International Journal of Civil, Structural, Environmental

and Infrastructure Engineering Research and

Development (IJCSEIERD)
ISSN (P): 2249-6866; ISSN (E): 2249-7978
Vol. 9, Issue 3, Jun 2019, 37-50
© TJPRC Pvt. Ltd.

ANALYSIS OF THE IMPLEMENTING GREEN ROAD CONSTRUCTION:

PROGRESS AND BARRIERS (STUDY OF WEST JAVA – INDONESIA)

SUSANTI DJALANTE
Department Civil Engineering, Haluoleo University, Kendari, Indonesia
ABSTRACT

The study aims to analyze the implementation of green road construction with a focus on its progress and
barriers. Data collection is done through a questionnaire survey with the Delphi technique that involves consultants and
contractors in the field of green road construction. Data analysis was performed using descriptive analysis and Delphi
analysis to reach consensus or agreement among respondents. Based on the results of the study it is known that the
implementation of green construction in the Bandung city has been implemented with an average value of 3.70. Even so,
there are still many green construction sub-criteria that are still lacking applied by contractors in Bandung city. Initial
investment and expensive maintenance regarding green road construction technology/equipment for contractors as one of
indicator from financial criteria is the main barriers in implementation of green road construction. Therefore, a strategy
is also needed to overcome the obstacles of each of these aspects.

Original Article
KEYWORDS: Green Road, Construction, Barriers, Green Construction & Infrastructure

Received: Apr 12, 2019; Accepted: May 02, 2019; Published: May 20, 2019; Paper Id.: IJCSEIERDJUN20195

1. INTRODUCTION

Along with the ever-increasing needs, many parties want to do development in various sectors and one of
them is infrastructure development. Infrastructure development is carried out, namely houses, hotels, buildings,
offices, centers of worship, highways, bridges, ports, airports, and several other infrastructures that affect every
human activity. Of the various infrastructures, road infrastructure is one of the most important infrastructures.
Based on data from the 2015-2019 National Medium-Term Development Plan (RPJMN) of the government
planning the construction of 2,650 km of new roads, 1,000 km of toll roads and 46,770 km of road maintenance
(Bappenas, 2014). With the growth of roads that continue to increase, it will certainly result in reduced availability
of natural resources as a form of road structure, increased amount of waste produced by the construction process,
increased emissions generated at the development and operational stages, reduced productive land due to land
conversion, road construction, and various other impacts related to the environment both directly and indirectly.

To reduce this impact, the concept of green road construction for road construction was introduced. Hasan
(2011) at the opening of the International Seminar on The Green Road Construction and International Workshop
on The Vetiver Systems stated that Green Road Construction is a sustainability movement that aspires to the
creation of road construction since the planning, implementation and use of environmentally friendly, efficient
construction product in energy and resource use, and low cost. Some countries in the world have established a
green road rating system like the inclusion of Green LESES in New York and Green Roads in Washington in the
United States, in the United Kingdom; there is the funding of the Sustainability National Roads Administrations

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38 Susanti Djalante

(SUNRA) (Rehm and Ade, 2013). The Infrastructure Sustainability Council of Australia developed its infrastructure
sustainability rating system technique for assessing their level of sustainability on both the existing and new infrastructures
with the inclusion of roads and highways. South Korea is also another country that has embraced sustainable technologies
and strategies in the construction of roads. The government of South Korea has implemented the Korean Carbon Green
Grown Policy to help in addressing environmental issues like climate change and global warming (Hankinson and
Breytenbach, 2013). In support of the green practices in the roads construction, the South Korean government has also
established research to assess on the development of the Korea Green Road Rating System to aid in the management of
highways and roads construction through the use of sustainable practices and technologies. Such government-funded
projects for implementing sustainable construction of roads aids in the development of a common understanding and
mechanisms of measuring, setting the benchmark, and improving sustainable performance of national highways and roads
in matters of documentation and administration (Szydlik, 2014).

Green road construction has so far attracted the attention of construction industry players in Indonesia, since 2015
the Greenroad Rating has been carried out by the Research and Development Agency of the Department of Public Works.
Green Road Ranking is carried out to realize sustainable construction in accordance with the Minister of Public Works and
Public Housing Regulation No. 05 / PRT / M / 2015 concerning General Guidelines for the Implementation of Sustainable
Construction in the Implementation of Infrastructure in the Field of Public Works and Settlements. Green Road Ranking in
Indonesia is a system that is prepared to encourage sustainable practices in voluntary road construction activities.
This activity must meet the requirements in the form of a Life Cycle Cost document or be represented by a Feasibility
Study Report and environmental documents such as Amdal / UKL-UPL / Environmental Permit. Road construction
activities are rated according to the level of application of the criteria for the Green Road (PU, 2016).

But in reality, this implementation faces various obstacles that not only occur in large countries but also in other
developing countries such as Indonesia which has developed the “Pedoman Jalan Hijau Indonesia” as guidelines in
implementing green road construction. As stated by (Hastak, 2018) in developing countries, the general barriers are
technical and cultural. Solving these barriers is essential for the construction of roads. Barriers to effective implementation
of green roads affect the construction sector at the global level. Nevertheless, the existing research indicated that
researchers have a green road design and construction encounter barriers that limit their effectiveness in meeting the
requirements for sustainable construction of roads.

So based on this condition, it is necessary to research the implementation of green road construction with case
studies in West Java Province. This city chosen as research location because as mention before, for West Java province the
road that has succeeded in gaining green road rankings is only achieved by two roads, namely Braga Drainage and
Sidewalk Channel, Bandung and the construction of roads and bridges Ibun-Kamojang Bandung Regency.
The measurement of the application of green road construction is very much needed as a reference for the central
government and regional governments in mapping the readiness for its implementation so that proper handling can be
made to the barriers in implementing green road construction.

2. LITERATURE REVIEW
2.1 Green Road Construction

Before discussing more about green road construction researchers try to explain in advance what is meant by
greenroad. According to Green Roads Manual Ver 1.5. (2011), Greenroad is defined as a roadway project that is

Impact Factor (JCC): 8.1092 NAAS Rating: 4.15

Analysis of the Implementing Green Road Construction: Progress 39
and Barriers (Study of West Java – Indonesia)

substantially higher than current common practice. Meanwhile, according to the Ministry of Public Works (2016), green
road is a road management activity that applies environmental principles starting from the stages of financing, planning,
design, construction and maintenance of roads. And handling the effects of climate change.

The definition of other green roads was put forward by Tanesia (2015), which stated that road management
activities apply environmental principles starting from the stages of financing, planning, design, construction, and road
maintenance, as well as handling the effects of climate change. Environmental principles are principles that prioritize and
pay attention to environmental conservation elements such as the effective and efficient use of water and energy resources,
reduction of waste and pollution, and synergy between natural and artificial environments.

While Kibert (2008) argued that green construction is a planning and implementation of the construction process
to reduce the negative impact of the construction process on the environment so that a balance exists between the
environmental capabilities and needs of human life for present and future generations. Green construction also stated as an
effective practice by implementing processes that pay attention to the environment and resource efficiency throughout the
life cycle of the building from visible to planning, construction, operation, maintenance, renovation, and deconstruction
(United States Environmental Protection Agency, 2010).

So that Green road construction is an ongoing movement that aspires to the creation of road construction since the
planning, implementation and use of construction products that are environmentally friendly, efficient in energy and
resource use, and low cost. (Ministry of Public Works, 2011). Another case with Umar (2015) stated that Green road
construction is a road construction that starts from planning, implementing, monitoring and maintaining it always uses
actions that are environmentally friendly, efficient, energy efficient, environmentally sound and always adhere to the
principles of the principle of sustainability.

Whereas according to the Department of Public Works (2016) Green road construction is an ongoing movement
that aspires to the creation of road construction since the planning, implementation and use of construction products that is
environmentally friendly, efficient in the use of energy and resources, and cost low.

2.2 System of Green Road Rating

System of Green Road Rating is a number of systems used in determining the green road rating, assessing a road
meet the criteria of green or not green, where the system used refers to certain criteria of the greenroads themselves. In
other words, to assess a road that meets the criteria of green or not green can be based on various rating tools systems that
have been published in various countries. There are several System of Green Road Ratings issued or developed by several
countries in the world, including America with Greenroads version 1.5 and I-LAST, Australia with INVEST and Indonesia
with Green Road Guidelines. For more details, the rating system is grouped with several aspects and factors as illustrated
in the following table:

Table 1: Comparison of Green Road Ranking Systems

Greenroads I-LAST INVEST Pedoman Jalan Hijau
Project requirements V V V
Environment and water V V V V
Access and equity V V V V
Construction activities V V V
Material and resources V V V V
Pavement technologies V V

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40 Susanti Djalante

Based on the data above it is known that in ranking a road included in a green road can be based on various rating
systems in the form of Guidelines (manuals) that have been published in various countries. Each rating system has a
tendency that is different from each other in determining indicators as an instrument of assessment.

2.3 Barriers Related to Green Road Construction

Barriers are something that can hinder progress or achievement of a thing. In this study the inhibiting factors of
the process of implementing green road construction are something that causes restraining, obstructing the implementation
of green road construction concepts.

Based on the literature review and reinforced by several studies stated that the implementation of green road
construction is influenced by some barriers include technical (Balasubramanian, 2012; Samari, et.al, 2013; Powmya and
Abidin, 2014; Ametepey, et. al, 2015; Hasan and Zhang, 2016), financial (Balasubramanian, 2012; Hankinson and
Breytenbach, 2013; Samari, et.al, 2013; Serpell, et.al., 2013; Djokoto, et.al, 2014; Powmya and Abidin, 2014; Ametepey,
ert.al, 2015; Hasan and Zhang, 2016; Aghimien, et. al., 2018), regulatory (Balasubramanian, 2012; Hankinson and
Breytenbach, 2013; Serpell, et.al., 2013; Samari, et.al, 2013; Djokoto, et. Al, 2014; Powmya and Abidin, 2014; Ametepey,
ert.al, 2015; Hurlimann et al., 2018; Aghimien, et.al., 2018), knowledge (Balasubramanian, 2012; Hankinson and
Breytenbach, 2013; Serpell, et. Al., 2013; Powmya and Abidin, 2014; Ametepey, ert.al, 2015; Hurlimann et al., 2018 ;) and
culture (Balasubramanian, 2012; Djokoto, et.al, 2014; Powmya and Abidin, 2014; Ametepey, ert.al, 2015). So the barriers
to the application of green road construction can be identified as shown in Table 2.

Table 2: Barriers of Green Road Construction Implementation

No Dimensions Indicators
Lack of socialization about the green road rating system and green
road criteria that have been implemented in Indonesia
There are no institutions that issue environmental-friendly
1 Technical
material/equipment certificates
There is still a lack of alternative materials/equipment and
implementation methods in implementing green road construction
Limited budget due to more expensive costs with the
implementation of green road construction for project owners
2 Financial Initial investment and costly maintenance regarding green road
construction technology/equipment for contractors
Financial risk that is felt to be too large for the project owner
Lack of detailed rules regarding the implementation of green road
construction in Indonesia
There is no comprehensive guideline in implementing green road
construction
3 Regulatory Lack of socialization from the government regarding saving
natural resources in the field of road construction
There has been no request/necessity from the government
regarding road construction and maintenance that applies the green
road construction concept
Lack of government experts in the field of green road construction
Lack of contractor's knowledge and experience about green road
construction
4 Knowledge
Lack of consultants ‘s knowledge and expertise about green road
construction
Lack of training in green road construction
Antipathy / Resistance in implementing green road construction
5 Culture
Lack of awareness about the benefits of green road construction

Impact Factor (JCC): 8.1092 NAAS Rating: 4.15

Analysis of the Implementing Green Road Construction: Progress 41
and Barriers (Study of West Java – Indonesia)

The indicators used to measure Barriers in this study refer to the indicator of the implementation of sustainable
construction practices because the green road movement is also synonymous with sustainability, which puts a balance
between short-term benefits to long-term risks, with current forms of business that do not damage the environment, health,
safety, and future welfare (Ministry of Public Works, 2011).

3. RESEARCH METHOD

In this study, researchers used descriptive methods, this method was chosen because it is in accordance with the
purpose of the research, which is to describe the implementation of green road construction. While, to obtain data in the
study was required data sources called populations, where the populations for this research are consultant and contractor in
Road project of Bandung city. The sampling method used in the study was simple random sampling where contractor and
consultant had an equal chance of participating in the study. In the selection of the sample, sampling error was calculated
to reduce selection bias. Simple random sampling used in this research has the advantage of little bias as every individual
has an equal probability of selection. As a result, contractor and consultant had a similar chance of taking part in the study.

The method used starts with identifying the implementation of the green road construction and the barriers that
affect the implementation of the green road construction obtained from the literature as a research variable and a workable
solution. To determine the ranking in each research variable can be seen from the comparison between the actual score and
the ideal score. Thus the scale categories can be determined as follows:

Table 3: Categories of Score Interpretation

No Interval Categories
1 1.0 – 0.8 Very not Good/ very not implemented
2 0.8 – 2.6 Not Good/ not implemented
3 2.6 – 3.4 Moderate
4 3.4 – 4.2 Good/ implemented
5 4.2 – 5.0 Very Good/ very implemented

Next is to use the Delphi method, which is a method that verifies, clarifies and validates each variable measured
by an expert. Variables barriers to the implementation of the selected green road construction through validation or
respondent opinion were then made into questionnaires containing questions to respondents which were then analyzed by
using descriptive analysis methods using the SPSS statistical program.

From the analysis, later the barrier variables from the most influential ones will be obtained until the weakest ones
influence the implementation of green road construction. Then from the results of the comparison of the analysis where the
most influential variables are made into return questionnaires to obtain validation recommendations for actions from
experts and overcome strong and influential barriers to the implementation of green road construction, so that it can be
used as a consideration or solution in overcoming problems or barriers found in the implementation of green road
construction. The questions posed in the questionnaire use a Likert scale format where this scale is used in questionnaire
surveys and is an independent rating scale with the aim of measuring the extent of respondents' opinion on a question. The
Likert scale form that will be used in this questionnaire is 1 to 5 where 1 = "strongly disagree"; 2 = disagree; 3 = neutral; 4
= agree; 5 = very agree.

After the Delphi survey is completed, it will be followed by a pair comparison survey or paired matrix survey,
which aims to find a relationship between constraints in implementing green road construction. Then the results of the

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42 Susanti Djalante

survey will be analyzed by analyzing the interpretive structural model which will later produce relationships and
hierarchies between constraints of constraints in implementing green road construction.

4. RESULT

To obtain data that will be used for analysis to answer the problem formulation and the purpose of this study,
questionnaires were distributed to consultants and contractors in road construction projects in West Java with research
location in Jl. Ir. H. Juanda of Bandung city as figure below.

Figure 1: Research Location

The result represents the responses of contractors and consultants. Where, the following tables display
demographic information:

Table 4: Information of Participants Demographic

Participants’ Years of Experience in Road Construction Industry
Experience Frequency Per cent
0-2 years 4 26,67%
2-5 years 6 40,00%
5-10 years 3 20,00%
>10 years 2 13,33%
Total 15 100%
Participants’ Sectors in Road Construction Industry
Sector Frequency Per cent %
Contractors 7 46,67%
Consultants 8 53,33%
Total 15 100%

Based on table 3 demonstrated that while 40.00% of participants have 2-5 years of experience in Bandung road
construction industry, only 13,33 % have worked here more than years. Moreover 53.33% of the respondents of the
questioners are from the consultants and 46.67% are the contractor companies.

The results and processing of each data will be analyzed descriptively and will be displayed using tables to make
it easier for readers to understand and answer the objectives of this study. The analysis of this study is divided into two,

Impact Factor (JCC): 8.1092 NAAS Rating: 4.15

Analysis of the Implementing Green Road Construction: Progress 43
and Barriers (Study of West Java – Indonesia)

namely the first descriptive analysis conducted to determine the application of the greenroad construction, the second is
analysis using the Delphi method which is carried out to determine the barriers in the application of greenroad
construction. In this research the criteria for applying green construction are grouped into 5 criteria that refer to the
Indonesian green road guidelines issued by the government. From the results of the survey obtained, the data originating
from the questionnaire were then processed by calculating the average and standard deviation. The results of the analysis
for the criteria of implementation of green road construction which is consist in the 5 groups of green road construction
implementation criteria in the following table.

Table 4: Criteria of Green Construction Implementation

Stand. Level of
Criteria Mean
Dev Implementation
Environmental awareness training 4,20 0,86
Implementation of flood mitigation from the
3,67 0,82
environment
Reduction of air / dust pollution during construction /
3,33 0,49
post-construction
Environmental management system certificate and
4,13 0,64
application implementation of innovation work Implemented
Greening 3,60 0,63
Protection and avoidance of habitat loss 3,67 0,62
Provision of road drainage systems 3,60 0,63
Road lighting restrictions 4,07 0,59
Noise reduction 3,80 0,68
Environment and Water 3,79 1,87
Arrangement of road ornaments and landscapes 4,33 0,62
Provision of stop facilities to enjoy interesting
4,33 0,62
scenery 6
Provision of access and facilities for public transport
4,13 0,64
users
Very
Geometric design and road equipment facilities to
4,33 0,62 Implemented
reduce energy use
Implementation of road safety audits 4,00 0,76
Provision of pedestrian access and facilities 4,27 0,59
Engagement of community participation in planning 3,87 0,64
Provision of access and facilities for cyclists 4,33 0,49
Transportation and Society 4,20 4,97
Planning construction recycling and waste activities
3,93 0,70
from the contractor's office / base camp
Methods of using equipment / fleet for construction
with certain technologies so that emissions can be 3,67 0,72
reduced
Monitoring / recording of water use during
3,67 0,82
construction
Use of construction equipment that meets the
3,33 0,49
emission threshold
Implemented
Reduction of fossil fuel use in the construction /
3,73 0,46
contractor base camp
The coordination of the design and construction team
3,47 0,52
to effective and efficient the time of construction
Contractor has a quality management system
3,60 0,51
certificate (SMM)
Construction quality assurance by the contractor that
the construction product is in accordance with the 3,47 0,52
quality of the auction process

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44 Susanti Djalante

Use of renewable energy and the application of

3,53 0,52
innovation
Prepare documents for investment or "carbon
purchase" activities related to efforts to reduce 3,67 0,62
greenhouse gases or carbon emissions
Construction activities 3,61 2,02
Use of recycled materials on road projects 3,67 0,49
Reuse of chunk material (other than soil) at a local
3,00 0,65
location
Use of local materials. 3,47 0,52
Use of at least 90% of excavated material for local
3,40 0,51
heaps Implemented
Utilization of offload material outside the project
3,47 0,52
location
Street lighting that uses energy saving or renewable
3,53 0,52
energy components
Material and Natural Resources 3,42 0,99
Design 40-year pavement structures for base layers
3,40 0,51
and <40 years for surface layers
The use of cold mixtures for bending hardness 3,40 0,63
Use of porous pavement 3,33 0,49
Design a pavement surface that can reduce noise 3,67 0,49
Design a warm paved mixture 3,47 0,52
Design of pedestrian pavements that maintain Implemented
3,47 0,52
sidewalk function
Use of material made without heating 3,47 0,52
Rigid pedestrian pavement surface design 3,53 0,52
The use of materials made by heating is lower than
3,53 0,52
the standard temperature
Pavement Technology 3,47 1,03
Average 3,70 0,76

From the table above it is known that the implementation of green construction in the Bandung city has been
implemented with an average of 3.70 and a standard deviation of 0.76. It’s mean that green road constructions have been
implemented in road construction in Bandung city. It can be seen from the criteria with the first rank are Transportation
and public criteria, its mean the contractor always considers Transportation and public criteria well, namely by
Arrangement of road ornaments and landscapes, Provision of stop facilities to enjoy interesting scenery, Geometric design
and road equipment facilities to reduce energy use, Provision of pedestrian access and facilities, Provision of access and
facilities for cyclists. Also there are some indicators which is shown moderate value for criteria in implementation of green
road construction such as: Reduction of air / dust pollution during construction / post-construction, Use of construction
equipment that meets the emission threshold, Reuse of chunk material (other than soil) at a local location and Use of
porous pavement. Further, the application of the lowest criteria is the criteria of material and resources. It can be happened
because criteria for material and resources such as Design 40-year pavement structures for base layers and <40 years for
surface layers, The use of cold mixtures for bending hardness and Use of porous pavement is still under average of criteria
for implementation of green road construction.

The next analysis knows the barriers in implementing green road construction. In this study the barriers to the
application of green construction are grouped into 5 barriers which refer to a literature review of sustainable construction
practices and previous research. The analysis carried out through the distribution of obstacle questionnaires using the
Delphi method consists of three stages. From the results of the first round of the Delphi questionnaire, the data are then

Impact Factor (JCC): 8.1092 NAAS Rating: 4.15

Analysis of the Implementing Green Road Construction: Progress 45
and Barriers (Study of West Java – Indonesia)

analyzed descriptively and the results can be seen in the table below:

Table 4: Analysis of Delphi 1 Survey

Criteria Mean Stand.Dev Rating
Lack of socialization about the green road rating system
and green road criteria that have been implemented in 4,20 0,86 High
Indonesia (x1)
There are no institutions that issue certificates for
3,67 0,82 High
environmental friendly material/equipment (x2)
There is still a lack of alternative materials / equipment
and implementation methods in implementing green road 3,33 0,49 Sufficient
construction (x3)
Limited budget due to more expensive costs with the
implementation of green road construction for project 4,13 0,64 High
owners (x4)
Initial investment and expensive maintenance regarding
green road construction technology / equipment for 3,60 0,63 High
contractors (x5)
Financial risk that is felt to be too large for the project
3,67 0,62 High
owner (x6)
Lack of detailed rules regarding the implementation of
3,60 0,63 High
green road construction in Indonesia (x7)
There is no comprehensive guideline in implementing
3,53 0,52 High
green road construction (x8)
Lack of socialization from the government regarding
saving natural resources in the field of road construction 3,80 0,68 High
(x9)
There has been no request / necessity from the government
regarding road construction and maintenance that applies 3,33 0,49 Sufficient
the green road construction concept (x10)
Lack of government experts in the field of green road
3,80 0,68 High
construction (x11)
Lack of contractor's knowledge and experience about
3,60 0,63 High
green road construction (x12)
Lack of consultants‘s knowledge and expertise about green
3,47 0,52 High
road construction (x13)
Lack of training on green road construction (x14) 3,87 0,74 High
Antipathy / Resistance in implementing green road
3,20 0,68 Sufficient
construction (x15)
Lack of awareness about the benefits of green road
3,33 0,72 Sufficient
construction (x16)

From the table above, based on the analysis, it can be seen that variables with a mean above 3.40 are assumed to
have a high influence so that the sixteen constraints related to the application of green road construction obtained twelve
constraints having a high rating as an obstacle in the implementation of green construction, while the four constraints had a
moderate rating. These constraints include: There is still a lack of alternative materials / methods and methods of
implementation in implementing green road construction; there has been no request / necessity from the government
regarding road construction and maintenance that applies the green road construction concept; antipathy in implementing
green road construction and lack of green road construction benefits. After obtaining the first stage of the analysis, the
second phase of the questionnaire is re-arranged, this aims to confirm the rating of these constraints. The questionnaire was
also given to the same respondents as the respondents in the first phase of the survey. The results of the analysis from the
second round survey can be seen in the following table:

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46 Susanti Djalante

Table 5: Barriers in the Implementation of Green Construction

No Barriers
Lack of socialization about the green road rating system and green road criteria that
1
have been implemented in Indonesia
There are no institutions that issue certificates for environmental friendly
2
material/equipment
Limited budget due to more expensive costs with the implementation of green road
3
construction for project owners
Initial investment and expensive maintenance regarding green road construction
4
technology / equipment for contractors
5 Financial risk that is felt to be too large for the project owner
Lack of detailed rules regarding the implementation of green road construction in
6
Indonesia
7 There is no comprehensive guideline in implementing green road construction
Lack of socialization from the government regarding saving natural resources in the
8
field of road construction
9 Lack of government experts in the field of green road construction
10 Lack of contractor's knowledge and experience about green road construction
11 Lack of consultants‘s knowledge and expertise about green road construction
12 Lack of training on green road construction

Table 5 above shown that barriers in the implementation of green road construction has a high rating.
Furthermore, in the Phase III Delphi questionnaire, respondents were asked to confirm the 12 variables selected in the
second phase questionnaire. This confirmation was conducted to validate 12 variables that had been selected in the second
phase questionnaire, whether it was really an obstacle in the implementation of green road construction in the city of
Bandung. The results of data processing in the Phase III Delphi questionnaire obtained data as shown in Figure 2. Based on
Figure 2, 12 of these variables are barriers in the implementation of the green road construction agreed upon by
respondents.

Figure 2: Result of Stage III Delphi Questionnaire

From the Delphi analysis, 12 variables were found to be barriers in implementing green road construction. To get
the influence relationship between the 12 variables, the Interpretative Structural Modeling method is used. Contextual
relationships between obstacles are arranged in a single structured interaction matrix or Structural Self Interaction Matrix

Impact Factor (JCC): 8.1092 NAAS Rating: 4.15

Analysis of the Implementing Green Road Construction: Progress 47
and Barriers (Study of West Java – Indonesia)

(SSIM). Based on the results of the Interpretative Structural Modeling analysis, there are 5 levels of resistance. Figure 3
shows that level 5, namely Initial investment and expensive maintenance regarding green road construction technology /
equipment for contractors is the main barriers

Lack of detailed rules There is no Lack of contractor's Lack of

regarding the comprehensive knowledge and consultants‘s
implementation of guideline in experience about knowledge and
Level I green road
implementing green green road expertise about
construction in
road construction construction green road
Indonesia
construction

Lack of socialization from the Lack of training on

government regarding saving green road
Level II
natural resources in the field of construction
road construction

Lack of government experts in the

Level III field of green road construction

Lack of socialization There are no Limited budget due to Financial risk

about the green road institutions that issue more expensive costs that is felt to
Level IV rating system and certificates for with the be too large for
green road criteria environmental friendly implementation of the project
that have been material/ equipment green road owner
implemented in construction for
Indonesia project owners

Initial investment and expensive maintenance

Level V regarding green road construction technology /
equipment for contractors

Figure 3: Model Structural of Constraints in the Implementation of Green Road Construction

From figure 3 above known that Initial investment and expensive maintenance regarding green road construction
technology / equipment for contractors is main barriers which is included in the dimensions of financial criteria. So did
other indicator such as Limited budget due to more expensive costs with the implementation of green road construction for
project owners and Financial risk that is felt to be too large for the project owner which is included in the dimensions of
financial criteria are barriers in the second level in implementation of green road construction. For those conditions, it
needed cooperation between government, consultant and contractors also owner as stakeholder in implementation green
road construction, especially for financial criteria. The effort that can be made to prepare funds that can support the initial
investment and maintenance related to technology / green road construction equipment for contractors as one of indicator
financial criteria.

5. CONCLUSIONS AND SUGGESTIONS

Conclusions

Based on data collection and processing that has been done; conclusions can be taken, among others:

• The application of green construction in the Bandung city especially in Jalan Ir. H. Djuanda has been applied with
an average value of 3.70. Even so, there are still many green construction sub-criteria that are still lacking
implemented by contractors in Bandung city.

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48 Susanti Djalante

• Initial investment and expensive maintenance regarding green road construction technology / equipment for
contractors as one of indicator from financial criteria is the main barriers in implementation of green road
construction.

Suggestions

Based on the conclusions above, the authors have some useful suggestions in implementing green construction on
construction projects in the Bandung city in the future, namely:

• Give more attention to the application of green construction in a construction project and also needs to do a
strategic analysis to overcome the barriers to the implementation of green road construction by involving the
parties involved in a road construction project.

• Reducing the barriers that occur in implementing green construction so that contractors can increasingly apply the
green road construction criteria and minimize the environmental impacts that occur due to the project being
carried out. One of way is prepare funds that can support the initial investment and maintenance related to
technology / green road construction equipment for contractors.

REFERENCES

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