The Surabaya Integrated Transport Network Planning Project has produced
planning, demographic and economic forecasts for the study area from which
travel demand forecasts by travel mode have been derived. From the
evaluation of these travel forecasts it was concluded that the continuation of
existing transport investment policies which have concentrated on highway
infrastructure is unsustainable, since it would require the investment of more than
4 Billion US dollars to provide the necessary infrastructure to meet the
demands of private car and motor cycle traffic by the year 2010. Apart from
the high costs of such a highway investment programme, the implementation of
such schemes would imply the need for widespread demolition of existing
properties throughout the city, in order to achieve the required rights of way. In
addition the increased levels of private traffic would greatly increase existing
levels of atmospheric pollution which are already in excess of acceptable
standards in many areas of the city.
Alternative transport policies have therefore been investigated involving the
restraint of private car traffic and the provision of a much improved public
transport system, including improved bus services as well as the provision of
almost 40 km of new fully segregated Mass Transit facilities on three
routes. These would involve the development of:
While restraint in the use of private cars will significantly reduce the need for
additional roadspace, the achievement of balanced public and private transport
networks will imply a continuing need for more modest road network
development including the provision of a number of new schemes to remove
existing problems and bottlenecks and thus maximise the use of the existing
road network including currently committed schemes and improvements. Such
schemes have also been developed as part of the SITNP integrated transport
network proposals. It should however be noted that the effective use of these
facilities will be heavily dependent on the availability of good quality feeder
services, since the mass transit services are only to be provided on a relatively
limited network comprising some 40 route kms.
Conclusions
From the completed study it was concluded that continued attempts to keep
pace with the increasing demands for the use of private vehicles through further
widespread road construction were unsustainable.
Instead, it was recommended that a policy of travel demand management be
implemented through the application of a range of traffic restraint measures in
combination with major improvements in the level and quality of public transport
provision and operation.
Through the application of such a policy, the increased demand for public
transport would justify the provision of a limited network of segregated mass
transit facilities comprising some 31 km. of Light Rail Transit and 9 km. of
Segregated Busway in combination with significant improvements to all purpose
bus service provision through the use of more better quality buses and services
on both existing routes and new feeder routes to support the Mass Transit
system
The Mass Transit proposals can be justified in economic terms, but cannot be
self financing because of the need to keep fares within the range of peoples
ability to pay. However, it is expected that service supply and operation costs
can be covered from the fare box, meaning the Government at both local and
central levels should be involved in the provision of public transport
infrastructure to support the optimum overall transport policy identified.
There will be a continueing need for a program of more limited highway
expenditure, to optimise the use and effectiveness of the existing network,
through improvements in connectivity and the removal of existing bottlenecks
through a combination of limited new construction and trafic management
measures.
planning, demographic and economic forecasts for the study area from which
travel demand forecasts by travel mode have been derived. From the
evaluation of these travel forecasts it was concluded that the continuation of
existing transport investment policies which have concentrated on highway
infrastructure is unsustainable, since it would require the investment of more than
4 Billion US dollars to provide the necessary infrastructure to meet the
demands of private car and motor cycle traffic by the year 2010. Apart from
the high costs of such a highway investment programme, the implementation of
such schemes would imply the need for widespread demolition of existing
properties throughout the city, in order to achieve the required rights of way. In
addition the increased levels of private traffic would greatly increase existing
levels of atmospheric pollution which are already in excess of acceptable
standards in many areas of the city.
Alternative transport policies have therefore been investigated involving the
restraint of private car traffic and the provision of a much improved public
transport system, including improved bus services as well as the provision of
almost 40 km of new fully segregated Mass Transit facilities on three
routes. These would involve the development of:
- Two Light Rail based Mass Transit routes, one of 18.9 km north-
south and the other is 11.6 km east-west, each passing through the
centre of the city, - A Segregated 9.2 km Busway on an east-west alignment to the north
of the city centre, running towards Gresik. The mass transit facilities
would be provided in addition to the upgrading of the existing Surabaya-
Sidoarjo railway tracks, on which it is proposed to operate new
suburban commuter rail services over a 26 km, route.
While restraint in the use of private cars will significantly reduce the need for
additional roadspace, the achievement of balanced public and private transport
networks will imply a continuing need for more modest road network
development including the provision of a number of new schemes to remove
existing problems and bottlenecks and thus maximise the use of the existing
road network including currently committed schemes and improvements. Such
schemes have also been developed as part of the SITNP integrated transport
network proposals. It should however be noted that the effective use of these
facilities will be heavily dependent on the availability of good quality feeder
services, since the mass transit services are only to be provided on a relatively
limited network comprising some 40 route kms.
Conclusions
From the completed study it was concluded that continued attempts to keep
pace with the increasing demands for the use of private vehicles through further
widespread road construction were unsustainable.
Instead, it was recommended that a policy of travel demand management be
implemented through the application of a range of traffic restraint measures in
combination with major improvements in the level and quality of public transport
provision and operation.
Through the application of such a policy, the increased demand for public
transport would justify the provision of a limited network of segregated mass
transit facilities comprising some 31 km. of Light Rail Transit and 9 km. of
Segregated Busway in combination with significant improvements to all purpose
bus service provision through the use of more better quality buses and services
on both existing routes and new feeder routes to support the Mass Transit
system
The Mass Transit proposals can be justified in economic terms, but cannot be
self financing because of the need to keep fares within the range of peoples
ability to pay. However, it is expected that service supply and operation costs
can be covered from the fare box, meaning the Government at both local and
central levels should be involved in the provision of public transport
infrastructure to support the optimum overall transport policy identified.
There will be a continueing need for a program of more limited highway
expenditure, to optimise the use and effectiveness of the existing network,
through improvements in connectivity and the removal of existing bottlenecks
through a combination of limited new construction and trafic management
measures.
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Multi Modal Transport Planning Experience
Surabaya Integrated Transport Network Planning
Project (SITNP)
Project (SITNP)
Location
Indonesia
Client
The World Bank (Funding Agency)
DGLT (Executing Agency)
DGLT (Executing Agency)
Firm
PT. Pamintori Cipta
Services
Multi Modal Transport Planning & Training
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