Accessibility to economic activities using geographic information system in DKI Jakarta Province

Abstract

The urban spatial structure basically considers the location activities as well as their relationship. Accessibility interprates systematic relationship between spatial distribution and the intensity of development, and the quality of travel within a region. This study appraises the accessibility to economic activities for different socio-economic group, with specific reference to work trip in the Jakarta Metropolitan city. Accessibility has become a part of transport planning discusion but it is nor part of traditional transport model, therfore, it lacks formal definition. The research was conducted in three part. The fisrt step, theoretical aspect of accessibility and its measurement were reviewed. Second step, data was collected during fieldwork both from primary and secondary data. Third step, accessibility analysis was done to appraise the level of accessibility. Results of the analysis shown that high-income area that located around the main CPA (Centers of Primary Activity) as well as Glodok Primary Centre, Tanah Abang Primary Centre, Kuningan Sudirman and Casablanca Trade Center, and Mangga Dua Trade Center. Then come middle-income area followed by the low- income suburbs. Investigation of distribution of economic activities shows that the city having centralised form in the past has experienced decentralisation. Still it is concentrated in high-income suburbs. Travel pattern of commuters in two sample areas reveals that bus, rail and taxi are the available modes of public transport, which are mostly used by low and middle-income suburbs. Use of multi-modal transport not found in the study area. High-income suburbs are highly dependent on car. Crime on public transport is the major factor to deter the high-income groups from using it. Walk as a mode is done by low paid job living in nearby area of the activities. Result from proximity analysis highlights that low and middle-income can access public transport better than high-income suburbs on average. Taxi serves maximum arsa followed by bus. Rail service is concentarted in limited areas. The percentage of low-income suburbs which can have access to the activities by public transport is compared based on income, in spite of having better access to public transport to low-income suburbs, people can access very low percent of the activities on average within the standard considered for this study. Middle- income suburbs can access more than low-income group. Among the three income group, high-income suburbs can access the highest number of activities. Pedestrian of any income group have poor access, however high-income suburbs lead in this aspect also. It is concluded that the results strengthen the argument that there is imbalance in uistribution of activities. Provision of integrated fare structure may improve the accessibility especially for low and middle-income suburbs. Pedestrian accessibility result highlights how activities are concentrated in Centers of primary Activity (CPA) nodes. Finally, transportation is not the sole factor that affect the accessibility but the distribution of activities has also influenced it.