The development of an intermodal transportation area in Banyuwangi using the transit-oriented development approach

Public transportation is one of the means of transport people use to move from one city to another. This makes the integration of transportation in an urban area very necessary. This study discusses the concept of developing an integrated transportation area. This research was conducted in Ketapang Village, Kalipuro District, and Banyuwangi Regency. This area is very strategic if developed into a transportation integration area. This is because this area has a train station and port crossing, and a type A terminal will be built there. However, considering the current condition of the area, this potential has not been appropriately developed. This study aims to determine the suitability of the existing conditions with the concept of transit-oriented development and to determine development priorities that can be applied in this area using an analytical hierarchy process analysis (AHP) involving relevant agencies and stakeholders. The results of this study are the suitability of the existing field conditions with the concept of transit-oriented development and the arrangement of development priorities that can be applied to this area following the concept of transit-oriented development.


Introduction
According to data released by Kompas in 2023, Indonesia is the 4 th most populous country in the world after China, India, and the United States.According to BPS data, Indonesia's population is 275.7 million people, with 55.9% of the population living on Java Island [1].With a large population and the vast island of Java, public transportation is needed to connect one city to another.Public transportation is all transportation models used for people's and goods' mobility needs [2].The provision of transportation services will be an important element of future social, economic, and environmental sustainability in a region [3].One aspect that supports sustainability is the integration of transportation modes in an area or city.Transportation integration is essential in an area to facilitate the movement of passengers and goods from their origin to their destination [4].If the transfer of transportation modes can be made more accessible, faster, and more convenient, overall network integration and flexibility will significantly increase [5].
One of the areas planned to become an integration area is the Ketapang intermodal transportation area.An intermodal transportation area is an area of transportation of people and goods from the origin to the destination with at least two modes of transport where the movement is carried out in one area, namely the intermodal terminal [6].The Ketapang intermodal transportation area is in Ketapang Village, Kalipuro District, Banyuwangi Regency.This area has train stations, Ferry Ports, and type A terminals that are being planned.According to the RTRW of East Java Province 2011-2031, the development of transportation systems is carried out by developing an integrated network supported by facilities and infrastructure.There is also an increase in RTRW in Banyuwangi Regency 2012-2032, which is said to In addition to this potential, there are several problems found in the Ketapang Intermodal Transportation Area, such as the lack of crossing facilities, the unavailability of signage, the fact that not all areas have pedestrians, and others that make the area comfortable and safe to be used as an integration area.From the potential problems and existing problems, the study was conducted using the transit-oriented development (TOD) approach using the theory of the 2012 Florida guidebook, as evidenced by ITDP 2017.There are three variables to be used: density (building density, BCR, and FAR), diversity (residential and non-residential land use), and design (pedestrian, crossing facilities, bicycle lanes, bicycle parking, motor vehicle parking, shade or shielding, and transit points).
This study aims to determine the suitability of existing conditions with the concept of transit-oriented development using qualitative descriptive analysis and find development priorities that can be applied to this region using analytical hierarchy process (AHP) analysis involving relevant agencies and stakeholders so that this research can make the Ketapang intermodal transportation area a safe and comfortable area for passengers and residents who are active in this region.

Research Location
This research was conducted in Ketapang Village, Kaliporo District, Banyuwangi Regency, East Java.Ketapang Railway Station and Ketapang Ferry Port are within the research area, and the construction of intermodal and intermodal terminals in one research area is being planned.This study used the concept of transit-oriented development in Florida in 2012.The location of TOD according to the Florida guidebook, the travel time of the TOD area is about 10 minutes on foot (about 500-800 meters) from the transit center [7].Where the TOD center of the Ketapang transportation integration area is located at the intermodal terminal according to the spatial plan of the strategic area of the Ketapang port and RDTR for the Banyuwangi urban area in 2016-2036 in Article 69, Paragraph 3, the radius of the research area used is 500 meters.The study area has temperatures between 20 0 C-36 0 C., the most considerable rainfall between 301-400mm, and the lowest 58.2mm.

Sampling Techniques and Research Sample
The sampling technique used in this study used purposive sampling techniques.Purposive sampling collects data by selecting respondents most likely to agree with the research conducted [8].The respondents involved are: 1) Government: Public Works Office, Cipta Karya, Housing and Residental, Transportation Office, ATR/BPN Office, and Ketapang Village Office; 2) Stakeholders: PT.KAI, PT.ASDP Indonesia Ferry.

Research Variable
The variables in this study are based on the theory of transit-oriented development (TOD) sourced from the 2012 Florida Guidebook, which is the same as the theory of ITDP 2017.The research variables used can be seen in Table 1.

Formatting the title
The analytical method used in this study uses two analyses, namely qualitative descriptive analysis and analytical hierarchy process (AHP) analysis.Qualitative descriptive analysis is an analytical method used to find knowledge or theories of research at a specific time.Meanwhile, AHP Analysis is an analysis procedure using paired comparisons designed for relative assessment and ensuring consistency [9].The objectives and results of the analysis that will be presented can be seen in Table 2 Table 2. Analysis Methods.

Qualitative Descriptive Analysis
Knowing the compatibility of existing conditions with the TOD concept in the intermodal transportation area of Ketapang Classification of the suitability of existing conditions with the concept of TOD, which is divided into four categories (unavailable, not appropriate, close to proper, and appropriate).

Analytical Hierarchy Process (AHP) Analysis
Knowing the most appropriate planning priorities applied to the Ketapang intermodal transportation area The most appropriate planning ranking is applied to the intermodal transportation area of Ketapang.

Results and Discussion
In this study, the division of observation areas based on blocks was carried out to analyze the suitability of TOD theory.The study area is divided into four blocks.Block maps are divided by physical boundaries and most land use.The block division includes Block 1 (Industry and warehousing), Block 2 (High-density residential), Block 3 (Medium-density residential), and Block 4 (trade and services).This block division is intended to make it easier to analyze data [10].The block division map can be seen in Figure 1.

Compatibility of existing conditions with the TOD concept
First is variable density.Density is considered important because it directly affects the running of an area or city.After all, higher environmental density has more purposes as well as parks or retail [11].
Variable density is divided into three sub-variables: building density, Building Coverage Ratio (BCR), and floor area ratio (FAR).According to Florida, the intermodal transportation area of Ketapang is included in the type of community center.A community center is the center area of sub-regional or local economic and community activities.It is included in urban centers and cities served by one or more transit centers [12].According to Florida theory, the building density for the appropriate ketapang intermodal transportation area is 60-80 buildings per hectare.States that building density affects the intensity of the built-up areas, which optimizes land capabilities compared to the land area [8].Based on the results of field observations and analysis results, it was found that the population density for all blocks in the Ketapang transportation intermodal area received a value of 47 buildings per hectare.For sub-variables, The corresponding Building Coverage Ratio (BCR) within the TOD area is 80-90%.This BCR serves as a tool that regulates the intensity of development, whose function is to control land cover by buildings [13].Based on the results of field observations and analysis results, it was found that the BCR found in the intermodal transportation area on average was 80-90%.The TOD area's corresponding floor area ratio (FAR) is > two floors for sub-variables.FAR (floor area ratio) ensures that the carrying capacity of land does not receive excessive loads from human activities [14].Based on field observations, it was found that the FAR contained in the Ketapang transportation intermodal area was still, on average, one floor.For details of variable density per block can be seen in Table 3.The second is the diversity variable; the diversity variable is divided into two sub-variables, namely residential and non-residential land use.In diverse areas, the TOD conformity of residential is 45%, and non-residential is 55%.Diversity or mixed land use is one of the supporting aspects of compact cities in sustainable urban development, focusing on an area development in one unit [15].The results of field observations and analysis results, it was found that diversity in this area can be seen in Table 4.The third variable is design; the design variable is divided into seven sub-variables: pedestrian, crossing facilities, bicycle lanes, bicycle parking, motor vehicle parking, shade or protection, and transit points.The first sub-variable is pedestrian.Pedestrian planning must provide security and be easily accessible and well-connected for pedestrians [16].According to Florida 2012, suitable pedestrians are available in all areas, or 100% of areas have pedestrians and have a width of 2 meters equipped with vegetation.From the results of field observations, it was found that not all areas have pedestrians.The available pedestrians have a 1.6-1.7 meter width and no vegetation.
The second sub-variable is the crossing facility.Crossing facilities must guarantee the safety of pedestrian crossings by completing the road speed management system, the road system, and supporting facilities for road crossings [17].According to the ITDP 2017 theory, crossing facilities must have a minimum width of 2 meters, be barrier-free for people with disabilities, and have sufficient lighting [18].According to field observations, two zebra crossings with a width of 3 meters were found in front of Ketapang port and military area.
The third sub-variable is vehicle parking.According to a 2012 Florida theory, off-street parking facilities should not exceed 50% of any public facility or building.And parking is not allowed facing directly to the road.According to field observations, all blocks already have parking spaces and do not exceed 50% of the facility's area.
Next are sub-variables that are not available at the study location.According to a 2012 Florida theory, bike lanes should consider safety and comfort factors.A good bicycle lane is a bicycle lane that has clear and unfading road markings [19].Bicycle parking must provide security and comfort for parking space users [20].According to Florida theory, bicycle parking is provided at each transit facility with at least 12 bicycle parking spaces.According to the theory of ITDP 2017, protective facilities, according to the TOD concept, if the shade or protective area is more than 75%.According to Florida 2012, the distance of the transit point is 500-1000 meters facilitated with a protected waiting room and information boards.For details of design variables per block can be seen in Table 5.After observation and data obtained for each variable, it can be concluded that the suitability of the existing conditions of the Ketapang intermodal transportation area with the transit-oriented development (TOD) concept can be seen in Table 6.

Prioritization
Prioritization of planning in the Ketapang transportation intermodal area using the analytical hierarchy process (AHP) method with data sorting using the expert choice application.Priority for variables that include density, diversity, and design.The results of the AHP questionnaire for variables can be seen in Figure 2. It can be seen in the priority of planning in the intermodal transportation area Ketapang is more to the Diversity sector (mixed land use) with a yield of 54.1%, then design with 25.1% and density (building density) with 20.9% with 8% inconsistency.
The first thing to be discussed is the sub-variable diversity covering residential and non-settlement land.The results of AHP sub-variables contained in the diversity variable can be seen in Figure 3.It can be seen that the priority of land use in the intermodal transportation area is more towards nonresidential land use, with 81.1%.Meanwhile, residential land use scored 18.9% with 0% inconsistency.
The second is the design sub-variables, including pedestrians, crossing facilities, bicycle lanes, bicycle parking, motor vehicle parking, shade or protection, and transit points.The results of AHP subvariables contained in the design variables can be seen in Figure 4.It can be seen in the design priorities in the intermodal transportation area Ketapang is more to crossing facilities at 26.5%, vehicle parking at 19.5%, pedestrians at 14.1%, shade or protectors at 11.9%, and transit points at 11.6% while the sub-variables of bicycle parking 10.2% and bicycle lanes with 7.5% with inconsistency 4%.
The third is the density sub-variable, which includes building density, building base coefficient, and floor area ratio.The results of AHP sub-variables contained in the density variable can be seen in Figure 5.It can be seen that the priority of building density planning in the intermodal transportation area is more to design the floor area ratio with 42.8%.While the basic building coefficient is 31.9%,and the sub-variable of land use density is 25.3% with an inconsistency of 5%.
Next is a discussion of alternative integration area planning.Alternative planning in the Ketapang intermodal transportation area takes the integration at Solo Balapan Station (integration through a pedestrian bridge) and Pasar Senen Station (Integration through pedestrian fireplaces and the addition of shade).Alternative AHP results can be seen in Figure 6.It can be seen in Figure 8 that alternative planning in the Ketapang intermodal transportation area is more to the integration of the Solo Balapan station with integration through a pedestrian bridge with 86.6% and Pasar Senen station with integration in the form of pedestrian fireplaces and the addition of shade by 13.4%.

Conclusion
The conditions in the Ketapang intermodal transportation area still have TOD sub-variables that have not been adjusted, and some follow existing theories.Sub-variables follow the TOD concept found in building density (block 2), pedestrian (block 4), crossing facilities (block 1 and block 4), and availability of vehicle parking (all blocks).Sub-variables that are close to TOD theory are found in land use density (block 4) and building base coefficient (all blocks).Sub-variables that do not follow the TOD concept are found in land use density (blocks 1 and 3), floor area ratio (all blocks), residential and non-residential land use (all blocks), and pedestrian (blocks 2 and 3).In addition, there are also TOD sub-variables that are not available, such as pedestrian (block 1), crossing facilities (blocks 2 and 3), bicycle lanes (all blocks), bicycle parking (all blocks), shade and protection (all blocks), and transit points (all blocks).
Because many areas still have not applied the TOD concept, it is necessary to determine planning priorities in the Ketapang intermodal transportation area with AHP analysis.It is known that the most priority variable is Diversity 54.1% (non-Residental 81.1% and Residental 18.9%), then design with 25.1% (crossing facilities 26.5%, vehicle parking 19.5%, pedestrian 14.1%, shade or protector 11.9%, transit point 11.6%, bicycle parking 10.2%, and bicycle lanes 6.3%) and finally density 20.9% (FAR, 42.8%, BCR 13.9% and building density 25.3%) Then for alternative planning more to integrate planning through skywalk (pedestrian bridge) as available at Solo Balapan station with 86.6% of the results it is known that the intermodal transportation area is more devoted as a non-residential area by paying attention to the floor area ratio, which is a minimum of 2 floors.As well as to become a transportation integration area, an integration system of transportation infrastructure with a skywalk system or flyover with several supporting facilities such as crossing facilities, motorized vehicle parking, bicycle and pedestrian parking must be available in the Ketapang transportation intermodal area.

Figure 6 .
Figure 6.Result of AHP Alternative Planning.
[1] BPS 2023 statistik indonesia 2023 (Jakarta: badan pusat statistik) [2] Karim A, Lesmani L, Sunarta D A, Suparman A. Yunus A I, Khasanah, Marlita D, Saksono H, Asniar N and Andari 2023 T Manajemen Transportasi (Batam: Yayasan Cendikia Mulia Mandiri) 1 [3] Murray A T, Davis R, Stimson R J and Ferreira L 1998 Public Transportation Access Transp.Res.Part D Transp.Environ 3 5 [4] Masiero L, Hrankai R, and Zoltan J 2022 The role of intermodal transport on urban tourist mobility in peripheral areas of Hong Kong Res.Transp.Bus.Manag 48 increase intermodal transit around Ketapang Port and reaffirmed in the Strategic Area Spatial Plan of Ketapang Port and RDTR Part of the Banyuwangi Urban Area 2016-2036, which stipulates this area as an intermodal terminal sub-area.