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In fast-growing coastal cities, dependable public transport, diversity of modes, and social inclusion are among several factors that contribute to resilient transport. However, these factors depend critically on whether key ridership segments are aware of the benefits of public transport. This article describes the effects of an awareness raising campaign intended to encourage junior high school students to use public transport in Semarang, Indonesia. The article analyzes the campaign’s impact by comparing student responses to a survey on the use of the bus system for school trips before and after the campaign in three junior high schools in Semarang. The survey demonstrated that, though a diversity of modes exist for school trips, parents often influence student mode choices. For some respondents, parents preferred family drop-offs and online taxi pick-up services to public transport. However, the public bus or quasi-bus rapid transit (BRT) (known as Trans Semarang) may hold promise to increase student mode share because it offers comfort, security, opportunities to socialize as well as discounted student prices. Encouraging a modal shift from private to public transport for school may improve urban transport resilience. However, a lack of public bus infrastructure remains a sizable hurdle to this worthy objective

More and more researchers are working with cities on innovative responses to climate change. Many of these efforts involve purposive experimentation. These experiments entail collaboration between researchers and policymakers in efforts to introduce small-scale initiatives that open opportunities for large-scale transformations. The promise of these experiments may nonetheless go unrealized due to a range of factors enabling or inhibiting their success. An analysis of these factors is therefore much needed. This chapter analyzes these factors for the case of the Bus Rapid Transit (BRT) program in Semarang, Indonesia. Over a three-year period, work on the Semarang BRT moved from a study on potential climate and air pollution benefits to the conversion of 72 bus (or almost 50percent of the total fleet) from a diesel engine to a hybrid diesel and compressed natural gas (CNG) system. The case study illustrates that some of the key reasons the BRT experiment enjoyed success were (1)capacity building; (2)stakeholder engagement; and (3)resource mobilization. These three factors helped align local development with global climate objectives, leading to progressively greater changes to Semarang.

Due to its significance for bringing the considerably benefit to the transportation network performance, the several initiatives has been proposed for evaluating and improving the pedestrian facilities. However, such efforts are generally conducted within the framework of walkability, which typically put the attention to the walker perspectives. This paper then proposed the different perspective for evaluating the pedestrian facilities by considering several different perspectives, namely, walker perspective, vehicular user perspective and minimum requirement perspective. As different with the previous researches, the pedestrian facilities is firstly evaluated based on their fulfillment to the minimum requirement of pedestrian movement. Further step is conducted based on the walker perspective for acquiring the pedestrian facilities score performance, which can be used for improving the minimum standard as well as the pedestrian facilities. The microsimulation model is then developed for evaluating such interests by taking into account the vehicular user, which is possibly impacted.

This article describes awareness raising campaign and engagement of junior high school students as one of major users and its impacts on the knowledge and intentions to use public bus in developing city. The awareness program was conducted through the planning of activities; implementation of training and evaluation of programs. To capture the future BRT they want, a drawing competition was conducted among junior high school students at three schools in Semarang City, Indonesia. The pre and post training survey was conducted to observe the impact of awareness program on student’s understanding and intention to use BRT for daily commuting. To improve student’s knowledge and behavior on BRT, multilevel governance on stakeholder engagement needs to be conducted properly, both vertically between school and the agencies at city level, and also among agencies within city government administrative. There was also the need for strong collaboration among stakeholders within schools.

In many cities, ride-hailing or shared taxi systems have transformed service delivery, spurred new businesses, and changed lifestyles. There is nonetheless limited systematic analysis of the impact of these shared taxi systems on transport decisions and travel patterns. The article aims to fill that void by drawing on new survey data to analyze factors that influenced the adoption of shared taxis in Semarang and Bogor, Indonesia. The article employs an ordered logit model to assess the effect of individual attributes, socio-economic conditions, vehicle ownership, online system evaluations, and public transport preferences on the adoption and use of shared taxis. The results of the data analysis demonstrate that use of the shared taxis differed across cities and modes; ride-hailing correlates with the perceived merits of the shared taxi system as well as the level of service of public transport in the city; and female users tended to avoid shared motorcycle taxis.

Pedestrianization programs hold promise to encourage non-motorized transport (NMT) in rapidly motorizing cities. But successful implementation of these programs depends on whether they meet the needs of urban residents. This article aims to assess how Bandung, Indonesia—a fast-growing city of 2.3 million people—is meeting those needs with a pedestrianization program called “Panca Trotoar.” “Panca Trotoar” is a program that Bandung is gradually implementing to provide citizens with safer, cleaner, and more visually appealing walking environments. The article employs two methods to analyze the program’s impact. First, it draws upon responses to face-to-face interviews and analytical hierarchy process (AHP) to rank possible barriers to walking. The results of the AHP reveal that safety and security rank highest among six potentially influential factors (the other factors were feasibility, accessibility (time spent walking), comfort and pleasure). This result contrasts studies in other cities that suggest feasibility and accessibility rank highest in decisions to walk. The article then employs an ordered logit model to quantitatively assess how improvements to the pedestrian environments influence willingness to walk longer distances for samples of walkers and non-walkers. The logit model shows that older and more educated respondents were willing to walk further, while respondents who walk shorter distances were unlikely to change that behaviour. The model also highlights notable interactions between some variables, for instance, illustrating that female vehicle owners were less inclined to walk further even with improvements to the pedestrian environment. The analysis could prove helpful to Bandung as it continues to tailor “Panca Trotoar” to resident needs as well as other rapidly motorizing cities considering similar NMT programs.

The benefits of walking have recently inspired considerable research on the relationships between pedestrian choices and numerous built environment factors. These relationships are then elaborated using walkability indices for the meso- the micro-levels. Despite important advances in micro-level research, the walkability concept is based chiefly on the perspective of the walker. The views of the potential walker and non-walker are thus given insufficient attention. This paper employs micro-level analysis to bring in the often overlooked non-walker perspective. This perspective can be understood both from the factors enabling as well as barriers inhibiting walking. Therefore, the proposed walkability index may be used as a tool to analyze facilities that not only to serve walkers but those that encourage non-walkers to change their behavior. Changing behavior will be critical to maximizing the benefits associated with walking