TRANSPORT INFRASTRUCTURE AND TOURISM …dosen.ar.itb.ac.id/wdp/wp-content/uploads/2013/10/wiwik_pratiwi_et-al_transport... · Architecture –Institut Teknologi Bandung 10/23/2013

Architecture – Institut Teknologi Bandung 10/23/2013

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TRANSPORT INFRASTRUCTURE AND TOURISM PRECINCTS: KEMANG, JAKARTA CASE

Wiwik Dwi PRATIWI, www.ar.itb.ac.id/wdpFitri Maharani INDRAYttria ARIWAHJOEDI

Pandu Bambang SISWOTOMODwinik WINAWANGSARI

International Conference 21 - 22 October 2013 ITB, Bandung

Discussion• Introduction• Planning for tourism and transport in tourism precincts

– getting there– arrival– traveling around

• Innovative solutions– pedestrian zones– provision for alternative means of transport in pedestrian areas.

• Transport as a means of improving tourism potential• Conclusion

• Acknowledgement• References

Transport Infrastructure and Tourism Precincts: Kemang, Jakarta Case

The Second Planocosmo Conference



Map of Jakarta and Kemang locationTransport Infrastructure and Tourism Precincts: Kemang, Jakarta Case


U

Photo location: Kemang, Jakarta







Photo location: Kemang, Jakarta Palang Pintu Festival

Photo location: Kemang, Jakarta Palang Pintu Festival







Tourism precincts

• Country specific characteristics• City and urban specific characteristic• Urban place specific characteristics

• Common characteristics: Lessons that benefit Jakarta(especially Kemang)– Improve neighborhood aesthetics and social activity– Attract more tourists and investment in the precincts /area

/boundaries– Increase the value of property– Encourage integrated and non-motorized traffic as a

transportation mode• Reduce driving speeds and traffic volume• Increase safety• Enhance mobility for vulnerable groups and improve public health



adaptable concept

IntroductionTourism precincts- Urban cultural tourism based on city’s tourism potentials and the

arts:• Cultural quarters

• Venues for live performances, museums and art galleries,

• Range of small and medium-sized business• Oriented towards local needs, smaller attractions and facilities









Introduction 1

Basic tourist infrastructure and facilities as an investment;

• Help regenerate local economy

• Help make the area accessible, safe and visually appealing tovisitors

• With appropriate planning framework; help fund conservation ofthe built heritage and public spaces

• Enhancing the environment for urban communities

• Foster a sense of confidence and civic pride of the localcommunities



Car parking• Significant problem and issue for urban authorities in tourism precincts throughout the world

• Often becoming an unwelcome visual intrusion to the tourism precincts' uniquequalities

• Underground car parks? Visually less intrusive, but might as well destroy the visual ofheritage buildings

• Multistory car parks? Sit uncomfortably in low rise and small-scale urban environment

• Limited parking? Becomes a deterrent for residents living in tourism precinct centers

• Ex: Madrid

Coaches• More efficient than cars in terms of transporting large numbers of visitors

• Will give big problem to a city if there's no place to park

• Add to traffic congestion

• Increase pollution levels

• Ex: Salzburg

Introduction 2





Large visitor flows• Put pressure on infrastructure

• Can be detrimental to environment and amenity

• May cause local people to avoid some areas or reschedule daily activities

In regards of transport issues, the success of tourism in tourism precinctsand urban areas depends on (physical and social):

• Planning strategy approaches

• Sensitive management of visitors in complex urban situations

Introduction 3



Planning for tourism and transport in tourism precincts 1

Development of tourism precincts:

• Availability of transport routes and services on exerting a stronginfluence on the volume and type of tourism demand inparticular places at particular times

Transport is part of the experience for visitors:

• Choices of transport to travel to destination, to

• Point of arrival and movement within tourism precinct area





Planning for tourism and transport in tourism precincts 2

The quality of visitors' experiences is determined by:

• Transport and land use planning by urban authorities

• Commercial policies and practices of transport operators



Getting there Dynamic visitors capacity problems often caused by:

• Promotion to short breaks to family and independenttravellers





• Visitors' arrival points such as stations and railways in 19thand early 20th century tend to be located at large distancefrom tourism precincts.

• Need well-designed modern gateways in airports and railterminals to welcome visitors

• Most of Indonesian cities' transport interchanges are less welldesigned, maintained, and managed, with poor connections.

Arrival



Important to be provided:

• Good links between the point of arrival anddestination area

• Frequent and reliable transport

• Adequate sign posting in pictograms or in anumber of languages

• Determining desirable and attractive routes

• Ex: Singapore

Arrival





Car park

• As point of arrival, for most visitors

• A first impression

• A point of orientation

Car park facilities in welcoming visitors to a location:• Toilets

• Information points

• Orientation

Arrival







Traveling AroundMeans of transport need to remain attractive and convenient for visitors, esp. if their time to explore is limited.• Commercially viable scheduled service dedicated to visitor travel

• Equipped with visitor information, guided commentaries, even discounts to attractions

• Offer opportunities to view famous landmarks and take photographs• Greater flexibility; without parking and circling problems• Sometimes be seen as visually intrusive, esp. in smaller precincts

• Ex: hop-on hop-off buses in London, Barcelona, Dublin• Ex: underground and metropolitan railways (metros)



Traveling AroundUrban public transport should offer a well-integrated city-widesystem,i.e. a coordinated network of connecting modes (e.g. local rail,bus, tram) and services (routes). Key features would include thefollowing (Shaw 1993):

• Interchanges designed to provide access for people with specialneeds and minimize walking distance, suitable waiting facilities, sense of personalsecurity, signage and passenger information that is intelligible in different languages, staffavailable to provide information with language skills;

• Schedules that are reliable and which minimize waiting time forpassengers changing mode/service;

• Through ticketing that is easy to purchase and use on differentservices and modes of public transport;

• Service information available off-system, including websites thatoffer prospective visitors passenger information to plan their journey and to book inadvance on-line from home.

• Ex: Prague (Czech Republic) and Cracow (Poland)





Others• low impact road 'trains'

• people movers

• pedal-rickshaws

• horse carriages

• Ex: Jogja, Indonesia

Innovative solutions 1Transport Infrastructure and Tourism Precincts: Kemang, Jakarta Case


Innovative solutions 2





Using other forms of transportation:

Waterways• Can be very attractive and effective as means of transport• Can reduce pressures

• Ex: Palembang, Banjarmasin (river and canal transport)

• May be integrated with public transport city-wide system• Links cultural and heritage attractions along the river• Information on routes and images of attractions at nearest stop, in

free guidebooks• Vehicle design need to consider the accessibility of disabled

people, people with small children and/or heavy luggage

Innovative solutions 3Transport Infrastructure and Tourism Precincts: Kemang, Jakarta Case


Cycling• Opportunities for rental• Equipped with maps that are easy to follow• Reduce pressures; urban routes for cyclists are well segregated

from motorized traffic• Must respect designated pedestrian movements

• Ex: Many cities in Europe

• Facilities• Franchise-operated bike park• Five minutes' walk from “city centre”• Provides secure lockers for cycles and clothes• Showers and bicycle repairs

Innovative solutions 4





Pedestrian zones 1• Solution to provide safe pedestrian access in tourism precincts

• Reducing visual and physical impact of cars

• Have crucial role in strengthening communities

Pedestrian areas' nature, materials, and design:

• Could help define what is known as the public realm

• Enhance the character of tourism precinct area

• Ex: Amsterdam, Barcelona, Copenhagen





Pedestrian zones 2Combining desirable and active pedestrian areas with traffic

management:

• The interface between pedestrian and traffic zones need notbe 'rigid', as long as differences are clearly indicated for safetypurposes

• Widening pavements

• Narrowing roads



Pedestrian zones 3Links between various activity areas in a city?

• Need to be made attractive, safe, and accessible for the benefit of all

• Keeping with the character and local distinctiveness of tourism precinct area

• The servicing needs of shops and businesses must be planned

• Collection of refuse and other waste as well as street cleansing also must be managed

• Guidance on pavings, also the use of quieter and short wheel-base vehicles with lowemission levels

• Adequate number of effective signages

• Good traffic planning, the design of surfaces and choice of paving can significantly reducenumber of signs





Transport as a means of improving tourism potential

Not only for tourism precincts, but also aimed for the less well-knownneighborhoods;– that have the potential to attract more visitors

– may help relieve visitor pressure elsewhere

Encourage visitors to share facilities used by local communities

Develop opportunities on influencing the pattern of visitor flow in longer term,by changing the tourism geography by linking in the less-visited tourismprecincts





ConclusionSome key areas that need to be addressed in regards of planning transport needs in

tourism precinct:

• Make certain that transport strategies are integrated and thevarious transport systems are compatible and coordinated;

• Ensure that information on transport is clearly relayed to visitors;

• Promote alternative means of transport to reduce pressures anddevelop links between conventional and non conventional means oftransport;



Conclusion• Recognize that open spaces, car parks, pedestrian zones, the areas

“in between” are all part of the tourism precinct and any intervention in

the urban realm must enhance rather than detract from the character of thetourism precinct environment;

• Address local needs first: transport solutions that serve local needs will

provide an infrastructure from which successful tourist services can be developed.





This work derives from a research entitled “Transformasi Perumahan-Permukiman dan Pariwisata: Komparasi di Jakarta dan Bandung”http://www.ar.itb.ac.id/wdp/ conducted within Housing SettlementResearch Group http://www.ar.itb.ac.id/pp/ funded by the DirjenDikti, Depdikbud and administered by School of Architecture,Planning and Policy Development, Institut Teknologi Bandung (ITB).

Other members of research team: Samsirina, Medria Shekar Rani,Afina Raditya, Ida Hamida, Indah Susanti, Esti Istiqomah, AsyifaRismawati, Wanda Yovita, Hera Mestika Parameshwari, Hersanti EkoRatnaningrum, Zuhdi Allam for their effort in data collections andthe writing the fieldwork report.

Finally, I am grateful to Planocosmo Committee, which gives usopportunity to write this thought.

Acknowledgement



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Larkham (Eds), Building a New Tourism: Tourism, Culture and Identity in the New Europe. London and New York: Routledge.

Bairoch, P. (1988). Cities and economic development: From the dawn of history to the present. London: Mansell.

Bianchini, F., & Schwengel, H. (1991). Reimagining the city. In: J. Corner, & S. Harvey (Eds), Enterprise and Tourism: Crosscurrents of National Culture. London and New York: Routledge.

Cervero, R. (1998). The transit metropolis: A global inquiry. Washington: Island Press.

English Tourism precinct Towns Forum (1994). Getting it right: A guide to visitor management in tourism precinct towns. Bath: EHTF.

English Tourism precinct Towns Forum, English Tourism Council and English Tourism (1999). Making the connections: A practical guide to tourism management in tourism precinct towns. Bath: EHTF.

Evans, G. (1994). Cutty Sark 2000—Visitor validation and forecast for Greenwich Town 1995–2010. London: Greenwich Waterfront Development Partnership.

Evans, G. (2001). Cultural planning: An urban renaissance? London and New York: Routledge.

Evans, G., & Shaw, S. (2001). Urban leisure and transport: Regeneration effects. Journal of Leisure Property, 1(4), 350–372.

Goodey, B. (1994). Spreading the benefits of tourism visitor quarters. International Journal of Tourism Studies, 1, 18–29.

Hayllar , B. , & Griffi n , T. ( 2005 ) . The precinct experience: a phenomenological approach . Tourism Management , 26 ( 4 ) , 517 – 528 .

Hayllar, B., & Griffi n, T. (2006). A tale of two precincts: a phenomenological analysis. Presented at Cutting Edge Research in Tourism – New Directions, Challenges and Applications (CD-ROM). University of Surrey, UK, 6–9 June.

Orbas¸lı, A. (2000). Tourists in tourism precinct towns: Urban conservation and tourism management. London and New York: Spon Press.

Shaw, S. (1993). Transport: Strategy and policy. Oxford: Blackwell.

Shaw, S. (2003). Multicultural tourism and urban regeneration in London’s city fringe. In: Conference Proceedings: Cultural Tourism Research: A Pan-European Challenge. Cracow: European Commission and Polish Academy of Sciences.

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Thank you Transport Infrastructure and Tourism Precincts: Kemang, Jakarta Case


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TRANSPORT INFRASTRUCTURE AND TOURISM …dosen.ar.itb.ac.id/wdp/wp-content/uploads/2013/10/wiwik_pratiwi_et-al_transport... · Architecture –Institut Teknologi Bandung 10/23/2013

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