

infrastructure

development and

planning data

related to

pedestrian, bicycle

and public transport

facilities

• RTRW

Palembang City

(2012-2032),

• Transportation

Study in

Palembang City

in last 5 years

• Development

Planning Agency

Palembang City,

• Department of

Transportation

Palembang City,

• Public Works and

Public Housing

Agency Palembang

City

• National Road

Planning and

Supervision

2

Modal share

of active and

public

transport in

commuting

Secondary

• Number and

types of public

transportation

operating in

Palembang City

• Mode selection in

Palembang City

• Route licensing

data from

Department of

Transportation in

Palembang

• Previous research

• Department of

Transportation in

Palembang City

3

Convenient

access to

public

transport

service

Secondary

• TM Bus Stop and

LRT Station

Locations

• Location and

Number of

Previous research

• Department of

Transportation in

Palembang City


Public Housing

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Collected

Source of


Housing Units at

a radius of 500 m

around the TM

and LRT bus

stops

• Number of

residents at a

radius of 500 m

around the

location of the

TM stop and

LRT Station

• Trans Musi and

LRT public

transport arrival

time intervals

Agency Palembang

City

Population data per

subdistrict, previous

research

4

Public

transport

quality and

reliability

Primary

Data on the level of

community

satisfaction with

public transport

services in

Palembang.

Parameters of

satisfaction are :

• 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

Questionnaire

survey by google

form in 2020

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Collected

Source of


5

Traffic

fatalities per

100,000

inhabitants

Secondary

• The number of

deaths caused by

traffic accidents,

such as car, boat

accidents, etc., in

the city of

Palembang.

• Number of

Population in

Palembang City

2015 – 2019

• Police

Departement in

Palembang City

• Hospital that

provide electronic

medical records

• Jasa Raharja

• Department of

Transportation

South Sumatera

Province

• Central Bureau of

Statistics

Palembang City

6

Affordability

– travel costs

as part of

income

Secondary

• Ticket prices

data for public

transportation in

Palembang

• Income data from

middle to lower

population in

Palembang

• Recent data

2019 from

Department of

Transportation

Palembang City

• PT. Trans Musi

Palembang Jaya

• Central Bureau of

Statistics

Palembang City

7

Operational

costs of

public

transport

system

Secondary

• Financial

statements of

income from

operating results

(not including

revenue through

advertising and

so on) and

operational costs

in all Trans Musi

and LRT

operating

corridors

• Number of fleets

operating in each

corridor

• Mileage of each

operating

corridor

• Number of rits

for each

operating

corridor

• Investment

budgets on public

transportation

Recent data 2019

• PT. Trans Musi

Palembang Jaya

• Balai Kereta Api

Ringan Propinsi

South Sumatera

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Collected

Source of


systems and

facilities

including

pedestrian and

bicycle

infrastructure

• Total investment

budget in

transportation

throughout the

city including

(roads, traffic

signs,

infrastructure,

public

transportation

facilities,

pedestrian and

bicycle facilities,

etc.)

8

Investment in

public

transportation

systems

Secondary

Recent data 2019

• Department of

Transportation

Palembang City

• Department of

Transportation

South Sumatera

Province


Public Housing

Agency Palembang

City

9 Air quality

(PM10) Secondary

Palembang City Air

pollution data

Last 5 years data

Environment and

Sanitation Office

Palembang City

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Collected

Source of


10

Greenhouse

gas emissions

from

transport

Secondary

• Name and length

of the road and

its authority

• Number of

vehicles per type

• Fuel Distribution

for

Transportation

• Number of

Passengers

(people)

• Electricity

Consumption

(KWh)

• Solar

consumption

• (kilo liters)

• Lubricant

consumption

• (kilo liters)

• Landing and

take off data

• Avtur (liters)

• Avgas

(MMSCF)

• Number of

Passengers

(People)

• Number of

Baggage (kg)

• Estimated type

of aircraft

operating in

SMB II, for

example B737

800, B737 900

• etc

Recent data 2019

Last 5 years data


Public Housing

Agency Palembang

City and South

Sumatera Province

• One Stop One Stop

Administration

System Palembang

City

• Pertamina MOR

(Distribusi)

• Light Railroad

Office South

Sumatera Province

• PT. Angkasa Pura II

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SUTI

IV.1 Sustainable Urban Transportation Index

Sustainable Urban Transport Index (SUTI) is a framework of indicators for the assessment

of urban transport systems and services in a city. The Sustainable Urban Transport Index

(SUTI) has been developed by UNESCAP to help summarize, track and compare the

performance of Asian cities with regard to sustainable urban transport and the related

Sustainable Development Goals (SDGs).

The following table lists the 10 indicators, measurement units and normalization range.

The indicators and SUTI can help summarize, track and compare state of urban transport

performance in a city. SUTI can serve as a useful tool for cities to assess the achievement

of the SDG 11, more specifically target 11.2 and implementation of the New Urban

Agenda.

Table IV-1: Ten indicators for Sustainable Urban Transport Index

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.

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

SUTI project has been implemented in the city of Jakarta in 2017, Bandung and Surabaya

in 2018 after seeing the project prospect is successful then the program was continued to

other big cities in Indonesia. The city that became the next pilot in the application of each

indicator of the SUTI program is the city of Palembang. Here are the data from 10

indicators SUTI that have been collected in Palembang;

Indicator 1: Extent to which transport plans cover public transport, intermodal facilities

and infrastructure for active modes

This indicator must be produced by undertaking a manual document review of the city’s most

recent transport plan and score it with a set of criteria defined for this indicator. This review

involves designating an expert or a small expert team to read and score the plan according to the

criteria. Time, manpower and independence, should be secured for this process.

Is City’s most recent (<10

years) transport plan

available? If yes when was

it prepared/approved?

Year: 2011-2018

Title of the document:

1. Pre-Feasibility Study In Urban Transport Project, Palembang,

Indonesia, 2011

2. Regional Spatial Plan of Palembang 2012-2032

Expert (s) reviewing the

document (Name,

Designation & affiliation)

Dr. Ir. Joni Arliansyah, M.T.

Prof. Dr. Ir. Erika Buchari, M.Sc

Result: A value of 10 indicates that transportation planning in Palembang

City needs to be improved in order to accommodate public

transport, intermodal facilities and infrastructure for active modes.

Indicator 2: Modal share of active and public transport in commuting

This ‘modal share’ indicator is of interest in many cities, but definitions vary, and data can be a

problem. In case no data exist, or existing ones are outdated (e.g. 10 years old or more) the city

will need to derive new data on transport volumes (trips) per mode. This may involve conducting

some form of a travel survey, or using other methods, as described in section 3.2. This can be a

major task. Commuting trips using active and public travel modes: using a travel mode to and from

work and education other than a personal motorized vehicle

A. Active Modes: ‘Active transport’ means cycling and walking.

We need to include share of cycle rickshaws as part of cycle and mention the share separately in a

foot note.

B. Public transport: Includes public bus, BRT, tram, rail, scheduled ferry.

Please mention share Informal Public Transport & para transit separately in a foot note. These may

include taxi or unofficial motorized para-transit (auto-rickshaw, mini-bus, tuk-tuk, etc. as well as

school bus and company bus).

Is mode share data

(<10 years) available?

Year: 2017

Title of the study: The Effect Of Economic Social Status Factors

Mode Choice For working activity In Palembang

Modes included:

1. Motor cycle

2. Private car

3. Angkot

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4. Trans Musi Bus

5. Taxi

6. LRT

7. Water transport

8. Other mode

Please indicate status

of data collection & the

strategy you are

planning to adopt.

The result of share mode is obtained from from mode choice research

conducted in 2017 and predictions of Palembang trip distribution in

2019 with basic MAT in 2016

Result: Result of analyses indicate that the most mode frequently used are

motorcycle (46.24%), car (22.00%), angkot (8.87%), taxi (12%)

Transmusi bus (6.20%). LRT (4.28%), non motorized (0.41%),

(Source: mode share study, 2017 and Until now there has been no

research on the proportion use of water transport in Palembang

The value obtained is above 10% and below 50% shows that the modal

share in Palembang City for public transportation is still low compared

to private vehicles.

Indicator 3: Convenient access to public transport service

According to United Nations ESCAP, this indicator is proportion (percentage) of the population that

has convenient access to public transport, defined as living 500 meters or less from a public transport

stop with minimum 20-minute service.

Procedure and data sources to

collect or derive data

1. Identify the relevant stations and bus stops

2. Calculate the number of inhabitants living in buffer zones

within a 500-meter radius of each selected station/stop

3. The populations in all buffer zones are added (avoiding

double counting of population in case of zone overlaps)

and the share of inhabitants living in the buffer zones as a

share of the total population is calculated

How to obtain data population

and location of public transport

stations?

Create a population density based on population by ward/zone

data.

1. Data on the population of the city of Palembang per district

in 2019 was obtained from Palembang Municipality in

Figures, 2020.

2. Data on the location of public transport stations and

terminals is obtained from Palembang City Transportation

Department.

How to draw road network map? Using Google Earth Pro

1. Obtain bus route network from Palembang City

Transportation Department

2. Generate a bus flow map (buses/per hour per direction)

3. Draw a buffer of 500 meters

4. Every transit area of 500 meters buffer, will be calculated

based on each disctrict large, if the buffer the number of

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areas that intersect will be included in calculation and the

rest will be putted in another district.

Strategy & Status

The process carried out in obtaining convenient in accessing

the location of public transport data, namely first mapping the

number of sub-district-based population in the city of

Palembang and looking for points of location of terminals and

stations scattered in the city of Palembang using ArcGIS

software. At this stage buffer zones will be created in each

station and bus stop covering an area of 500 m and then

calculate the area based on the sub district that enters the buffer

zone. After obtaining the sub district area that is included in the

buffer zone, multiplied by the number of population density in

each of these sub-districts and the rest will be calculated in

other sub-district. Population density data is obtained from

Palembang Municipality in Figures, 2020.

Density Maps of Palembang City

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52

Location Terminal and Station Public Transport in Palembang City

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53

Buffer Zone 500 m

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

Indicator 4: Public transport quality and reliability

This indicator is based on measuring the satisfaction of Public Transport users with the quality

and reliability of public transport service. Any existing survey results may need to be updated,

adjusted or re-interpreted to match the format defined in this guidance. If no survey exists, a

basic survey has to be prepared and conducted within a short time.

The degree to which passengers of the public transport system are satisfied with the

quality of service while using the different modes of public transport. This involves some

practical survey work

How satisfied are you with:

• Frequency of the service

• Punctuality (delay)

• Comfort and cleanliness of vehicles

• Safety of vehicles

• Convenience of stops/stations

• Availability of information

• Personnel courtesy

• Fare level

Sample size 250-300 is desirable. Ensure gender and age group representation (at least 30%

women).

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Is there any survey available to

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 Palembang City

Status of data collection The data used was obtained from the transportation

service of the city of Palembang, which has conducted

a survey of satisfaction of Trans Musi bus

transportation users in 2020, using online questioner.

Table IV.2 explain the level of community satisfaction with the Trans Musi Bus service. Several

assessment parameters such as service , physical facilities, punctuality (delay) and complain

service having a community satisfaction level of less than 50%

Table IV-2: Atributes And Percentage Of Community Satisfaction With

The Trans Musi Bus Service

Num Atributes Satisfied (%)

1 Frequency of the service 40.63

2 Service (include comfort, cleanlines, safety,

and convenience) 25.00

3 Time of Service 65.63

4 Fare level 62.50

5 Physical Facilities 28.13

6 Punctuality (delay) 37.50

7 Personnel courtesy 55.88

8 Availability of information 71.88

9 Complain Service 40.63

Average 48.39 (Source: Results of Analysis, Quarter II of 2018)

Result : Based on the result of questionnaire, concluded that the level of community satisfaction

with the Trans Musi Bus service less than 50%. This shows that there are still many

improvements that must be made to increase community satisfaction.

Indicator 5: Traffic fatalities per 100.000 inhabitants

According to United Nations ESCAP, this indicator is focused on fatalities: People killed as the

result of traffic accidents in the city each year. Fatalities are far from the only important traffic

safety impact, as many more people are injured, and sometimes permanently impaired. However,

it is widely considered that fatalities are tragic events that absolutely should be avoided, and

therefore also registered and reported when they do occur. Moreover, it is considered by most

experts and health authorities worldwide that fatality data are generally more reliable, available,

and comparable than data for injuries or other impacts.

Fatalities in traffic (road,

rail, etc.) in the urban areas

per 100,000 inhabitants. As

defined by the WHO, a death

counts as related to a traffic

Definition of fatality :

According to the Palembang City Regional Police, traffic accident

data is classified as deads, serious injuries and minor injuries.

While for water traffic accident there are incidents of people who

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accident if it occurs within

30 days after the accident.

disappeared. However, this project only requires the number of

accidents that cause death.

Data Sources The data source of road transport and ferryboats is collected from

Palembang City Regional Police in 2015 – 2019. The data obtained

in last five years that became the basis of this project and it can be

seen for road transport, 2019 was a year with unusually few

fatalities. While for ferryboats, 2016 was a year with unusually few

fatalities.

The total inhabitants of the city of Palembang is obtained from

Palembang Municipality in Figures, 2020. Total inhabitant in year

of 2019 is 1.662.893.

Collect a data from

Palembang City Regional

Police in recent years

The number of road transport accidents in the city of Palembang

Years Numb. of

Accidents

Number of Events

Total Minor

Injured

Seriously

Injured Deads

2015 574 321 349 117 787

2016 453 289 230 110 629

2017 329 220 177 78 475

2018 367 377 95 106 578

2019 653 745 125 77 947

Average 475 390 195 98 3416

The number of ferryboats accidents in the city of Palembang :

Years Numb. of

Accidents

Number of Events

Total Minor

Injured

Seriously

Injured Deads

2015 1 4 0 9 13

2016 7 5 0 3 8

2017 5 25 1 9 35

2018 5 1 16 4 21

2019 4 3 0 7 10

Average 4 8 3 6 87

Indicator 6: Affordability – travel costs as part of income

According to United Nations ESCAP, This indicator is derived from two elements. The first is

data is on the costs of using public transport and the second is the average monthly income of the

poorest part of the population. The indicator is calculated as the ratio between the two (a percentage

of the income).

Data on costs of public

transport according to

United Nations ESCAP

The indicator for the cost of public transport is proposed to be the

cost of a monthly network-wide pass for an adult person. Network-

wide means a card or pass covering all main PT operators and

services in the city. If such a pass exists in the city it is very easy

to obtain the price information from the website, office, or ticket

counter of the local public transport organization or authority. The

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variable is also easy to enter directly in the calculation of the

indicator.

In Palembang City there is no network-wide monthly pass, so it

used another alternatives based on data collection guideline. A

final alternative used in this project is is to use the price of a single,

standard ticket. The ticket price is multiplied by 60 (two daily trips

for 30 days of the month for one person), to mirror the monthly

pass price, as proposed by WBCSD in their similar indicator. If

standard ticket prices vary much across different

companies/modes, a weighted average of these prices could be

used. In the data sub-sheet for this indicator is provided to easily

calculate the monthly price based on single ticket prices and

market shares.

How to get data about

market shares (estimated)?

The market shares may not be known but could likely be stipulated

by a local expert. Market shares in this project based on research

journal entitled; The Effect of Economic Social Status Factors for

Selecting Transportation Mode for Work Travel in Palembang

City, 2017. Detailed information can be seen in the picture below:

Distribution of the main modes of transportation in the city of

Palembang in 2017

Market shares used in this project is only public transportation that

still operates, such as city transportation, Trans Musi and river

transportation.

Data on Income The minimum income set by the Palembang city government

through a circular amount of UMR in 2017 is Rp 2,484,000 or US

$ 169.55.

Indicator 7: Operational costs of the public transport system

This indicator needs to be derived from the accounting reports and data of public transport

companies. It will likely be necessary for some cities to consult public PT authority or company

or individual operators to request the data.

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1. Account statement/

Audited Balance sheet

for public companies

Yes

2. Survey of operators Trans Musi Vehicle Operating Costs Pa

Koridor Fleets Distance

(km) Rit

Per Km Cost Per

Vehicle

C 1 23 14 8 US $ 0.75

C 2 19 17 8 US $ 0.65

C 3 16 14 8 US $ 0.64

C 4 5 14 10 US $ 0.95

C 5 10 13 8 US $ 0.79

Monthly Income Trans Musi Palembang Every Corridor

No Corridor Monthly Average (US $)

1 C 1 30,989

2 C 2 19,699

3 C 3 1,078

4 C 4 13,803

5 C 5 5,176

(Source: Transportation department Palembang Ccity, 2020)

Strategy adopted & Status

of data collection

Data is the result of Trans Musi bus revenue which is recorded every

month during 2018 carried out by the transportation department of

Palembang City and data on vehicle operating costs calculation.

Indicator 8: Investment in public transportation systems

The indicator uses data from public accounts of investments and spending. Some but unknown

effort. (5-year data to be averaged)

i. Investments in bus procurement

ii. Investments in bus infrastructure development (Workshop, Depot, terminal, bus stops)

iii. Investments in ITS (PIS, Vehicle Monitoring, Fare Collection equipment & infrastructure)

iv. Investments in Bicycle & Pedestrian infrastructure

v. Invested in infrastructure for public transport

- How many buses have been added in the city by public /private agencies during past five

years: 45 fleets buses (Teman Bus)

- How many depots have been developed by public /private agencies during past five years?

and what is the unit cost? 0

- How many workshops have been developed by public /private agencies during past five

years? and what is the unit cost? 7

- How many terminals have been developed by public /private agencies during past five years?

and what is the unit cost? 0

- How many bus stops have been developed by public /private agencies during past five years?

and what is the unit cost? 73 bus stops with high deck, 200 bus stops with signs

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Status/ strategy The data obtained is the data of the transportation agency budget of the city

of Palembang, which is the last 5 years data. The explained on table II-14

dan II.15

Indicator 9: Air quality (pm10)

The indicator use is population weighted air quality monitoring data reported to national agency or WHO. May need

conversion from PM2.5 data if PM10 not available. Should require limited effort.

1. Are there Air Quality Monitoring Systems set

up in the city?

Yes,

If Yes, How many stations? There are 2 stations

Palembang City has two air quality monitoring station points

managed by the South Sumatra Province Environment and Land

Office (DLHP Sumsel), which is located in the South Sumatra

DLHP office and Radial intersection. On the other hand, in 2019,

the Palembang City Environment and Sanitation Office (DLHK

Palembang) has taken 3 (three) measurements of PM10 at 14

points, in March, June / July, and November 2019.

What is being monitored? PM10

Remarks / Status The results of monitoring conducted by DLHK Palembang on

2019, is used in this report.

Result: Air Pollutant Standard Index is a number that does not have a unit that describes the condition of ambient air

quality at a particular location and time, which is based on the impact on human health, aesthetic values and other living

things.

PM10 Measurement Results

Period of measurement: March, 2019

No Measurement location Qty Unit Date of

measurement

1 Simpang Pasar Plaju 89.6 μg/Nm3 12/03/2019

2 Depan Bank Sumsel Babel Jakabaring 76.3 μg/Nm3 12/03/2019

3 Simpang 4 Kertapati – Musi II 112 μg/Nm3 12/03/2019

4 Simpang 4 Bandara 119.3 μg/Nm3 13/03/2019

5 Simpang 4 Musi II – Soekarno Hatta 134.8 μg/Nm3 13/03/2019

6 Pintu Masuk Bank Indonesia (Jl. Jend Sudirman) 108.4 μg/Nm3 15/03/2019

7 Simpang 4 Veteran 94.6 μg/Nm3 15/03/2019

8 Depan Kantor Walikota 134.7 μg/Nm3 19/03/2019

9 Depan Bundaran Air Mancur 129.4 μg/Nm3 19/03/2019

10 Simpang Pasar Lemabang 114.4 μg/Nm3 21/03/20 9

11 Simpang Celentang 92.5 μg/Nm3 21/03/2019

12 Simpang Patal 77.4 μg/Nm3 25/03/2019

13 Simpang Polda 104.6 μg/Nm3 25/03/2019

14 Simpang TPA Sukawinatan 92.7 μg/Nm3 27/03/2019

Average 105.76 μg/Nm3

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

Period of measurement: June, 2019


measurement


2 Depan Masjid Agung (Bundaran Air Mancur) 134.7 μg/Nm3 25/06/2019

3 Simpang 4 andara (Bandara Emas) 92.8 μg/Nm3 26/06/2019

4 Simpang 4 Musi II – Soekarno Hatta (Parameswara) 115.3 μg/Nm3 26/06/2019

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6 Simpang 4 Veteran (Apotik Indah Medica) 68.3 μg/Nm3 28/06 2019

7 Simpang 4 Pasar Lemabang 107.2 μg/Nm3 02/07/2019




11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 104. μg/Nm3 05/07/2019

12 Simpang 4 Kertapati – Musi II (Pegayut) 136.4 μg/Nm3 05/07/2019





Period of measurement: November, 2019


measurement



3 Simpang 4 Bandara ( ndara Emas) 56.3 μg/Nm3 07/11/2019



6 Simpang 4 Veteran (Apotik Indah Medica) 112.0 μg/Nm3 08/11/2019

7 impang 4 Pasar Lemabang 116.3 μg/Nm3 11/11/2019




11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 24.5 μg/Nm3 13 1/2019






Note:

the mean value of PM10 (2019): 103.87 μg/Nm3

Indicator 10: GHG emissions from transport

GHG emissions

Is an account or estimate of the emissions

of CO2 from transport in the city is

available?

Yes

If Yes, Data Source: Palembang City Environment and

Sanitation Office (DLHK Palembang)

Reference Year: 2017. The calculation of GHG emissions

from the transportation sector in 2018 & 2019 is being carried

out by DLHK Palembang..

If not, a figure

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

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How is city collecting data?

What is the status?

Fuel sales data (2017) distributed in Palembang are obtained

from the Central Statistics Bureau of Palembang. The data

was corrected with data on industrial fuel consumption from

Hiswana Migas of Palembang. In 2020, GHH inventory is

being carried out by DLHK Palembang, and data on fuel

consumption for transportation (2016 - 2019) is being

requested from PT. Pertamina Distribution.

Greenhouse gas emissions by fuel:

No

. Parameter

type of fuel Note

Diesel

oil Gasoline

(1) Fuel Consumption (kilo

liter) 94.649 246.139

(2) Fuel Consumption (TJ) 3.382 8.123 (2)=(1)*NCV

(3) CO2 Emissions (ton

CO2) 251.253 562.895 (3)=(2)*EFCO2 (kg CO2/TJ) * 0,001

(4) CH4 Emissions (ton

CH4) 13 268

(4)=(2)*EFCH4 (kg CH4/TJ) * 0,001

(5) N2O Emissions (ton

N2O) 13 26

(5)=(2)*EFN2O (kg N2O/TJ) * 0,001

(6) GHG Emission (ton

CO2e) 255.618 576.582

(6) =

[(3)*GWPCO2]+[(4)*GWPCH4]+[(5)*GWPN2

O]

(7) Carbon intensity

(ton CO2e/capita)

0,51 (7) = (6) per population (2017) = 1.623.099

people

Note:

Density of diesel oil

(HSD)

837,50 kg/m3

The results of "Puslitbang

Teknologi Migas (Lemigas)

KESDM" (2011)

NCV of diesel oil

(HSD)

42,66 TJ/Gg

Proceedings of the Scientific & Exhibition

Meeting of Puslitbang KESDM Results (2017), pp.

327-332.

NCV of

HSD/ADO 0,0357

TJ/kilo

liter.

Pedoman Inventarisasi GRK Nasional, Bk II, Vol.

1, Pengadaan&Penggunaan Energi (2012), pp. 12

NCV of motor

gasoline 0,0330

TJ/kilo

liter. CO2 Emission Factor

(motor gasoline) - mobile

source 69300

kg

CO2/TJ

2006 IPCC Guideline, Vol. 2, Tabel 3.2.1, hal 3.16

& Tbl 3.2.2, hal 3.21 (for mobile emission source)

CH4 Emission Factor


source 33

kg

CH4/TJ



N2O Emission Factor


source 3,2

kg

N2O/T

J



CO2 Emission Factor

(HSD) - mobile source 74300

kg

CO2/TJ

Proceedings of the Scientific & Exhibition

Meeting of Puslitbang KESDM Results (2017), pp.

327-332.

CH4 Emission Factor

(HSD) - mobile source 3,9

kg

CH4/TJ



N2O Emission Factor

(HSD) - mobile source 3,9

kg

N2O/T

J



Global Warming Potential /

GWP (100-yr time horizon)

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CO2 1 Second Assessment Report/SAR - IPCC (1995)

CH4 21 Second Assessment Report/SAR - IPCC (1995)

N2

O 310 Second Assessment Report/SAR - IPCC (1995)


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DATA ANALYSIS

Indicator 1: Extent to which transport plans cover public transport, intermodal

facilities and infrastructure for active modes

Stating clear goals and visions for each aspect. Visions, goals, objectives and targets are

key components of a plan, and useful to demonstrate commitment to sustainable transport.

Goals are stronger if they are quantified and accompanied by a performance monitoring

process. In Palembang City case: The City are ambitious to make cycling as one of the

main travel mode and more attractive option for short trips by providing bike lane, bike

sharing system and “mayor riding bike to work” as a living promotion. The city also

improved the walking networks extensively to change the face of the city into friendly

walking city. The City also has a goal of increasing the modal share of public transport

from 31,28% to 50% in 2025. This increase is expected to occur, because there is an effort

by the government of Palembang City to increase the integration of public transportation,

especially mass public transportation, Trans Musi buses and LRT with feeder public

transportation.

Designating infrastructure, facilities and measures for each aspect in the plan. A

transport plan usually identifies projects and measures to be adopted, described and shown

on maps and tables. The extent of the designation is important as well as the level of detail.

In Palembang City case: The city had a various plan to improve all the public transport

include Bus Rapid System, Paratransit, Light Rail Transit, Transit Oriented Development

Area around LRT station, and cycling and walking network (strong effort, extensive

coverage).

Allocating funding, specifying budgets, securing finance for the facilities. A plan needs

investments and may involve running costs for new transport operations or services. Some

budget may be local (tax, revenues), other parts may be from central government, lending

institutions, or innovative finance schemes. A budget can be more or less secured. In

Plembang City case: The government has allocated the transportation budget to developed

non-motorized infrastructur such as 'City Bike Shuttle' and bicycle lane. Besides that the

government has a strong commitment to improve water transportation facilities.

Below table provides a roughly indicative guideline for allocating scores to the various

aspects of Palembang City transport plan.

Table V-1 Roughly Indicative Guideline for Allocating Scores to The Various Aspects of

Palembang City Transport Plan.

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Walking Networks

Ambitious goals

Full designation across city

Major secured new funding

Score 3

Cycling Networks

Ambitious goals

Full designation across city

Major secured new funding

Score 3

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

10 out of 16 2020

A value of 10 indicates that

transportation planning in

Palembang City needs to be

improved in order to

accommodate public transport,

intermodal facilities and

infrastructure for active modes.

Indicator 2: Modal share of active and public transport in commuting

PURPOSE COMMUTING

(Weekday)

COMMUTING

(Weekend)

MODE # subtotals # subtotals

a. Scheduled bus and minibus 95.221 47610

b. Angkot 136.227 68114

c. Taxi 184.299 92149

d. Public transport (a+b+c+d) 415.747 (a+b+c+d) 207.874

e. Passenger car - 168940

f. Bus (Recreational) 0 0

g. Motorcycle 710.164 355082

h. Truck 0 0

i. Individual motorized (e+f+g+h) 710.164 (e+f+g+h) 524.023

j. Total (d+i) 1.125.911 (d+i) 731.896

k. Public (d) 415.747 (d) 207.874

l. Modal share of public transport (k/l * 100) 36.93 (k/l * 100) 28.40 Average number of trips per person by

main mode of transport 32.66


Modal share of active

and public transport in

commuting

32.66% 2017

Data were obtained from mode choice research

conducted in 2017 shows that the modal share

in Palembang City for public transportation is

still low compared to private vehicles.

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Indicator 3: Convenient access to public transport service

No Districts

District

large

Population

(2016) Population Density

Transit

Area

Transit

Population

km.square inh pop per km.square km.square inh

1 Alang-Alang Lebar 34,580 99566 2879,294 8,574 24686

2 Bukit Kecil 9,920 38502 3881,250 2,547 9887

3 Ilir Barat I 19,770 138488 7004,957 9,115 63852

4 Ilir Barat II 6,220 66421 10678,617 0,642 6855

5 Ilir Timur I 6,500 67144 10329,846 4,806 49644

6 Ilir Timur II 10,820 85015 7857,209 5,101 40077

7 Ilir Timur III 14,760 73292 4965,583 2,452 12175

8 Jakabaring 9,160 86837 9480,022 6,979 66161

9 Kalidoni 27,920 117744 4217,192 3,712 15655

10 Kemuning 9,000 81050 9005,556 3,695 33274

11 Kertapati 42,560 88618 2082,190 1,430 2977

12 Plaju 15,170 91700 6044,825 4,462 26974

13 Sako 18,040 104004 5765,188 3,422 19731

14 Seberang Ulu I 8,280 89871 10853,986 1,622 17601

15 Seberang Ulu II 10,690 98846 9246,586 3,565 32962

16 Sukarami 51,460 172965 3361,154 9,188 30882

17. Gandus 68,780 68315 993,239 0,029 29

18. Sematang Borang 36,980 51155 1383,315 0,554 767

Sum Public Transportation User 454188

Total Population in Palembang City 1.662.893

% with 500 m buffer 27.313


Convenient

access to

PT service

27.313% 2019

Data was obtained from Palembang City Transportation

Department, Central Bureau of Statistic in Palembang 2020

and google earth 2019. The value of this indicator is below

50%. This means that access to public transport services in

Palembang City is not yet convinient so that not many people

want to use public transportation

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Indicator 4: Public transport quality and reliability

Overall share of satisfied customers as percentage of all public transport users (per cent)

based on a survey.

Dissatisfied Neither Satisfied

Very Partly Nor Partly Very

Dimension 1 2 3 4 5 6 7 RESP AV

SCORE SATISF

Frequency of the

service 2 5 4 8 2 10 1 32 4.16 40.63

Punctuality (delay) 2 7 7 8 3 5 0 32 3.56 25.00

Comfort and cleanliness of vehicles

0 2 4 5 5 13 3 32 5.00 65.63

Safety of vehicles 1 2 5 4 7 10 3 32 4.75 62.50

Convenience of

stops/stations 2 10 4 7 3 5 1 32 3.56 28.13

Availability of

information 2 6 5 7 3 7 2 32 4.00 37.50

Personnel courtesy 2 2 2 9 2 13 2 32 4.69 53.13

Fare level 1 0 2 6 3 14 6 32 5.38 71.88

Responses 12 34 33 54 28 79 18 256 32.00 48.05


Public transport

quality and reliability 48.05% 2020

Based on the result of questionnaire,

concluded that the level of community

satisfaction with the Trans Musi Bus service

less than 50%. This shows that there are still

many improvements that must be made to

increase community satisfaction

Indicator 5: Traffic fatalities per 100,000 inhabitants

The number of road transport accidents in the city of Palembang:

Years Numb. of Accidents Number of Events

Total Minor Injured Seriously Injured Deaths

2015 574 321 349 117 787

2016 453 289 230 110 629

2017 329 220 177 78 475

2018 367 377 95 106 578

2019 653 745 125 77 947

Average 475 390 195 98 3416

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The number of ferryboats accidents in the city of Palembang:

Years Numb. of Accidents Number of Events

Total Minor Injured Seriously Injured Deaths

2015 1 4 0 9 13

2016 7 5 0 3 8

2017 5 25 1 9 35

2018 5 1 16 4 21

2019 4 3 0 7 10

Average 4 8 3 6 87

Fatalities #

Road transport 98

Railway transport 0

Tram 0

Ferryboats 6

Other 0

Total 104

Inhabitants 1,662,893

Fatalities/100,000 inh 6.25


Traffic fatalities per

100,000 inhabitants 6.25 2015-2019

Data was obtained from Palembang City

Regional Police and Palembang

Municipality from 2015-2019. The rate of

accidents that occur in Palembang, is 6

people per 100 000 inhabitants

Indicator 6: Affordability – travel costs as part of income

Services Market shares

(estimated)

Single ticket

price

[currency]

Monthly cost(60

tickets)

Weighted

monthly cost

City Transport 51 0.271 16.26 8.239

Trans Musi 39 0.339 20.34 7.922

River Transport 10 1.018 61.08 6.334

Total 100 1.628 97.68 22.495

Must sum to 100 Component Value

Minimum income per month US $ 169.642

Percentage of monthly income 13.3

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Affordability-travel

cost as part of income 13.3% 2020

Minimum income data are obtained from the

Palembang Central Bureau of Statistics in 2020

and public transportation rates data from

Palembang City Transportation Department. The

results show that people from the middle to lower

economic class allocate 13.3% of their income for

the cost of public transportation.

Indicator 7: Operational costs of the public transport system

Percent of operational costs recovered by fares (all values in US $)

Services Market shares

(estimated)

Fare

Revenues

Transport Operating

expenses

Farebox

ratio

BRT Line 1 44 30989 58145 53%

BRT Line 2 28 19669 50594 39%

BRT Line 3 2 1078 34325 3%

BRT Line 4 20 13803 20035 69%

BRT Line 5 7 5176 24785 21%

Total 100 Weighted 49.19%


Operational costs of the

public transport system 49.19 2020

Case of Trans Musi Bus with five corridors

operation

Indicator 8: Investment in public transportation system

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

In Million US $ 2016 2017 2018 2019 2020 average

PUBLIC TRANSPORT FACILITIES 1.64 1.62 5.15 5.05 2.92 3.32

TOTAL TRANSPORT 30.70 28.46 47.65 19.68 22.75 30.25

SHARE 10.97


Operational costs of the

public transport system 10.97 2016-2020

Almost none of public tranport facilities

built in Palembang Municipality including

Pedestrian and Cycling Route in 2016-

2019. In 2020, the government plan to build

Cycling Route and Pedestrian. That is what

makes the value of this indicator relatively

low.

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Indicator 9: Air quality (PM10)

Micrograms per cubic meter (μg/m3).

Period of measurement: March, 2019

Year Measurement location Qty Unit Date of

measurement Data source


Department of

Environment

& Hygiene

2 Depan Bank Sumsel Babel Jakabaring 76.3 μg/Nm3 12/03/2019

3 Simpang 4 Kertapati – Musi II 112 μg/Nm3 12/03/2019

4 Simpang 4 Bandara 119.3 μg/Nm3 13/03/2019

5 Simpang 4 Musi II – Soekarno Hatta 134.8 μg/Nm3 13/03/2019


7 Simpang 4 Veteran 94.6 μg/Nm3 15/03/2019


9 Depan Bundaran Air Mancur 129.4 μg/Nm3 19/03/2019

10 Simpang Pasar Lemabang 114.4 μg/Nm3 21/03/2019






Period of measurement: June, 2019

Year Measurement location Qty Unit Date of

measurement Data source


Department

of

Environment

& Hygiene


3 Simpang 4 Bandara (Bandara Emas) 92.8 μg/Nm3 26/06/2019




7 Simpang 4 Pasar Lemabang 107,2 μg/Nm3 02/07/2019




11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring 104.2 μg/Nm3 05/07/2019





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Period of measurement: November, 2019

Year Measurement location Qty Unit

Date of

measuremen

t

Data

source


Department

of Environmen

t & Hygiene


3 Simpang 4 Bandara (Bandara Emas) 56.3 μg/Nm3 07/09/2019

4 Simpang 4 Musi II – Soekarno Hatta (Parameswara)

279.5 μg/Nm3 07/09/2019

5 Pintu Masuk Bank Indonesia (Jl. Jend

Sudirman) 56.9 μg/Nm3 08/09/2019


7 Simpang 4 Pasar Lemabang 116.3 μg/Nm3 11/09/2019




11 Jalan Gub H. Bastari Depan Bank Sumsel Babel Jakabaring

24.5 μg/Nm3 13/09/2019






Air Quality 104 2019

PM10 value is the mean PM10 value measured at 14 points (24-

hour mean), during 3 (three) measurement periods (February, June

and November 2019). Measurements were managed by the

Department of Environment and Hygiene

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

Ton CO2 equivalent emitted/capita/year

Year

GHG Emission (ton CO2e) Total

population Notes

Carbon

Intensity

Diesel oil Gasoline Total (capital) (ton

CO2e/cap)

2016 222.551 498.644 721.195 1.602.071 Palembang in Figures

(2017)

0,45

2017 255.618 576.582 832.200 1.623.099

Palembang

in Figures (2018)

0,51

2018 1.643.488

2019 1.662.893


Greenhouse gas emissions

(CO2 eq tons/year) 0.51 2019

The top-down approach, based on fuel sale statistics

by type of fuel. Emissions are calculated using the

IPCC (2006) method, Tier I.

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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

10 62.50 2019

2 Modal share of active and public

transport in commuting % of trips 0.1 10 90

32.66 28.33 2017 & 2019

3 Convenient access to public

transport service

% of

population 0.1 20 100

27.16 9.14 2019

4 Public transport quality and

reliability % satisfied 0.1 30 95

48.33 28.97 2020

5 Traffic fatalities per 100.000

inhabitants # fatalities 0.1 35 0

6.25 37.46 2015 - 2019

6 Affordability – travel costs as share

of income % of income 0.1 35 3,5

13.26 69.01 2017

7 Operational costs of the public

transport system

Cost

recovery

ratio

0.1 22 175

49.19 17.77 2020

8 Investment in public transportation

systems

% of total

invest-ment 0.1 0 50

10.97 21.94 2016 - 2020

9 Air quality (pm10) μg/m3 0.1 150 10 104 32.95 2019

10 Greenhouse gas emissions from

transport Tons/cap 0.1 2,75 0

0.51 81.36 2017

INDEX Geometric mean 32.24

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

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

Indicator 1: Transportation planning in Palembang City needs to be improved in order to

accommodate public transport, intermodal facilities and infrastructure for

active modes.

Indicator 2: Modal share in Palembang City for public transportation is still low

compared to private vehicles.

Indicator 3: The value of this indicator is below 50%. This means that access to public

transport services in Palembang City is not yet convinient so that not many

people want to use public transportation

Indicator 4: Based on the result of questionnaire, concluded that the level of community

satisfaction with the Trans Musi Bus service less than 50%. This shows that

there are still many improvements that must be made to increase community

satisfaction

Indicator 5: The rate of accidents that occur in Palembang, is 6 people per 100,000

inhabitants.

Indicator 6: People from the middle to lower economic class allocate 13.3% of their

income for the cost of public transportation.

0.0010.0020.0030.0040.0050.0060.0070.0080.0090.00

Extent to whichtransport plans cover

public transport,intermodal facilities…

Modal share of activeand public transport in

commuting

Convenient access topublic transport

service

Public transportquality and reliability

Traffic fatalities per100.000 inhabitants

Affordability – travel costs as part of income

Operational costs ofthe public transport

system

Investment in publictransportation

systems

Air quality (pm10)

Greenhouse gasemissions from

transport

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Indicator 7: The fare box ratio is below 100 therefore the government need to subsidize

Indicator 8: Almost none of public transport facilities built in Palembang Municipality

including pedestrian and cycling route in 2016-2019. In 2020, the

government plan to build cycling route and pedestrian facilities. That is what

makes the value of this indicator relatively low.

Indicator 9: PM10 value is the mean PM10 value measured at 14 points (24-hour mean),

during 3 (three) measurement periods (February, June and November 2019).

Measurements were managed by the Department of Environment and

Hygiene

Indicator 10: The top-down approach, based on fuel sale statistics by type of fuel.

Emissions are calculated using the IPCC (2006) method, Tier I.

C. Suggestion for urban transport improvement in the city

The SUTI result for each indicator show that the city still needs to improve and

emphasizing to:

• Improve the integration transfer facilities between public transport mode while also

providing more convenient access that can widen the coverage of public transport,

• Improve public transportation system by increasing the performance of the existing

public transport and introduce new public transport system, hopefully these efforts

could increase mode share in public transport, a good promotion or mobility

management in order to encourage the society to shift from private to public

transport modes,

• Reform the operation, the government need to develop a better system in running

the public transport therefore the farebox ratio will become higher and less

subsidized,

Palembang City would like to propose the SUTI Index system can be used for Medium

Term Development Plan 2025-2030.

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IMPACTS OF COVID-19 SITUATION

ON PUBLIC TRANSPORT AND

RESPONSE

Positive case of COVID-19 in Indonesia was first detected on March 2, 2020, when two

people were confirmed to be infected by foreigner. As of April 9, the pandemic has spread

to 34 provinces with DKI Jakarta, East Java and West Java as the most exposed province

of corona virus infection in Indonesia.

The first three positive cases of COVID-19 were detected in South Sumatra Province on

March 24, 2020, the three patients were travelled from Jakarta. Until March 31, 2020, South

Sumatra still an infected area because there was no local transmission. The latest positive

case of COVID-19 infected a resident of Ogan Komering Ulu Regency, on March 31, 2020,

HS (62) who was known to have just returned from Jakarta and Bogor City. The positive

case was import cases, are obtained overseas. Previously, the first case of the COVID-19

corona infected a Palembang City resident, JS (54) who was known to have a travel history

from Jakarta City, then the second case infected E (54) was a medical worker in Prabumulih

City who was also known to have a history from Jakarta and Batam City. However, both

of them tested positive for COVID-19 one day after passing away at the Muhammad

Hoesin Central General Hospital (RSMH) Palembang on March 23, 2020. Meanwhile, HS

(62) tested positive for COVID-19 on March 30, 2020 based on the results of the

examination by the Central Laboratory of the Laboratory. Health (BBLK) Palembang.

In the first period of Large-Scale Social Restrictions Implementations, Palembang was

implemented Large-Scale Social Restrictions started from 21 May 2020 to 2 June 2020.

Because the transmission rate of the COVID-19 virus in Palembang had not yet reached

0.5 percent, the implementation of the Large-Scale Social Restrictions was again extended.

Start from 3 June 2020 to 16 June 2020.

Through the Traffic Unit, Palembang City Resort Police assesses that the COVID-19

pandemic has also affected traffic problems in Palembang City. During 2020 the trouble

spot or traffic problems in Palembang City have decreased, considering that since the

beginning of 2020, many activities have been restricted, such as offices, schools and others.

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So that impact the number of road users who usually fill the highway. Based on survey

conducted, the traffic volume including public transportation decreased to 50%.

Based on regulation number 18, 2020 of Minister of Transportation or known as PM 18,

will be implemented on driving rules used in Palembang City during Large-Scale Social

Restrictions (PSBB). Minister of Transportation Regulation Number 18 is a regulation

launched by the Minister of Transportation Ad Interim Luhut Binsar Pandjaitan which has

been implemented in DKI Jakarta City previously under Large-Scale Social Restriction

status. The regulation regulates a community transformation model that can be applied

during the COVID-19 pandemic, especially for cities with Large- Scale Social Restriction

status. One of the directions related to the implementation of PM 18 is that vehicles have a

limit on the people to be transported and also there is a prohibition on online transportations

such as online taxis ride and online motorcycle ride to be operated during this status based

on these rules. The Transportation Agency will also do check the operations in various city

center points to implement driving rules during the Large-Scale Social Restrictions Status

in Palembang City at some check point locations.

One of mass transportation modes that is affected by the effects of the COVID-19 is Light

Rail Transit (LRT) in Palembang City. The number of Sumatera Selatan LRT trips in

December 2019 had increased. It is stated that there are 88 trips with 11,000 average of

passengers per day. In this current situation, the number of LRT passengers a day is around

450 to 500 passengers a day with only 22 trips. Therefore, during this pandemic, PT KAI

implemented several new policies to adjust to the new normal situation in the middle of the

COVID-19 pandemic, so that people using LRT can travel safely and comfortably. The

Light Rail Manager, PT KAI Divre III Palembang, South Sumatra, has adjusted the

operating hours to support the implementation of a new normal life order in the middle of

the COVID-19 pandemic. LRT operating hours on June 8, 2020 onwards will be adjusted

to be earlier, started from (06.53 WIB to 15.41 WIB) from the previous operating hours

(08.39 to 17.27 WIB). The operating hours changes was made to implement the European

Train Control System (ETCS), which in turn will improve the timeliness and safety of LRT

train trips. PT KAI will also follow directions given by the regional and central

governments to implement the Health protocol, as a precaution for the COVID-19 virus PT

KAI has sprayed and washed LRT using disinfectants, enforced social and physical

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distancing, reduced operating hours, and health protocols while in stations and LRT such

as the uses face shield on frontliners officers and mask wearing requirement of passengers

and workers in the LRT station environment and on the LRT train.

On the other hand, based on data released by South Sumatera Central Bureau Statistics, sea

transport passengers during that period were recorded at zero. Meanwhile for air freight,

only 141 international flight passengers and 20,910 passengers for domestic flight. As for

rail transportation passenger, it was recorded as zero in May 2020, meanwhile the previous

month only 14,786 passengers. The COVID-19 pandemic had resulted no operation of sea

and rail transport. Meanwhile for air transportation there is a closure of flight access in

April 2020. The number of passengers from the 3 main sector of transportation, namely

Sultan Mahmud Badaruddin International Airport (SMB) II Palembang, Boom Baru Port

Palembang and Kertapati Station Palembang. The closure of access for passengers in the 3

modes of transportation as a manager's effort to reduce the spread of COVID-19.

The following are suggestions and input for the Palembang City Government in

overcoming the impact of COVID-19 on public transportation:

1. Provide stimulus and subsidies to public transport companies, including online

transportation because if the subsidies are not provided it can have an impact on

the welfare of transportation crews who depend on operating income and lead the

company to bankrupt.

2. Implement health protocols in each public transport sector such as prepare the wash

basin, implement disinfectant spraying, mandatory of using mask, and social

distancing in order to be able operating as normal.

3. Campaign to use public transportation with a safe and convenient systems with

implement trust-enhancing health protocols people in using public transportation.

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PERSPECTIVE ON SUTI PILOT

EXERCISE

The ten indicators and methodology to model the SUTI for cities in Indonesia are very

useful for the city policy makers in improving their urban transport system. This index can

be used by Palembang city official to rate their city performance annually. Although some

indicators have low result, Palembang City Government could carry out this suggestions

based on each indicator

Table VII-1 Suggestions for some indicators that have low result Indicator Result Suggestions

3. Convenient access to

public transport service

27.16 (max. 90%) • Increase total of bus stops, esspecially for densely

populated area.

• Locate bus stops on strategic area.

4. Public transport

quality and reliability

48.05% (max. 95%) • Increase the frequency of service by increasing the

operational time of Trans Musi.

• Increase the fleet of Trans Musi to reduce punctuality.

• Increase bus stop convenient.

• Increase information service through audio or visual

at bus stop.

5. Traffic fatalities per

100,000 inhibitants

6.25% (max. 0%) • Perform reconstruction and maintenance at the road.

• Conduct traffic safety campaigns and educations.

• Conducting campaign to use public transportations.

• Increase the number of traffic signs at an accident

prone point.

8. Investment in public

transportation systems

11.0% (max. 50%) • Increase the budget in building a public transportation

system (cyclist, pedestrians, sidewalk, bus stops, etc.)

• Conduct a study on the importance of improving the

public transportation system.

• Conduct comparative study program with countries

that have excellent public transportation systems.

9. Air quality (pm10)

104 (max. 150)

• Adding green open land by planting trees, especially

in the city center and the outer ring road area of

Palembang, which is widely used by freight transport

• Enforcement of regulations by prohibiting the

operation of vehicles that are not maintained and

cause air pollution

• Reduce the use of private vehicles by improving

public transport services

On the other hand, the problem is collecting the data itself. A system to update database

annually is needed. Hope that in the future, Palembang City Government has an update

database and easy to access.

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ANNEXURES

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A.1: Experts and officials met

Dinas Perhubungan Kota Palembang

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

Phone: (06711) 442547

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

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A.2. References

Arliansyah J. (2017) , The Effect Of Economic Social Status Factors Mode Choice

For working activity In Palembang, Proceeding of Matec Web Conference Vol

101, SICEST 2017.

Balai Pengelola Kereta Api Ringan Provinsi South Sumatera, 2020

Department of Transportation Palembang City, 2020

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

Palembang Central Bureau of Statistic , 2020

Police Resort of Palembang Municipality

Urban Planning Department of Palembang City, 2020

https://www.sonora.id/read/422368270/pandemi-covid-19-turut-berdampak-terhadap-

permasalahan-lalu-lintas-di-palembang?page=all

http://detak-palembang.com/2020/05/psbb-di-palembang-dishub-terapkan-aturan-

permenhub-18/

https://www.antaranews.com/berita/1541216/lrt-palembang-sesuaikan-jam-operasional-

hadapi-new-normal

https://palembang.kompas.com/read/2020/06/08/17120241/menuju-new-normal-jam-

operasi-lrt-palembang-dimajukan-lebih-pagi

https://www.sonora.id/read/422368270/pandemi-covid-19-turut-berdampak-terhadap-permasalahan-lalu-lintas-di-palembang?page=all

https://www.sonora.id/read/422368270/pandemi-covid-19-turut-berdampak-terhadap-permasalahan-lalu-lintas-di-palembang?page=all

http://detak-palembang.com/2020/05/psbb-di-palembang-dishub-terapkan-aturan-permenhub-18/

http://detak-palembang.com/2020/05/psbb-di-palembang-dishub-terapkan-aturan-permenhub-18/

Sustainable urban transport index - ESCAP Repository

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