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Eduvest � Journal of Universal Studies Volume 2 Number 12,
December, 2022 p- ISSN 2775-3735, e-ISSN 2775-3727 |
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COOPERATION IN PREPARATION OF FULL BRT
SYSTEM DEVELOPMENT PROGRAM AT BRT TRANS SEMARANG |
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Hani S Sawasemariai Universitas Diponegoro,
Indonesia |
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ABSTRACT |
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Urban
transportation services such as Bus Repid Transit (BRT) as the main issue in
the circle of transportation planning, the Semarang City Government built an urban
transportation system for public services so that there is cooperation in the
preparation of the Trans Semarang BRT system full development program.
Understanding policy aspects at both the central and regional levels that can
improve public transportation performance can provide a broader perspective
among policymakers to develop and implement BRT systems, especially in
developing countries. For this purpose, through cooperation in the
preparation of a full BRT system development program at the Trans Semarang
BRT through sustainable transportation��
policies and infrastructure development in line with the national
urban transportation program. Using a qualitative approach, the results
showed that various policy elements can help improve Trans Semarang services.
Increasing changes in cooperation relationships in the public transportation
management system and preparing a full BRT system development program at BRT
Trans Semarang with stakeholders. |
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KEYWORDS |
�Cooperation, Development Program, Trans Semarang
BRT System |
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This
work is licensed under a Creative Commons Attribution-ShareAlike
4.0 International |
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INTRODUCTION
The Bus Rapid Transit (BRT) system
is one of the most popular public transportation systems in the world as a
low-cost alternative to public transportation (Cervero, 2013). This is reinforced by the statement
that effective road-based public transportation (buses and paratransit) is a
central driver of economic growth in developing cities (Zhou, Wang, & Yang,
2019). BRT
can operate in various environments without the need for expensive
infrastructure construction and takes a long time to build (Nikitas & Karlsson,
2015). These views make the
Ministry of Transportation's move to promote BRT as the main alternative to
urban transportation understandable. This is based on the increasing rate of
urbanization which has an impact on increasing the number and density of urban
population. The increase in population numbers and density then increases the
number of private motorized vehicles due to the lack of availability of
alternative public transportation modes in urban Indonesia. The BRT system is
considered the most financially and technically efficient step for Indonesian
cities to initiate significant and much-needed changes towards sustainable
urban transportation and contribute to climate change impacts (GIZ SUTRINAMA, 2016).
The next challenge is that not all
local governments at the city level have sufficient capacity to actually plan
in detail and implement operational steps in developing an effective BRT system
(GIZ SUTRINAMA, 2016).
To boost local
government capacity in efforts to develop a sustainable and environmentally
friendly transportation sector, the Ministry of Transportation is working with
GIZ on a sustainable urban transportation development program. The big program
consists of two program parts, namely SUTRINAMA (Sustainable Urban Transport) and
INDOBUS (Indonesian Bus Rapid Transit Corridor Development). In both programs,
GIZ is responsible for providing technical assistance to the government at the
national and regional levels. The memorandum of understanding between the
Ministry of Transportation and GIZ for both programs was signed on 18 December
2017 (NAMA Facility, 2018a).
The SUTRINAMA program has the goal
of supporting climate change mitigation through sustainable transportation
policies and infrastructure development that are in line with the national
urban transportation program. This program also includes capacity building and
the establishment of subsidy and investment schemes for the development of
sustainable urban transport infrastructure. Meanwhile the INDOBUS Program is
focused on the goal of developing special corridors for BRT in five pilot
cities (Rahayu, 2019). The city of Semarang together with being one of the
pilot projects appointed by the Ministry of Transportation as recipients of
technical assistance from the INDOBUS Program. The involvement of the City of
Semarang in the INDOBUS Program is to support preparations for the construction
of a special route on the BRT Trans Semarang service corridor.
Table 1
SUTRINAMA and INDOBUS Program Details
Source: Beran,
2019
RESEARCH METHOD
The data used in this
study is secondary data in the form of publications and regional development
documents or reports from related agencies such as the central agency of the
Central Ministry of Transportation, Semarang City Transportation Service and
other cooperative PTs. The entire data is accessed
and collected online from the available agency websites. In addition, a
literature review was also carried out on relevant scientific articles,
especially previous studies related to cooperation in preparing a full BRT
system development program for BRT Trans Semarang.
This research is
qualitative in nature, so for data processing and analysis using descriptive
analysis was carried out to analyze cooperation in preparing a full BRT system
development program at BRT Trans Semarang. The process of data analysis begins
by examining all available data from various sources, namely through
observation, interviews, and documentation. Data analysis in qualitative
research is carried out when data collection takes place, after completing data
collection within a certain period. Activities in analyzing qualitative data
are Data Reduction, Data Presentation, and Drawing Conclusions.
The documents collected
were in the form of study documents and transportation planning that were
compiled at both the central government and regional government levels. In
qualitative research, emphasis is placed on the interpretation of empirical
material as well as on developing an understanding of the problem being
investigated. A qualitative approach was chosen to gain insight into
cooperation in preparing a full BRT system development program at BRT Trans
Semarang.
RESULT AND DISCUSSION
Condition
of BRT Trans Semarang
The city of
Semarang has a vehicle growth rate of around 16% annually, while the expansion
of city roads only increases by 0.1% per year (Insani et al., 2021). Without the
provision of adequate transportation services and infrastructure, the growth in
the number of private and commuter vehicles becomes a burden on city traffic,
causing congestion. Congestion problems and the large number of private
vehicles also have an impact on the environment because carbon emissions from
road transportation are one of the biggest contributors to global climate
change and urban health problems (Zhao et al., 2013).
The city of Semarang needs a comprehensive public transportation system
that allows people's mobility to be effective and efficient and also to reduce
the use of private vehicles which have the potential to produce more carbon
emissions (Nugroho, 2019).
The efforts made by the Semarang City Government to overcome this condition are
through the development of the Trans Semarang Bus Rapid Transit (BRT) service.
BRT Trans Semarang
officially operated in September 2009. The development of BRT Trans Semarang as
part of the city government's agenda is also part of the Urban Public Transport
Revitalization Program by the Ministry of Transportation based on Law Number 22
of 2009 concerning Road Traffic and Transportation. The program provides
stimulation to local governments in the form of assistance from bus rapid
transit (BRT) fleets to improve urban public transport services and the city of
Semarang is one of the recipients. These fleets are then operated by the
Semarang City Transportation Agency together with the designated operators
through an auction process.
Information: Koridor
I: Mangkang � Penggaron Koridor
II: Terboyo � Ungaran Koridor
III: Tanjung Mas � Akpol Koridor
IV: Stasiun Tawang � Cangkiran Koridor
V: Meteseh � PRPP Korido r VI: Undip � Unnes Koridor
VII: Terboyo � Bangetayu � Pemuda Koridor
VIII: Terminal
Cangkiran � Gunungpati � Simpang Lima
Figure 1
�
BRT Trans Semarang Corridor Service Route
Source:
BLU Trans Semarang, 2021
At the
beginning of its operation, the BRT Trans Semarang was under the management of
the Mangkang Terminal Service Technical
Implementation Unit, Semarang City Transportation Service in accordance with
the Decree of the Mayor of Semarang No. 551.2/147 of 2010 dated May 10, 2010.
After going through several changes to the management structure, finally since
January 3 2017 The management of the Trans Semarang
BRT is the responsibility of the Trans Semarang Public Service Agency (BLU),
which is structurally under the Semarang City Transportation Agency. The
appointment of the Trans Semarang BLU is based on Semarang Mayor Regulation
Number 1 of 2017 concerning the Governance Pattern of the Public Service Agency
for the Trans Semarang Regional Technical Implementation Unit. Until 2020, BRT
Trans Semarang serves eight main BRT corridors supported by three feeder
routes, all of which connect activity centers and settlements in Semarang City
and its surroundings (see Fig. 1).
The problem
that was later found in the implementation of BRT Trans Semarang services was
the low level of use of public transportation, especially BRT Trans Semarang
(see Figure 2). The dominant use of private vehicles indicates that the purpose
of BRT Trans Semarang services to reduce congestion and carbon emissions in the
city of Semarang has not been achieved. According to research conducted by the
Institute for Transportation and Development Policy (ITDP) Indonesia and The
Institute for Global Environmental Strategies (IGES) in 2017, one of the
strategies that can be implemented to improve service quality and performance
of BRT Trans Semarang is through the development of a full BRT system. which
implements a special lane (dedicated lane) in its corridor (ITDP Indonesia, 2019).
Full
BRT system means that the services and systems implemented will comply with
internationally accepted integrated BRT standards.
Figure 2
�
Mode of Share in Semarang City in 2017
Source: ITDP Indonesia, 2019
The level
of use of public transportation or mode share in the Semarang city area is
still considered very low with this number, so that congestion is always a
daily sight. Especially during the hours of departure and return from work in
offices, companies and so on. The ideal is the mode share of public transport
at least 60%. So there will be no traffic jams. "That is one of the main
indicators in the Trans Semarang BRT (Bus Rapid Transit (BRT) collaboration) to
facilitate public transportation in serving the community.
Collaboration
in the Trans Semarang Full BRT System Development Program
Looking at
the conditions and issues related to efforts to improve Trans Semarang BRT
services through the development of a full BRT system, this study will discuss
the institutional dimensions related to collaborative processes for the
implementation of the special route development program and its supports to
achieve international standard BRT services in Semarang City. Some of the
things that will be discussed in this section are cooperation in program
preparation, stakeholder analysis, as well as issues and opportunities for
cooperation.
Preparation of the Trans Semarang Full BRT System Development Program
In mid-2017 to early 2018 the
Semarang City Government has conducted a study on the development of the Trans
Semarang BRT which is supported by ITDP Indonesia and IGES (ITDP Indonesia, 2019).
This study is part of
the collaboration between the City of Semarang as a member of the 100 Resilient
Cities network which has a mobility agenda that is integrated into the
resilient city development strategy compiled in 2016 (Insani et al., 2021).
One of the results of
the study is the direction for the development of a special lane for Corridor I
BRT Trans Semarang as an effort to improve existing system services and to
reduce carbon emissions generated from the transportation sector. The
appointment of Semarang City as one of the pilot projects for the INDOBUS
Program and supported by the results of the study then moved the Semarang City
Government to seek financial support through collaboration with PT. SMI (NAME Facility, 2018b).
Through collaboration with PT. SMI,
Semarang City managed to get financial assistance through the Green Climate
Fund (GCF) scheme for preparing an integrated and sustainable BRT system
development program (Green Climate Fund, 2018). GCF is the financial mechanism
of the United Nations Framework Convention on Climate Change (UNFCCC) which was
formed in 2010 with the aim of supporting climate change mitigation and
adaptation projects in developing countries. GCF invests through GCF partner
organizations called Accredited Entities where PT. SMI is a selected partner
from Indonesia. As an Accredited Entity, PT. SMI can submit proposals to obtain
funding from the GCF through two facilities, namely program or project preparation
grants and project development loans. Through grants for the preparation of the
full BRT system development, the funding obtained is allocated to carry out
studies and analysis supporting the development of a new system which will
later have a dedicated lane or special lane.
Based on the financing proposal
submitted by PT. SMI (Green Climate Fund, 2018) together with the Ministry of
Finance's Fiscal Policy Agency on the GCF, the total cost required for the
implementation of this program is estimated at 1.258 million USD. Funding from
the INDOBUS SUTRINAMA funding source will contribute USD 300,000 for financing
at the preparation stage, especially for pre-feasibility studies, legal and
policy reviews, gender analysis, stakeholder analysis and management, and risk
analysis activities. Funding of 788,000 USD sourced from GCF and managed by PT.
The SMI will be used to prepare a feasibility study covering technical,
financial and operational aspects including assessment of bus technology,
development of low-emission integrated mass transit plans, technical
preparation of low-carbon transport program investments, non-motorised
transport services, low-carbon mobility, legal review and policies,
environmental and social impact assessments, gender analysis, and land
acquisition and acquisition plans (LARAP). In addition, during the preparation
for the development of the full BRT system, the Municipal Government of
Semarang will also contribute USD 170,000 in the form of services and goods.
Figure 2
Timeline for the Preparation of the
Trans Semarang Full BRT System Development
Source: processed from various
sources, 2018-2021
The Semarang city government began working together and building an
agreement with the SUTRINAMA Program on November 18 2017, so that from 2017 to
2018 there will be the development of BRT Trans Semarang in collaboration with
IGES Japan and ITDP Indonesia for transportation in Indonesia. On December 28,
2018 there was an agreement to finance a sustainable program in the city of
Semarang through the Green Climate Fund (GCF) bridged by PT. high school Trans
Semarang development began in early 2019 until September 2019 with the formation
of the Streeng Committee for the SUTRINAMA INDOBUS
program at the national level. Agreement Signing of a memorandum of
understanding in 2019 with the Ministry of Transportation with five cities in
Indonesia, one of which is Semarang City. Feasibility study in five cities in
2020 to 2021 with the process of improving transportation.
With GCF financing and collaboration
with PT. SMI, in early 2019, the Semarang City Government through the
Transportation Service - BLU Trans Semarang began carrying out a
pre-feasibility study for the development of the BRT Trans Semarang special
route. Officially, technical assistance for the INDOBUS Program in Semarang
City was carried out after the signing of a memorandum of understanding between
GIZ, the Ministry of Transportation, and the Semarang City Government on
October 8, 2019. In 2020, the feasibility study implementation process for the
construction of special lanes began in stages in the five cities selected in
the INDOBUS Program. Figure 2 shows all stages of the cooperation that was
established in the framework of preparing the Trans Semarang full BRT system
development program.
Mapping and Linkages Between Stakeholders
Stakeholder mapping or stakeholder
mapping is carried out to find out the role of each stakeholder involved in the
full BRT system development program for BRT Trans Semarang. Stakeholders
involved are divided into three groups based on their institutional origins,
namely at the international, national and local levels. Then the involvement
and roles of these stakeholders are divided into two stages, namely planning and
implementation. What is meant by the planning stage here is the stage from the
coordination, appointment, to the signing of the agreement. Meanwhile the
implementation stage is all activities that run after the signing of the
agreement is carried out until before the construction of the special route and
its supporting facilities is carried out. Activities that are also included in
the implementation stage are several activities that need to be prepared before
construction is carried out. Table 2 shows the results of the identification
and analysis of the involvement of each stakeholder.
Table 2
�
Stakeholder Mapping
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Stakeholders |
Role
in the Stages of the Program |
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Planning |
Implementation |
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International |
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NAMA
Facility |
INDOBUS
SUTRINAMA Program fund provider |
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State
Secretariat of Economic Affairs of Switzerland (SECO) |
INDOBUS
SUTRINAMA Fund provider program |
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Green
Climate Fund (GCF) |
Provider
of funds for the Integrated and Sustainable BRT System Development Program in
Semarang City through PT. high school |
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GIZ |
Responsible
for the INDOBUS SUTRINAMA Program at the international level |
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Responsible
for the INDOBUS SUTRINAMA Program at the international level |
Technical
assistance in the planning and implementation of BRT corridors with
segregated bus lanes in the five pilot cities (through policy studies, gender
studies and risk studies) |
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Planning
technical assistance and providing advice to management regarding BRT full
system operations (stakeholder management) |
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National |
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Ministry
of Transportation |
Person
in Charge and Coordinator of the INDOBUS SUTRINAMA Program at the national
level |
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SUTRINAMA
Program Executor |
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Bappenas |
Implementer
of the INDOBUS SUTRINAMA Program |
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The
Fiscal Policy Agency (BKF) of the Ministry of Finance |
National
Designated Authority (NDA) untuk pembiayaan Green Climate Fund (GCF) |
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PT.
SMI |
Accredited
Entity untuk pembiayaan persiapan program melalui GCF |
Provider
of funds and technical assistance in implementing feasibility studies, social
and environmental studies, and the LARAP process. |
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Accredited
Entity to finance the construction of a full BRT system through GCF and other
sources. |
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Ministry
of Public Works (PU) |
Provider
of National Level Road Use Permits |
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Local |
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Semarang
City Government |
Person
in charge and implementer of the program at the city level of Semarang,
provider of financial support, provider of the regulatory framework
supporting the program and building a full BRT system |
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Central
Java Provincial Office of Public Works |
Provider
of permits for use of Provincial Level Roads |
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Bappeda
Kota Semarang |
Provider
of data and supporting planning products |
Planners
and program organizers and supporting activities for the implementation of
full BRT system developers, providers of regulatory frameworks supporting
programs and development of full BRT systems |
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Coordinator
of related offices at the city level involved in the full BRT system
development program |
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Department
of Transportation � BLU Trans Semarang |
Pre-feasibility
study implementing institution |
Technical
implementer of the INDOBUS program (including all activities within it) for
BRT Trans Semarang |
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Key
communicator with PT SMI and the INDOBUS Secretariat |
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Public
Works Department of Semarang City |
BRT
special line construction technical implementer |
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Coordinator
and technical implementer regarding permits for the use of cross-level
government roads |
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Executor
in preparing the needs of road supporting infrastructure (pedestrian paths,
traffic signs, and lighting) |
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Spatial
Planning Service |
Provider
of spatial planning for the area around the track |
Assist
in the implementation of feasibility studies, social and environmental
studies, and the LARAP process |
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environmental
services |
Assist
in the implementation of feasibility studies, social and environmental
studies, and the LARAP process |
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Land
Procurement Committee |
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Executor
of preparation and procurement or acquisition of land (LARAP) |
Source:
processed from Beran, 2019; Green Climate Fund, 2018;
and analysis results, 2021
Based on the stakeholder mapping
results, it is known that GIZ is an international stakeholder that has the most
dominant role in the development of a full BRT system in Semarang City. As the
program manager for providers at the international level as well as a provider
of technical assistance to local governments, GIZ is a stakeholder that
directly cooperates and interacts with stakeholders from the international,
national and regional levels. At the national level, the dominant stakeholders
are the Ministry of Transportation and also PT. high school As the person in
charge and implementer at the national level, the Ministry of Transportation is
the party whose role is to coordinate all institutional and administrative
needs between stakeholders at the international level, in this case GIZ, and
stakeholders at the local level, especially city governments. Meanwhile the
important role of PT. SMI as a stakeholder at the national level can be seen
from its role in accessing financing from the GCF and as the person in charge
of the financing, as well as in its role as a cooperation partner with the
Semarang City Government who also assists in technical processes during program
implementation.
At the local level, Semarang City
Government, Semarang City Bappeda, and also the Department of Transportation -
Trans Semarang BLU have a dominant role from the planning to implementation
stages. The Semarang City Bappeda acts as a planner and an extension of the
Semarang City Government in charge of coordinating the relevant agencies at the
city level involved in program implementation. Meanwhile, as the person in
charge of operating the Trans Semarang BRT system, the Transportation Agency -
Trans Semarang BLU is involved in all processes of developing a full BRT
system. Other government agencies appear to have a dominant role at the
implementation stage. Even though the current process is still up to the
pre-feasibility study, the results of recommendations for the development of
special lanes in some Corridor I lines (Fajlin, 2020) can be used as a basis for
identifying processes that need to be carried out by stakeholders during the implementation
stage. At the implementation stage it appears that the Office of Public Works,
the Office of Spatial Planning and the Office of the Environment will be
heavily involved as part of the technical implementation. The final stakeholder
involved and will be more dominant in the implementation stage is the land
acquisition committee which is ad-hoc in nature and will consist of the mayor
and several representatives of related agencies. The formation of this land
acquisition committee will be carried out based on the provisions in Government
Regulation Number 19 of 2021 concerning Implementation of Land Acquisition for
Development in the Public Interest.
Based on the results of the role mapping obtained from stakeholder
mapping, the interrelationships between stakeholders are identified.
Considering the number of stakeholders who are interconnected and also at what
stage the relationship and their roles are carried out, the linkages that are
formed can be grouped into 6, namely in the form of flow of funds, indirect
relationships, direct relationships, direct relationships with low levels of
coordination, and direct relationships with high coordination (see Figure 3).
The level of coordination is determined by whether the stakeholders in question
have a role that requires them to work together within a certain period of time
to complete certain activities in the program.
Figure 3
Linkages Between Stakeholders
This shows that Mapping the role of mapping
greatly facilitates the flow of coordination with each stakeholder so that it
can run according to procedures to facilitate company and government relations
in transportation services in the city of Semarang.
Looking at the linkages that have been formed, it can be seen that there
are 6 key stakeholders who are influential in the process of preparing for the
development of the Trans Semarang full BRT system, namely GIZ, the Ministry of
Transportation, PT. SMI, Semarang City Government, Semarang City Bappeda and also the Department of Transportation - BLU
Trans Semarang. The six key stakeholders have a direct relationship with a high
level of coordination. These stakeholders are also involved in the planning and
implementation stages with tasks and roles that require support from one
another. Because the processes and activities in the preparation planning stage
have been carried out, the cooperation and coordination of the five key
stakeholders is decisive in the success and smoothness of the implementation
stage. Nonetheless, the level of coordination illustrated in Figure 3 cannot be
used as a measure of the quality of implementation and collaboration between
stakeholders. A separate monitoring and comprehensive evaluation is needed to find out the performance of each stakeholder
and their ability to fulfill their portion of their duties or roles.
Issues and Opportunities for Collaboration
Currently, the preparation of the Trans Semarang full BRT system
development program has entered the implementation stage where the
pre-feasibility study has been carried out and the results of provisional
recommendations for further development have been produced. Based on the
part-feasibility study process carried out, it is possible for the special BRT
line to be built in Corridor I with a length of 12.8 kilometers (see Figure 4).
The route will start from the Ngaliyan Intersection
to the Fatmawati Intersection (Fajlin,
2020). The road section consists of roads that have the status of national
roads, provincial roads and city roads so that during implementation it will
require coordination across levels of government regarding permits for their
use.
Figure 4
�
Recommendations for a Special Route for the Development of the Full BRT
system
Source:
Nugroho, 2021
An issue
that has the potential to arise related to the varying status of roads where
special lanes will be built is how the stakeholders involved can build effective
and efficient communication and collaboration. This collaboration is certainly
in accordance with the main tasks of each in ensuring the fulfillment of permit
requirements so as not to hinder the further development process. At least
there are several stakeholders involved in this issue, namely the Ministry of
Public Works, especially the Directorate General of Highways as the authority
holder for national roads, the Central Java Provincial Public Works Service as
the authority holder for provincial roads, the Semarang City Public Works
Service as the authority holder for city roads, and the Government. Semarang
City as program executor.
In addition
to the need for cooperation related to permits, planning and preparation
processes for the construction of special BRT routes also require cooperation
between various agencies at the city level of Semarang. Cooperation between the
Department of Transportation - BLU Trans Semarang as the technical implementer
of the INDOBUS program with Bappeda as the coordinator
at the city level and other technical agencies such as the Office of Public
Works, the Office of Spatial Planning and the Office of the Environment is
needed in the planning process, preparation of related regulations, land
provision, and also construction of supporting facilities required by the new
BRT system. The intended planning includes program and activity planning,
spatial planning, policy planning, as well as planning for the required
financing. Financing planning for development also requires collaboration with
PT. SMI and GIZ as technical assistance and funding providers. Together with
these two stakeholders, the Semarang City Government, the Semarang City Bappeda, and the Semarang City Transportation Agency need
to build an agreement regarding the financing mechanism for the construction of
a full BRT system in accordance with the plans and results of the feasibility
study.
Tabel 3
�Isu dan Peluang Kerjasama
|
Component |
Issue |
Oppoturnity |
|
Licensing |
Coordination
between national, provincial and city level governments for road use permits |
Formation of a special
working group for the implementation of the Full BRT system Development
Program |
|
Program/Activity
Planning |
Coordination
between city-level stakeholders in preparing activity plans, spatial planning
plans, and policy plans related to the construction of BRT special lanes and
the surrounding area |
|
|
Development
Financing |
The
need for a financing mechanism for the construction of special BRT lines and
supporting facilities |
Preparation of an
alternative financing mechanism together with PT. SMI and GIZ |
|
The
need for a financing mechanism in the process of providing land for
supporting facilities for the BRT special lane |
Based on the elaboration of the
issues previously described, at least existing cooperation issues can be
grouped into three components, namely licensing, program/activity planning, and
development financing. Of the three components, there are two opportunities for
cooperation that can be used to resolve the identified issues. The first
opportunity is the establishment of a special working group (pokja) by the
Municipal Government of Semarang for the implementation of the Trans Semarang
Full BRT System Development Program. The formation of this working group is
based on lessons learned from Batam City which is also one of the designated
cities for the INDOBUS pilot project. Through the Decree of the Mayor of Batam
Number KPTS. 159/HK/I/2020 concerning the Working Group (Pokja) for the
SUTRINAMA and INDOBUS Pilot Projects in Batam City, the Batam City Government
determines the agencies involved in the implementation team for the SUTRINAMA
INDOBUS program. Through the formation of this working group, the division of
roles and tasks in the required stages becomes clearer, as well as the flow of
coordination and cooperation. Referring to the Batam City Working Group, the
Department of Transportation has the role of head of program implementation
with the BLU as its secretary, while Bappeda is in charge of planning and
coordinating related technical offices, each of which provides reports
according to their respective fields. This first opportunity can be a solution
for issues in the licensing component and the program/activity planning
component.
The second opportunity is the
preparation of an alternative financing mechanism together with PT. SMI and
GIZ. This opportunity has the potential to be a solution to the issue of
development financing components. The entire process of preparing the full BRT
System development program for BRT Trans Semarang is a form of implementing an
alternative financing scheme, namely cooperation between the government and
business entities (PPP) in the context of developing transportation
infrastructure. This collaboration is in accordance with Presidential
Regulation Number 38 of 2015 concerning Public Private Partnership (PPP), which
includes components of transportation infrastructure as financing objects.
Through collaboration with international (GCF and GIZ) and national financing
institutions (PT. SMI), the Semarang City Government has the opportunity to
obtain technical and financial support to carry out supporting activities for
the development of a full BRT system. Through alternative financing schemes
such as PPP, the Semarang City Government can ensure the resources needed to
carry out the program up to the development stage.
Based on the GCF proposal submitted
by PT. SMI for the development of BRT Trans Semarang (Green Climate Fund,
2018), it is known that the funding for the preparation of the full BRT system
development program will produce outcomes, one of which is a proposal to submit
financing for the physical development of the full BRT Trans Semarang system.
The development financing proposal will later be submitted again to the GCF as
well as other funding sources including from PT. SMI, NAMA Facility, and also
the central government (Green Climate Fund, 2018). This form of financing is one of
the alternative financing schemes that can assist the Semarang City Government
in realizing the plan to develop the new BRT Trans Semarang system.
The need for financing the development of a full BRT system in Semarang
City is not only limited to infrastructure in the form of lanes and bus stop
facilities, but also the provision of an intelligent transportation system,
ticketing system and improvement of non-motorized transportation facilities
such as pedestrian paths and bicycle lanes (Nugroho, 2021). Another
alternative financing scheme that can be planned is Corporate Social
Responsibility (CSR). CSR is aimed at providing BRT supporting facilities in
accordance with the scope of CSR as stipulated in Semarang City Regional
Regulation Number 7 of 2015 concerning Partnership and Community Development
Programs as Corporate Social Responsibility in the City of Semarang,
specifically to improve environmental facilities and infrastructure. An example
of CSR that has previously been implemented in support of BRT Trans Semarang
services is the provision of BRT bus stops and also vending machines for
digital ticketing by Bank BRI and also PT. Gojek
Indonesia (BLU Trans Semarang, 2021; Mulyani,
2019).
Lessons
Learned: Multistakeholder Cooperation as a Driver for the Development and
Improvement of Public Services
The Semarang City Government cooperates with various stakeholders to
improve the services of its public transportation system, namely BRT Trans
Semarang. The collaboration process carried out by the Semarang City Government
is implemented through a collaborative study as a member of the 100 Resilient
Cities international network. The collaborative study that was carried out
resulted in recommendations, one of which was the development of the Trans
Semarang BRT system into a full BRT system. The resulting recommendations are
then in line with the appointment of Semarang City as one of the INDOBUS
Program pilot projects by the Ministry of Transportation in collaboration with
GIZ. These processes continued in the expansion of the Semarang City Government
partnership with PT. SMI as an effort to obtain financial support and technical
assistance in the development of a full BRT system.
Various collaborations were forged by the Semarang City Government in
order to develop BRT services starting from policy-oriented study activities to
practical actions in preparing for the development of a full BRT system. During
this process, the City of Semarang is required to be able to create a conducive
environment to realize productive cooperation. Collaboration with various
national and international stakeholders (multi-stakeholder) provides
opportunities for the Semarang City Government to innovate and develop more
effective and efficient development plans (Uji, 2015). Multi-stakeholder collaboration can help the Semarang City Government
overcome technical and financial capacity limitations in carrying out
development (Hendratni et al., 2021).
Multi-stakeholder collaboration is one of the approaches that is part of
the Sustainable Development Goals (TPB) agenda to achieve sustainable
development success (Bappenas, 2020). This kind of cooperation, as is also
being done by the Semarang City Government, encourages local governments to
carry out development policies, programs and investments that are more
accountable and easier to account for (Bappenas,
2020). The multi-stakeholder
collaboration carried out by the City Government of Semarang in the development
of a full BRT system is a lesson learned which shows that this approach can
assist local governments in managing the resources needed as well as the risks
that may arise in the implementation of regional development agendas (Hendratni et al., 2021).
However, to ensure that the multi-stakeholder
collaboration that is established runs smoothly and succeeds in achieving the
planned goals, commitment and coordination between the stakeholders involved is
crucial (Hendratni et al., 2021; Uji,
2015).
The involvement of stakeholders outside the government in public affairs
such as the provision of public transportation services can prevent failures in
responding to community needs (Uji, 2015). Moreover, the increasing complexity of community
needs demands higher quality and quantity of public services to support the
achievement of welfare. On the other hand, the capacity of the government in
the development and delivery of public services is not always adequate.
Multi-stakeholder collaboration allows for the involvement of resources from
stakeholders outside the government to support the delivery of public services
so that the scope of services is also wider (Uji, 2015). This is in line with regulations regarding cooperation in the provision
of public services as stipulated in Law Number 29 of 2009 concerning Public
Services. The achievement of efficiency and effectiveness of public services
through collaboration between service providers will then have an impact on the
level of public trust in the government and the stakeholders involved.
CONCLUSION
Cooperation Relations in preparing a full BRT
system development program for the BRT Trans Semarang, the City Government of
Semarang has collaborated with various stakeholders to improve the services of
its public transportation system, namely the BRT Trans Semarang. The
collaboration process carried out by the Semarang City Government is
implemented through a collaborative study as a member of the 100 Resilient
Cities international network. The collaborative study that was carried out
resulted in recommendations, one of which was the development of the Trans
Semarang BRT system into a full BRT system.
The need for financing the construction of a
full BRT system in Semarang City is not only limited to infrastructure in the
form of lanes and bus stop facilities, but also the provision of an intelligent
transportation system, ticketing system and improvement of non-motorized
transportation facilities such as pedestrian and bicycle lanes.
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