International Journal of Computer Information Systems and Industrial Management Applications.

ISSN 2150-7988 Volume 13 (2021) pp. 209-221

© MIR Labs, www.mirlabs.net/ijcisim/index.html

Received: 24 Jan 2021; Accepted: 10 June, 2021; Published: 12 August, 2021

Perceptions towards sustainable

transportation and recommendations: A survey
case study in Jakarta, Indonesia
Chien-Sing Lee1, Natanael Karjanto2, David E. Drew3, Aditya Mandala Halim1
1
Department of Computing and Information Systems,
School of Engineering and Technology, Sunway University, Malaysia.
chiensingl@sunway.edu.my, adityamandala7@gmail.com

2 Department of Mathematics, University College, Sungkyunkwan University,

Natural Science Campus, 2066 Seobu-ro, Suwon 16419, Jangan-gu, Gyeonggi-do, Republic of Korea.
natanael@skku.edu
3 Graduate School of Education, Claremont Graduate University,

150 East 10th Street, Claremont, CA 91711, United States of America.

david.drew@cgu.edu

Abstract. The United Nations’ Sustainable Development Goals

(SDG) are holistic in encompassing every aspect, which contributes Keywords: Sustainable Development Goals (SDG), travel demand
towards better quality of life. Indonesia is an emerging and middle- management, agile co-evolving business-market model, survey, in-
income economy. Hence, the goals of this study are first, to review terlinked ecosystems, Indonesia
and compare sustainable transportation initiatives in some Western
countries, some Eastern countries, and in Indonesia; and second, to
investigate respondents’ perceptions towards these sustainable trans- I. Introduction
portation development initiatives, within the wider context of trans-
portation demand management. The comparative findings indicate Sustainable transportation is an effort to create a positive im-
that there is much similarity between developed countries and mid- pact towards society, the environment, and the climate. The
dle higher-income economies, though strategies are adapted to the transportation referred to here often encompasses land, water,
respective countries’ context, and needs. Survey findings on 201 re- air transport, and correspondingly, the source of energy, and
spondents in Jakarta indicate that most of the sustainable transporta-
tion initiatives are relevant to and positively perceived by the re-
transportation infrastructure. The recent trends include inte-
spondents. Findings also highlight the importance of prioritizing grating policies and strategies to ease and improve rural-urban
public transportation, linking ecosystems to other ecosystems, and mobility. Examples of factors relevant to short-term and long-
real-time smart information recommendation. We conclude that in term planning are road infrastructure, pricing mechanisms,
view of the pandemic, there is a greater need to adapt to the respec- vehicle access restrictions, government funding, and financial
tive country’s current contexts to create new business models in ser- incentives [1].
vices and products, as the business model and market co-evolve such
as in Society 5.0. This would extend transportation management to
With the development of inter-linked ecosystems, the
travel management and link SDG 3 (health and well-being), SDG9 United Nations Economic and Social Commission for Asia
(industry, innovation, and infrastructure, SDG11 (smart cities and and the Pacific’s [2] Transport Division in its Brundtland Re-
smart communities, SDG 13 (climate action), SDG17 (partnership port [3] suggests that development must be planned for long-
for the goals), and enable further studies of design and diverse types term sustainability, based on three pillars: economic, social,
of anthropologies. Only further research can determine the degree to and environmental.
which these case study findings can be generalized. Such interlinked ecosystems have been predicted by Porter
[4] in his Diamond model, and many researchers are con-
cerned with globalization and business model transformations.
Similarly, Holloway and Sebastiao [5] suggest that contrary
to common business models, which often match firm re-
sources and capabilities to the current market conditions, we

MIR Labs, USA

210 Lee et al.

should encourage business model innovation. Consequently, [10]) and Indonesia’s policies are focusing on reforming reg-
market hypotheses need to co-evolve, based on individual and ulations. As such, Indonesia still holds many opportunities for
collective interests. The alignment of such interests to exper- the development of sustainable transportation systems.
imental and iterative effectuation of strategic visions and new The efficiency and capacity of transport infrastructure are
business models would encourage an agile yet enterprising two of the biggest challenges in Indonesia. With roughly
market. With changes in markets and players, co-evolution 1,700 ports and 230 airports, there is still poor connectivity,
will take on different epistemologies and anthropologies. with land infrastructure. This results in expensive shipping of
Correspondingly, Malaysia’s transport policy 2019-2030 [6], goods to other cities (UNCTAD, [11]). In addition, according
has considered the following future trends: to Leung [12], Indonesia has the highest energy demand for
• Trend 1: Increasingly aging population fuel with an average rate of about 4.5% per year. Insufficient
• Trend 2: Rapid urbanization infrastructure, and lack of connection to the market will con-
• Trend 3: Technological advances (digitization and real- sequently affect economic growth, living standards, and in-
time information) crease inequalities across the archipelago.
• Trend 4: E-commerce market expansion Policies and strategies from other countries would provide
• Trend 5: Increasing shift towards environmentally sustain- the best reference for improvement. Our objectives are to:
able transport a) review websites of and literature on four European coun-
• Trend 6: Shift towards bigger vessels, consolidation, and tries and three Asian countries’ policies and strategies to-
containerization wards sustainable transportation to identify similarities
• Trend 7: Increasing passenger travel and impact of low- and differences,
cost carriers b) assess the feasibility of these strategies based on four pro-
• Trend 8: Development and proliferation of new technol- ject management knowledge areas and based on a sample
ogy. group of Indonesian respondents’ perceptions towards
Corresponding policy development has aimed to: these strategies.
• strengthen governance to create a conducive environment Correspondingly, our research questions are:
for the development of the transport sector; a) Are there similarities and differences among sustainable
• optimize, build and maintain the use of transport infra- transportation policies and strategies reviewed?
structure, services, and networks to maximize/optimize ef- b) Which policies and strategies are feasible based on a)
ficiency; and which project management knowledge areas do these
• enhance safety, integration, connectivity, and accessibility policies and strategies fall into?
for seamless interconnected travel; c) How do a sample group of respondents in Indonesia per-
• advance towards green transport ecosystem and ceive the suggested strategies?
• expand and promote internationalization of transport ser- d) What are possible strategies to look into further?
vices.
II. Methodology
A. Objective
The research was carried out based on a literature survey, fol-
lowed by a questionnaire survey. For the literature review, the
The United Nations’ Sustainable Development Goals (SDGs)
countries compared were selected based on a Google search
[7] include every aspect which contributes towards quality of
using the keywords sustainable transportation. They were
life. For instance, for sustainable transportation, interlinked
compared in terms of research questions a) and b). These re-
goals are affordable and clean energy (SDG7), climate action views subsequently formulated the questions for a survey.
(SGD13), industry, innovation, and infrastructure (SDG9), The survey aimed to determine respondents’ perception to-
smart cities and smart communities (SDG11) and partnership wards the current implementation of sustainable transporta-
for the goals (SDG17). tion in Indonesia, as well as their perception towards possible
Motivated by the Atlanta Beltline Project [8], United Na- implementation of sustainable transportation initiatives iden-
tions’ Sustainable Development Goals, and more recently, tified from the literature reviewed, hitherto not implemented
Kennedy-Cuomo’s [9] observations that the lack of unified yet.
planning is the most crucial to the development of efficient Data on respondents’ perceptions were collected via a sur-
urban transport, this exploratory study aimed to investigate vey with multiple-choice questions (Appendix A). All ques-
policies and strategies of some Western and Eastern countries tions adopted the five-item Likert scale, except for question 8,
with regards to sustainable transportation and subsequently, on awareness, where a three-item Likert scale was adopted.
to recommend policies and strategies to improve sustainable We focused on the following sustainable transportation
transportation initiatives in Indonesia. categories: factors/concerns when traveling, usefulness, ef-
Indonesia is chosen for this study as this study is extended fectiveness, awareness of future initiatives, and agreement.
from a capstone project and the fourth author (the capstone Table 1 presents the categories, question numbers, and num-
student) was in Indonesia for the data collection and analysis ber of items in each category.
parts of the study. Furthermore, Indonesia is ranked 63rd in Table 1. Distribution of survey questions
Category Question number(s) Number of items
the Logistics Performance Index in 2016 (The World Bank, Factors 4 7
Awareness 7 11
Usefulness 8 11
Effectiveness 9 15
Agreement 9 14
Perceptions towards sustainable transportation and recommendations 211

is transportation demand management (TDM), better known

This survey was distributed to a random sample online as by its value-add component, travel demand management.
the study was carried out during the conditional movement TDM aims to increase the number of occupancies per vehicle
control order arising from the COVID-19 pandemic. The while providing diverse mobility options and without increas-
sample respondents were 201 residents in Jakarta. ing cost to people or adding new roads [14, 15].
A quantitative approach was chosen as it would enable Sections A and B answer Objective 1, i.e., to investigate
data-driven analyses and recommendations in the future. We similarities and differences among four European countries
utilized descriptive/inferential statistics and correlation anal- and three Asian countries’ policies and strategies towards
ysis to analyze the data. Correlation analysis was chosen to sustainable transportation, respectively.
determine the strength of relationships between independent
variables and dependent variables. Further analysis involved A. Sustainable transportation strategies in European coun-
statistical significance and effect size. tries
Due to the small sample size of 201, the findings from this
study cannot be generalized. We would need larger sample Table 2a presents the approach and policies and Table 2b lists
sizes across different demographics for any inference to be the strategies in four European countries. Though each of
conclusive and recommendable in line with Glaser and these countries has a different approach, they adhere to the
Strauss’s [13] grounded theory. same framework, i.e., the EU standard framework. The
framework [16, 17, 18] improves mobility and competitive-
III. Related work ness.

Sustainable transportation covers a broad area of research and

involves diverse stakeholders. One of the key considerations
Table 2a. Sustainable transportation approach and policies in four European countries
Country Germany Scotland Sweden The Netherlands
Strategy
Government ap- Create a multi-modal trans- Develop a travel-wise program to Develop health and safe transpor- Preserve the environ-
proach towards portation system and create inform the public (reviews/infor- tation with public education e.g., ment and protect nature
sustainable least-cost planning e.g., road mation) to choose to use a pedes- a zero-safety plan (separation of to increase economic
transportation pricing and public transporta- trian or bicycle and whether/when vehicle class during traffic hours), growth.
tion cost. to use transit effectively. in-vehicle protection.
Government Create an emission standard Develop car clubs, which offer Develop truck movement regula- Develop a mixed-use
policies to sus- for vehicles and promote al- city residents part-time access to tions in high traffic areas, reduce policy to limit stand-
tainable trans- ternative fuels for vehicles. a car without the cost of full-time the emission of truck pollutants. alone malls and office
portation ownership. buildings.

Table 2b. Sustainable transportation strategies in four European countries

Country Germany Scotland Sweden The Netherlands
Strategy
Integrated Reduce trips. Focus on mixed Coordinate central city and sub-ur- Coordinate land use and trans- Focus on mixed land
land-use and land-use and density to increase ban transportation and land devel- portation re-establishment by use/development and
transportation regional development. Address opment. Prioritize non-motorized creating/locating towns with contiguous access and
develop- the key transport corridors and transport and transit to increase the pedestrian-friendly densities development of transit
ment/man- transit lines and land by using use of public transportation. near transit transportation and transport services.
agement policies and plans to improve maintaining town centers’ cul-
and/restrict greenfield in exist- tural, and social significance.
ing centers.
Needs-centric Develop transit-friendly travel Develop transit-friendly travel with Develop customer-oriented Develop door-to-door
transportation with dedicated bus lanes, great dedicated bus lanes, great transit transit: Survey to know cus- rather than mode-by-
systems transit connection to major des- connection to major destinations, tomers’ preferences to increase mode: all public trans-
tinations, e.g., airports, rail ter- e.g., airports, rail terminals, bicycle transit use and to provide better portation is connected to
minals, bicycle facilities. facilities. information to customers. the bicycle and pedes-
trian lanes.
Transport in- Focus on operations and man- Focus on building a motorway net- Focus on reconstructing Focus on constructing
frastructure agement, e.g., by upgrading work, road bridge to create reliabil- transport facilities e.g., high- highways, railroads,
development road & highway facilities; con- ity in the time taken, reduce traffic ways to reduce traffic conges- road network to connect
and mainte- nection to ports, railways, other at the country’s most active roads to tion and improve rail and all ports and airports in
nance transport networks, and con- ensure efficient transfer of goods. freight transport’s effectiveness major cities.
structing new roads. and efficiency.
Non-motor- Provide non-motorized Support non-motorized transport in- Provide non-motorized Provide non-motorized
ized transpor- transport infrastructure e.g., pe- frastructure e.g., by mapping infor- transport infrastructure e.g., pe- transport infrastructure
tation destrian, bicycle paths, and mation routes, cycle training, and destrian, bicycle paths, and e.g., pedestrian lanes,
transit access to achieve com- cycle loan scheme to encourage transit access to achieve com- bike lanes, bike parking
pact urban development and people to walk, cycle. pact urban development and areas along the side-
growth. growth. walk.
Use of new Develop new technologies e.g., Develop new technologies e.g., In- Develop new technologies e.g., Develop Intelligent
technology Intelligent Transportation Sys- telligent Transportation Systems; Intelligent Transportation Sys- Transportation Systems.
tems (navigation and maps, toll automatic plate recognition. tems (e.g., parking space infor-
systems); alternate fuels for ve- mation); alternate fuels, hybrid,
hicles. alt-fuel buses.
International Journal of Computer Information Systems and Industrial Management Applications.
ISSN 2150-7988 Volume 13 (2021) pp. 209-221
© MIR Labs, www.mirlabs.net/ijcisim/index.html

B. Sustainable transportation strategies in Asian countries

Table 3a presents the approach and policies in five Asian Palliyani and Horng [21], United Nations [22], Kuala Lumpur
countries and Table 3b, their corresponding strategies. These (KL) Municipal Council [23], Shakti Sustainable Energy
are obtained from the respective governments’ and organiza- Foundation [24], Delhi Development Authority [25], Soegi-
tion’s websites. They are the Government of Japan [19, 20], joko and Horthy [26], and Leung [12].

Table 3a. Implementation of approach and policies in five Asian countries

Countries/ Japan Singapore Malaysia India Indonesia
Strategy
Government “Eco- commuting” (Foun- Pragmatic approach to Travel Demand Manage- Huge investment in pub- Promote public
approach to- dation, 2020) approach to preserving equity be- ment approach to en- lic transportation to im- transportation ser-
wards sus- encourage a shift from pri- tween generations within courage people to shift prove the quality of life vices and revitalize
tainable trans- vate vehicle to public development. from private vehicle, to in cities. intermodal transport
portation transport, bicycle, walk. public transportation. system.
Government Provide funding for inno- Focus on travel demand Encourage the utilization Implement fuel effi- Reform regulations
policies vation, and engagement management by control- of biofuel and reduce ciency as standard policy including transpar-
with the private sector. ling growth of motoriza- fuel subsidies, adjust car and promote electric ve- ent law, simplify li-
tion, and road pricing. parking charges, and pri- hicles. Taxation for vehi- cense procedures
vate vehicle tax. cles. and fuel subsidies.

Table 3b. Implementation of strategies in five Asian countries

Countries/ Japan Singapore Malaysia India Indonesia
Strategy
Integrated Develop a compact town Decentralize population Mixed urban and sub-ur- Reduce traffic conges- Develop urban
land-use and connected to the entire re- by constructing residen- ban choice of transporta- tion via mix-use, dense transportation by
transportation gion. Coordinate with ur- tial blocks away from tion and land develop- regional development es- improving mobility
management ban planning to revitalize central business districts ment, prioritized vehicle pecially key transport for goods transfer
and rehabilitate. connected by transits. movement. corridors, transit lines. and land use.
Needs-centric Create minimal environ- Create convenience by Transit-friendly policies Road pricing and rapid Integrated public
transportation mental effect - optimize lo- ensuring transits are con- dedicated to rapid transit transit-friendly. transportation sys-
systems gistics, improve conven- nected to walkways via systems connecting to tem connected to
ience, increase bus travel. the park and ride major destinations. major destination
scheme. and recreation areas.
Non-motor- “Machinori” (Foundation, Cycling track connected Pedestrian lanes and bi- Bicycle sharing system Traditional non-mo-
ized transpor- 2020) program - walkable to every public transport cycle transport system. connected to public torized transporta-
tation town development with and pedestrian lane. transportation. tion e.g., becak, an-
bike rental/sharing system dong, while bicycle
from any port. track, greenways are
under development.
Use of new Develop high-speed train, Develop green vehicles Produce biofuel from Develop electric car and Support new tech-
technology electric vehicles, Intelligent e.g., electric vehicles, palm oil, Intelligent biofuel, implement an nologies, e.g., MRT
Transportation Systems petrol-electric hybrid, Transportation Systems, Intelligent Transporta- and develop biofuel
(Vehicle Information sys- and bio-fuel. Implement and development of elec- tion System to ensure ef- energy.
tem, communication/real- Intelligent Transporta- tric vehicles. ficient traffic flow.
time traffic information, in- tion Systems (ITS) e.g.,
tegrated traffic control sys- real-time traffic infor-
tems). mation, operation control
center.

Section C answers Objective 2, i.e., which policies and Table 4 compares the similarities and differences between
strategies are feasible and which project management other countries and Indonesia’s policies and strategies. We as-
knowledge areas do these policies and strategies fall into? sess the feasibility of adopting/adapting these policies and
strategies based on Project Management Knowledge Areas
C. Comparisons, suggestions, and project management [27].
knowledge area foci

Table 4. Project Management knowledge areas and feasibility of adopting/adapting

Knowledge Implementation in other countries Implementation in Indonesia (Tjahjati, Feasibility of implementation in Indonesia
Areas 2020)
MIR Labs, USA
Perceptions towards sustainable transportation and recommendations 213

Project Inte- o Integrated various transportation, and o Indonesian cities mostly rely on the o increase interconnection among various core
gration Man- infrastructure modes along with para-transit transportations (angkot, places and remote areas to accommodate high
agement transit-oriented development. Metromini bus, bajaj). demand and ensure efficiency
o Implemented transit-friendly policies o Indonesia implemented strategies to o create a Metropolitan Transport Authority
dedicated to rapid transit systems, develop urban transport focused on (MTA) to facilitate decision-making among
which connect major destinations, improving the interaction between various local administrative bodies in integra-
e.g., BRT, MRT, LRT. mobility (public transport and trans- tion planning and synchronization of public
fer goods) and land use. transport modes (Farda & Lubis, 2018) [28]

Project Scope o Japan created a walkable town devel- o Indonesia focuses on developing the o develop bicycle tracks and parking, pedestrian
Management opment and a “Machinori” program footbridges, sidewalks, and cross- lanes and crosswalks, to complement key ele-
providing a rental bike and sharing walks to ensure road users’ safety. ments of sustainable transportation systems.
cycle system. o traffic restrictions to regulate the movement of
personally-owned vehicles.
Project Cost o ITS in European countries enabled o ITS in Indonesia: o consider allocating investment in the improve-
Management real-time traffic information in smart - GPS on taxi and bus. ment of ITS systems such as real-time traffic
navigation-map, bus departure and arri- - Toll card transaction machine. information to enable road users to know
val information, smart parking, e-toll. - Navigation and map. which route is best at any time.
Project Qual- o European countries implemented the o develop transport infrastructure e.g. o the Indonesian government needs to reform
ity Manage- EU standard framework such as: toll, road bridge, new airport and their programs and regulations to attract
ment - Emissions standards for CO2 in all ports, roadways to increase economic more private sector investments.
transport modes activities to connect all inter-island o Adapting regulations and frameworks e.g.,:
- Production of biofuels transportation. - Emission Standard policy
- Standards guidelines for refueling o reforming regulations including legal - Electric car vehicle regulation
infrastructure transparency in law, simplification of - Higher private vehicle tax
o Development of infrastructure licensing procedures, fuel subsidies - Transport Demand Management

In Section IV, we discuss findings from the survey on re- Gender Total
spondents’ perceptions towards the suggested sustainable Working Student Unemployed Others
N 94 95 8 4 201
transportation initiatives in Section III (macro-micro policies
B. Analysis (descriptive statistics)
and strategies in Western countries and Eastern countries).
This section answers Objective 3.
1) Satisfaction towards current public transportation
IV. Findings and discussions The key dependent variable in our research (Survey question
#3) “What do you think about our current public transporta-
We first present results based on descriptive statistics and tion?” The frequency distribution for this variable is as fol-
then inferential statistics and subsequently, the discussion. lows and reflects a Gaussian distribution:
A. Demographics Very Dissatisfied 24 11.9%
Dissatisfied 72 35.8%
1) Respondents’ gender Neutral 44 21.9%
Satisfied 50 24.9%
Very Satisfied 11 5.5%
There were 201 respondents; 89 (44.3%) were female and 112
(55.7%) male. The ratio is close to the population ratio.
2) Factors for not using public transportation
2) Respondents’ age
Next, we predicted this variable as the dependent variable in
a regression where the independent variables were the factors
The respondents were of six age categories: under 18, 18 – 24,
listed for choosing not to use public transportation. Seven
25 -34, 35-54 and 55 – 64. The majority of respondents were
factors were considered with regards to whether to use public
in the age group of 18 - 24 (55.7%) and 25 – 34 (23.9%).
transportation. These were distance, time taken, length of the
Percentage of respondents in the under 18, 35 – 44, 45 – 54
journey, weather, the lack of route information, and choice of
and 55 – 64 age groups were 0.8%, 9.5%, 8% and 2.5%
transportation modes (bus, taxi, ojek, angkot, etc.)
respectively. The distribution of respondents leans towards
This is supported by Figure 1 and Table 6, which indicate
the younger generation. The breakdown is presented in Table
that distance, time taken, safety, weather, and length of
5a.
journey are the most important factors. However, the
Table 5a. Breakdown of age distribution differences in mean and standard deviation, are not
Age group Total substantial.
<18 18-24 25-34 35-44 45-54 55-64 As such, we investigate deeper into the type of preferred
N 5 112 48 19 16 1 201 transportation. We used a simultaneous regression algorithm.
Only one factor was statistically significant: length of journey,
3) Respondents’ occupation with a beta of -.255 and a sig t of .014. The R squared was .109.
Due to the low R squared statistic, a correlation analysis
A majority of respondents were working adults (46.8%) and was further carried out. Subsequent correlation analysis
students (44.3%). Another 7% of respondents were (Table 12) indicates a moderate correlation between i) length
unemployed and 2% others. The breakdown is in Table 5b. of journey and time taken, and ii) length of journey and safety.
This implies a possible tradeoff among the three factors,
Table 5b. Breakdown of occupation distribution
214 Lee et al.

possibly, of equal weight, based on correlational strength of

0.642 and 0.559 respectively. This also implies persuasion
and incentives may encourage acceptance and more extensive
use of sustainable transportation.
Number of respondents

Figure 1. Factors for not using public transportation

Table 6. Mean value and standard deviation for factors affecting the work (93 respondents). Another half of the respondents,
avoidance of public transportation however, utilize different types of transporation. The bus
Factors Mean Mean Standard
Rank deviation and car are the two most popular types of transportation.
Time taken 4.21 1 0.89
Since the percentage of preferences for this survey is almost
equal, we investigate further about their opinion on the
Safety 4.20 2 0.99
current transportation system.
Weather 4.11 3 1.02
Length of journey 4.10 4 0.91 4) Respondents’ satisfaction about current
Choice of transportation 4.00 5 1.06 transportation
Distance 3.95 6 1.03
The respondents’ opinion about the current transportation
Lack of routes information 3.90 7 1.13
were assessed based on a Likert scale of 1 to 5 where 1 is
very dissatisfied, 2 less satisfied, 3 moderately satisfied, 4
3) Transportation that respondents use for respective satisfied, 5 very satisfied. Figure 3 shows that a total of 47.7%
destinations were very dissatisfied and less satisfied, 21.9% moderately
satisfied and a total of 30.4% were satisfied and very
The transportation that respondents use were train, bus, mo- satisfied. This may be due to Indonesia being a developing
tortcycle, car, taxi/grab, and walking. Figure 2 illustrates country and many initiatives being recently introduced.
that most respondents drive to go shopping (99 The mean value is 2.76 with a standard deviation of 1.12.
respondents), for other activities (99 respondents), and to
Number of respondents

Percentage

Destinations Satisfaction level

Figure 2. Types of transportation and destinations Figure 3. Respondents’ satisfaction towards the current transportation system

5) Respondents’ awareness of government’s sustainable assessed according to three levels of awareness: not aware,
transportation initiatives partially aware, fully aware. Figure 4 presents the 11
transportation developments in Indonesia along with
Hence, it makes sense to investigate respondents’ awareness respondents’ level of awareness.
of transportation developments in Indonesia. This was

Factors
International Journal of Computer Information Systems and Industrial Management Applications.
ISSN 2150-7988 Volume 13 (2021) pp. 209-221
© MIR Labs, www.mirlabs.net/ijcisim/index.html
Number of respondents

Proposed/initiated developments

Figure 4. Respondents’ awareness towards transportation developments in Indonesia

A majority of the respondents were aware of four develop- Bicycle sharing system 2.07 10 0.83
ments: E-toll machine, crosswalk, sidewalk, and footbridge Biofuel energy development 2.00 11 0.83
(Table 7). All respondents were partially aware (above 50%)
of other developments. This indicates that the communication
between the government and the public is positive. The higher
percentage for e-toll may be due to the higher percentage of 6) Usefulness of transportation initiatives
respondents who are working.
The usefulness of the current public transportation was as-
sessed based on five levels: 1 not useful at all, 2 less useful, 3
Table 7. Respondents’ awareness towards transportation de- average, 4 useful, 5 very useful. Figures 5a, 5b present the
velopments in Indonesia respondents’ opinion towards the usefulness of the 11 current
Initiatives Mean Mean Standard sustainable transportation initiatives in Indonesia.
rank deviation From Figure 5a), a majority of the respondents think that
E-toll machine 2.74 1 0.54
Indonesia’s sustainable public transportation development is
Crosswalk 2.51 2 0.69 useful. Among these, 97 respondents regarded sidewalk as
Sidewalk 2.50 3 0.68 useful, followed by 92 for e-toll, followed by 90 for crosswalk,
and 76 for footbridge.
Footbridge 2.39 4 0.74
For those who take public transportation, Figure 5b shows
Navigation on taxi and bus 2.25 5 0.77 that 88 respondents think the developments on navigation on
Development of new toll 2.24 6 0.75 taxi and bus are useful. For those who drive, the development
Cutting the fuel subsidies 2.15 7 0.74 of new tolls (86 respondents) is most welcomed, followed by
The integration of transit system 2.13 8 0.80
the integration of transit system (Transjakarta, MRT station)
(83), and cutting the fuel subsidies (73).
Electric vehicles 2.12 9 0.78
Number of respondents

Proposed/initiated developments

Figure 5a. Perceived usefulness towards sustainable transportation system Figure 5b. Perceived usefulness towards sustainable transportation system
MIR Labs, USA
216 Lee et al.

Accessibility to major destination (86) 4.05 3 0.98

Table 8 presents the mean value and standard deviation for More bus routes (96) 4.02 4 0.99
perceived usefulness towards sustainable transportation Cheaper fare (79) 4.01 5 1.04
systems. Collaboration with different transport 4.01 5 0.98
services (87)
Table 8. Mean value and standard deviation for perceived usefulness
Pedestrian lane (84) 3.98 7 0.97
towards sustainable transportation system
Initiatives Mean Mean Standard More bus services (81) 3.96 8 0.95
rank deviation The frequency of bus and rail services (94) 3.94 9 0.98
Sidewalk 4.26 1 0.92
Production in bio-fuel energy (86) 3.89 10 1.00
Footbridge 4.22 2 0.97
Cycle lane (80) 3.85 11 1.03
Crosswalk 4.20 3 1.03
More bicycle parking (76) 3.82 12 1.08
E-toll machine 4.12 4 0.84
Cut the fuel subsidies (90) 3.71 13 1.03
Navigation on taxi, bus 3.77 5 0.98
Car sharing system (63) 3.71 13 1.17
Development of new toll 3.77 5 1.06
High parking fees (69) 3.43 15 1.23
Integration of transit system 3.71 7 1.10
Cutting the fuel subsidies 3.58 8 1.12 8) Agree or disagree with the sustainability initiatives
Bicycle sharing system 3.57 9 1.09
Electric vehicle 3.56 10 1.14 Respondents were asked to indicate to what extent they agree
Bio-fuel energy development 3.54 11 1.1 or disagree with the above-mentioned 15 initiatives. They
were given a choice of strongly disagree, disagree, neutral,
agree, or strongly agree. The top three factors are similar.
7) Perceived effectiveness towards the sustainable However, the frequency of bus and rail services, and
initiatives collaboration with different transport are ranked higher on
average than more bus routes and more bus services in Table
The initiatives investigated were divided into 15 10. This implies that respondents would prefer to optimize
developments, i.e., car sharing systems, cycle lanes, more bus and extend initiatives, that would meet less resistance, with
better and faster return on investments.

routes, more bicycle parking, cheaper fare, pedestrian lane, Table 10. Mean value and standard deviation for degree of agreement to-
high parking fees, more bus services, the frequency of bus and wards the sustainable initiatives
rail services, cut the fuel subsidies cost, accessibility to major Initiatives Mean Mean Std.
rank dev.
destination, collaboration with different transport and Best route information (93) 4.20 1 0.97
services, best route information, real-time information (bus Real-time information (87) 4.19 2 0.96
departure), and production in biofuel energy. These were Accessibility to major destination 4.19 2 0.94
assessed on a Likert scale of 1 to 5 with 1 being not effective, (89)
2 slightly effective, 3 neutral, 4 effective, 5 very effective. The frequency of bus and rail 4.17 4 0.95
services (86)
The overall mean values and standard deviation for per- Collaboration with different transport 4.14 5 1.00
ceived effectiveness towards these initiatives are presented in services (87)
Table 9. The numbers in brackets indicate the number of those More bus routes (95) 4.11 6 0.93
who rated 5. Real-time information, best route information, More bus services (84) 4.10 7 0.98
and accessibility to major destinations are the top three factors Cheaper fare (81) 4.05 8 1.04
Pedestrian lane (88) 4.05 8 1.02
rated in perceived effectiveness.
Cycle lane (92) 4.00 10 0.95
This implies that the introduction of artificial intelligence Production in bio-fuel energy (78) 3.99 11 1.02
towards accuracy and optimality into the transportation sys- More bicycle parking (83) 3.93 12 0.99
tem would be highly desirable, consistent with Kennedy- Car sharing system (72) 3.88 13 1.14
Cuomo’s suggestions for Intelligent Transportation Infor- High parking fees (61) 3.67 14 1.18
mation Systems (ITIS), where networks of data are collected,
and experts, as well as algorithms, can quickly evaluate traffic Figure 6 presents the breakdown for the key positively agreed
patterns, in order to optimize and alleviate traffic congestion initiatives.
and enhance road safety. Findings also indicate that the per-
ceived effectiveness of more bus services depends on the
number of routes and reduction of fares.
Number of respondents

Table 9. Mean value and standard deviation for perceived effectiveness

towards sustainable initiatives
Initiatives Mean Mean Std
rank dev.
Real-time information (85) 4.15 1 0.91
Best route information (98) 4.06 2 0.96
ber of respondents
Perceptions towards sustainable transportation and recommendations 217

Awareness development of new toll – 0.689 4

Distance
Time taken - length of journey 0.642 5
Length of journey - time taken 0.642 5
Weather - time taken 0.624 7
Lack of route information - Safety 0.622 8
Distance - time taken 0.603 9
Choice of transportation - time taken 0.596 10
Proposed/initiated developments Time taken – Choice of transportation 0.596 10
Figure 6. Degree of agreement or disagreement Safety – Choice of transportation 0.571 12
towards sustainable initiatives Safety - length of journey 0.559 13
Awareness navigation on bus - Aware- 0.523 14
To confirm the above findings we analyze the correlation ness integration of transit system
Awareness of sidewalk - Awareness of 0.515 15
strength using Pearson correlation. The findings are presented E-toll machine
in the next subsection. Awareness of e-toll machine - Aware- 0.515 15
ness of Sidewalk
C. Correlation analysis Length of journey – Choice of trans- 0.509 17
portation
Distance -Choice of transportation 0.499 18
Pearson correlation is most fittingly used to analyze the rela- Weather – Choice of transportation 0.476 19
tionship between two variables which are interval scaled [29]. Awareness of footbridge - Awareness 0.451 20
Moreover, correlation coefficients disclose the magnitude and of e-toll machine
the course of relationships which are articulated as a p-value
[30]. This study utilizes Pearson Correlation to test if a signif-
icant correlation exists among factors. According to the ‘Guil-
ford Rule of Thumb’, [31] the strength of the correlation is The choice of transportation is determined by time taken
based on Table 11. at 0.596, safety at 0.571, and in turn, safety in influenced by
length of journey at 0.559. Distance and weather are not as
Table 11. Rule of Thumb of Correlation (adapted from [31]
important as the navigation in the bus-integration with transit
Criteria Interpretation
0.00 – 0.10 Negligible systems and sidewalk (0.523, 0.515) respectively, presuma-
0.10 - 0.39 Weak bly because the respondents accept the trade-off in the length
0.40 – 0.69 Moderate of journey (0.509).
0.70 – 0.89 Strong Another interesting aspect is that although awareness of
0.90 – 1.00 Very Strong navigation in the bus and awareness of cut fuel subsidies are
realistic concerns for most adult frequent travelers (due to en-
The correlation analyses are presented in Table 12 below. vironmental and cost concerns), the correlation strength is
We discuss only those with moderate and above correlation 0.442. This hints at the distribution of data which leans to-
strength. We find that there are actually three main concerns: wards the younger generation as indicated in the de-
awareness of crosswalk-sidewalk-footbridge, which contrib- mographics analysis.
utes greatly to whether respondents will take the train service Hence, initiatives to encourage sustainable transportation
(in blue), factors, which affect choice of transport (in green), development should prioritize the interconnection between
and awareness of the interconnection between the bus/train the non-vehicle and vehicle ecosystems, with higher priority
and pedestrian walkways (the sidewalk), and navigation in the to the non-vehicle ecosystem adapted to first suit the lifestyles
bus, which would provide real-time information (in purple). of the respondents, such as short walking distances (due to hot
Findings indicate that though there is an almost equal dis- humid weather), time, choice (navigation in the bus and inte-
tribution of working people and students, most of the respond- grated transit system), and safety. The other factors are weak
ents are concerned with public transportation. As such, aware- in correlation strength.
ness of crosswalk-sidewalk-footbridge rank the highest in The wish list derived from Tables 9, 10, and the corre-
terms of Pearson correlation, at 0.786 and 0.747 respectively. sponding correlation strength (Table 12) are indicated in Ta-
The new toll is good news due to distance (0.689), time taken- ble 13. These findings suggest that priority may lean towards
length of journey (0.642) and weather (0.624). This is fol- awareness of crosswalk-sidewalk-footbridge, followed by
lowed by the lack of route information and safety at 0.622. choice of transportation and integration-related concerns.
These footbridges and sidewalks (0.406, 0.394 respectively) Thus far, we have identified the significant correlations
are expected to be short in distance. Bolger [32] suggests that and the three categories of factors. The focus on correlations
the maximum walking distance should be 250 m. is due to our interest in correlation as the root in association
rule mining. There are other techniques in association rule
Table 12. Summary of correlation analyses
mining, such as by Lim and Lee [32]. We next look at the
Factors P- correla- Rank
tion statistical significance of demographic factors.
Awareness of crosswalk - Awareness 0.786 1
of sidewalk
Awareness of sidewalk - Awareness of 0.786 1
crosswalk
Awareness of footbridge - Awareness 0.747 3
of sidewalk
218 Lee et al.

Table 13. Respondents’ top wish list based on perceived effectiveness in achieving sustainable goals and key correlations
Initiatives Mean Initiatives Mean Factors Pearson
correlation
Real-time information (85) 4.15 Best route information 4.20
Choice of transportation - time taken 0.596
(93)
Best route information (98) 4.06 Time taken – Choice of transportation 0.596
Real-time information 4.19
(87) Safety – Choice of transportation 0.571
Accessibility to major 4.05
Accessibility to major 4.19 Safety - length of journey 0.559
destination (86)
destination (89) Awareness navigation on bus - Aware- 0.523
More bus routes (96) 4.02
The frequency of bus and 4.17 ness integration of transit system
Cheaper fare (79) 4.01 rail services (86) Awareness of sidewalk - Awareness of 0.515
Collaboration with different 4.01 Collaboration with 4.14 e-toll
transport services (87) different transport services Awareness of e-toll - Awareness of side- 0.515
Pedestrian lane (84) 3.98 (87) walk
More bus services (81) 3.96 More bus routes (95) 4.11
The frequency of bus and rail 3.94 More bus services (84) 4.10
services (94)
Cheaper fare (81) 4.05
Pedestrian lane (88) 4.05
Cycle lane (92) 4.00

D. Statistical significance There is no significant mean difference between occupa-

tion groups across all five categories, except for one factor,
1) Single-factor ANOVA with six different age groups i.e., not using public transportation. Since the p-value corre-
across five categories sponding to the F-statistic of one-way ANOVA is lower than
0.05 for the effectiveness category, it suggests that one or
This subsection covers whether there are significant differ- more factors are significantly different. However, after per-
ences in terms of age groups, with regards to perception to- forming several post-hoc tests, including the Tukey HSD, and
wards sustainable transportation. We calculated the average Scheffe and Bonferroni and Holm multiple comparison tests
score of each category and used one-way ANOVA for each [33], we find no significant mean difference for occupation.
of the five sustainable transportation categories.
Table 16. Single-factor ANOVA with four different occupations across five
Table 15 displays the result. It turns out that there is no categories
significant mean difference between age groups across all five Category Source of SS df MS F p-value
sustainable transportation categories in Table 1. Findings sup- variation
Factors Between 5.625 3 1.875 3.264 0.022*
port that of the correlation analysis. groups
Within 113.153 197 0.574
Table 15. Single-factor ANOVA with six different age groups across five groups
categories Total 118.778 200
Usefulness Between 2.147 3 1.049 2.006 0.114
Category Source of vari- SS df MS F p-value
groups
ation
Within 102.992 197 0.523
Factors Between 4.818 5 0.963 1.649 0.149
groups
groups
Total 106.139 200
Within groups 113.960 195 0.584
Total 118.778 200 Effectiveness Between 3.032 3 1.011 1.710 0.166
groups
Usefulness Between 2.380 5 0.476 0.895 0.486
groups Within 116.429 197 0.591
groups
Within groups 103.759 195 0.532
Total 119. 640 200
Total 106.139 200
Awareness Between 0.164 3 0.054 0.228 0.877
Effective- Between 1.784 5 0.357 0.591 0.707
groups
ness groups
Within 47.211 197 0.240
Within groups 117.676 195 0.603
groups
Total 119.460 200
Total 47.375 200
Awareness Between 1.636 5 0.327 1.395 0.228
Agreement Between 0.686 3 0.229 0.348 0.791
groups
groups
Within groups 45.739 195 0.235
Within 129.626 197 0.658
Total 47.375 200 groups
Agreement Between 1.278 5 0.256 0.386 0.858 Total 130.221 200
groups *significant at α = 0.05
Within groups 128.943 195 0.661
Total 130.221 200
*significant at α = 0.05 3) Correlation and effect size

2) Single-factor ANOVA with four different occupation This subsection covers the correlation between each of the
five sustainable transportation categories among all partici-
across five categories
pants. We calculated the average score for each category. We
observe that the correlation values between two distinct com-
This subsection covers whether there is a significant differ-
ponents across all five categories are positive. All correlation
ence between the occupation groups with regards to sustaina-
values are very significant (p < 0.01).
ble transportation. We calculated the average score of each
However, some of the correlations exhibit a stronger effect
category, then conducted one-way ANOVA for each of five
size than the others. The largest effect size (r = 0.7753) occurs
sustainable transportation categories. Table 16 displays the
between the category “Effectiveness towards sustainable
result.
transportation” and the category “Agreement to the relevancy
Perceptions towards sustainable transportation and recommendations 219

of sustainable transportation”. Two correlations exhibit small accessible or near to the train stations. This helps not only in
effect sizes. The smallest effect size (r = 0.2509) occurs be- terms of sustainability, but also in terms of tourism.
tween the category “Factors for causing not using public Furthermore, multiple transit options with price compari-
transportation” and the category “Usefulness of public trans- sons, are positively accepted by users, across countries.
portation developments”. The second smallest effect size oc- Hence, there is much promise and room for expansion for in-
curs between the same former but different latter categories, telligent interconnected ecosystems.
i.e., “Awareness towards sustainable transportation develop-
ments”. B. Modesplit and safety
The other effect sizes are medium in effect size. Table 17
shows the findings. These findings are also consistent with that of prior literature
as reviewed above and Bachok, Ponrahono, Osman, Jaafar,
Table 17. Correlation and effect size Ibrahim, and Mohamed’s [36] investigation into sustainable
Factors Awareness Usefulness Effectiveness Agreement
Factors 1 0.2687 0.2509 0.4671 0.3929
transport indicators in the Klang Valley, Malaysia. They find
Awareness 1 0.3638 0.3469 0.3940 that for possible indicators, the highest mean value is for “Mode
Usefulness 1 0.5102 0.4454 split: a portion of travel made by walking, cycling, rideshare,
Effectiveness 1 0.7353
Agreement 1 public transit, and telework,” (i.e., diverse options), while the
lowest mean value is for “Excise duty on road transport fuel (pet-
From the perception analyses above, we hope that the find- rol, diesel per 1000 liters).”
ings would better inform governments with regards to urban Many developed countries have linked and connected their
planning especially in terms of prioritizing budgets, due to fi- walkways with public transportation such as bus rapid transit
nancial barriers during and post-pandemic. Further readiness (BRT) stations and many major destinations such as hospital,
surveys would also need to be carried out, in order to develop mall, theme park, to encourage people to drive less, reduce
more needs-based development, as different demographics the traffic congestions, reduce the carbon emission, and pro-
would have different needs and environments. mote public health. An example of walkway development is
Since findings from inferential statistics strongly support Sunway city’s Eco Walk (Sunway Sustainability Report [37].
that of descriptive analyses, in the next section, we present More outstanding global examples are in the Sustainable De-
some suggestions. velopment Solutions Network report [38].
Safety is found to be of equally high importance in both Ja-
V. Comparison karta and the Klang Valley. Hence, more awareness, such as the
provision of real-time information and factors presented in Table
Transport demand management is a concept to encourage 13 need to be considered.
people to shift from the use of a private vehicle to public
transportation. The purpose of transport demand management VI. Suggestions
is to create a variety of transportation options. The results
indicate positive perceptions towards sustainable develop- The following may add value:
ment initiatives. However, facilities will only be replaced due a) In line with Information Science’s Information Commu-
to wear and tear and based on the availability of fund- nications architectural design and development, most evi-
ing/budget. Hence, in the next subsection, we compare our dent in enterprise resource planning, customer relation-
findings with that of other countries to assess the findings ship management systems and supply chains, such as
comparatively and to determine priorities. highlighted by [39], there is a need to rethink the intercon-
nected and nested ecosystems between services, infra-
A. Factors influencing demand for park and ride structure and job creation around travel, work, living ex-
periences, and economic generation; intertwining design
The shift from transportation to travel demand strategy is anthropology with travel anthropology. An example is to
highlighted by park-and-ride as a travel demand strategy. It is link climate action (SDG13) to health and well-being
suggested by Ying and Xiang [14] and then by Rosli, Syed (SDG3), smart cities and smart communities (SDG11),
Adnan, Ismail and Hamsa [15]. Ying and Xiang [14] find that and interconnect with dynamic supply chains (partnership
there are several factors influencing demand, i.e., waiting time, for the goals SDG17). For instance, mobile health and fit-
transfer time, walking distance, and cost of the transit line. ness apps, e.g., Fitbit and Strava, recommend new walk-
Based on their findings, 85% of the travelers are satisfied ing paths based on GPS locations, as well as real-time con-
with 5 minutes of transfer time, and a 500-meter transfer dis- nection with other friends in the same vicinity, and leader
tance. This guideline is useful in planning park-and-ride fa- boards, besides monitoring and display of health data.
cilities, and public transportation systems. Recommendations of community-based and related busi-
In [15]’s review, they find that Atkins [16] and the DETR nesses, such as by Foursquare can easily mushroom.
park and ride acceptance in Brighton, Cambridge, Coventry, b) With the Internet of Things (IoT), analytics on human–
Norwich, Plymouth, Reading, Shrewsbury, and York depends computer interaction derived from the ways people gener-
on cost, convenience, reliability, frequency, difficulty in park- ate, use, and find information holds much promise. Tyagi
ing, and travel time. They also find that among these factors, and Abraham’s [40] survey on IoT problems and chal-
cost and travel time are the most likely to influence more. lenges, has identified several problems, and opportunities.
Lam, Nicholas, and Lo’s [35] findings on Eastern coun- We group them into input, processing, and output. With
tries confirm that cost and time savings are the most important regards to input, in view of the multiple sources of data,
influences. Some developed and higher middle-income coun- data characteristics (such as volume, velocity, heterogene-
tries also plan in such a way that tourist attractions are easily ity), indicate the need to develop new approaches, not only
220 Lee et al.

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Author Biographies

Dr. Chien-Sing Lee was a Fulbright Visiting Prof. David E. Drew holds the Joseph B. Platt
Scholar at Lehigh University and Georgia Chair in the Management of Technology at the
Tech, and was impressed with the then Atlanta Claremont Graduate University in California.
Beltline project. She is currently a Professor He is a Professor of Education whose teaching
with the Department of Computing and Infor- focuses on data analytics and statistics. He is the
mation Systems, Sunway University. She author of 10 books and numerous articles about
comes from an interdisciplinary background reforming both university research and STEM
and was privileged to learn from other disci- education, with a focus on improving access and
plines along her 20+ years of education/com- achievement for marginalized groups.
puting adventure.

Dr. Natanael Karjanto is an Assistant Profes-

sor of Mathematics at Sungkyunkwan Univer- Mr. Aditya Mandala Halim graduated from the
sity, a Samsung-sponsored and the oldest uni- B. (Hons) Information Systems program from
versity in Korea. His research interests include Sunway University, Malaysia. His interests are
Partial Differential Equations, nonlinear wave in enterprise resource planning, APIs and B2G
phenomena, and didactics of mathematics, par- collaboration. He is currently working in the
ticularly at the tertiary level. Currently not industry in Indonesia.
owning a car, he prefers walking, riding a bi-
cycle, and taking public transportations instead
of driving a car or taking a taxi.