Kota-Kota di Indonesia Menuju atau Kian Menjauhi Kota Yang Berkelanjutan (Sustainable City) ?

Prof. Putu Alit S - Udayana

Berdasarkan data Badan Pusat Statistik RI, jumlah kendaraan bermotor di Indonesia Tahun 2013 sebanyak 104.118.969 unit yang didominasi oleh sepeda motor sebanyak 84.732.652 unit (atau 81,38%). Tingkat pertumbuhan kendaraan bermotor di Indonesia selama kurun waktu 5 tahun terakhir sebesar 11% per tahun. Rasio kepemilikan kendaraan bermotor per rumah tangga di daerah perkotaan mencapai 1:4 (satu rumah tangga rata-rata memiliki empat kendaraan). Peningkatan pertumbuhan jumlah kendaraan bermotor tentunya diikuti dengan peningkatan konsumsi energy beserta output negatifnya yaitu polusi.

Sebagaimana diberitakan dalam Tribunnews (13/9/2014) disebutkan bahwa menurut Kepala Badan Geologi Kementerian ESDM, Surono, ketergantungan energi fosil masih didominasi oleh kebutuhan minyak yang mencapai 41,8 persen, disusul batu bara 29 persen dan gas 23 persen. Kebutuhan yang sangat besar ini ternyata tidak bisa ditopang oleh cadangan energi di Indonesia yang kian menipis. Cadangan minyak misalnya, hanya cukup untuk 23 tahun lagi. Sementara cadangan gas masih cukup sampai 50 tahun ke depan dan batu bara cukup untuk 80 tahun mendatang.

Penggunaan energy kita cukup tinggi dan ratusan triliun dana menguap karena dipakai sebagai subsidi BBM. APBN-P 2014 menetapkan belanja subsidi BBM Rp 246,5triliun atau 13,13 persen dari total belanja Negara sebesar Rp 1.876,9 triliun.

Masyarakat perkotaan kian tergantung pada penggunaan kendaraan pribadi untuk mendukung mobilitasnya yang oleh Prof. Newman and Kenworthy, disebutkan sebagai kota yang menuju menjadi Automobile City. Pada kota seperti ini, penggunaan kendaraan bermotor tidak lagi merupakan “Pilihan” tetapi “Kebutuhan”.

Terjadi desentralisasi di wilayah perkotaan membentuk permukiman dengan kepadatan rendah di daerah pinggiran kota. Kota kian meluas dari Kota Kecil berkembang menjadi Kota Besar, lalu menjadi Kota Metropolitan dan seterusnya. Banyak kota tidak siap untuk berkembang dan proses aglomerasi terjadi secara alamiah dengan wilayah di sekitarnya, sehingga mulai terbentuk kota-kota Metropolitan baru. Sekat-sekat otonomi daerah membatasi perkembangan sarana dan prasarana transportasi. Setiap daerah lebih mementingkan tujuan ekonomi secara individual dan melupakan esensi dari konsep pembangunan berkelanjutan. Pembangunan di setiap daerah selalu diorientasikan untuk meningkatkan perekonomian secepatnya. Investasi secara membabibuta dilegalkan untuk atas nama peningkatan ekonomi masyarakat. Degradasi lingkungan dan sosial-budaya terjadi secara perlahan seiring dengan pesatnya peningkatan perekonomian. Daerah perkotaan berkembang secara alamiah dengan struktur kota yang dituju tidak jelas. Sarana dan prasarana transportasi dirancang dan dibangun sangat terbatas dan tidak mampu mengikuti perkembangan demand yang pesat.

Sebuah Kota Yang Berkelanjutan (Sustainable City) harus secara konstan dan konsisten menggabungkan rancangan fisik dan lingkungannya. Biaya lingkungan adalah real cost dimana degradasi lingkungan dalam bentuk penurunan kualitas udara, kualitas kehidupan kota, dan landscapenya akan menyebabkan suatu kota menjadi tempat yang tidak menarik untuk ditempati ataupun dikunjungi.

Sebenarnya kota-kota di dunia menyadari kebutuhan untuk mengikuti agenda-agenda pembangunan berkelanjutan. Siapakah yang akan melakukan pekerjaan untuk mencapai Kota Yang Berkelanjutan tersebut? Beberapa target indicator bagi Kota yang Berkelanjutan diantaranya: Penurunan penggunaan energi per kapita, penurunan total polusi udara per kapita (terutamagreen house gases), penurunan tingkat kebisingan lalulintas (jumlah rumah tangga yang terkena dampak), penurunan penggunaan air per kapita, peningkatan areal hijau, peningkatan jumlah lokasi zona yang terintegrasi dengan angkutan umum (transit-oriented location), penurunan penggunaan kendaraan bermotor per kapita, peningkatan penggunaan angkutan umum, pejalan kaki dan bersepeda, penurunan jumlah kecelakaan per 1000 penduduk, dan lainnya.

Menurut Prof Newman and Kenworthy, implementasi dari konsep Sustainability sebenarnya merupakan tugas yang menantang sekaligus juga mengkhawatirkan. Sebagai tugas yang menantang karena konsep tersebut memberikan kita tugas yang jelas bagaimana seharusnya kita mengelola kota kita. Sebagai tugas yang mengkhawatirkan karena terjadi atau tidaknya perubahan sangat tergantung pada kita sebagai generasi sekarang untuk mampu membalikkan kecenderungan kota untuk menuju kearah Kota yang Berkelanjutan (Sustainable City).

Success Story dari implementasi BRT di Bogota dan Curitiba tidak terlepas dari peranan pimpinan daerahnya. Seorang Pimpinan Daerah harus paham kondisi kotanya saat ini dan paham ke arah mana perubahan yang akan dilakukan. Kota baru dikatakan berubah ke arah yang lebih baik apabila dapat memenuhi kriteria indicator Kota yang Berkelanjutan, dimana untuk pembangunan di bidang transportasi mengikuti konsep Environmentally Sustainable Transportation (EST).Konsep EST telah lama diwacanakan yaitu antara lain pada Kyoto Protocol (United Nations, 1998). OECD (1996) bahkan telah menetapkan kriteria indicator pencapaian EST untuk target tahun 2030. Dalam Perpres No. 61 Tahun 2011 tentang Rencana Aksi Nasional Penurunan Emisi Gas Rumah Kaca (GRK), disebutkan bahwa Indonesia memiliki komitmen untuk mengurangi emisi GRK sebesar 26% pada tahun 2020. Khusus untuk sector transportasi, direncanakan akan mengurangi sebesar 0,038 Giga Ton emisi CO₂.

Pembangunan transportasi di perkotaan ditandai dengan terjadinya desentralisasi yang diikuti kian tergantungnya pada penggunaan kendaraan bermotor, pembangunan jalan secara terus menerus, dan kian menurunnya penggunaan angkutan umum. Semua proses ini telah mengarahkan kota menuju ke kota yang tidak berkelanjutan (Un-Sustainabe City).

Sejak mulai ramai diwacanakan di tahun 1990-an, bila kita lihat perkembangan kota-kota di Indonesia secara umum, maka kita masih jauh dari pencapaian target-target EST. Kota-kota di Indonesia berkembang kearah sebaliknya yaitu Un-Sustainable City. Sebagai contoh sederhana adalah kian tingginya konsumsi energy kita akibat kian tingginya tingkat ketergantungan pada penggunaan kendaraan bermotor pribadi. Kita juga tahu bahwa secara teoritis pengurangan konsumsi energy dapat dilakukan melalui demand management diantaranya dengan memindahkan sebagian pengguna kendaraan pribadi ke angkutan umum. Kita juga semua sudah tahu bahwa kondisi angkutan umum di perkotaan di Indonesia sejak tahun 2000-an sebagian besar dalam kondisi kian terpuruk. Yang kita belum rasakan adalah langkah nyata dari pemerintah untuk memperbaikinya sampai sekarang. Bahkan UU No. 22 Tahun 2009 pun telah menyiratkan bahwa pemerintah bertanggungjawab terhadap ketersediaan angkutan umum. Perhatian pemerintah sudah mulai ada, namun masih sangat kecil dirasakan terutama di daerah. Yang diperlukan adalah langkah cepat dan radikal (tentunya dengan konsekuensi kebutuhan anggaran yang besar) untuk melakukan perubahan.

Tip #2: `Power-full

Tip #2: `Power-full` - Checking tyre pressure regularly; a small action can have big effects
Action: · Check and adjust tyre pressure regularly according to load and speed
· Regularly check tyres for visible damage
· Keep spare tyre at the right pressure
Effect:
· Reduced costs and environmentally harmful emissions from lower fuel consumption
· Higher overall safety through greater driving stability
· Longer tyre durability

The importance of the correct tyre pressure is often underestimated. An under-inflated tyre is an unnecessary safety risk and dangerous under all circumstances. Under-inflated tyres:
· make the vehicle less stable and less precise in handling,
· are weaker and might disintegrate at high speed,
· may unseat from the rim, resulting in dramatic loss of control of the vehicle.
Under-inflated tyres also increase the rolling resistance, which leads to increased fuel consumption. Too little air in tyres means spending money for nothing. For example, just 0.3 bar below the optimum pressure increases the rolling resistance by up to 10% and thereby cause higher fuel consumption at same speed and distance driven.
A slight increase in tyre pressure (max. 0.2 bar) is possible if the users' manual says so. But safety first: Too much air is also dangerous, and may cause problems in handling because the tyre's contact with the road surface is reduced.
Spare tyres also need regular checking. The worst possible time to dsicover a flat spare tyre is when you actually need to use it!
Conclusion: Proper tyre inflation increases safety and fuel efficiency while decreasing greenhouse gas emissions. To ensure these positive effects, tyre pressure should be maintained regularly. Manufacturers give the recommended tyre pressure in the car user's manual, on the vehicle itself or on the inflation tables displayed by all automobile professionals. Individual recommended pressure is designed to provide the best balance between comfort, safety and economy.

Greener Driving Tips

Tip #1: `Mobility Mix` - Clever change of transport means

A smart mix of all transport modes (‘intermodality’) - motorised and non-motorised, public and private - is an essential step towards sustainable mobility.

Every mode of transport has its advantages and disadvantages. Using the whole spectrum of transport modes – motorised and non-motorised, public and private – in a smart way means choosing the most appropriate and efficient form of mobility within specific traffic situations and personal transport needs. A clever choice within a mobility mix benefits the individual and, at the same time, the environment.

It's not only smart, but also fun to combine various mobility options like car, motorbike, train, bus, tramway or one´s own power by cycling, kick-boarding, inline-skating or simply walking. Each individual using transport services acts as his or her own mobility manager. By picking the adequate mode of transport according to the length and direction of the trip, the time of the day, the people to be transported, etc., advantages of economical, social and environmental nature are generated.

A complete and clever mobility mix also includes ‘virtual mobility’, as the importance of travelling without physically moving is growing. Telecommunications and web-based technologies offer excellent options for professional and private use. Nowadays, sharing ideas and opinions in virtual meetings, exchanging e-mails, discussing in chat-rooms, holding video-conferences and forms of teleworking from home are state-of-the-art. Huge potentials - also for business - are obviously improving quality of life, saving precious time and increasing efficiency and productivity.

Looking at a growing transport sector, there are various challenges ahead like congestion, locally and globally relevant emissions and health and safety issues. Also for these reasons, ‘keep on moving’ can only be ensured in the future by a well-conducted ‘concert’ of all transport means. The vision of such ‘intermodality’ is based on flexible mobility systems with every transport means playing a specific and important role – though the mix can vary with respect to regional differences. Of course, consumers' clever changes from one transport mode to another need to be facilitated by appropriate infrastructure and technology.

If you want to join creating a future worth living, then go for sustainability by re-thinking your personal mobility habits. Your individual clever change is a small effort with a huge effect. Just try it out! The future really is your decision!

Whenever you choose the car to be the appropriate transport means at a time, use the ingenious Greener Driving tips on this website. These advanced driving techniques will offer you a new driving experience and a variety of great benefits

Ecodriving

Ecodriving – The Concept

Ecodriving means smarter and more fuel-efficient driving. Ecodriving represents a new driving culture that makes best use of advanced vehicle technologies, while improving road safety. An important component of sustainable mobility, Ecodriving considerably contributes to climate protection and pollution reduction. 

  

Ecodriving – The Benefits

Safety Improve road safety   Enhance driving skills	Environmental Reduce greenhouse gas emissions (CO2)  Fewer local air pollutants Noise reduction
Financial Save fuel / money (5-15% in the long-term)  Lower vehicle maintenance costs Reduce costs of accidents	Social More responsible driving Less stress while driving Higher comfort for drivers and passengers

Kirim Surat ke Kemenkeu, Organda Tuntut Insentif Fiskal

Iqbal Musyaffa - 05 Desember 2014 15:57 WIB

Metrotvnews.com, Jakarta: Pasca kenaikan harga BBM, Organisasi Angkutan Darat (Organda) menuntut penerapan insentif fiskal untuk kendaraan umum, khususnya angkutan darat.

Ketua Umum Dewan Pimpinan Pusat (DPP) Organda, Eka Sari Lorena, mengatakan pemerintah belum mempersiapkan antisipasi kenaikan harga BBM bagi transportasi umum. Oleh karena itu, ia mengirim surat kepada Kemenkeu agar diberikan insentif fiskal.

"Kita tulis surat ke Kemenkeu agar tercipta insentif fiskal yang dapat mendukung industri transportasi darat," kata dia, di Jakarta, Jumat (5/12/2014).

Menurutnya, luas jalan raya di Indonesia ini sekitar 551 ribu kilometer (km). Sementara kereta api (KA) hanya 6 ribu km. Sebanyak 30 persen biaya operasional angkutan darat berpengaruh langsung terhadap kenaikan BBM. Sehingga ia berharap pemerintah memperhatikan keberlangsungan industri angkutan umum darat.

"Jangan program jangka menengah dan panjang dipaksakan untuk menyelesaikan masalah jangka pendek. Harusnya dilihat mana yang perlu didukung lebih dulu untuk transportasi barang dan orang," tegasnya.

Menurut dia, suku bunga investasi pengadaan angkutan umum dan peremajaannya sangat tingi dua kali lipat dari kendaraan pribadi. Suku bunga kendaraan pribadi hanya 8-10 persen, sedangkan untuk angkutan umum mencapai 16-20.

"Dengan kondisi ini, keberadaan angkutan umum ilegal menjadi tumbuh pesat di seluruh wilayah Indonesia. Banyak kendaraan pelat hitam yang saat ini beroperasi secara ilegal menjadi angkutan umum. Ini menggerogoti 30-35 pangsa pasar kita," keluhnya.

Kondisi ini juga berpotensi menimbulkan konflik di lapangan. Lebih lanjut, Lorena menegaskan agar transportasi umum diperlakukan layaknya industri primer lainnya. Hal itu tidak terlepas dari kondisi bahwa transportasi akan mendukung perkembangan industri lainnya.
AHL

Intermodalism: A 20-Year Perspective

November 18, 2014

The concept of intermodalism is as familiar today to transportation professionals as dedicated bike lanes. But 20 years ago, intermodalism wasn’t as common; it was just taking hold as a new concept in the federal transportation community.
“With the completion of the Eisenhower Interstate Highway System, it was important to have the next vision of the future,” said Anne Aylward, deputy associate administrator for Research and Innovation at Volpe, the third presenter in Volpe’s Transportation and the Economy speaker series. “At the time, increased freight activity was severely impacting the street networks leading to port and rail terminals.”

Many Modes, One Big Puzzle

Instead of thinking about the components of our transportation system as scattered, isolated fragments, intermodalism encourages planners and decisionmakers to think about American transportation as an interlocking puzzle. At its core, intermodalism is about fluidity—a seamless movement of people and goods between trains, planes, pipelines, vessels, and vehicles.
“No one likes truck traffic going by their house,” Aylward said. “But when you go to the store you expect to find Cheerios on the grocery store shelf. How do you think the Cheerios got there? There’s no such thing as the immaculate conception of Cheerios. Freight has to move.”
Aylward served as executive director of the National Commission on Intermodal Transportation, which in 1994 published a first-of-its kind report that provided an overview of the state of intermodalism in American transportation. The report highlighted the benefits of intermodalism and made recommendations for improving intermodalism.
“Thinking about the nation’s [transportation] system as a system had significant benefits in terms of lowering overall costs, increasing productivity, reducing congestion, improving mobility, and reducing energy consumption,” Aylward said.

Barriers and Progress

Before those benefits could be realized, the commission found there were significant institutional barriers to achieving intermodalism, Aylward said. Planning and policy at the federal level did not encourage intermodalism. Federal funding often fell short of authorizations. And, most importantly, agencies and investment priorities were organized strictly by mode.
Ten years later, in 2004, those barriers were still up. But fast forward to 2014 and significant progress has been made. The U.S. Department of Transportation (DOT) established a Freight Policy Council in 2012 to develop and implement a modern, intermodal freight network. And the DOT Tiger Grant program provides grants for projects that don’t fit in to the traditional modes.
“In the last number of years something really has happened around intermodal transportation—and particularly around federal support for freight issues,” Aylward said. “This new attention has come from the legislative and executive branches and from the private sector.”

An Intermodal Continent

The tide, it appears, is turning strongly toward intermodalism. There are more leaders today than ever in the nation’s capital who understand the importance of thinking about our transportation system as a whole, Aylward said.
But the movement of people and goods doesn’t happen exclusively within America’s borders. America is a world center of trade, jobs, and innovation. Our borders to the north and south are gateways to some of our most important economic partners.
“It drives me crazy to see maps of the U.S. transportation system that go blank at the northern and southern border,” Aylward said. “The Canadian and Mexican transportation systems are integrally connected to our transportation system and we need to remember that and take that into account as we plan.”

The Congestion Problem

Ayo Lawan Kemacetan...

Nice to know ..

Kemacetan sudah menjadi ancaman yang sangat substantial dimanapun di penjuru dunia ini loh.. dan akibatnya telah menghabiskan billion of dollars, waktu terbuang sia sia , produktivitas polusi dsb.

Ayo kita lawan kemacetan

Costs of Traffic Congest ion

Growing congestion in the U.S. transportation network poses a substantial threat to the U.S. economy and to the quality of life of millions of Americans. Each year, Americans are paying billions of dollars in terms of lost time and productivity, air pollution, and wasted energy. The Texas Transportation Institute’s (TTI’s) latest survey of mobility in America’s 437 urban areas shows that in 2005, traffic congestion resulted in 2.9 billion gallons of wasted fuel and 4.2 billion hours of lost time stuck in traffic. The cost of this delay and wasted fuel totaled $78 billion in 2005, more than quadruple the comparable cost figure in 1982. TTI’s Urban Mobility Report also notes that congestion causes the average peak period traveler to spend an extra 38 hours of travel time and consume an additional 26 gallons of

fuel, amounting to a cost of $710 per traveler.

These estimates do not even include the environmental degradation and economic productivity losses caused by traffic congestion and were prepared at a time when fuel prices were considerably lower than they are today.

                               

Alarming Trends

Traffic congestion levels have increased in every area since 1982. Congestion occurs on more roads more frequently and for longer periods throughout the day, resulting in greater amounts of required travel time than before. Congestion levels have risen in all urban area size categories, indicating that even small areas are unable to keep pace with rising demand. For example, on the basis of current trends, a medium-sized city should expect its congestion in 10 years to be as bad, or worse than, what is currently experienced by a large city. The rate of congestion growth has been greater in rural areas than in urban areas, portending increased congestion in

communities of all sizes.

Causes of Congestion

At its most fundamental level, highway congestion is caused by the lack of a mechanism to efficiently manage use of capacity. When searching for a solution to the congestion problem, most people immediately think of adding a new lane to an overburdened highway. Construction costs for adding lanes in urban areas average $10–$15 million per lane mile. In general, the funding for this type of construction comes from taxes that drivers pay when buying gas for their vehicles. Overall, funds generated from gas taxes on an added lane during rush hours amount to only $60,000 a year (based on 10,000 vehicles per day during rush hours, paying fuel taxes amounting to about 2 cents per mile). This amount is grossly insufficient to pay for the lane addition. The bargain price paid by motorists for use of an expensive new capacity encourages more drivers to use the expanded highway. Introducing congestion

pricing on highway facilities discourages overuse during rush hours by motivating people to travel by other modes, such as carpools or transit, or by traveling at other times of the day.