back to pustral index | report | gallery | documents | regulation | marketing | links | contact
|
|
|
back to pustral index | report | gallery | documents | regulation | marketing | links | contact |
|
|
|
....
|
| . | BECAK IMPROVEMENT PROJECTS | . |
|
REPORT
1. PROJECT SUMMARY Revitalizing becak, which is a non-polluting mode of transport, is seen as an alternative to revive the use of it for Yogyakartas residents and visitors. The modernization of becak design is a key entry for such a revitalization scheme, providing support for efforts to develop an environment within which becak can operate in a competitive and financially feasible operation. The activities of the project comprise of 3 sub projects, i.e technology, regulation and promotion. A steering committee decided which prototype to be mass produced by considering several indicators through a series meeting (there were 4 steering committee meetings during the operational of the project since the beginning of year 2002). After tendering process, there were 2 manufacturers, which manufactured 20 becaks (first phase), and they will manufacture another 20 becaks during the second phase. The increasing needs of motorized transportation had caused difficulties of NMT users especially becak, bicycle and andong to use the road in a safe and comfortable way. Therefore a regulation is necessary for NMT or becak which on the one hand can control and give an appropriate space for NMT or becak, and on the other hand empower and protect the drivers and the business. The project has prepared an academic paper on NMT regulation. Initial legal draft has been prepared and submitted to the Legal Office of the City Government, where they will review the paper and make some adjustment. Together with the Transport Department of Yogyakarta Office, the project will submit it to the Mayor and the City Council. It is expected that the legal process starts after the City Government completed their internal review and assessment. Good relation with media, printed and electronics are necessary to deliver becak modernization message. There were 18 publications during the year of 2002 in newspapers (local and national level) and in online newspaper. Special program on TVRI (Television of the Republic of Indonesia) Yogyakarta called "Teropong", presented the project in detail, was on air in December 9, 2002. Promotion also conducted at international level through the academic circle. In November 12-15, 2002, Dr. Danang Parikesit was invited to give the presentation on Becak Improvement Project at CODATU X (Cooperation for the Continuing Development of Urban and Suburban Transportation) in Lome, Togo, West Africa on Urban Mobility for All. For campaigning and marketing, the project had a discussion with PR firm in Yogyakarta and has a support from the association of hotel managers in a program "Adopt a Becak". The Ministry of Cooperative and SME supported the project together with Baitul Maal Muamalat (Moslem Charity Fund). The first 20 becaks have been purchased by Baitul Maal Muamalat and provide a credit scheme for vehicle ownership. The new rent mechanism is enables the drivers to own their vehicle without interest. Those becaks were given to 7 becak drivers associations in Yogyakarta. This will strengthened their institution in managing their own vehicles including the financial aspect. Numbers of benefits were gained from the project. Drivers productivity and income increased, workload decreased, because of less weight, drivers get new financial means facility to own their vehicles, strengthened becak organizations in managing their own vehicles, encourage the community to use becak. This will also contribute to a better air quality, new excitement of a new innovation of non-motorized transportation technology. 2. PROJECT BACKGROUND 2.1. Origin of the project Yogyakarta, a city with around 475,000 inhabitants has developed into an urban area with population of around 1,000,000 living in places beyond the citys administrative boundaries. With 32.50 km2 of area, its population density is ranging from 7,327 person/km2 to 27,373 person/km2, creating a dense city. For a number of years, the city has been a main tourism destination for domestic as well as foreign visitors. The growth of visitors to Yogyakarta has been mainly because of its image as a cultural city, in which andong and becak respectively, are the prominent features. They serve not only as modes of transport but also as a culture icon of the city. Ideally designed for feeder services, many developments in Yogyakartas urban fringe have made it impossible for becaks to operate. Those new developments are either too far from bus/microbus services or too expensive for the people who live in the area to ride becak. The result is clear. People are buying cars and motorcycles, which are seen to be the best way for improving their mobility. There is then less opportunity for becak to play a major role in urban transport system as the result of such phenomenon. Revitalizing becak, which is a non-polluting mode of transport, is seen as an alternative to revive its use for Yogyakartas residents and visitors. The modernization of becak design is a key entry for such a revitalization scheme, providing support for efforts to develop an environment within which becak can operate in a competitive and financially feasible operation. This will need a complete approach, not only just engineering or ergonomic point of view, but should also reach beyond that, covering institutional and financial framework as well as developing a better traffic management scheme. 2.2. Project objectives and deliverables The immediate objectives of the projects were to improve the operation of the human-powered becak so that the strain on the becak drivers is reduced by 40% and provision of academic and legal draft of non-motorized transport regulation for Yogyakarta. The long term objectives were to improve the income of the becak drivers by 20-50% and the vehicular air pollution and noise in the central tourism area in Yogyakarta will decrease. The expected results of the projects were:
2.3. Organization of the project implementation Project manager of the project is Dr. Danang Parikesit, with project officers: Restu Novitarini Dj, ST, Sotya Sasongko, S.Sos and Mr. Heru Suryono. The activities of the project comprise of 3 sub projects, i.e technology, regulation and promotion. In the implementation, each sub project handled by several experts. For the technology issue is handled by Mr. Gadepalli Shyam from the Institute for Transport and Development Policy (ITDP), Mr. Mohammad Jufri I. Tengga and Ir. Janu Perdadi from Mechanical Engineering GMU. For regulation issue is handled by Ir. Arif Wibisono, MT and Dwi Haryati, SH. For regulation the project also cooperates with Communication Office as counterparts who give inputs to prepare the regulation draft. Promotion was handled by Dr. Danang Parikesit. The project liaison to oversee management of the current project is Mr. John Ernst, Asia Regional Director for ITDP. ITDP will also provide technical services through their technical director, Mr. Matteo Martignoni, who is responsible for final approval of all design innovations. 3. PROJECT ACTIVITIES 3.1. Technology intervention of rickshaw modernization 3.1.1. Development of the final prototype The process to determine final prototype to be mass-produced was begin with grouping 7 prototypes from last project into 3 categories. The categories are Group I: new becak with major modification (B1, B2, B3), Group II: new becak with minor modification (B4 and B5), and Group III (R1 and R2), new becak with radical modification. There were indicators to select the prototype i.e safety (both for passengers, drivers and other vehicles), aesthetic and culture, easy to drive, comfort and technology innovation The projects also considered critics and comments from the community from the survey of 7 prototypes in several places in the city, i.e., Malioboro Street (main street in Yogyakarta), Beringharjo Market (central market in the city) and Tugu Station (railway station). Inputs from the passengers covered the shape and design, seat, footrest, backrest, hoot, bumper and baggage. Inputs from the drivers include the weight, stabilisation, load capacity, design, control and comfort. Critics, comments, suggestions were also accommodated here. After several tests and discussions, the steering committee decided that Group I (B1,B2,B3) was the most appropriate to produce. From this group, the project made 1 final prototype by advantages of those three prototypes. The combination complied with criteria modified during the from technology innovation process. These included: the new design is 40% lighter than the existing, easy to drive, higher backrest gives more safety and comfort for the passengers, higher and removable roof, footrest, and comply with culture in Yogyakarta which placing passenger in front of the driver. 3.1.2. Manufacturing process and the involvement of local rickshaw producer At the beginning, the project expected to manufacture 25 becaks through a tender. But from 7 workshops, which attended the tender explanation, only 2 workshops submitted proposals. Both offered Rp 1.950.000/becak that was still over the owner estimate (OE) which was Rp 1.500.000/becak. The reason was because many components of the becak price had been increased. The tender failed. The next step was discussing the problem with those 2 workshops to have an agreement how to produce the becak with reasonable price for both the project and the workshop. We had an agreement that agreed to manufacture 20 becaks with production cost is Rp 1.850.000/becak. Each of the manufacturers, - PT. Sinar Laut and PB. Mawas Diri - manufactured 10 modern becaks. 3.1.3. Technology transfer and drivers training Becak manufacturing process in those 2 workshops were guided by the technical team intensively in every phase. From framing, welding, painting and airbrushing, and also making the roof, seat, footrest, hand rest, baggage box and assembly. Difficulties came from pipe rolling process, making the seat and assembly because those processes were completely different from making the existing becak. But after completing 1 unit, the process was no longer a problem because it is not difficult to learn, only because it is still a new experience for the manufacturers and they need some time to adjust. Socialization process had been conducted to becak association and drivers since the test drive of 7 prototypes last year. Socialization team from LPIST always visited the drivers regularly to socialize the new design and gather inputs, critics and suggestions from those prototypes. The team also attended meetings conducted by the organization. 3.2. Regulatory framework for rickshaw operation 3.2.1. Regulatory issues concerning rickshaw operation The increasing needs of motorized transportation had caused difficulties of NMT users especially becak, bicycle and andong to use the road in a safe and comfortable way. Coupled with unclear regulation on motorized and NMT, this caused inefficient and dangerous traffic operation. NMT vehicles especially becak are considered as the reason of congestion because their limited speeds. Most of the settlement environment conditions in big cities in Indonesia follow a two-faced pattern: settlements with modern and formal life, live side by side with traditional kampong along with their social and culture aspects. In those two faced communities, road infrastructures generally are not well arranged. Yogyakarta would be an ideal example to initiate a review on NMT regulation. There are around 1 million inhabitants in Yogyakarta who lives in urban area, with geographic condition relatively flat with dense population. Peoples average distance is 3.7km (1996) and 6.3km (1999), where most of the road users are young generation because Yogyakarta is the most popular education center in Indonesia. Motorized transportation with high speed causing smooth access. On the positive side, becaks can reach remote areas with low cost, are environmentally friendly, non-polluting, safe, comfortable and can become an alternative mode of transportation for short distance at settlement area and non-arterial roads. Therefore a regulation is necessary for NMT or becak which can control and give a appropriate space for NMT or becak, on the other hand empowerment for the drivers is also necessary. It is critical for technology innovation to invent a becak with lightweight and energetic manoeuvre to reduce congestion. The right combination between regulation and technology innovation is expected to achieve the urge to preserve becak and other NMT vehicles which are safe, comfortable, environmentally friendly and comply with aesthetic value that can increased the existence of the drivers. 3.2.2. Concept for developing legal draft of NMT Benefit, legality and fairness were the main base to draft the regulation and policy. This gave consequence that first, regulated substances should be useful and compatible with the needs of the city and community. Second, normative product should be arranged based on agreed legal drafting, using well and clear language to avoid ambiguities. Third one is legal norm can be implemented in a proportional and humanity way. The process of drafting the NMT regulation was initiated by arranging a term of reference (TOR) to cover all phases to be done. The TOR covered background, objectives, study location, output, agenda and organization of draft regulation team. Next step was arranging the academic paper. The academic paper covered a review on vehicles design, NMT trip characteristic, financial aspect to do business in public NMT and the position of NMT in the context of community in Yogyakarta. There was also a review on the existing regulation of NMT, and took some of the regulations, which compatible with the new draft regulation in order to avoid inconsistency with the existing regulations. Some of the "hot" issues in preparing the academic paper among other things were, is the new regulation referring to the existing roads, or the government needs to build new roads. After all this time NMT are considered annoying because there are no bounding regulation. On red light sign, should be thought about the speed of NMT which are slower than other vehicles, is it necessary to provide special space for NMT, in front of the motorized vehicles or special traffic light arrangement. 3.2.3. Taxonomy of NMT regulation 1. Definition
2. Contents:
3.3. Public Relations and Outreach 3.3.1. Formation of a steering committee The success of the project is depending on the support of key stakeholders, which form a steering committee. There are 20 members of the committee comprised of multi stakeholders, i.e., local governance, tourism industries (hotels, travel agents), city council, NGOs, academics, media and becak drivers association. There were 4 steering committee meetings during the operational of the project since the beginning of year 2002. Inputs, critics and comments from the committee were considered as a reflection from communitys opinions, which help the project team in running the project. For instance, the committee suggested which prototype should be adopted for mass production based on several indicators, i.e., safety, aesthetic and culture, comfort and technology innovation. 3.3.2. Media relation Good relation with media, printed and electronics are necessary to deliver becak modernization message. Not only for the technology point of view, but more important is how the concept behind the technology introduction can be delivered to wider community. Therefore some programs were arranged in local radios and television such as talk show to promote the project. Numbers of articles were also submitted to local and national newspaper i.e:
3.3.3. Rickshaw and tourism industry Tourism industries are potential partners in developing and adapting modern becak. Therefore the project cooperated with The Casa Grande, a 5 star hotel GM Association, which have 9 members, not only in Yogyakarta but also cities surround it. The project developed "Adopt a Becak" scheme as a means to encourage the hotels to be a surrogate parents for the new becaks. Unfortunately, after Bali Incident last September, tourism industries are collapse and this situation enables us to involve the tourism industries in campaigning our project. 3.3.4. Direct promotion and hire-purchase agreement Besides promoting in media, the project also visited the drivers directly through their association. In Yogyakarta, there are more than 10 becak drivers associations who form an association according to their stopping place. This had proven effective, because the technical team can communicate directly to the drivers who are the main target of the project. They gave us inputs either from technology or socialization aspects. PUSPAR also arranged hire-purchase agreements for the drivers. There were 7 prototypes from a previous project and PUSPAR rented them with weekly payment, and when the rent have reached the production cost, the vehicle will be theirs. New designs were also exposed on several festivals in the city. Those festivals were Yogyakarta Art Festival, Heritage Festival at Sultans Palace, Jeron Beteng Festival etc. Jeron Beteng Festival is a program arranged by Yogya Heritage Society to preserve the tradition (culture, ancient buildings, including becak and andong). One of the activities was called Heritage Trail where the tourists were taken to see Sultans Palace complex inside the fortress by riding non-motorized transportation such as becak and andong. Other activity was introducing the becak to Surabaya (on December 27, 2002), to be adopted both the technology and socialization aspects. The event in Surabaya was attended by the City Government, universities, NGOs, becak association and also the media. From those activities there were a lot of criticisms, comments and suggestions especially from technology aspects from passengers and drivers. Most of the comments were regarding the roofs which were too high, passenger seat is less comfortable than the existing becak, and need some adjustment on drivers seat. Those inputs were used by the technical to team to make refinements for the next production. Promotion also conducted at international level through the academic circle. In November 12-15, 2002, Dr. Danang Parikesit was invited to give the presentation on Becak Improvement Project at CODATU X (Cooperation for the Continuing Development of Urban and Suburban Transportation) in Lome, Togo, West Africa on Urban Mobility for All. The feedback was very impressive, coming from the participants, since now theres a big movement on non-motorized transportation particularly in Africa. 4. ISSUES IN THE PROJECT DEVELOPMENT LESSONS LEARNED 4.1. Social and cultural acceptability of the new technology Introducing the new design to the community needs a delicate adaptation process. Particularly to the becak drivers who most of them think that the old design is stronger and firmer because the shape is bigger even much heavier. The reason is, besides carrying passengers they also carry heavy goods. But they admitted that the new design is much lighter and easier to drive. To socialize the new design, the project visited the becak driver associations to introduce and explain the superiority of the new design. Inputs from drivers and passengers were used by the technical team to make adjustments of the designs particularly on theroof, seat and steering. 4.2. Coping with the fluctuating costs of production There was a problem in mass production of the new design. The project experienced a price increase in the vehicle components. Cost to make the prototype was Rp 1,500,000/prototype (not including labor). And cost for mass production was Rp 1,850,000/prototype. With prior consultation to the Project Liaison Officer, the project decided to adjust the number of becak to produce, which are 40 becaks instead of 50 with similar budget. 4.3. Local government involvement Support from local government is the key to success and the sustainability of the program. The project is in line with the effort to manage the urban transportation system. The project was participating in City Governments program to control the number of becaks in Yogyakarta by numbering the vehicles to prevent becak from outside the city to enter. Becaks that are produced from the project were numbered by The Transport Department of the City Government. They also received licence and plate number in front and the back of the vehicles. 4.4. Finding strategic partners For campaigning and marketing, the project had a discussion with one of the PR firms in Yogyakarta, INFORMA CONSULTANT. But in the process of negotiation, we did not reach an agreement. According to them, the value of the project was too small that they consider it not profitable for their company. Nevertheless the project has a support from The Casa Grande in a program "Adopt a Becak". The Ministry of Cooperative and SME supported the project together with Baitul Maal Muamalat (Moslem Charity Fund). Baitul Maal purchased 20 becaks and rent them to 20 drivers. The drivers will pay the monthly credit to Baitul Maal Muamalat by saving the money in the bank. The project can use the fund as revolving fund as well as social fund, i.e education, health etc. By this mechanism enable the drivers to own their vehicle without interest. 5. WAYS FORWARD: SUSTAINABILITY 5.1. Getting the benefit from the project Benefits from the project are as follow.
5.2. Creation of rickshaw revolving fund The first 20 becaks had been purchased by Baitul Maal Muamalat and they gave the becaks to the drivers by credit scheme. The scheme was, the driver or the association should pay weekly rent to Baitul Maal by saving the money in the bank or financial institution owned by Baitul Maal. But at the end the money will return to the drivers in a form of health insurance, scholar ship for their children as an effort to empower them. Meanwhile, the money from the becak purchasing will be used by the project to produce another 20 becaks. This scheme will able us to use the fund as revolving fund to produce more becaks. If this program is successful in Yogyakarta, it will be disbursed and adopted to other cities and become one of national models to empower the poor, cooperating with Baitul Maal which already has branch offices in Surabaya, Medan, Bandung and Semarang. 5.3. Strengthening the drivers organization With the new renting scheme, the becak association will enhance their capacity in managing their financial affairs. Besides encouraging discipline in paying their rent, the money will return to them to empower their own organization. 5.4. Developing network of cooperation Developing network to various organizations that are interested in non-motorized transportation development, at national and international level is necessary to widen the technology innovation. Cooperation with micro finance institutions and marginal community empowerment institution is a success component for the replication process in Yogyakarta and other cities. Good relationship has been developed with:
|
||
|
|
||
|
|
|
Copyright Pustral UGM (c) 2003 | | Credit | Disclaimer |
