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Travel Behaviors of the Disabled in Jakarta Metropolitan Area
TRANSED 2012
KAWAGUCHI, HirohisaWAKAMATSU, Miya
September 20, 2012At The Lalit Hotel, Delhi,
India
1
Table of Contents
1. Purpose of the Study 2. Transportation and barriers in Jakarta
Legal FrameworkPublic TransportationPedestrian environment
3. Data Source and Methods 4. Results
Commuter Travel SurveyTransportation Equity Survey
5. Discussions and Conclusions2
Purpose of the Study
Jakarta Metropolitan AreaRapidly growing economy and populationTraffic congestion has been the top priority issueLand transportation is virtually not accessibleLimited studies on travel behaviors of PWD
Studies on travel behaviors of PWD in developed countries (DPTAC, 2002 etc.)
Analysis on travel behaviors of PWD in developing countries in conjunction with poverty issues
4
Jakarta Metropolitan Area Capital region of one of the emerging
countries, Indonesia, a member of G20 Population of Jakarta Metropolitan Area is
about 28 million (2010) composed of Jakarta Special Capital Province (DKI Jakarta) (9 mil.) and surrounding cities and regencies.
6
1970 1975 1980 1985 1990 1995 2000 2005 2010 -
2.0
4.0
6.0
8.0
10.0
0.8 1.1 2.1
3.2 4.0
5.0
1.1 1.5 2.7
4.1 4.7
5.9
1.9 2.7
3.9 5.3
6.1 7.5
4.6
6.5
8.2 8.4 8.8 9.6
DKI JakartaBogorTangerangBekasi
[Unit : million persons]
Source: Statistical Year Book of Indonesia 1998; opulation Census 2000, Population Census Intermediate Survey 2005, Population Census Preliminary FigureNote: 2005 data is intermediate survey of population census (or Survei Penduduk Antar Sensus) 2010 data is preliminary figures from DKI Jakarta, West Java and Banten Provinces
Surge in the number of Private Vehicles
7 Source: Polda Metro Jaya (Jakarta Metropolitan Police)Note: Vehicle registration excludes Bogor area
19751977
19791981
19831985
19871989
19911993
19951997
19992001
20032005
20072009
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
8,000,000
MotorcyclesCarsTrucksBuses
Congestion
Average travel speed of CBD area in evening peak hour is mostly less than 20km/h.
8
0 1 2 3 40.5km ±
0 1 2 3 40.5km ±
Legend
19PM(Filter)F19
0 - 10 km
11 - 20 km
21 - 30 km
31 - 40 km
41 - km
Travel_Speed07KODE_UNSUR
Unknown
Unknown
Unkonwn
Source: Japan External Trade Organization (JETRO) (2008). Study on Jakarta Road Pricing in the Republic of Indonesia
Travel Speed of Weekday Evening Peak Hour (2007)
Improvement of BRT System
From private car oriented city to transit oriented city
Jakarta City developed 11 routes (184.31 km) of BRT system in 8 years.
Roughly 350,000 daily passengers
9
Legal Framework on Barrier Free
Act No. 4, of 1997, on Disabled People stipulates fundamental rights of disabled people
including accessibility to permit them to live independently
Act No. 22, of 2000, on Road Trafficobligates to consider persons with disabilities and
the elderly etc. Regional Regulation No. 10, of 2011 of Jakarta
stipulates accessible public transportation, education, health institutions and public facilities
Shift from pity-based to rights-based approach10
Barrier Free Conditions of Public Transport (1)
BRT (Transjakarta)Almost all bus shelters are equipped with
handrails and ramps.There are sometimes steps between a sidewalk
and a ramp in a BRTA few shelters are equipped with elevators, but
the elevators at one shelter are out of order.Connecting sidewalks are not maintained well.
11
Barrier Free Conditions of Public Transport (2)
Public busesThe most popular transport mode in JakartaLoose restriction of bus operation by the gov.Buses can stop anywhere along their routes.No barrier free facilities are installed .
RailwaysSome railway stations don’t have sufficient height
of platformsMeasures to provide route guidance are generally
not sufficient
12
Barrier Free Conditions of Pedestrian Env. (1)
Car-oriented road system rather than pedestrian-oriented
Pedestrian environment is almost inaccessible due to the following 3 factorsDesign without consideration of disabled people
13
JUTPI Project by JICA and Indonesian CMEA
The Japan International Cooperation Agency (JICA) and the Indonesian Coordinating Ministry of Economic Affairs (CMEA) jointly conducted the JABODETABEK Urban Transportation Policy Integration (JUTPI) Project from 2009 to 2012 for the purpose of revising the transportation master plan and supporting establishment of cross-sector and –boundary transportation coordinating body.
Series of transportation surveys including were conducted.
16
Commuter Travel Survey (CTS)
Home interview survey followed by a questionnaire
Origin & destination, transport mode of commuting trips were interviewed
Sample size is roughly 657,000 persons (about 3% of population of Jakarta Metropolitan Area) including 335,000 commuters
Random sampling from resident registration database
17
CTS Sample Size by Disability Type
Disability Type All Respondents Commuter Respondents
Visual Impairment 3,200 1,239Hearing Impairment 731 196Speaking Impairment 250 95Ambulant Disability 619 193Intellectual Disability 270 107Other Mental Disorder 168 85Complex/Others 600 161No Disability 646,195 330,350Unknown 5,117 2,542Total 657,150 334,968Total Weighted Population 27,900,000 14,300,000
18
Transportation Equity Survey (TES)
200 Sample of people with disability were utilized for this paper
Several facilities where the target group are living and gathering were selected for the survey considering geographical distribution and proportion of disability types
Interview survey followed by a questionnaire Major destinations, transportation modes,
availability of assistance, impacts, and opinions regarding the installation of new transportation policies for the disabled
19
TES Sample Size by Disability Type
Disability Type No. of RespondentsVisual Impairment 47Hearing & Speaking Impairment 57Ambulant Disability 26Intellectual Disability 9Other Mental Disorder 15Complex/Others 30Total 200
20
CTS Result : Job Opportunities Jobless ratios of disabled people are higher than that of
people with no disability, especially for lower income groups For people with Intellectual disability or with ambulant
disability or with more than one disability, jobless ratios are higher
22
0% 20% 40% 60% 80% 100%
Visual Impairment
Jobless Housewife Others Retired Student Worker
0% 20% 40% 60% 80% 100%
Visual Impairment
Hearing Impairment
Speaking Impairment
Ambulant Disability
Intellectual Disability
Other Mental Disorder
Complex/Others
No Disability
0% 20% 40% 60% 80% 100%
Note: Only population of working age from 18 to 59 years old was utilized to depict the above graphs. Weighted number of persons was utilized.
Social Status by Disability Type by Income Group of Working Ages
Monthly Household Income>= 1.5 million rupiahs (164USD)
Monthly Household Income< 1.5 million rupiahs (164USD)
CTS Result : Vehicle Ownership Vehicle ownership is dependent on income class rather than
disabilities The car ownership ratios of households with a disabled
member are higher than those without a disabled member. This is opposite for motorcycle
23
0% 20% 40% 60% 80% 100%
Hhd. with Disabled Member
Hhd. without Disabled Member
Hhd. with Disabled Member
Hhd. without Disabled Member
Hhd. with Disabled Member
Hhd. without Disabled Member
Low
Inco
me
Me
dium
Inco
me
Hig
hIn
com
e
0% 20% 40% 60% 80% 100%
0% 50% 100%
Hhd. with Disabled Member
0 1 2 3+
Note: Weighted number of households was utilized. Low income group monthly household income is less than 1.5 million rupiahs (164USD); medium income group is 1.5-6.0 million rupiahs (164-654 USD); high income group is equal to or more than 6.0 million rupiahs (654USD).
Household Vehicle Ownership by Income Level by Disabled People
No. of Cars No. of Motorcycles
CTS Result : Workplace Location Workplaces of people with a disability and in lower household
income groups are closer to their homes. Workplaces of people with a disability and in lower household
income groups are closer to their homes. People with speaking or visual impairment tend to choose
more distant workplaces
24
0% 20% 40% 60% 80% 100%
Low Income
Medium Inc.
High Income
Low Income
Medium Inc.
High Income
No
Dis
abili
tyW
ith D
isa
bilit
y
0% 20% 40% 60% 80% 100%
Low Income
Work at Home Same Village Same Sub-District Same City Other City
0% 20% 40% 60% 80% 100%
Visual Impairment
Hearing Impairment
Speaking Impairment
Ambulant Disability
Intellectual Disability
Other Mental Disorder
Complex/Others
No Disability
Note: Only workers' data was utilized to create the above graphs. Weighted number of persons was utilized. Inc. means income. Same village/sub-district/city means the same village/sub-district/city as the home of the respondent.
Location of Workplace by Income Level and Disability Type
CTS Result : Commuting Mode Choice Roughly 50% of people with a disability in high income
households commute by car Roughly a half of the disabled in middle income households
commute by motorcycle. For the disabled in low income households, the majority have
no alternative to using non-motorized transportation.
25Note: Only workers' data were utilized to depict the above graphs. Weighted number of persons was utilized. Inc. means income.
Transportation Mode to Workplace by Income Level and Disability Type
0% 20% 40% 60% 80% 100%
Low Income
Medium Inc.
High Income
Low Income
Medium Inc.
High Income
No
Dis
abili
tyW
ith D
isa
bilit
y
0% 20% 40% 60% 80% 100%
Visual Impairment
Hearing Impairment
Speaking Impairment
Ambulant Disability
Intellectual Disability
Other Mental Disorder
Complex/Others
No Disability
0% 20% 40% 60% 80% 100%
Low Income
Car Motorcycle Taxi etc Public Transport Non-Motorized Transport
TES Result : No. of Trips and Policy Options 80+% of respondents answered that they would increase their
No. of trips if the fares were made less expensive. Priority seating, assistance in riding buses, special transport
service and improvement of signs and provision of information also may increase the No. of their trips.
26
0% 20% 40% 60% 80% 100%
Inexpensive FarePriority Seating
Assistant in BusSpecial Transport
Sign & InformationBus Design
Assistance in Public PlaceBF Facility at Stop/Station
BF Sidewalks
Highly Increase Increase Not Sure Not Increase Not at all
Note: Only workers' data were utilized to depict the above graphs. Weighted number of persons was utilized. Inc. means income.
Potential of Increasing the Number of Trips by Policy Options
TES Result : Possibility of Travel Alone The respondents were also asked whether they could travel
alone if they were provided with better policy options. Special transport service showed the highest potential to
enable them to make a trip alone.
27
0% 20% 40% 60% 80% 100%
Special Transport
Assistant in Bus
Priority Seating
Bus Design
Inexpensive Fare
Sign & Information
BF Facility at Stop/Station
Assistance in Public Place
BF Sidewalks
Very Possible Possible Not Sure Not Possible Not at all
Possibility of Travel Alone by Policy Options
TES Result : Priority of Policy Options The share of the special transport service was the highest for
most disability types Shares of Barrier free sidewalks, assistance in public places,
barrier free facilities at stops and stations were also rated highly.
28
Policy Options of Top Priority by Disability Type
0% 20% 40% 60% 80% 100%
Ambulant Disability
Complex/Others
Hearing Impairment
Hearing&Speaking Impairment
Intellectual Disability
Other Mental Disorder
Visual Impairment
TotalSpecial Transport BF Sidewalks Assistance in Public Place BF at Stop/Station Others
Discussions and Conclusions (1)
CTS illustrated distinct travel characteristics by income level and implies mobility restrictions of low income group affect their mode choice and workplace choice.
TES indicated affordable public transportation may increase the chances of going out for people with disabilities
Provision of taxi tickets or special fares for public transportation could contribute to improve the mobility of people with disabilities, especially in the poverty stricken households
30
Discussion and Conclusions (2)
A special transport service is one of the most sought-after policies for disabled people. Infrastructures cannot be renovated in a short time. Some disabled people have no other alternative to using
the special transport service due to their physical conditions.
Since this could be a financial burden for local authorities, it would be more financially efficient to effectively utilize existing facilities. Ex. The redundant services can be converted to the special
transport service.
31
Discussion and Conclusions (3)
It is not realistic to renovate all the sidewalks in a short time considering the financial constraints.
Some sidewalks are inaccessible due to inappropriate design.
Training for the transportation planners and designers in universal design could be effective
By utilizing technical assistance from developed countries for the training, local authorities can save their limited assets.
32
Next Step
Detailed study on each policy option including implementation method, cost estimations and demand analysis taking the features of developing countries into account
Further studies in rural areas or less developed areas is awaited
33