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Kuswara
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
kswtea@yahoo.com
Ramalis Subandi Prihandana
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
ramalis@yahoo.com
Rian Wulan Desriani
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
rianwulan @yahoo.com
Abstract
The significant impact of urbanization in developing countries is the movement of residential area location to sub urban area in order to get cheaper land. This phenomenon brings problems of the increasing mobility and infrastructure demand within sub and urban area. One of the infrastructures that are very important is transportation infrastructure which determines the level of accessibility of the people and commodities from one place to another.
The need for better understanding of the behavioral linkages between daily household activities and travel patterns, on the one hand, and long-term choices of housing and job location and vehicle ownership, on the other, has been apparent. In regard to the condition, the research has been intended to draw the characteristic of commuter who use train on their transportation and its impact to the urban – residential development with the key element of this research is spatial analysis and demographic correlation of the origin and destination of passenger of commuting train in Metropolitan Bandung. The result of the research is related to the correlation between urban development and increasing number of commuter socially, physically /spatially. The recommendations are intended for a better urban-residential spatial planning and the support of infrastructure development through a better coordination among related stakeholder. This paper figures out data, maps, and policy implication regarding the commuting train services, urban development and commuters in Metropolitan Bandung.
BACKGROUND
In the traditional literature of urbanization often mentioned push and pull factors which are fostering urbanization level. The push factor is often related to the limited job opportunities in rural areas, which link the high growth of population and the limited areas of agriculture land and other natural resources, resulting the pressure of poverty problems as well as environmental degradation. The pull factor is related to the condition of urban area which is often related to a wider job opportuntity, higher economic growth, better services and, modern facilities and the other image of better life (Baiquni, 2004). On the pull factor, the acceleration of economic growth especially in urban area leads a multiplier effects on many aspects of development which creates opportunities that difficult to be found in rural area. Because of those factors, activities and population are interested to take place in an urban area. The significant impact of the condition is land in urban area become more expensive and limited. Furthermore competition among activities to occupy land become higher and the activities which can pay more for a certain piece of land will be able to occupy the land.
Those competition of land demand in urban areas, marginalize the housing needs for a wide areas of land, therefore residential become more difficult to take place in urban area. In regard to the condition and limited affordability of citizen to pay for housing, housing developers and citizen carry out the housing development in sub urban area for a cheaper price, in particular for low and middle income people.
The movement of residential area into sub urban related to the provision of infrastructure within sub urban and urban area, especially the transportation infrastructure. Conditions of the infrastructure determine level of accessibility of people to travel from one place to another and the collection & distribution of the commodities. The level of accessibility determines level of movement for both of peoples and goods from one place to another. In order to figure out characterize of accessibility and movement of people it is important to draw linkages between daily activities and travel pattern. The need to understand behavioral linkages between daily household activities and travel patterns, on the one hand, and long-term choices of housing and job location and vehicle ownership, on the other, has been apparent (Waddell, 2001).
In regard to the condition the objective of this paper is specifically intended to figure out characterize of origin and destination of commuter use local train as a way to draw linkages between development of residential area and commuting train and its policy implication on urban development processes. Furthermore the result can be used as an input for formulating guideline for development of sub urban area through integration development of residential area in sub urban and mass transportation especially for low and middle income people.
The structure of the paper is divided into background, research method, characterize of housing and urban development in metropolitan Bandung, characterize of commuter including their origin and destination , the correlation bween urban development and commuters and at the end will be formulated policy implication as conclusion and recomendation. In the next sections of this paper will explain in detail the data, research methods, and empirical findings as well as policy implications.
RESEARCH METHODS
The research took Bandung Metropolitan Area as one of the cases study . The key element of this research is spatial analysis and demographic correlation of the origin and destination of commuting in Metropolitan Bandung. The data obtained in this research were gathered through spread questioner to passenger of commuting train and field observation into urban and sub urban area in Metropolitan Bandung.
HOUSING AND URBAN DEVELOPMENT OF BANDUNG METROPOLITAN AREA AS STUDY CASE
The Bandung Metropolitan Area (BMA) contained in four local government districts: (i) Bandung Municipality, (ii) Bandung regency, (iii) Cimahi Municipality and (iv) parts of Sumedang Regency. Bandung Municipality is the core area of BMA and also as capital of West Java Province and center of commercial, industry, educational and cultural activities in the region. The total population of BMA on year 2002 is of over 6.9 millions which are forecasted increase to almost 14.6 million by the year 2025. There is developable land sufficient to accommodate population of around 15 million at not excessive densities. The proportion of population in the inner area is estimated to decrease slightly from 80% in 1995 to 79% by 2030. The rate of growth is expected to increase as the economy builds and infrastructure becomes more developed (Tamin, 2005)
Despite development progress made through externally supported projects since 1974, water supply coverage in 1996 was only 40 percent, traffic congestion was severe, local and generalized flooding continued, and several urban services enterprises were financially unsustainable. BMA contends with rapid urban growth and with poor cross-boundary coordination.
Figure 1. Growth of Built up Area in Metropolitan Bandung 1994 - 2001
Source : Regional Planning Board of West Java Province
As drawn on figure 1, built up area has growth into west, south and eastern part of BMA. The spreading of built up area has many implications such as commuter increase much higher, the need of infrastructure within and connecting sub urban into core area of BMA (urban area) is also increase continuously.
In regards to development of BMA, Tamin (2005) indicated that the highest transport demand is found on the east-west corridor between Padalarang, Bandung and Cicalengka and to the university and recreation area at Jatinangor. As demand is forecast to increase substantially in the future, the development of a transit system in this corridor is considered the highest priority. One of the transportation infrastructures connecting some part of BMA is local train which is crossing from east to west. With regard to the condition analysis of correlation between local train and residential will have great beneficiary in order to integrated development between sub urban and urban area. That is because local train is one of public transport with specific characteristic both of its advantages and disadvantages.
Residential development at BMA
Originally during the colonial times the city of Bandung developed as the meeting place for plantation owner surrounding the areas. The socio – economic growth of Bandung leads to a city planned for around 300.000 residential. The railways track divide the city into the north areas of Bandung as the residential areas for the Netherlands and the the South part of Bandung for the domestic citizen. At present the well – planned residential areas can still be found in both parts, which built in different decades.
Bandung regency emerge around mid 17 century, the main economy at that time was agriculture. In 25 September 1810, the head of Bandung regency decided to built a new urban areas namely the city of Bandung. The official record named the ex officio mayor of Bandung start since 1906 and the mayor on 1920. Around year 1986 because of the socio- economy pressure, central government agreed to the request of the city of Bandung to expand of its area to the east. Since then the residential areas of Bandung expand not only to the north but also to the east.
Looking into the residential areas surrounding the nodes of the railways, we could name several important points namely:
General condition of commuters in BMA
Current and trend of development in BMA has shown that development of sub urban has increased rapidly by the time in particularly development of residential area. Unfortunately the development is not followed by spreading infrastructure to sub urban area, however main urban infrastructure and activities are still located in Bandung City as core of urban area in BMA. In regard to the condition, more citizen become commuters because their house now located in sub urban while location of their job and facilities are still located in urban area.
Figure 2 Order of Cities and Transportation Infrastructure in BMA
In commuting activities, citizens have many choices in using public transport for their traveling. A present public transportation in the MBA is mainly provided by conventional bus services, paratransits (angkots), taxis and minibuses. Due to the operation of those various number of public transports in the crowded parts of the city, traffic congestions happen everywhere even on artery roads (Tamim, 2005). The condition indicated current usages of public transport bring serious problems on city development. Furthermore comprehensive transport management including providing mass transportation is very essential and absolutely required.
One of the public transports that possible to minimize the problem is commuting train. Unfortunately, on the present condition commuting train is not a main choice for commuters due to several reason, such as limitation on frequently and access, uncertain time schedule and also image that commuting train only for low income people. Because of the condition, current commuting passengers are citizen living near train station and the one who have no other choice or very limited budget for transportation cost.
Commuter uses Commuting Train
As has been mentioned before this paper is intended to figure out characterize of origin and destination of commuter use local train as a way to draw linkages between development of residential area and commuting train. In order to achieve the objective in the research has been distributed questioner on 11 train stations which used for commuting train.
Based on the survey, majority of respondents is male, while by age majority is between 20 – 40 years old and by occupation majority is passengers who are working in private sector. Based on the frequency of passenger in using commuting train has a variant between passengers who use commuting train regularly and the ones who use commuting train irregularly with close proportion. The purpose of trip, on working day the majority of passenger are for working while on holiday majority are for social activities (family visit and recreation)
Based on figure 3, it can be seen that majority of responden are moving from sub urban into urban area of BMA with respondent from eastern part of BMA are bigger than the ones from western part. Comparing to growth of built up area as drawn on figure 1, passenger of comuting train has positive linkages with the growth direction of built up area.
Figure 3. Origin and Desti-nation of Train’s Passengers
In relation to residential area, there are three residential patterns served by the commuter train of Bandung namely:
Characterize of Commuters’s origin
Based on figure 3, the origins of commuter are mainly coming from Distrik Rancaekek, Cikancung and Cicalengka on the eastern part of BMA, and District Padalarang on the western part of BMA.
Figure 4. Origin of train’s Passengers
District Rancaekek, Cikancung, and Cicalengka are sub urban of BMA on the eastern part, while District Padalarang and Ngamprah are sub urban of BMA on the western part. The train stations on the east are Rancaekek, Haurpugur and Cicalengka, and station Padalarang on the west. Characterize of those district are still dominated by agriculture such as garden and padi field, eventhough built up area is also growing rapidly.
Based on characteristic of residential area, passenger from Station Rancaekek mainly come from housing which are develop by developer (formal residential area) and passenger on others station are mainly coming from housing which are develop by individual (informal residential area). The characterized of passenger origin is related to domination of residential area surrounding the station. Station Rancaekek is located in formal residential area, while other statiun are located near informal residential area. Those condition has impacted to number of train passenger, the closer to formal residential area the more passenger of the train.
Characterize of Commuters’s Destination
Main destination of passenger comuting is Bandung City with main stations are Station Bandung, Station Kiaracondong, Station Ciroyom.
Figure 5. Destination of Train’s Passengers and Its Characteristic
Those three station are location transit for passenger to go to final destination. Final destination of passenger in Station Bandung are mainly splited in two area i.e office, school, service and trade area, while passenger in Station Kiaracondong and Ciroyom are mainly go to trade and service area.
Looking to transportation facilities, mainly passenger use motorcycle, bicycle, three clyce, and by walking from their home to train station, while from final station to final destination they mainly use paratransit (angkot). Accessibility of passenger from their house to station and from station to final destination will influence number of train passenger. Furthermore suburban rail network should be supported by adequate feeder road transport system, an integrated urban and suburban public transport system.
Figure 7. Availability of Public Transport Connecting Urban and Sub Urban Area
Characterize of Spatial Structure between Urban and Sub Urban Area along Railways Network
Along railways network, there are some spatial condition that are very different with condition along road, namely:
Figure 6. Spatial Structure of Urban and Sub Urban Area on Commuting Train Network
CONCLUSION AND POLICY IMPLICATION
Characteristic of Urban Development and Commuters in Metropolitan Bandung
Kuswara
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
kswtea@yahoo.com
Ramalis Subandi Prihandana
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
ramalis@yahoo.com
Rian Wulan Desriani
Researchers of Research Institute for Human Settlement Ministry of
Public Work Republic of Indonesia
rianwulan @yahoo.com
Abstract
The significant impact of urbanization in developing countries is the movement of residential area location to sub urban area in order to get cheaper land. This phenomenon brings problems of the increasing mobility and infrastructure demand within sub and urban area. One of the infrastructures that are very important is transportation infrastructure which determines the level of accessibility of the people and commodities from one place to another.
The need for better understanding of the behavioral linkages between daily household activities and travel patterns, on the one hand, and long-term choices of housing and job location and vehicle ownership, on the other, has been apparent. In regard to the condition, the research has been intended to draw the characteristic of commuter who use train on their transportation and its impact to the urban – residential development with the key element of this research is spatial analysis and demographic correlation of the origin and destination of passenger of commuting train in Metropolitan Bandung. The result of the research is related to the correlation between urban development and increasing number of commuter socially, physically /spatially. The recommendations are intended for a better urban-residential spatial planning and the support of infrastructure development through a better coordination among related stakeholder. This paper figures out data, maps, and policy implication regarding the commuting train services, urban development and commuters in Metropolitan Bandung.
BACKGROUND
In the traditional literature of urbanization often mentioned push and pull factors which are fostering urbanization level. The push factor is often related to the limited job opportunities in rural areas, which link the high growth of population and the limited areas of agriculture land and other natural resources, resulting the pressure of poverty problems as well as environmental degradation. The pull factor is related to the condition of urban area which is often related to a wider job opportuntity, higher economic growth, better services and, modern facilities and the other image of better life (Baiquni, 2004). On the pull factor, the acceleration of economic growth especially in urban area leads a multiplier effects on many aspects of development which creates opportunities that difficult to be found in rural area. Because of those factors, activities and population are interested to take place in an urban area. The significant impact of the condition is land in urban area become more expensive and limited. Furthermore competition among activities to occupy land become higher and the activities which can pay more for a certain piece of land will be able to occupy the land.
Those competition of land demand in urban areas, marginalize the housing needs for a wide areas of land, therefore residential become more difficult to take place in urban area. In regard to the condition and limited affordability of citizen to pay for housing, housing developers and citizen carry out the housing development in sub urban area for a cheaper price, in particular for low and middle income people.
The movement of residential area into sub urban related to the provision of infrastructure within sub urban and urban area, especially the transportation infrastructure. Conditions of the infrastructure determine level of accessibility of people to travel from one place to another and the collection & distribution of the commodities. The level of accessibility determines level of movement for both of peoples and goods from one place to another. In order to figure out characterize of accessibility and movement of people it is important to draw linkages between daily activities and travel pattern. The need to understand behavioral linkages between daily household activities and travel patterns, on the one hand, and long-term choices of housing and job location and vehicle ownership, on the other, has been apparent (Waddell, 2001).
In regard to the condition the objective of this paper is specifically intended to figure out characterize of origin and destination of commuter use local train as a way to draw linkages between development of residential area and commuting train and its policy implication on urban development processes. Furthermore the result can be used as an input for formulating guideline for development of sub urban area through integration development of residential area in sub urban and mass transportation especially for low and middle income people.
The structure of the paper is divided into background, research method, characterize of housing and urban development in metropolitan Bandung, characterize of commuter including their origin and destination , the correlation bween urban development and commuters and at the end will be formulated policy implication as conclusion and recomendation. In the next sections of this paper will explain in detail the data, research methods, and empirical findings as well as policy implications.
RESEARCH METHODS
The research took Bandung Metropolitan Area as one of the cases study . The key element of this research is spatial analysis and demographic correlation of the origin and destination of commuting in Metropolitan Bandung. The data obtained in this research were gathered through spread questioner to passenger of commuting train and field observation into urban and sub urban area in Metropolitan Bandung.
HOUSING AND URBAN DEVELOPMENT OF BANDUNG METROPOLITAN AREA AS STUDY CASE
The Bandung Metropolitan Area (BMA) contained in four local government districts: (i) Bandung Municipality, (ii) Bandung regency, (iii) Cimahi Municipality and (iv) parts of Sumedang Regency. Bandung Municipality is the core area of BMA and also as capital of West Java Province and center of commercial, industry, educational and cultural activities in the region. The total population of BMA on year 2002 is of over 6.9 millions which are forecasted increase to almost 14.6 million by the year 2025. There is developable land sufficient to accommodate population of around 15 million at not excessive densities. The proportion of population in the inner area is estimated to decrease slightly from 80% in 1995 to 79% by 2030. The rate of growth is expected to increase as the economy builds and infrastructure becomes more developed (Tamin, 2005)
Despite development progress made through externally supported projects since 1974, water supply coverage in 1996 was only 40 percent, traffic congestion was severe, local and generalized flooding continued, and several urban services enterprises were financially unsustainable. BMA contends with rapid urban growth and with poor cross-boundary coordination.
Figure 1. Growth of Built up Area in Metropolitan Bandung 1994 - 2001
Source : Regional Planning Board of West Java Province
As drawn on figure 1, built up area has growth into west, south and eastern part of BMA. The spreading of built up area has many implications such as commuter increase much higher, the need of infrastructure within and connecting sub urban into core area of BMA (urban area) is also increase continuously.
In regards to development of BMA, Tamin (2005) indicated that the highest transport demand is found on the east-west corridor between Padalarang, Bandung and Cicalengka and to the university and recreation area at Jatinangor. As demand is forecast to increase substantially in the future, the development of a transit system in this corridor is considered the highest priority. One of the transportation infrastructures connecting some part of BMA is local train which is crossing from east to west. With regard to the condition analysis of correlation between local train and residential will have great beneficiary in order to integrated development between sub urban and urban area. That is because local train is one of public transport with specific characteristic both of its advantages and disadvantages.
Residential development at BMA
Originally during the colonial times the city of Bandung developed as the meeting place for plantation owner surrounding the areas. The socio – economic growth of Bandung leads to a city planned for around 300.000 residential. The railways track divide the city into the north areas of Bandung as the residential areas for the Netherlands and the the South part of Bandung for the domestic citizen. At present the well – planned residential areas can still be found in both parts, which built in different decades.
Bandung regency emerge around mid 17 century, the main economy at that time was agriculture. In 25 September 1810, the head of Bandung regency decided to built a new urban areas namely the city of Bandung. The official record named the ex officio mayor of Bandung start since 1906 and the mayor on 1920. Around year 1986 because of the socio- economy pressure, central government agreed to the request of the city of Bandung to expand of its area to the east. Since then the residential areas of Bandung expand not only to the north but also to the east.
Looking into the residential areas surrounding the nodes of the railways, we could name several important points namely:
- The main station (Station Bandung), reside in the areas of the old capital of Bandung regency. At present many public utilities operates in the surrounding areas, such as the main market of Pasar Baru, the main bus depot, the resident of the Governor of West Java, several public schools, the Chinese town and several commercial areas. Housing is not a dominant function of the present situation, only a view kampong and some formal residential areas exist.
- The Cikudapateuh station, east from the main station, reside in between the north and south areas of Bandung near the area of Kosambi. At present this areas developed into a combination of formal – informal trading activities. The market of Kosambi is the second market of Bandung. To the north there are the plaza as the main trade – services center of computer in Bandung. Housing in this area are mixed between the middle income residential and kampong around tha market.
- The Ciroyom station, west from the main station, develop around the 50’s. At present this areas known as one of the wholesale market for vegetables and other agricultural commodities. Around the station there are several public utilities such as schools, mini bus station, small factories, slaughter, second hand market for textile, construction materials and steels.
- The Kiaracondong, east of Cikudapateuh, this areas growth after 70’s especially after the development large scale of south-east of Bandung housing of Antapani by the National Housing agency in 80’s. At present this nodes utilized by factory workers around Antapani, traders of Kiaracondong traditional market and student surrounding areas.
General condition of commuters in BMA
Current and trend of development in BMA has shown that development of sub urban has increased rapidly by the time in particularly development of residential area. Unfortunately the development is not followed by spreading infrastructure to sub urban area, however main urban infrastructure and activities are still located in Bandung City as core of urban area in BMA. In regard to the condition, more citizen become commuters because their house now located in sub urban while location of their job and facilities are still located in urban area.
Figure 2 Order of Cities and Transportation Infrastructure in BMA
In commuting activities, citizens have many choices in using public transport for their traveling. A present public transportation in the MBA is mainly provided by conventional bus services, paratransits (angkots), taxis and minibuses. Due to the operation of those various number of public transports in the crowded parts of the city, traffic congestions happen everywhere even on artery roads (Tamim, 2005). The condition indicated current usages of public transport bring serious problems on city development. Furthermore comprehensive transport management including providing mass transportation is very essential and absolutely required.
One of the public transports that possible to minimize the problem is commuting train. Unfortunately, on the present condition commuting train is not a main choice for commuters due to several reason, such as limitation on frequently and access, uncertain time schedule and also image that commuting train only for low income people. Because of the condition, current commuting passengers are citizen living near train station and the one who have no other choice or very limited budget for transportation cost.
Commuter uses Commuting Train
As has been mentioned before this paper is intended to figure out characterize of origin and destination of commuter use local train as a way to draw linkages between development of residential area and commuting train. In order to achieve the objective in the research has been distributed questioner on 11 train stations which used for commuting train.
Based on the survey, majority of respondents is male, while by age majority is between 20 – 40 years old and by occupation majority is passengers who are working in private sector. Based on the frequency of passenger in using commuting train has a variant between passengers who use commuting train regularly and the ones who use commuting train irregularly with close proportion. The purpose of trip, on working day the majority of passenger are for working while on holiday majority are for social activities (family visit and recreation)
Based on figure 3, it can be seen that majority of responden are moving from sub urban into urban area of BMA with respondent from eastern part of BMA are bigger than the ones from western part. Comparing to growth of built up area as drawn on figure 1, passenger of comuting train has positive linkages with the growth direction of built up area.
Figure 3. Origin and Desti-nation of Train’s Passengers
In relation to residential area, there are three residential patterns served by the commuter train of Bandung namely:
- Formal residential areas that have been planed and developed as a well structure housing estates with adequate infrastructure support.
- Informal residential areas consist of traditional kampong, slum and high density areas.
- Mixed residential areas as the combination of the formal and informal residential areas.
Characterize of Commuters’s origin
Based on figure 3, the origins of commuter are mainly coming from Distrik Rancaekek, Cikancung and Cicalengka on the eastern part of BMA, and District Padalarang on the western part of BMA.
Figure 4. Origin of train’s Passengers
District Rancaekek, Cikancung, and Cicalengka are sub urban of BMA on the eastern part, while District Padalarang and Ngamprah are sub urban of BMA on the western part. The train stations on the east are Rancaekek, Haurpugur and Cicalengka, and station Padalarang on the west. Characterize of those district are still dominated by agriculture such as garden and padi field, eventhough built up area is also growing rapidly.
Based on characteristic of residential area, passenger from Station Rancaekek mainly come from housing which are develop by developer (formal residential area) and passenger on others station are mainly coming from housing which are develop by individual (informal residential area). The characterized of passenger origin is related to domination of residential area surrounding the station. Station Rancaekek is located in formal residential area, while other statiun are located near informal residential area. Those condition has impacted to number of train passenger, the closer to formal residential area the more passenger of the train.
Characterize of Commuters’s Destination
Main destination of passenger comuting is Bandung City with main stations are Station Bandung, Station Kiaracondong, Station Ciroyom.
Figure 5. Destination of Train’s Passengers and Its Characteristic
Those three station are location transit for passenger to go to final destination. Final destination of passenger in Station Bandung are mainly splited in two area i.e office, school, service and trade area, while passenger in Station Kiaracondong and Ciroyom are mainly go to trade and service area.
Looking to transportation facilities, mainly passenger use motorcycle, bicycle, three clyce, and by walking from their home to train station, while from final station to final destination they mainly use paratransit (angkot). Accessibility of passenger from their house to station and from station to final destination will influence number of train passenger. Furthermore suburban rail network should be supported by adequate feeder road transport system, an integrated urban and suburban public transport system.
Figure 7. Availability of Public Transport Connecting Urban and Sub Urban Area
Characterize of Spatial Structure between Urban and Sub Urban Area along Railways Network
Along railways network, there are some spatial condition that are very different with condition along road, namely:
- There is no linear development along railways. Along railways, activities concentrated only nearby node or train station.
- There is clear buffer zone between urban and sub urban area. The buffer zone can be functioned as agriculture activities and also as protected area
Figure 6. Spatial Structure of Urban and Sub Urban Area on Commuting Train Network
CONCLUSION AND POLICY IMPLICATION
- In regard to spatial development, the development of railways and train are able to minimize ribbon development along railways. This condition show that development of commuting train not only provides mass transportation but also be able to support more appropriate spatial development by minimize built up area along the railways.
- In regard to the condition some policy implication needed to be taken into account. One of them is on providing land for housing for low and middle income people should be done in harmony with policy in spreading activities into sub urban and providing good access espescially for low and middle income people to achieve facilities and working place.
- Another implication needed to be taken into account is promoting synergi in developing spatial structure and spatial planning process between urban and sub urban activities with railways. Those synergi should covers strategy for:
- Controling protected area and agriculture area in between urban and sub urban.
- Managing urban activities both on scale and its location based on availabity railway network through develop node/train station as one of center for urban activities.
- Promoting location of housing/residential area nearby node/train station and creating new commuting station near existing residential area and center of urban activities.
- Baiquni, M. 2004. Urbanization And Urban Settlement Dualism : A Case Study and Research Agenda of Yogyakarta, Indonesia
- Kuswara, 2005. Origin and Destination Mapping of Commuter in Metropolitan Bandung, Paper Presented on International Seminar of Habitat Days : “MDGs and The City”, Bandung September 30, 2005
- Research Institute for Human Settlement (RIHS), 2005. Kajian Indikator Penilaian Kawasan Untuk Menetapkan Pola Penyediaan Permukiman Perkotaan (Development Indicator for Provision Urban Settlement), Final Report
- Tamin, Ofyar Z. 2005, Integrated Public And Road Transport Network System For Bandung Metropolitan Area (Indonesia), Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 5, pp. 1281 - 1300,
- Waddell, Paul, 2001, Towards a Behavioral Integration of Land Use and Transportation Modeling. 9th International Association for Travel Behavior Research Conference. Queensland, Australia