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STUDY COMPARATIVE ON BICYCLE RIDERSHIP BETWEEN THE CITY OF YOGYAKARTA-INDONESIA AND THE CITY OF GRONINGEN-THE NETHERLANDS

By SUKAMTOR DIANTO

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MASTER STUDENT AT INSTITUTE TEKNOLOGI BANDUNG VISITING THE UNIVERSITY OF GRONINGEN 2012 MARCH 2012

OUTLINE

I. INTRODUCTION A. Background B. Comparative Aspects

II. ANALYSIS

A. Infrastructure Transport System in Inner city


B. Mode of Transportation C. Cycling Policies

III. CONCLUSION

STUDY COMPARATIVE ON BICYCLE RIDERSHIP BETWEEN THE CITY OF YOGYAKARTA-INDONESIA AND THE CITY OF GRONINGEN-THE NETHERLANDS

I INTRODUCTION

A. Background In years 1960 1970, the city of Yogyakarta was called as bicycle city because bicycle use in this city was very popular. There are high numbers of bicycle use in the city of Yogyakarta at that time because Yogyakarta has function for education and tourism city.1 But nowadays from my observation in 2010, the use of bicycle in the city of Yogyakarta was not as popular as in the sixties. Although the function of Yogyakarta city never changed, the city of Yogyakarta still has function of education and tourism city. In the year 2009-2010, the city of Yogyakarta still has 67 private institutional educations consist of 8 universities, 24 high school institutes, and 35 academic schools / polytechnic. And there are 2.535 lecturers and 53.275 college students.2 If we look at the role of the city for education, it has same similarity between the city of Yogyakarta and the city of Groningen. The city of Groningen has a population around 180.000 and the city has two major Universities: Rijksuniversiteit Groningen (RuG) and Hanzehogeschool, with about 20.000 students each.3 Both of the cities are the capital town of their provinces, the city of Yogyakarta as capital town in province of Yogyakarta and the city of Groningen has same role as capital town in province of Groningen.

1 2

http://publikasi.umy.ac.id/index.php/hukum/article/viewfile/2448/283 ; march 2012 Central bureau statistics of Yogyakarta http://jogjakota.bps.go.id/index.php? option=com_content&view=article&id=10:sosial&catid=6:sosial&Itemid=7) 3 A Compact City and A Better Balance, by Ladd Schiess 2007

And there are many similarities about the characteristic of both cities; they have small size of region, the city of Groningen with 83, 69 km2 and the city of Yogyakarta with 32, 5 km2.4 If its measured from the size, the city of Yogyakarta is smaller than the city of Groningen. Even both two cities have similarity at some characteristic but there are some differences, especially in the people movement in inner city. And by this paper I will emphasize on differences of bicycle ridership between the city of Groningen and the city of Yogyakarta. And my research question is Why the ridership of bicycle in the city of Yogyakarta is lower than in the city of Groningen. B. Comparative aspects If we compare between the city of Yogyakarta and the city of Groningen, we can make conclusion that from size the city of Yogyakarta is smaller than city of Groningen. In the city of Groningen people have high willingness to use bicycle for doing their activity, it can be seen by 45% of trip by bicycle (short trip). 5 In the city of Yogyakarta although from the size is smaller than Groningen but the people have low level of willingness to use bicycle. Why these conditions happen? I will do some analysis about this condition by compare the city of Yogyakarta to the city of Groningen at some aspect such as: 1. Infrastructure transport system in inner city, 2. Mode of transportation, 3. Policies about Transport System Both Two Cities That might be these aspects have correlation with the level of bicycle ridership both two cities.

4 5

http://id.wikipedia.org/wiki/Groningen,_Groningen & http://id.wikipedia.org/wiki/Kota_yogyakarta Transportation and mobility in the Netherlands-with a focus on bicycle-Paul van steen-RuG-2012

II ANALYSIS

By the size of city, it was possible to people who live in the city of Yogyakarta to reach every corner of yoga city by use a bicycle, but the real condition of bicycle use in this city is too low even though the city of Yogyakarta is smaller than the city of Groningen. This analysis is important on this paper to have look about the differences of both two cities (the city of Yogyakarta and the city of Groningen), based on some criteria that can be related to the level of bicycle ridership in each cities. 1. Infrastructure Transport System In Inner city The City Of Yogyakarta Land transportation is the most popular infrastructure transport system in Yogyakarta, majority of movement use land infrastructure, highway and railway are both important infrastructure in this city. And this city does not have water transportation system because the location of this city is around 27 30 km from sea.6 Length of road in the city of Yogyakarta in 2008 was 265,928 km, nevertheless only 40 percent of road was in good condition , 42 percent was in medium condition and 17,93 percent was in damaged condition.7 In city of Yogyakarta, bicycle path already built in year 2008 that have function to separate between bicycle user and the other motorized vehicles. Nevertheless only 10.318 m of bicycle path which in good condition or 35% of total bicycle path, 4.729 m or 16 % of bicycle path was not feasible and 13.848 m or 47% of bicycle path does not have sign system.8

6 7

http://id.wikipedia.org/wiki/Kota_Yogyakarta#Transportasi BPS - statistics of Yogyakarta city/Yogyakarta city in figures 2009, page 203 8 http://farismind.wordpress.com/2011/09/21/158/ expectations of green transport from Yogyakarta

The City Of Groningen The city of Groningen has concern to make good accessibility of inner city by improve flow of traffic towards city and reduce unnecessary car traffic with parking policy, new high-quality public transport and complete bicycle traffic structure.9 P+R Concept have been applied in the city of Groningen. And this policy needs good integration between locations P+R and public transport system likes bus and train. And based on my observation, the city of Groningen has high quality of public transport, it was measured by comfortable and safety reason, waiting time and travel time reason. In the city of Groningen, although we use public transport but we can calculate and predict well about our travel time from origin to our destination. It is good condition of public transportation in this city because using public transport as well as using private car (comfort, safe, and quick). Bicycle infrastructure in the city of Groningen.
Major bicyclenetwork City Groningen

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Picture 1 (Transportation and mobility in the Netherlands, by Paul Van Steen, 2012)

The picture shows that the city of Groningen has main structure bicycle network and secondary structure, and most of the road in the city of Groningen has integrated well with bicycle network/path. And also the city of Groningen has a lot of space for Bicycle Park, mostly land use that use for system activity has to provide Bicycle Park.

Transportation and Mobility in The Netherlands-with focus on bicycles/Paul Van Steen/2012

2. Mode of Transportation In year 2008, the city of Yogyakarta only has 2 major modes of land transportation; Motorized vehicle and train. Motorized vehicle in city of Yogyakarta consist of 32, 5 percent passenger car, 3, 27 percent truck and 63, 5 percent bus.10 This statistic was excluding the number of bicycle, whereas according to a survey conducted in 2006, there are 31.018 bicycle riders in the city of Yogyakarta at that time.11 Based on these data, it does can be seen that the use of bicycles as a mode of transportation in the city of Yogyakarta has decreasing to low level. The number of motorized vehicle in Yogyakarta increase every month with average 8.900 vehicles and totally there was increase around 115.766 new vehicles in the year 2011.12 People in the city of Yogyakarta prefer to travel use car or motorcycle, even only short movement in inner city of Yogyakarta. We already know that bicycle is one of the sustainable modes transportation in the world. It is friendlier to the environment and in some cities it has became a solution to fulfill their need of movement that could reduce the amount of congestion in inner city. We can have look at the city of Groningen as good example for sustainable transportation, there are some modes of transportation that exist in inner city of the city of Groningen such as train, bus, car, motorcycle and bicycle. In September 1977, traffic circulation plan was introduced to make more less cars in inner city. Majority area in inner city was car free area and main road was in outer ring road of the city. (Picture 2, describe about traffic circulation plan)

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BPS - statistics of Yogyakarta city/Yogyakarta city in figures 2009, page 204 http://yogyacity.blogsome.com/2006/06/21/hasil-survei-volume-pengguna-sepeda-bbm-naik-pengendaranaik-1251 12 http://jogja.tribunnews.com/m/index.php/2012/01/10/jumlah-kendaraan-di-yogya-bertambah-8.900-per-bulan

Picture 2 (Transportation and mobility in the Netherlands, by Paul Van Steen, 2012)

And with less cars policy in inner city, the people had other modes of transportation, it is bicycle. And right now majority people movement in inner city use bicycle for their activity. The city of Groningen also have large amount of bicycle infrastructure. In Groningen 45 percent of trips using bicycle for short trips(less than 7, 5 km). And 36 percent of all trips use bicycle (short & long trip).13 3. Cycling Policies Local government of Yogyakarta city has encouraged the use of bicycle, on launch of segosegawe program (bicycle for school and for work) in the year 2008.

Picture 3 http://takealeak.wordpress.com/tag/b2w-jogjakarta/

This program aimed at urging people to use bicycle. But without real support by government on the policy and infrastructure, it is difficult to increase the number of bicycle use significantly. Bicycle infrastructure in the city of Yogyakarta is still in small number. And for comfort and safety reason still there is no real policy created by Yogyakarta Government for bicycle use. In the city of Groningen 1969, there was a plan named Verkeersplan Centrum Groningen that gives priority to bicycle traffic facilities. Created long bicycle routes as part of road network, the bicycles routes was created to prevent from get an accident for bicycle user, also in the year 1977 traffic circulation plan was planned to give more attention for bicycle traffic, around 2,7 million until 6,4 million Euros spent for bicycle facilities.14
13 14

Transportation and Mobility in The Netherlands-with focus on bicycles/Paul Van Steen/2012 Continuous & integral : The cycling policies of Groningen and other European Cycling cities; Fiets Beraad, Publication no.7; page 17

ca.

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Picture 4.Main bicycle infrastructure around 1964, 1980, 2000 (Fiets Beraad, publication no.7)

With traffic circulation plan, there was more less cars and more bicycle facilities built in the city of Groningen, and it was able to encourage the use of bicycles in the city of Groningen. In the year 2000, bicycle policy document indicates that the municipality of Groningen invested almost 23 million Euros in bicycle facilities in period 1989-2000. The facilities such as cycle paths, bridges, asphalt cycle path surface.15 And in general, in the city of Groningen bicycles have priority to keep the city accessible. Besides the bicycle facilities like cycle path, bridges, and asphalt cycle path surface, the municipality of Groningen has concern on bicycle parking in the city of Groningen.

Picture 5 Bicycle parking in Groningen City centre (Fiets Beraad, publication 7)

III
15

Continuous & integral : The cycling policies of Groningen and other European Cycling cities; Fiets Beraad, Publication no.7; page 17

CONCLUSION

The city of Yogyakarta by size of region and its function for education city has potential prospect to be created as bicycle city and it will be its own characteristics to compare with the other city in Indonesia. But the number of bicycle infrastructure in this city is still in low level, both bicycle path and safety facilities for bicycle user was a weakness factor to realize a sustainable transportation concept that have concern on the environment. And if we compare with the city of Groningen, infrastructure transportation especially for bicycle infrastructure in the city of Yogyakarta is very low. Even though there are some bicycle infrastructure but it is still very low in term of quantity and quality. Furthermore, the municipality of Yogyakarta has to give support of the policies relating to the use of bicycles in the city of Yogyakarta. As we can see the amount of support provided by the municipality of Groningen to increase bicycles ridership in the city of Groningen, not only in the form of an appeal, but also in real form such as investment policy for the development of bicycle infrastructure and impose some policies and regulations that favor cyclists. This several issues that have been conducted in the city of Groningen are expected to be implemented in the city of Yogyakarta in order to increase the use of bicycle (bicycle ridership) in the city of Yogyakarta.

References

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Ladd Schiess. A Compact City and A Better Balance Neurus 2006-2007. 2007, page 13 Van Steen, Paul. Transportation and mobility in the Netherlands Lecture given 6 March 2012 at Rijksuniversiteit Groningen BPS - Statistics of Yogyakarta city. Yogyakarta city in figures 2009, 2009, BPS - Statistics of Yogyakarta city; Yogyakarta; page 203 BPS - Statistics of Yogyakarta city. Yogyakarta city in figures 2009, 2009, BPS - Statistics of Yogyakarta city; Yogyakarta; page 204 FietsBeraad, Continuous & integral: The cycling policies of Groningen and other European Cycling cities, FietsBeraad, Publication no.7, 2006 <http://publikasi.umy.ac.id/index.php/hukum/article/viewfile/2448/283>: Last visited on March 22, 2012. Central bureau statistics of Yogyakarta, <http://jogjakota.bps.go.id/index.php? option=com_content&view=article&id=10:sosial&catid=6:sosial&Itemid=7)>: Visited on March 22, 2012. <http://id.wikipedia.org/wiki/Groningen,_Groningen>; Last visited on marches 22, 2012. <http://id.wikipedia.org/wiki/Kota_yogyakarta>; Last visited on marches 22, 2012. Bicycle user survey in the city of Yogyakarta.2006; <http://yogyacity.blogsome.com/2006/06/21/hasil-survei-volume-pengguna-sepedabbm-naik-pengendara-naik-1251>; Last visited on marches 22, 2012. The number of motor vehicles in the city of Yogyakarta in year 2011; <http://jogja.tribunnews.com/m/index.php/2012/01/10/jumlah-kendaraan-di-yogyabertambah-8.900-per-bulan>; last visited on marches 22, 2012. <http://takealeak.wordpress.com/tag/b2w-jogjakarta/> Last visited on marches 22, 2012. Last

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