isbn 978-602-61467-0-0 · 2020-02-06 · law and jurisdiction tentang hak cipta pasal 72 ketentuan...

ISBN 978-602-61467-0-0

PROCEEDINGS of INDESIGNATION NATION IN DESIGN CULTURE – DESIGN IN NATION’S CULTURE

EDITOR

Andry Masri

Yannes Martinus Pasaribu

Diterbitkan oleh

Aliansi Desainer Produk Industri Indonesia (ADPII)

2 0 1 7

INDESIGNATION 2016 - PROCEEDINGS

ISBN 978-602-61467-0-0

Editorial board

Dr. Andry Masri, M.Sn.

Dr. Yannes Martinus Pasaribu, M.Sn.

Guest editor

Dr. Riama Maslan Sihombing, M.Sn.

Copy editor

Grace Marcelina Pasaribu

(British Council certified English translator)

© 2016 Indonesia Alliance of Industrial Designer, Indonesia

Published by:

Indonesia Alliance of Industrial Designer (ADPII), Indonesia

INDESIGNATION conference is endorsed event by the Indonesia Alliance of Industrial Designer (ADPII). Indonesia

Alliance of Industrial Designer (ADPII) is a non profit body, registered in Ministry of Law and Human Rights of the

Republic of Indonesia, number AHU-0001749.AH.01.07.year 2015.

Technical Support: ADPII (www.adpii.org)

Conference organizing team: PT. Radyatama

http://www.adpii.org/

Publication Guidelines

All the papers submitted for the INDESIGNATION 2016

conference have been reviewed by at least two members of the

Scientific Advisory Board. Authors were asked to submit manuscripts

in electronic version. In some cases the layout of the manuscript has

been redone. The readers are therefore asked to excuse any deficiencies,

which may have arisen, from the above causes. If you have any

difficulty interpreting the text or diagrams, please contact the author

who supplied name and address at the end of the paper.

The publisher and authors state that these proceedings have been

compiled meticulously and to the best of their knowledge, however, the

publisher and authors can in no way guarantee the accuracy or

completeness of the information. The publisher and authors therefore

do not accept any liability for any damage resulting from actions or

decisions based on the information in the question. INDESIGNATION

2016 Secretariat cannot guarantee the accuracy of information provided

by participating authorities. The publisher reserves the right to

combine, delete and change sections, to edit and re-use (parts of) the

proceedings and to distribute the information by any means.

This publication rights is under ADPII. Apart from any fair dealing

for the purpose of private study, research, criticism or review, no part of

this publication may be reproduced, stored in a retrieval system, or

transmitted, in any form or by any means, electronic or mechanical,

photocopying, recording or otherwise, without the written permission

of the publisher.

Abstracting and non-profit use of this material is permitted with a

credit to a source.

Copyright Notice Authors who propose the manuscript for publication can be

processed on INDESIGNATION 2016 Proceeding deemed to have

approved the following:

The Paper submitted to INDESIGNATION 2016 is an original,

unpublished work, and is not under consideration for publication

elsewhere.

The Paper submitted to INDESIGNATION 2016 is subject to peer

and editorial review. The decision of the board of editors whether

to accept or reject any paper is full and final.

The authors can not withdraw manuscripts that has been proposed to be processed to get a response of the board of editors on the

status of manuscripts editor scientific articles (accepted or rejected

for publication).

The publisher is not responsible for plagiarism case over an articles

published in the INDESIGNATION 2016 Proceedings, and it is the

sole responsibility of the authors.

Law and Jurisdiction These Terms and Conditions shall be governed by and construed in

accordance with Indonesia law. All disputes arising from them shall be

submitted to the exclusive jurisdiction of the Indonesia courts.

UNDANG-UNDANG REPUBLIK INDONESIA NOMOR 19 TAHUN 2002 TENTANG HAK CIPTA

Pasal 72 Ketentuan Pidana

Sangsi Pelanggaran

1. Barangsiapa dengan sengaja dan tanpa hak mengumumkan atau memperbanyak suatu Ciptaan atau memberikan izin untuk itu, dipidana dengan pidana penjara paling singkat 1 (satu) bulan dan/ atau denda paling sedikit Rp1.000.000,00 (satu juta rupiah), atau pidana penjara paling lama 7 (tujuh) tahun dan/atau denda paling banyak Rp5.000.000.000,00 (lima miliar rupiah).

2. Barang siapa dengan sengaja menyerahkan, menyiarkan,

memamerkan, mengedarkan, atau menjual kepada umum suatu Ciptaan atau barang hasil pelanggaran Hak Cipta atau Hak Terkait sebagaimana dimaksud pada ayat (1), dipidana dengan pidana penjara paling lama 5 (lima) tahun dan/atau denda paling banyak Rp500.000.000,00 (lima ratus juta rupiah).

ADPII | Aliansi Desainer Produk Industri Indonesia - Indonesian Alliance of Industrial Designers

i | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

PREFACE

Message from

M. Ridwan Kamil, ST, MUD Major of Bandung

Although it is a relatively new phenomenon, Creative Economy has actually lasted for quite some time in Bandung city. The fact that the younger generation dominates the proportion of the population of Bandung (68% of its 2.5 million people is under 40), and that there are more than 50 universities in Bandung, whose best reputation is in the arts, crafts, design, architecture and culture, becomes the biggest indicator of Bandung's strength: its creative human resources.

This creative human resources, which is one of the key elements in the Creative Economy Ecosystem, is also supported by the presence of other elements, namely Creation (karya), both of products and services; Market; and Research & Development, which are all available in Bandung. These factors have contributed to the economic growth and capacity building of the community, as well as providing its own color for the dynamics in Bandung.

The government of Bandung City seeks to accommodate the energy and ideas of its citizens through the spaces of expression and various facilities to support policies, which is the application of the concept of Bandung's development triangle, namely Innovation, Decentralization, and Collaboration. This concept encourages active participation of various elements of citizens and communities. The implementation of INDESIGNATION, initiated by the Alliance of Industrial Product Designers of Indonesia (ADPII), is one of the real manifestations of the initiative. Bandung City Government fully supports and also boasts this international event, which can also strengthen the position of Bandung as the City of World Design in Creative City Network UNESCO.

The consistency of INDESIGNATION, which has been planned to be an annual event, is expected to have a real impact, both for improving the welfare of Bandung residents through various activities and design works, as well as for capacity building of human resources, scientific fields, and professional organizations, which can also enhance its reputation in the field of global Creative Economics.

Bandung, April 30, 2017

M. Ridwan Kamil, ST, MUD


ii | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

Message from

Dr. Dwinita Larasati, MA Chairperson of Creative Economy Committee of Bandung City

The status of Bandung as a City of Design in UNESCO Creative Cities Network (UCCN) that was obtained in December 2015 has posed a challenge for Bandung to reinforce that predicate by verifying that design in particular and a variety of creative capacities in general are a great potential for improving people's welfare.

As a member of UCCN, Bandung City is obliged to fulfil its commitments in the proposal, such as holding international-scale design events, which also integrate with other sub-sectors in creative economy, and are expected to deliver positive impact to designers, lecturers, students, professionals, design production units, and all related stakeholders.

The Creative Economy Committee of Bandung City, a group that was formed to compose and ensure that creative economy programs of Bandung City are implemented according to plan, welcomes the commencement of INDESIGNATION, an initiative by the Alliance of Industrial Product Designers Indonesia (ADPII), which has become one among the many milestones of the existence of design profession in Bandung City, involving all stakeholders within the whole Creative Economy Ecosystem in this city. This event is expected to be held continuously and become a creative network platform for Bandung City and other cities, both at national and international levels.


Dr. Dwinita Larasati, MA


iii | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

Message from

Adhi Nugraha ADPII Chairperson

Design field, emerged briefly after the industrial revolution era, integrates the potentials of

technology with art to improve living quality. Design is a concrete manifestation of intellectual thinking; an act of collaboration between rationality, emotion, and ethic in either subjective or objective ways. It optimizes chances in finding solution that emerges even in limited conditions. Design gives also people a sense of cultural and national identity.

The result of design process is directly in touch with human as a part of society that holds certain values as behaviour guidance. At the same time, culture can be perceived as a series of consensual values acquired from varied factors, approved by the society to perform their activities. While a design work needs to correspondents with society‘s existing values, design will always bring new interpretation that naturally forms new value. A design work is accepted by society if it has corresponding values with existing values.

Thanks to the evolution of technology that has gifted possibilities to materialize human imagination, in order to fulfil human ‗needs, wants, and demands‘. As a result, society will always interact with design. Human is involuntarily surrounded by design as a medium of novel values from the creator.

Considering the wider possibility of acculturation, this conference took a theme ― Nation in Design Culture – Design in Nation‘s Culture‖

The levitated theme was trying to explore various thoughts on how the relationship between design, culture, and national identity viewed from different aspects and fields of design. In what way design can change culture, and correspondingly, in what way a certain culture can bring specific impact to design. How design is accepted by society with particular existing values; and how society form new values as a result of accepting design as a part of their life. Since social values always shift dynamically, then as a part of society, designer needs to be susceptible to the dynamic; for design and culture are always in constant change.

This proceedings is the collection of manuscripts from the conference organized by the Indonesian Alliance of Industrial Designers (ADPII), and hosted by the government of Bandung, held in Bandung, 10 – 11 November 2016. This proceedings provide the thoughts for researchers, academicians, practitioners, as well as industrial professionals from all over the world to present their research results and development activities in the fields of design and culture.

Hopefully this proceedings could provide valuable records of new ideas and application experiences, to develop the future mutual research relations and collaboration among all stakeholders.


Adhi Nugraha, PhD


iv | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

INDESIGNATION 2016 NATION IN DESIGN CULTURE – DESIGN IN NATION’S CULTURE

TABLE OF

CONTENTS

Group 1. Transportation, Culture, and Design

FELIZ- ELECTRIC URBAN BIKE FOR MIDDLE AND HIGH SCHOOL STUDENT WITH UNISEX CONCEPT

Bambang Tristiyono, Andhika Estiyono, Eri Naharani Ustazah, Thomas Ari Kristianto

2

SECURITY BY DESIGN FOR BIKE-SHARING SERVICES AS SUSTAINABLE PUBLIC FACILITY

Irfan Gani Purwanda, Dwinita Larasati, Intan Rizky Mutiaz

7

PERANCANGAN DESAIN GRAFIS BADAN BUS DENGAN ILUSTRASI KEARIFAN LOKAL KHAS INDONESIA

Bus Body Graphic Design with Indonesian Local Wisdom Illustration

Mazaya Muftiya Al Farabi

11

PENGEMBANGAN DESAIN FASILITAS KESELAMATAN WISATA BAHARI PADA PERAHU NELAYAN TRADISIONAL PANGANDARAN

Safety Facility Design Development of Marine Tourism in Pangandaran Traditional Fishing Boat

Edi Setiadi Putra, Aldrian Agusta

14

PENGEMBANGAN DESAIN PRODUK LOW DECK ELECTRIC BUS SEBAGAI TRANSPORTASI PUBLIK UNTUK KOTA METROPOLITAN

Low Floor Electric Bus Product Design Development for Metropolitan City Public Transport

Agus Windharto

18

IDENTIFICATION OF USER EXPERIENCE RESPONSES IN SEQUENTIAL INTERACTION OF A CAR

Slamet Riyadi

23

THIRD GENERATION OF DOCKING BIKE-SHARE IN BANDUNG TOURISM AREA (BANDUNG BIKE-SHARE, WEST JAVA, INDONESIA)

Ratriana Aminy, Anugrah Nurrewa

28

REDEFINING DESIRES, HOPES AND BEHAVIORS FOR THE FUTURE OF SMART URBAN TRANSPORTATION FOR THE CITY OF BANDUNG, CASE STUDY: MICROBUS EV-ITB PROTOTYPE

Freddy Chrisswantra, Yannes Martinus Pasaribu, Adhi Nugraha

33


v | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

Group 2. Small Industries and Culture

TRADITIONAL INDUSTRIES AND CREATIVITY MIE LETHEK PRODUCTION PROCESS TECHNOLOGY

Bertha Bintari W

43

MANIK-MANIK KACA JOMBANG INSPIRASI UNTUK PENGEMBANGAN MOTE BATIK JAWA TIMUR JOMBANG

Glass Beads Inspiration for the Development of “Mote Batik” From East Java

D. R. Amelia

47

PRELIMINARY MARKET RESEARCH FOR GETUK PISANG KEDIRI PACKAGING DESIGN WITH DATA MINING

Widi Sarinastiti, Dwi Susanto, Halimatus Sa'dyah, Viranita Dewi Noviyanti, Fauziza Yonas Sukma Putri, Reza Rahman Ramadhan

51

KAJIAN TENTANG INDUSTRI KREATIF – BUSANA MUSLIM BERBASIS KEARIFAN LOKAL DI INDONESIA SEBAGAI PELOPOR KIBLAT BUSANA MUSLIM DUNIA

The Study on Muslim Clothing's Creative Industry - Based on Indonesian Local Wisdom as a Pioneer of Global Muslim Clothing Center

Nurul Hidayati, Khozinatus Sadah

54

PENGEMBANGAN DESAIN PRODUK TAS BEGAL (BEBAS BERGAYA DAN LUWES) SEBAGAI UPAYA PEMBERDAYAAN PERAJIN TAS DAN KOPER DI DESA TANGGULANGIN SIDOARJO, PASKA BENCANA LUMPUR LAPINDO

The Development of 'BEGAL' (Free in Style and Flexible) Bags Product Design as an Effort to Empower Bag and Suitcase Craftsmen in Tanggulangin Village Sidoarjo, Post Lapindo Mud Disaster

Khozinatus Sadah, Arizka Rahma Sani, Rizna Eka Nursanti, Mazaya Mutia A. F

59

REVITALISASI DESAIN TUNGKU MASAK (DESA MERUPAKAN RAJUTAN KECERDASAN BAGI MASA DEPAN)

Revitalization of Cooking-Furnace Design (Village as an Intelligence Woven for the Future)

Winta Adhitia Guspara; Mahatmanto; Linda Octavia

62

INDONESIANS’ ATTITUDES TOWARD THE CHAIR MATERIAL AND MATERIAL COMBINATION Intan Prameswari, Haruo Hibino, Shinichi Koyama

66

VISCERAL DESIGN DALAM KAIN TENUN SUTERA GARUT

Visceral Design in Garut Silk Weaving

Nandang Setiawan, Achmad Syarief, Yanyan Sunarya

70

VISUAL CHARACTERISTIC OF BANANA STALK FIBER LAMINATION AS AN ALTERNATIVE MATERIAL FOR CRAFT PRODUCT

Christmastuti Nur

74

ADAPTATION OF TEAK WOOD SELECTION ON FURNITURE INDUSTRY TO OVERCOME THE LIMITATION OF WOODEN AMOUNT (CASE STUDY: MANGGALA FURNITURE, CENTRAL JAVA, INDONESIA)

Arianti Ayu Puspita, Jamaludin

78


vi | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

Group 3. Building a Creative Society and a Design City

REINTREPRETING THE LEGACY OF MAJAPAHIT VISUAL ART IN ORDER TO DEVELOP CREATIVE COMMUNITIES IN TROWULAN

Setyawan, Anung Studyanto, Kustiawan Arifin

89

PENGARUH KEGIATAN KARNAVAL TERHADAP PELESTARIAN BUDAYA DAN KREATIVITAS MASYARAKAT, STUDI KASUS MFC (MALANG FLOWER CARNIVAL)

The Effect of Carnival Activities on Cultural Preservation and the Society Creativity, Case Study Malang Flower Carnival

Agus Sunandar, Khozinatus Sadah

94

CRAFTSMEN VERSUS DESIGNERS: THE DIFFERENCE OF IN-DEPTH COGNITIVE LEVELS AT THE EARLY STAGE OF IDEA GENERATION

Deny Willy Junaidy, Yukari Nagai, Muhammad Ihsan

99

MAPPING SURABAYA CREATIVE INDUSTRY’S MOVEMENT

Kumara Sadana Putra, Ramok Lakoro, Muhammad Cahyo

105

THE FLEXIBLE BUILT-IN FURNITURES TO COPE WITH LIMITED SPACE

PROBLEM IN INDONESIA MODEST RENTED FLAT (RUSUNAWA) Soepono Sasongko, Silfia Mona Aryani

112

Group 4. Creativity in Education with a Global Vision

KELAHIRAN KAMERA GENGGAM YANG MEREVOLUSI SISTEM REPRODUKSI MEKANIK DALAM PERFILMAN, STUDI LITERATUR DIDASARKAN FILM DOKUMENTER “THE CAMERA THAT CHANGED THE WORLD”

The Birth of Hand Held Cameras that Revolutionized the Mechanical Reproduction System in Film Industry, Literature Study Based on Documentary Film "The Camera that Changed the World"

Adi Surahman, Wawan Setiawan

121

STRUKTURASI DALAM NOVEL DAN FILM “PINTU TERLARANG”

Structuring the Novel and Movie "The Forbidden Door"

Celcillia Lisiane Halim, Alvanov Zpalanzani, Yasraf Amir Piliang

124

KAJIAN AWAL SKEMA WARNA KESUNDAAN (STUDI KASUS WARNA BEUREUM, KONENG DAN HEJO PAUL)

Initial Study on Sundanese Color Scheme (Case Study Beureum, Koneng and Hejo Paul Colors

129

DAMPAK ‘KOREAN WAVE’ TERHADAP INDUSTRI ALOE VERA (KASUS: ALOE VERA SEBAGAI KOMODITI UNGGULAN KOTA PONTIANAK)

The Impact of 'Korean Wave' on Aloe Vera Industry (Case: Aloe Vera as a Leading Commodity of Pontianak City)

Sheila Andita Putri; Alvanov Zpalanzani Mansoor

83


vii | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

Aurora Revianissa

CREATING UNIQUE AND CONTEXTUAL EDUCATIONAL GAME THROUGH COMMUNITY PARTICIPATION

Muhammad Hajid An Nur, Agus Sachari, Nedina Sari

135

REKOMENDASI DESAIN DIGITAL MEDIA KOLABORASI KELUARGA UNTUK ANAK USIA DINI

Digital Design Recommendations of Family Collaboration Media for Early Childhood

Ade Rahma Yuly, Hafiz Aziz Ahmad, Ary Setijadi Prihatmanto

139

DESAIN APLIKASI SUMBER PERMAINAN KEPRAMUKAAN “SUPERKA” SEBAGAI PENUNJANG PEMBELAJARAN EKSTRAKURIKULER PRAMUKA

Application Design of Scouting Source Game "Superka" to Support Extracurricular Scout Learning

Achmad Robeth, Khozinatus Sadah, Firman Turohmi

144

PENGEMBANGAN MEDIA AJAR PRAKTIKUM PEMBUATAN KEMEJA MOTIF SAMBUNG BERBASIS ADOBE AFTER EFFECT SEBAGAI MEDIA PENUNJANG PEMBELAJARAN PRODI TATA BUSANA UNIVERSITAS NEGERI MALANG

Media Development of Teaching Practicum in Shirt Making with Conjunction Motives Based on Adobe After Effect as a Learning Support Media Program Fashion Study of Universitas Negeri Malang

Idah Hadijah, Khozinatus Sadah, Septiana Safitri Puspitasari

148

TRILINGUAL DISCUSSION (INDONESIAN, ARABIC AND ENGLISH) AS THE ALTERNATIVE SOLUTION TO IMPROVE THE ABILITY OF DA'WAH IN GLOBALIZATION ERA

Khuzaimah, Khozinatus Sadah, Mufidatus Sholihah

153

GAGASAN PENGEMBANGAN DESAIN EDUKASI GEMBATRON “GAME LIMBAH ELEKTRONIK” BERBASIS ANDROID

The Idea to Develop Gembatron (Game of Electronic Waste) Design, Android Based Education Game

Sayyidul Kahfi, Khozinatus Sadah

157

DIGITALISASI TARI TRADISIONAL: TEROBOSAN BIDANG PENDIDIKAN SENI BUDAYA DI ERA GLOBAL

Digitalization of Traditional Dances: A Breakthrough for Cultural Arts Education in Global Era

Harry Nuriman, Setiawan Sabana, Intan Rizky Mutiaz, Nia Kurniasih

161

FROM “DEFINITION” TO “MEANING” THROUGH CREATIVE THINKING COURSE, EXPERIMENTAL RESEARCH OF CREATIVE THINKING COURSE APPROACH BASED ON EXPERIENTIAL LEARNING SCHEME AND MULTIPLE INTELLIGENCES IN DESIGN EDUCATION

Agustina Kusuma Dewi, Rully Darmawan

166

KLINIK KEKAYAAN INTELEKTUAL MAHASISWA FSRD UNTUK MENINGKATKAN PROGRAM PENGUATAN SISTEM INOVASI FAKULTAS

Intellectual property clinic for the students of fine arts and design faculty as strengthened program for the institution innovation system

170


viii | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION‘S CULTURE - PROCEEDINGS

IF. Bambang Sulistyono SK

STRATEGI PENINGKATAN KECERDASAN INTERPERSONAL DENGAN PENDEKATAN AUDIO-VISUAL UNTUK SISWA AUTIS

Improvement Strategies of Interpersonal Intelligence with Audio-Visual Approach for Student with Autism

Nuril Kusuma Wardani, Shara Nurrahmi

176

”PASARAN”, LOCALITY EDUCATIONAL GAME OF EARLY AGE GIRLS IN JAVANESE CULTURE

Fidyani Samantha

181

THE APPLICATION OF ‘TALI AIR’ BATIK PRINT IN BATIK PRODUCT DESIGN

Ghaida Nasya, Khairu Zeta, Susi Susyanti

184

‘CRAFT’ DAN TRADISI AKADEMIK PENDIDIKAN DESAIN

Craft and Academic Tradition of Design Education

Andry Masri

188

Group 5. Entrepreneurship and Design

INFLUENCING PARTICIPATION BEHAVIOUR IN SHARING ECONOMY, A DESIGN STRATEGY FOR IMPROVING PARTICIPATION OF SHARING ECONOMY IN INDONESIA

Soma Wiraga Saniscara, John Boult

197

SOCIAL MEDIA MINING AS ADDED VALUE ON MARKET RESEARCH

Halimatus Sa‟dyah, Widi Sarinastiti, Citra Devi Murdaningtyas

202

CREATIVE DESIGN STRATEGY FOR ENGAGEMENT MODEL: CASE STUDY BUDGET HOTEL IN BANDUNG

Vanessa Catalina Fuadi, Sonny Rustiadi

205

PROPOSED BUSINESS STRATEGY INNOVATION THROUGH SYNERGY OF THREE MEDIA PLATFORMS IN KOMPAS GRAMEDIA CORPORATION

Viliny Lesmana

213

INDONESIA 2020 - INOVASI DESAIN DAN TANTANGANNYA

Indonesia 2020 – Design Innovation and the Challanges


218

SIMULASI PENERIMAAN PASAR UNTUK PENGEMBANGAN PRODUK BARU MENGGUNAKAN PENDEKATAN PEMODELAN BERBASIS AGEN

Market Acceptance Simulation for New Product Development Using Agent Based Modeling [ABM] Approach

Damang Ch. Sarumpaet

224


0 | INDESIGNATION 2016: NATION IN DESIGN CULTURE – DESIGN IN NATION’S CULTURE - PROCEEDINGS

Group 1 Transportation, Culture, and Design



Group 1. Transportation, Culture, and Design

Page FELIZ- ELECTRIC URBAN BIKE FOR MIDDLE AND HIGH SCHOOL STUDENT WITH UNISEX CONCEPT

Bambang Tristiyono, Andhika Estiyono, Eri Naharani Ustazah, Thomas Ari

Kristianto

2

SECURITY BY DESIGN FOR BIKE-SHARING SERVICES AS SUSTAINABLE PUBLIC FACILITY

Irfan Gani Purwanda, Dwinita Larasati, Intan Rizky Mutiaz

7

PERANCANGAN DESAIN GRAFIS BADAN BUS DENGAN ILUSTRASI KEARIFAN LOKAL KHAS INDONESIA

Bus Body Graphic Design with Indonesian Local Wisdom Illustration


11

PENGEMBANGAN DESAIN FASILITAS KESELAMATAN WISATA BAHARI PADA PERAHU NELAYAN TRADISIONAL PANGANDARAN

Safety Facility Design Development of Marine Tourism in Pangandaran Traditional Fishing Boat

Edi Setiadi Putra, Aldrian Agusta

14

PENGEMBANGAN DESAIN PRODUK LOW DECK ELECTRIC BUS SEBAGAI TRANSPORTASI PUBLIK UNTUK KOTA METROPOLITAN

Low Deck Electric Bus Product Design Development for Metropolitan City Public Transport

Agus Windharto

18

IDENTIFICATION OF USER EXPERIENCE RESPONSES IN SEQUENTIAL INTERACTION OF A CAR

Slamet Riyadi

23

THIRD GENERATION OF DOCKING BIKE-SHARE IN BANDUNG TOURISM AREA (BANDUNG BIKE-SHARE, WEST JAVA, INDONESIA)

Ratriana Aminy, Anugrah Nurrewa

28

REDEFINING DESIRES, HOPES AND BEHAVIORS FOR THE FUTURE OF SMART URBAN TRANSPORTATION FOR THE CITY OF BANDUNG, CASE STUDY: MICROBUS EV-ITB PROTOTYPE

Freddy Chrisswantra, Yannes Martinus Pasaribu, Adhi Nugraha

33



Feliz- Electric Urban Bike for Middle and High

School Student with Unisex Concept

Bambang Tristiyono

Jurusan Desain Produk Industri

Fakultas Teknik Sipil dan Perencanaan (FTSP)

Institut Teknologi Sepuluh Nopember

Surabaya, Indonesia

email: [email protected]

Andhika Estiyono




Surabaya, Indonesia

Eri Naharani Ustazah




Surabaya, Indonesia

Thomas Ari Kristianto

Jurusan Desain Interior



Surabaya, Indonesia

Abstract—Feliz is an electric bike that is designed to

support the activities of city teenagers, including school

activities. The developed design concept is modular storage,

unisex, stylish and produce by local SMEs. Storage design

placed on the front of the head tube, with a modular

concept, can be removed if not needed a place to bring the

goods, in order to appear more stylish. Front and rear

mudguard designed simple and close to the wheel to

reinforce the impression of a slim. Extendable rear

mudguard length to give maximum protection from

smudges on the wet road. The system uses an on demand

electric motor pedal to conserve battery life. The electric

motor works in accordance with the user‘s need depend on

the battery condition. The transmission system using rear

hub drive with double free wheel on the bike and pedal, so

it is free to move without straining. Monoshock rear

suspension used to reduce vibration. The suspension is

mounted between the connecting chains holder stay and the

middle frame, making it look simple to support the

appearance of a compact form. Battery and controller are

placed on the top of the bottom tube, storage in the design

between the head tube and seat tube, equipped with a lock

system, for safety and easy maintenance. The design was

made following the contours of the bottom tube to support

the form overall appearance.

Key words—Urban Bike, Modular Storage, SMEs

Production.

I. INTRODUCTION

Cycling is an ideal transport for urban areas, especially for teenagers and children. Transport is not only effectively used to go to school, but also for other needs, for example by attending extracurricular activities, tutoring, play, cycling, or sport. In terms of business opportunities, adolescence junior and senior high school is a big market and the potential for national bicycle industry.

This research is exploring the design process to produce a bike that suits with the character of middle and high school teens, as well as solving the problems which happened to be the appeal of design as a competitive advantage, among which; storage problems, the risk of clothes being dirty, especially the rainy season, life style

teenager in cycling, as well as an alternative solution to the problems of traffic violations due to the many students who do not have a license to use a motorcycle. For the development of future business, the study also aims to empower local bike SMEs so passionate in the business, with innovative designs to meet the huge market demand.

Some idea of the planned development are: (1) Develop new design, towards a more unisex design, in order to become the preferred means of transport to schools that appeal to all students, both men and women. (2) Developing designs that focus on the problems of ground clearance, speed, placement of the electric motor and batteries. (3) Improving the design of the protection component of the battery, electric motor, and a controller of the possibility of theft and vandalism. (4) To test the broader market, to determine the interest and purchasing power is more evident, as the consideration of the final design improvements ready to sell at the market.

II. METHODS

The methods used in this research are: a) exploration design, b) digital design, and c) product prototyping.

Exploration Design Method:

Development design with the early step doing explorers idea through brainstorming objective tree, that coming from consumer requirement, trend design, problems existing, and benchmarking competitor.

Brainstorming result be explored in the form of sketch design to determine the character design, that is aspect form, function, and operational.

Sketch result then value of pursuant to parameter conception to be made alternative design, then developed in detail, material, aspect ergonomic, technical aspect, color scheme and branding become the final design.

Digital Design Method:

More easy and quicken the design process from concept phase until digital prototyping phase,



significantly reduce the production time and also improves the product quality and optimizes the manufacturing process.

Result got can be used as media marketing of product communications in the form of goods print, virtual showcase, content website, e-catalog, and others, so that extend the accessibilities marketing product.

Product Prototyping Method:

The prototype manufacturing process allows to make the products real simulation assessment based on consumers response.

The results of consumers' assessment as a final prototype refinement to increase the product validity and minimize the failure risk.

More real and accurate because consumers can try out directly and feel the actual conditions.

While activity steps shall be as follows:

Data collecting and antecedent study (product existing, specification of product, product character, questioner responder, and benchmark competitor).

Theory study.

Design concept and sketch (brainstorming, objective tree, sketch).

Design criteria (result of analyze and study).

Design development (alternative design, 3D modeling, parts design, assembly).

Digital Mock-up (3D solid model)

Pre Prototype (drawing and mock-up).

Product test and simulation.

Final Prototype.

Fig 1. Mood board of middle and high school students for cycling

III. DESIGN CONCEPT

A. Image Board Ideation

The design exploration as shown in Fig. 1 is a mood board reference of middle and high school students for cycling which will be further developed.

B. Brainstorming Needs

In depth study was conducted to understand the requirements needed in greater detail to explore the design. The result of brainstorming ideas is presented in the following table:

TABLE 1. DESIGN BRAINSTORMING

Feliz EU-Design

Modular Storage

Removable

Simple joint

Lockdown system

Optional

Multi-function

Drink containers

Shoes containers

Others

Frame Unisex

Unique Stylish design

Color

Fit for men and women

Lower top tube

Character form

Local Production

Local SMEs Technology

Production

Finishing

Assembly

Economics trigger Cheap price

Competitive in quality

Electrically Powered

Reducing fatigue Rear hub-free wheel

On demand pedal system

Substitution of motorcycle

Does not breaking the law

Orderly traffic

IV. ANALYSIS AND DESIGN RESULT

A. Sketch and Design Alternatives

Below are three sketches of design alternatives that will be elaborated to find the final design for further development.

Alternative 1 Alternative 2 Alternative 3

Fig 2. Design alternatives

B. Design Development with Digital 3D Model

Here are the results of the design development process:

TABLE 2. SELECTION OF DESIGN ALTERNATIVES

N

o Criteria W

Alternative

1

Alternative 2 Alternative 3

R WX

R1

R2 WXR

2

R WXR3

1 Unisex

frame

0.

3

5 1.5 3 0.9 3 0.9

2 Ease of

Production

0.

1

3 0.3 4 0.4 3 0.3

3 Safe from

the risk of

dirty

0.

2

5 1.0 4 0.8 4 0.8

4 Storage

Design

0.

2

4 0.8 3 0.6 3 0.6

5 Configurat

i-on and

proportion

s

0.

2

5 1.0 4 0.8 3 0.6

Total 1 4.6 3.5 3.2



Note:

W= weight, R= rate.

Assessment rating with interval range scale from 1 to 5, 1 is the lowest value, and 5 is the highest value.

The assessment results: Alternative 1 has the highest score (4,6) and chosen as the basic design for further development.

C. Transmission System Analysis

When the pedal is moved manually, the front gear chain drive rotates and move the rear wheel gear. The gear on the rear hub electric will moving freely (using free wheel) with almost no friction.

When the motor on, the rear gear hub directly drive the rear wheels. The electric motor is the major drive components in addition to the pedal stroke.

TABLE 3. SELECTION OF TRANSMISSION SYSTEM ELECTRIC MOTORS

No

Criteria W

Mid Drive Rear Hub Motor

Friction Drive

R1

WXR1

R2

WXR2

R3

WXR3

1 Price 0.2

5 1.0 4 0.8 2 0.4

2 Availability in the market

0.1

5 0.5 5 0.5 3 0.3

3 Ease of installation and maintenance

0.2

3 0.6 5 1.0 4 0.8

4 Acceleration

0.1

4 0.5 5 0.5 2 0.2

5 Durable 0.2

4 0.8 5 1.0 3 0.6

6 Balance 0.2

4 0.8 5 1.0 3 0.6

Total 1 4.2 4.8 2.9

Note:

W= weight, R= rate.

Assessment rating with interval range scale from 1 to 5, 1 is the lowest value, and 5 is the highest value.

The assessment results: Alternative 1 has the highest score is (4,6) as the basic design for further development.

There are various types of transmission systems of electric bicycle motors, so it is necessary analysis to determine the type of transmission in accordance with the purpose and design concepts. Analyses of the choice of

the transmission system of electric motors are presented in table 3.

D. Design Development with Digital 3D Model

The results of the design development process shown in Fig.3. is simple and close to the wheel. The aim is to create a slim impression. The rear mudguard length is adjustable. So, when the road is wet it can be extended to give maximum protection in avoiding smudges. The chain protector is designed to protect the trousers from the chain‘s grease. The design was made fairly simple but still stylish, priorities cover on the top and front, because that part is often rubbing directly with pants.

Fig 3. Front and rear mudguard design.

Fig 4. Design of chain cover.

Storage design in the front of the head tube, with the

concept of detachable (modular), can be removed if not needed a place to bring the goods (such as shoes, change of clothes, etc.), in order to appear more stylish (Fig. 5). Storage design is made quite large and open, meant more flexibility in carrying goods because its function is versatile. Drink container designed under the saddle, attached to the seat tube. In the detachable design, is intended to facilitate maintenance and replacement, compatible with the market.

Fig 5. Front and rear storage design

Fig. 6. Suspension design

To reduce vibration,the bicycle equipped with mono shock rear suspension models. The suspension is mounted between the connecting chains holder stay and the middle frame, making it look simple to support the appearance of a compact form.

Manual Transmission

Machine Transmission



Fig 7. Storage batteries and controller

Battery and controller are placed in the upper-middle frame, storage in the design between the head tube and seat tube. Very practical and neat with a lockdown system cover, for easy maintenance and safety factors. The design was made following the contours of the bottom tube to support the overall appearance of the form.

Perspective view

Detail view

Fig 8. Result of Rendering 3D Modeling

E. Variant Colour and Branding

The brand used is Feliz, with typography as follows:

Fig 9. Brand Application on Bike Design

Meaning the brand Feliz is electric bicycles for happiness (Feliz=happiness (Spanish language), happiness adolescents of school age who are always cheerful and dynamic. Feliz is also a name that is nice and easy to remember, accented letter "e" is yellow, as the initial ―electrically" look more attractive-not boring (Fig 9).

Fig 10. Applications Colour Variant

Feliz has four color variants, namely: red with the code for the brand "Feliz R-e", the blue code of the brand

"Feliz B-e", a yellow code brand "Feliz Y-e", and green code brand "Feliz G-e". Selected light colors and bright, because in accordance with the target consumers are middle and high school teens (Fig 10).

F. Prototyping Process Result

The pattern making from

fullscaled drawing, to get the accurate metal cutting.

The process of cutting metal plate material that is already in

the mall.

Frame welding process, the connection between parts.

Here are the results that have been welded frame.

Assembly process bicycle

frame. Here is the process of assembly-

mounting modular storage.

The process of assembly-chain stay and the BLDC motor in the

rear hub.

Process assembly- battery, control panel, and also the safety

lock in storage.

Here are the final stages of

bicycle assembly processes into one unit bikes.

The bikes are ready to do preliminary tests, to check

handling, stability, brakes and electric motors function.

Fig 11. Result of Prototyping Process

V. CONCLUSION

The summarize of the discussions as follows:

The design concept developed is modular storage, unisex, stylish, electric bicycles, production of local SMEs.

Electric motor systems, using the pedal on demand for a more efficient use of electricity, the use of pedal manual or together, is very practical to conserve battery life. The electric motor works as needed. It is very appropriate, because the transmission system selected is the rear hub drive with double free wheel on the bike and pedal, so it is free to move without friction.

To reduce vibration, equipped with mono shock rear suspension models. The suspension is mounted between the connecting chains holder stay and the middle frame, making it look simple to support the appearance of a compact form.

Battery and controller are placed in the upper-



middle frame, storage in the design between the head tube and seat tube. Very practical and neat with a lockdown system cover, for easy maintenance and safety factors. The design was made following the contours of the bottom tube to support the overall appearance of the form.

Front and rear mudguard made fairly close to the wheel, in order to provide optimum protection from dirt due to the rotation of the wheel. Design is made simple and close to the wheel to show the impression slim. Rear mudguard short length can be adjusted as needed, when the road is wet extendable, to give maximum protection to avoid smudges.

Storage design is placed in the front of the head tube, with the concept of detachable (modular), can be removed if not needed a place to bring the goods (such as shoes, change of clothes, etc.), in order to appear more stylish.

ACKNOWLEDGMENT

This research had become national program of grant research prototype development- decentralization scheme PUPT ITS Batch 1, budget year 2016, according to contract number: 01706/IT2.11/PN.08/2016, date 17 February 2016.

REFERENCES

[1] Andhika E., Thomas Ari K, et.al (2009), ―Travel Bicycle Design for Recreational Vehicle In Marine Tourism Lamongan‖, Research Product Design, Despro ITS, 2009.

[2] Andhika E., Bambang Tristiyono, et.al (2008), ―Bike Design Campus to Academician ITS-Surabaya‖, Research Final Project S1 Despro ITS, 2008.

[3] Bambang Iskandriawan (2011), ―Tandem Bicycle Product Development as a means of transportation and Sports Recreation Family with Concept Efficient, Effective, Safe and Attractive ", Research Competence LPPM ITS, 2011.

[4] Bambang Tristiyono, Thomas Ari K, et.al (2013), ―Electric Bike Design for Youth in Urban Areas with Sporty Concept‖, Research Product Design, Despro ITS, 2013.

[5] Bambang Tristiyono, et.al (2012), ―Tandem Bicycle Design With Modular System for Parents and Children‖, Research Product Design, Despro ITS, 2012.

[6] Bambang Tristiyono, Eri Naharani U, et.al (2011), ―Design Mini Tandem Bicycle For Apartment Residents‖, Research Product Design 4, Despro ITS, 2011.

[7] Bambang Tristiyono (2001), ―Study model the Geometry 3D Digitally by AutoCAD‖, Lemlit ITS, 2001.

[8] Http://en.wikipedia.org/wiki/Bicycle

[9] Http://www.electric-bicycle-guide.com/pedelec.html

[10] Http://sisni.bsn.go.id/index.php/sni_main/sni/detail_sni/9500

[11] Http://www.goldenmotor.com/

[12] Http://www.electricbike.com/friction-drive/

[13] Norman, Donald Arthur (2005), "Emotional Design", Basic Books, ISBN 0465051367, available: http://ubiquity.acm.org/article.cfm?id=966013

[14] Windharto Agus; et.al (2004)‖Integrated Digital Design Methods―, RAPID I, 2004.



Security by Design for Bike-Sharing Services as

Sustainable Public Facility

Irfan Gani Purwanda

Fakultas Seni Rupa dan Desain

Institut Teknologi Bandung

Bandung, Indonesia


Dwinita Larasati



Bandung, Indonesia


Intan Rizky Mutiaz Fakultas Seni Rupa dan Desain


Bandung, Indonesia


Abstract—The problems of urban mobility nowadays

have become a common problem for residents in large

cities. Various solutions formulated by various elements in

society to overcome these problems, one of which is the

implementation of smart bike sharing service. However, the

provision of bike sharing service as a public facility still has

many challenges that must be addressed through further

research. As is generally a system, it has problem as

happened in some other countries who have implemented it,

such as security system issues from modes of theft and ease

of use for commute user. The author hypothesis is a bike

sharing service with security by design approach and design

thinking method would be suitable and appropriate to

address the issues. Output of this project is some alternative

design as solution for bike sharing service that more

emphasis on security and usability that could be

recommended for its design development in the future,

especially if there is any shift from the model of a

conventional bicycle into electric bikes which is more

vulnerable to theft mode, as an emerging trend in some

developed countries.

Keywords—Security by Design; Sustainable; Bike-

Sharing; Public Facility

I. INTRODUCTION

To overcome the problem of urban mobility, various cities in several countries implementing bike-sharing service, around 600 cities use their own bike-sharing systems [6]. Bandung also, is one the city as the first in Indonesia which would implement it periodically start from the end of the year of 2016 [8]. However, some challenges remain exist as the deployment of the bike-sharing system is parallel with the system development that keep evolve and become its own research potential that can be studied and solved. Some issue like the availability of bicycles that are not balanced in some bike-sharing stations, problem rise when users will borrow a bike at the station but there's no bike at all, and when borrowed bikes headed to a particular destination but did not find a station that is empty because all stations have been filled by bike. Motion limitation from current bike-sharing generation that will make its own hassles in the near future. There are also issues such as bicycle theft and vandal behavior [10] on the device of the services that

may cause dysfunction on a bike that can harm the user. Security and safety become important factor, either the next generation of bike-sharing system should be integrated with all public transportation provided or it‘s become the backbone of alternative transportation system. As stated by Shaheen and Stacey [10] that the goal of the bike-sharing systems is seamless integration with other alternative modes and public transportation.

Bike-sharing evolution of technologies and business models would create many options for implementation [10]. In order to formulate the concept of the next generation of bike-sharing while tackling all of the issue and suitable for Bandung which would implement it, we try to create innovative bike-sharing systems through design thinking methods, an enabler of innovation [1]. We would analyze all of the bike-sharing generations, and evaluate it as a design thinking guideline at this research. We would initialize design thinking workshop with local bike-sharing developer‘s in Bandung. Then we would describes the design requirement for the next bike-sharing systems generation as the findings on the workshop and finally concluded the design concept.

II. METHOD

There are three generations of a documented bike-sharing system as the systems ever installed for public services, today some developers are developing the fourth generation. System‘s adaptation is different according to local context such as city densities, weather, infrastructure, topography and culture [6]. Based on the issues and systems adaptation matters, we have gathered local bike-sharing developer‘s in Bandung to conduct a design thinking workshop as product development process.

2.1. Participants

The participants of this design thinking workshop in this research is local bike-sharing systems developer‘s as a part of PT. Len Industri (Persero) consortiums, they are PT. Fusi Global Teknologi and Pusat Mikroelektronika of Institut Teknologi Bandung. Participants of ten (10) people consisting of nine (9) men and one (1) woman

mailto:[email protected]



with different educational backgrounds, such as: engineering (electrical, physics, informatics), business administration, management, and product designers.

TABLE 1. BIKE-SHARING GENERATION COMPARISONS ADAPTED FROM

SHAHEEN AND STACEY (2011)

Gen

e ra

tion

Pop

ula

r T

erm

s

Yea

r of In

itia

l

Imple

men

tati

on

Pla

ce

Fea

ture

s

Ben

efit

s

Ch

allen

ges

1st G

ene

ration

Whi

te B

ikes

1965

Am

ster

dam

, Net

herl

ands

Permanently unlocked; Painted white; Placed throughout the inner city; Free use by public.

Theft and vandalism, users often stole or damaged the bikes.

2nd G

ene

ration

Coi

n-D

epo s

it

Sys

tem

s

1995

Cop

enhag

en, D

enm

ark Designated docking

stations in which bikes can be locked, borrowed, and returned; Bicycles distinguished by color and special design; Small deposits to unlock bikes.

Users have a defined and secure space to access available bicycles.

Theft, due to customer anonymity.

3rd

Gen

e ra

tion

IT-B

ased

Sys

tem

s

1998

Ren

nes

, Fra

nce

Employs docking station (fixed and flexible), majority use fixed stations with multiple docks and a kiosk. Flexible stations use mobile phone technology and street furniture for bicycle pick up and drop off, users receive a code to unlock bicycles; User interface at the kiosks; Advanced technology such as mobile phones, magnetic stripe cards or smart cards; Bicycles are distinguished by advertising displays on the bikes or special designs.

Flexible stations makes bicycles available throughout an entire city and it minimizes the amount of infrastructure needed to operate; Advanced technology allows users to locate, reserve, and access bicycles.

Theft and vandalism; Bicycle redistribution according to demand patterns; Helmet laws.

4th

Gen

e ra

tion

Dem

and-

Res

pon

sive

M

ulti-M

odal

Sys

tem

s

_ _

All the main components in previous generation systems with addition is linked with public transit; Single payment smartcard; Cleaner technologies.

Located and coordinated within transit stations. Single-Integrated payment methods create access to all available options.

Theft and vandalism; Bicycle redistribution according to demand patterns.

2.2. Procedure

The workshop are held two (2) times at September 14 and 29, 2016 and located at one of meeting room in Research and Innovation Building at Institut Teknologi Bandung. Researcher has role as moderator and participant, participant observation methods used [7]. Divided into several phases, each phase given time around 60-90 minutes, based on design thinking methods

which is composed by Curedale [3] as follows:

2.2.1. Empathy research

Each participant was paired and assigned to identify about what their partner know and what their partner need to know about bike-sharing systems and then intensively discussed. At this phase we use FGD methods to explore the context of use, observe, and make comparative study about existing system.

Fig. 1. Workshop Participants

2.2.2. Synthesis (learning/ sensemaking)

Researcher as moderator direct the discussion into role plays, each participant would analyze and take note about their partner vision as system developer‘s and motivation as bike-sharing users, try to find user desires from this service.

2.2.3. Point of view (project brief)

All of the participant dig deeper onto their note and define what should be fulfilled by the next bike-sharing systems and the problem that would be solved. They define the solutions for the specific problem.

2.2.4. Ideation (generate ideas)

At this phase, each participant was asked to generate concept of the next bike-sharing systems and present the concept on sharing sessions and the peers give the feedback.

2.3. Workshop Analysis

We present a conceptual design selection including required specifications in the design development for the next bike-sharing systems as the findings of this research. Similarity of ideas and concepts that occur among participants would be simplified into a joint concept so that there is no repetition of ideas presented.

III. RESULTS AND DISCUSSIONS

Based on the workshop process, the developer‘s team establish the following criteria based on existing challenges that compulsory for the next bike-sharing systems.

Theft and Vandalism Comparative discussions bring the developer‘s team to the fact that third generation of bike-sharing with IT-based systems couldn‘t prevent the high rate of theft and vandalism in Paris, but relatively low in Hangzhou, Shaheen and Stacey [10] said it‘s because inexpensive bicycles was used.

Security by design as the main themes at ESRIF discussion in 2009 stated that it‘s an concept to embed



security from the early stage of design and conceptualization, an approaches for product development that try to make system as impervious to attack and free of vulnerabilities. To embed security from the early stage, the developer‘s team agreed to use psychology approach at the bike-sharing systems design as preventive methods [9] for some solutions.

1. Embedded sensors. To prevent any intentions of

theft and vandalism. To detect and warn any attempt to

do so.

2. The use of dynamic light at the bicycles. That

would be blink quickly if the lock is breached

improperly. Could be used as well as lighting for cycling

at night.

3. All parts of the bicycles reside inside the frame.

To make all of the unit as look as unite as on body.

Seamless integration would make bicycle parts safe from

attempted theft and vandalism.

4. Real-time bicycles monitoring through Internet-of-

Things (IoT) systems. The bicycles could communicate

with its surroundings.

5. Docking location should be on the right spot with

high visibility, open area would be the best, according to

Wendel in Erlandsson and Hagglof [11].

In addition, than using inexpensive bike at the expense of quality, developers feel it is better to create a bike that is truly unique at all, suitable for all gender, all age, and accessible for disability peoples, so all of the people will have sense of belonging on the bike-sharing systems. It tends to generate awareness to keep something useful for them.

Concerning about Integrated Single Payment, it‘s hard to integrate all of the transportation system in Bandung into single-integrated payment process as the bureaucracy condition is not yet have positive permission, and because the responsibility is on higher authority. It‘s the matter of stakeholders coordination. Bike-sharing systems should connected into all modes of transportation yet not fully integrated. This allows the service continues to run independently. Connected means it's taking role as connecting and alternative transportation modes.

Bicycle Redistribution is one critical issue. A lot of papers discuss about it and the result is around the mathematical approach to solve the on-demand type service with algorithm calculations to mapping the pattern [2]; incentive approach as exponential factor, giving user extra time or discount to use the bikes [5]; Geospatial analysis [11].

Along the discussion, the developer‘s team attracted to the concept of self-balancing distribution and availability of real-time information. Solution for this challenge is to make bike-sharing stations as simple as possible by shift the lock from the docking onto the bicycles, remove the kiosk fully into the mobile/web-based app. Real-time information from the app would guide user to the nearest available bicycles and empty dockings. User would search any bicycles available on their area only on their

smartphone app and could plan their mobility according the real-time information given. User also would have notification if there are unoccupied bicycles available.

Topography of Bandung is the concerns of the developer‘s team. Electric bicycles concept with speed limitation would be help to counter the hilly contours along the user routes [11].

TABLE 2. DISCUSSION RESULTS

Challenges Discussions Solutions Theft and Vandalism

Comparative discussions bring the developer‘s team to the fact that third generation of bike-sharing with IT-based systems couldn‘t prevent the high rate of theft and vandalism in Paris, but relatively low in Hangzhou, Shaheen and Stacey (2011) said it‘s because inexpensive bicycles was used.

Security by design is main themes at this discussion, ESRIF (2009) state that it‘s an concept to embed security from the early stage of design and conceptualization, an approaches for product development that try to make system as impervious to attack and free of vulnerabilities.

To embed security from the early stage, the developer‘s team agreed to use psychology approach at the bike-sharing systems design as preventive methods (Prabowo and Karyono, 2014) for some solutions.

Embedded sensors to prevent any intentions of theft and vandalism. To detect and warn any attempt to do so.

The use of dynamic light at the bicycles that would be blink quickly if the lock is breached improperly. Could be used as well as lighting for cycling at night.

All parts of the bicycles reside inside the frame, make all of the unit as look as unite as on body. Seamless integration would make bicycle parts safe from attempted theft and vandalism.

Real-time bicycles monitoring through Internet-of-Things (IoT) systems. The bicycles could communicate with its surroundings.

Docking location should be on the right spot with high visibility, open area would be the best, according to Wendel in Erlandsson and Hagglof (2016).

In addition, than using inexpensive bike at the expense of quality, developers feel it is better to create a bike that is truly unique at all, suitable for all gender, all age, and accessible for disability peoples, so all of the people will have sense of belonging on the bike-sharing systems. It tends to generate awareness to keep something useful for them.

Integrated Single Payment

It‘s hard to integrate all of the transportation system in Bandung into single-integrated payment process as the bureaucracy condition is not yet have positive permission, and because the responsibility is on higher authority. It‘s the matter of stakeholders

Bike-sharing systems should connected into all modes of transportation yet not fully integrated. This allows the service continues to run independently. Connected means it's taking role as connecting and alternative transportation modes.



Challenges Discussions Solutions coordination.

Bicycle Redistribu tion

A lot of papers discuss about it and the result is around the mathematical approach to solve the on-demand type service with algorithm calculations to mapping the pattern (Chemla, Meunier and Calvo, 2012); incentive approach as exponential factor, giving user extra time or discount to use the bikes (Fricker and Gast, 2012); Geospatial analysis (Tedeschi, 2016).

Along the discussion, the developer‘s team attracted to the concept of self-balancing distribution and availability of real-time information. Solution for this challenge is to make bike-sharing stations as simple as possible by shift the lock from the docking onto the bicycles, remove the kiosk fully into the mobile/web-based app. Real-time information from the app would guide user to the nearest available bicycles and empty dockings.

User would search any bicycles available on their area only on their smartphone app and could plan their mobility according the real-time information given. User also would have notification if there are unoccupied bicycles available.

Topography Hilly topography of Bandung is the concerns of the developer‘s team.

Electric bicycles concept with speed limitation would be help to counter the hilly contours along the user routes said Erlandsson and Hagglof (2016).

Here is comparison between the existing systems and the proposed systems:

Fig. 2. Comparison of devices involved in the system.

The proposed systems would use integrated lock, so the docking station would turn out to be very simple significantly. The Kiosk function would be replaced by app in the user smartphone.

Fig. 3. Comparison of Docking Arrangement.

The advantages of the proposed concepts would be significantly gained on the docking arrangement that would be more organic and flexible.

IV. CONCLUSION/ RECOMMENDATIONS

Through design thinking, the bike-sharing systems developers could innovate on their on-going development. A lot of things revealed and sharpen their concepts. To solve the problems, this workshop have produced promising concepts to tackling theft and vandalism issue, and other related issues. However, further study is needed to validate the concepts as this research fully discussed about the next systems concept and the development process through design thinking methods to innovate. Constraints also perceived because there is no real system implemented around us for further investigation.

ACKNOWLEDGEMENTS

This research was conducted at the Faculty of Visual Art and Design, Institut Teknologi Bandung. We are thankful to the adviser of this research and to bike-sharing developer‘s team who involved as participants.

REFERENCES

[1] Carlgren, Lisa. (2013). Design thinking as an Enabler of Innovation: Exploring the concept and its relation to building innovation capabilities. Chalmers University of Technology. Gothenburg, Sweden.

[2] Chemla, Daniel. Meunier, Frederic. Calvo, Roberto Wolfler. Bike sharing system: solving the static rebalancing problem. Discrete Optimization, Elsevier, 2013, 10 (2), pp.120-146.

[3] Curedale, Robert A. (2015). 30 Good Ways to Innovate. Topanga, CA: Design Community College Inc.

[4] Erlandsson, Sofie. Hagglof, Olivia. (2016). Electric Bicycles in Bike-Share Systems: An Investigation of the Potential for Electric Bicycles in Gothenburg‘s Bike-Share System Styr & Stall. Gothenburg, Swden: Chalmers University of Technology.

[5] Fricker, Christine. Gast, Nicolas. (2012). Incentives and Redistribution in Homogeneous Bike-Sharing Systems with Stations of Finite Capacity. New York: Cornell University.

[6] Gauthier, Aimee. Hughes, Colin. Kost, Christopher et al. (2013). The Bike-Share Planning Guide. New York, NY: Institute for Transportation & Development Policy.

[7] Kawulich, Barbara B. Participant Observation as a Data Collection Method. Forum Qualitative Sozialforschung / Forum: Qualitative Social Research, [S.l.], v. 6, n. 2, may 2005. ISSN 1438-5627.

[8] Pemerintah Kota Bandung. (2014). Rencana Pembangunan Jangka Menengah Daerah (RJPMD) Kota Bandung Tahun 2013-2018. Peraturan daerah Kota Bandung No. 03 Tahun 2014.

[9] Prabowo, Bangkit Ary. Karyono. (2014). Gambaran Psikologi Individu dengan Kecenderungan Kleptomania. Jurnal Psikologi Undip Vol.13 No.2 Oktober 2014, 163-169.

[10] Shaheen, Susan. Guzman, Stacey. (2011). Worldwide Bikesharing. University of California, Berkeley: Access, Number 39.

[11] Tedeschi, Alexander. (2016). Rebalancing Citi Bike: A geospatial analysis of bike share redistribution in New York City. Portugal: Universidade Nova de Lisboa (UNL).

[12] The European Security Research and Innovation Forum - ESRIF. (2009). Final Report. Retrieved from http://pripareproject.eu/wp-content/uploads/2014/05/Privacy-and-Security-by-design.pdf



Perancangan Desain Grafis Badan Bus dengan

Ilustrasi Kearifan Lokal Khas Indonesia

(Bus Body Graphic Design with Indonesian Local Wisdom Illustration)




Bandung, Indonesia


Abstract— Bus vehicle is one of the popular public mass

transportation in Indonesia. Based on data BPPS, the bus

number reached 2,286,309 in 2013. In general, most of the

bus exterior wall design consists of geometric elements and

only use a solid color composition. Ideally, the big flat bus

body surface be optimized visually by adding illustrations.

Currently, there are already some bus body designs that

have used the illustration. The illustrations used are mostly

about consumer products advertisement. So far, the design

of exterior wall bus in Indonesia does not have Indonesian

characteristic.

Ideally designer could adapt Indonesia's rich culture as a

basic illustration of a bus exterior walls in Indonesia. The

goal of creating illustrations based on local wisdom is to

propose an idea to put Indonesian characteristic markers

through bus exterior as a ―mobile billboard‖. This research

using the method: (1) literature study, (2) planning, (3) the

concept of design implementation. The results of this design

include: (a) the draft design of the exterior walls of a typical

bus Indonesia (b) as an alternative tool to promote local

wisdom, (c) enhance the visual appeal of the bus. This design

thinking as an alternative in socializing Indonesian cultural

values to people and tourists.

Keywords—Bus Body Design; Illustration; Local Wisdom

I. PENDAHULUAN

Bus merupakan salah satu transportasi masal yang digemari. Berdasarkan data pada badan pusat statistik tahun 2013, kendaraan bus di Indonesia mencapai 2.286.309 unit [1]. Ketika kita berada di jalan raya, dapat kita jumpai bus-bus yang melintas memiliki desain yang sederhana dengan menggunakan unsur-unsur geometris dan warna, hal ini sangat disayangkan mengingat bus memiliki tinggi dan panjang yang cukup lebar yang dapat dioptimalkan desainnya menggunakan ilustrasi. Dengan menggunakan ilustrasi, desain yang ada dapat menyampaikan suatu pesan atau informasi. Saat ini terdapat beberapa bus yang menggunakan ilustrasi sebagai desain eksteriornya, namun sebagian besar ilustrasi tersebut berupa gambar dari film maupun game. Ada pula beberapa bus yang menggunakan ilustrasi foto maupun bertemakan pariwisata ataupun batik, namun belum ada bus yang benar-benar menggambarkan ciri khas Indonesia yang ada di Indonesia.

Indonesia sebagai Negara kepulauan memiliki kekayaan budaya termasuk kearifan lokal yang perlu dilestarikan dan diamalkan. Kearifan lokal merupakan

kecerdasan kelompok etnis tertentu yang diperoleh melalui pengalaman masyarakat [2]. Artinya, kearifan lokal dihasilkan oleh masyarakat tertentu melalui pengalaman mereka yang belum tentu dialami oleh masyarakat yang lain. Ilmuwan antropologi, seperti Koentjaraningrat, Spradley, Taylor, dan Suparlan, mengkategorisasikan kebudayaan manusia yang menjadi wadah kearifan lokal itu kepada idea, aktivitas sosial, artefak [3].

Berdasarkan dua premis sebelumnya didapatkan ide untuk merancang desain badan bus menggunakan teknik ilustrasi dengan kearifan lokal sebagai dasar rancangan. Kearifan lokal yang ada di Indonesia sangatlah banyak, tiap-tiap suku dan daerah memiliki kearifan lokal yang belum tentu sama. Kearifan lokal yang menjadi ciri khas masyarakat Indonesia dan dimiliki tiap suku dan daerah adalah gotong-royong.

Gbr. 1. Bus besar, bus medium,dan bus mini.

A. Bus

Bus merupakan transportasi masal yang dapat menampung lebih dari 10 orang. Saat ini jumlah bus di Indonesia mencapai lebih dari 2 juta dan terus bertambah. Bus tidak hanya digunakan sebagai sarana transportasi



antar provinsi maupun antar kota tetapi juga antar distrik seperti Trans Jakarta. Di Indonesia terdapat 3 (tiga) ukuran bus yang lazim digunakan (Gbr. 1), yaitu:

Bus besar (1211,4cm x 246cm x 287,7cm)

Bus medium (779cm x 260cm x 225cm)

Bus mini (501,5cm x 305 cm x169,5cm)

B. Kearifan Lokal Indonesia

Kearifan Lokal berasal dari dua kata yaitu ‗arif‘ dan ‗lokal‘, kata arif dapat dimaknai sebagai pandai, cerdas, kebijaksanaan. Kearifan Lokal merupakan pandangan hidup dan ilmu pengetahuan serta berbagai aktivitas yang dilakukan masyarakat lokal dalam menjawab berbagai permasalahan dalam kehidupan. Kearifan Lokal dimaknai sebagai kebijaksanaan setempat. Indonesia merupakan Negara kepulauan yang memiliki banyak suku dengan kekayaan budaya yang melimpah. Setiap suku ataupun daerah memiliki kearifan lokal yang berbeda-beda. Setelah melakukan studi literatur, ditemukan kearifan lokal yang memiliki kesamaan makna yaitu Gotong-royong. Berikut beberapa kearifan lokal yang berkaitan dengan gotong-royong dari berbagai daerah di Indonesia [4] adalah sebagai berikut:

Minahasa: Mapalus

Bolaang Mongondow: Momosat

Sulawesi Tenggara :Sumaturu (Bahasa Tolala)

Pandeglang: Saman (Kesenian)

Kalimantan Selatan : Gawi Sabumi

Dayak Kanayatri: Handep Babaring Burung

Ambon (Maluku): Pela Gandong

Gotong royong sebagai kearifan lokal yang dimiliki beberapa daerah sekaligus cocok untuk digunakan sebagai salah satu kearifan lokal yang menjadi ciri khas masyarakat Indonesia.

C. Flat Design

Flat Design menciptakan tampilan atau ikon yang sangat sederhana yang menyerupai bentuk benda aslinya dari pada menciptakan efek yang menyerupai benda aslinya. Dalam flat design, ornamen atau hiasan-hiasan dapat mengacaukan tampilannya. Flat Design lebih mementingkan fungsionalitas atau kegunaan dari sebuah objek/elemen [5]. Dengan bentuk yang sederhana dan penggunaan warna-warna cerah dan kontras menjadikan flat design populer dan mudah dipahami. Flat design umumnya digunakan pada tampilan user interface aplikasi, namun seiring dengan kepopulerannya maka saat ini penggunaan flat design berkembang tidak hanya pada user interface namun juga ilustrasi.

II. METODOLOGI

Penelitian ini menggunakan pendekatan kualitatif yang mendeskripsikan langkah-langkah proses kreatif dalam perancangan desain badan bus berbasis ilustrasi kearifan lokal. Tahapan penelitian diawali dengan studi literatur tentang bus dan kearifan lokal yang ada di Indonesia. Setelah data literatur terkumpul dan dikaji kemudian dilakukan proses pengembangan desain. Desain Ilustrasi badan bus berbasis kearifan lokal yang dikembangkan menggunakan pendekatan tampilan visual flat design.

III. HASIL PERANCANGAN

Proses perancangan dimulai dengan konsep. Konsep

ilustrasi gotong royong digambarkan dengan gambar berbagai karakter dengan berbagai suku menggotong atau memikul jendela bus bersama-sama. Ilustrasi dan body bus diolah sehingga tampak seolah-olah ada kesatuan didalamnya. Di bagian depan dan belakang bus terdapat masing-masing 2 (dua) karakter dan di bagian samping terdapat 3 (tiga) karakter.

Karakter yang digunakan diambil dari referensi internet yang menggambarkan beberapa suku dari berbagai daerah yang ada di Indonesia. Ketujuh karakter tersebut diolah menjadi lebih sederhana menggunakan flat design. Penggunaan tujuh karakter dengan karakter suku yang berbeda menggambarkan keberagaman Indonesia yang saling bekerjasama bahu-membahu membangun Indonesia (Gbr. 2).

Gbr. 2. Latar belakang pohon beringin.

Pada bagian latar depan, samping dan belakang didominasi dengan warna biru dengan gambar pohon beringin ditengah dan warna hijau di bagian bawah. Warna biru untuk menggambarkan langit cerah yang dimaknai sebagai masa depan cerah. Warna hijau menggambarkan rerumputan yang dimaknai sebagai halangan rintangan yang menghadang. Pohon beringin merupakan pohon besar dengan ranting luas yang dapat menjadi tempat berteduh yang menyejukkan dan memiliki akar yang sangat kuat serta menjalar di mana-mana. Pohon beringin dimaknai sebagai keanekaragaman suku dan bangsa indonesia yang harus tetap bersatu (Gbr. 3).

Gbr. 3. Referensi Karakter Perwakilan Suku di Indonesia.

Gbr. 4. Latar belakang sebelum diaplikasikan pada badan bus.

Susunan konsep ilustrasi tersebut memiliki makna bahwa masyarakat Indonesia terdiri dari berbagai suku budaya yang saling bahu-membahu, bergotong- royong memikul beban negara, bersatu melewati rintangan menuju masa depan Indonesia yang lebih cerah. Berikut merupakan tampilan karakter dan latar belakang dalam



bentuk ilustrasi flat design (Gbr. 5).

Gbr. 5. Karakter pada desain depan, samping dan belakang.

Setelah pembuatan karakter dan latar, karakter dan background disusun dan diaplikasikan pada template bus. Template bus diambil dari internet dengan menggunakan basis bus bermerek Hino R (Gbr. 6 dan Gbr. 7).

Gbr. 6. Hasil aplikasi desain tampak depan dan belakang.

Untuk menyatukan jendela dengan desain maka ditambahkan elemen warna kuning sebagai lambang harapan yang dibawa bersama-sama.

Gbr. 7. Hasil aplikasi desain tampak samping.

IV. KESIMPULAN

Bus sebagai transportasi masal yang memiliki tinggi dan panjang yang cukup lebar, dapat dioptimalkan sebagai media untuk mempromosikan, mengenalkan kearifan lokal yang ada di Indonesia. Hal ini dapat menjadi media pembelajaran kepada masyarakat bahwa Indonesia memiliki kearifan lokal yang sepatutnya kita laksanakan sebagai identitas masyarakat Indonesia. Hasil dari perancangan ini merupakan gagasan desain yang belum diaplikasikan secara langsung, tentulah perlu dilakukan penelitian lebih lanjut untuk mendapatkan desain yang efektif. Hasil penelitian ini dapat dijadikan sebagai referensi dalam membuat inovasi desain badan bus berbasis kearifan lokal.

REFERENSI

[1] BPS. 2014. Perkembangan Jumlah Kendaraan Bermotor Menurut Jenis tahun 1987-2013, (online), (http://www.bps.go.id /linkTabelStatis/view/id/1413), diakses tanggal 26 Agustus 2016.

[2] F.X, Rahyono. 2009. Kearifan Budaya dalam Kata. Jakarta: Wedatama

[3] Widyasastra.

[4] Koentjaraningrat. 2009. Pengantar Ilmu Antropologi. Jakarta: Aksara Baru

[5] Fajarini, Ulfah. Peranan Kearifan Lokal dalam Pendidikan Karakter, journal.uinjkt.ac.id), diakses tanggal 3 November 2016.

[6] Andrew, Rio. 2015. Apa itu Flat Design?, (http:// blog.riodesign-web.com/apa-itu-flat-design/), diakses tanggal 3 November 2016

[7] Big Bus, http://www.busnesia.com/2014/06/jenis-dan-type-bus-dari-berbagai-macam.html

[8] Medium Bus, http://www.busnesia.com/2014/06/jenis-dan-type-bus-dari-berbagai-macam.html

[9] Mini Bus, http://www.busnesia.com/2014/06/jenis-dan-type-bus-dari-berbagai-macam.html

[10] Karakter Perwakilan Suku di indonesia, https://dreamindonesia. files.wordpress.com/2012/11/indonesiaku.jpg



Pengembangan Desain Fasilitas Keselamatan

Wisata Bahari pada Perahu Nelayan Tradisional

Pangandaran

(Safety Facility Design Development of Marine Tourism in Pangandaran Traditional

Fishing Boat)

Edi Setiadi Putra

Jurusan Desain Produk

Fakultas Senirupa dan Desain

Institut Teknologi Nasional

Bandung, Indonesia


Aldrian Agusta

Jurusan Desain Komunikai Visual


Institut Teknologi Nasional

Bandung, Indonesia

e-mail: [email protected]

Abstract— Most of the fishing boats in Pangandaran

have been converted to tourist transportation means.

Serious problems occur, because the fishing boats are not

designed for tourism, it is evident from the lack of safety

facilities for passengers. Based on the study ergokultural

through an ethnographic approach to the behavior of

fishermen, the existence of marine technology and

traditional boat design, we concluded that the maritime

culture Sunda consider ergonomic factors in the lives of

fishermen who materialized in the form of a boat structure

and function components. Pangandaran beach busy with

tourist activity, raises the risk of boat collisions and

accidents to swimmers. This study sought to find the

relevant safety facilities with the existing situation, so that it

has a positive impact on the safety of sea travel.

Keywords— product design, boats, fishing, marine tourism

I. PENDAHULUAN

Nelayan tradisional di pantai Pangandaran tengah berhadapan dengan tiga pilihan untuk mengikuti perubahan, yaitu dari nelayan pencari ikan di pesisir (coastal fisherman) menjadi nelayan samudera (oceanic fisherman) dengan perubahan fasilitas usaha dari perahu tradisional menjadi kapal nelayan berbobot ≥ 50 gros ton dengan kemampuan jelajah lebih dari 15 mil laut. Program Pemerintah telah mendorong para nelayan pesisir yang berpenghasilan minim, untuk menjadi nelayan samudera yang berpeluang menghasilkan hasil tangkapan yang besar dan berlimpah. Pusat ikan yang sangat berlimpah di seluruh perairan Indonesia adalah di kawasan samudera atau laut lepas. Pilihan lain yang ditempuh nelayan tradisional Pangandaran adalah menjadi pelaku usaha wisata bahari, yang melayani rute perjalanan wisata pantai. Usaha ini lebih banyak dipilih oleh para nelayan, karena masih dapat mempergunakan perahu yang ada. Kendala yang dihadapi adalah banyaknya persyaratan yang harus dipenuhi nelayan dalam rangka menjamin keselamatan wisatawan asing dan domestik.

Persyaratan besar yang harus diperhatikan oleh para nelayan penyelia jasa wisata bahari, adalah kewajiban untuk memenuhi faktor keselamatan dalam menggunakan jasa transportasi perahu (safety boat), serta faktor kenyamanan berwisata bahari (marine tourism

comfortability). Kedua faktor keselamatan dan kenyamanan berwisata merupakan prioritas utama yang harus dipenuhi nelayan ketika memilih profesi baru sebagai penyelia jasa perahu wisata. Faktor keselamatan berperahu yang disosialisasikan Dinas Pariwisata kepada para nelayan adalah antara lain: penggunaan jaket pelampung (life jacket) untuk setiap wisatawan dan kru nelayan, penggunaan helm (safety helmet), lampu darurat dan komunikasi (emergency light dan sign lighting), suar, komunikasi radio, peralatan SOS (Save Our Soul), dayung, ban pelampung, peralatan reparasi, baterai cadangan, bahan bakar cadangan, dan peralatan PPPK. Sedangkan faktor kenyamanan yang secara bertahap diupayakan nelayan adalah kebersihan perahu dari bau amis ikan dan jamur karang, serta ketersediaan sarana duduk, tangga, tempat sampah, atap pelindung kabin dan ruas batang untuk menahan goncangan ombak.

Komitmen terhadap faktor keselamatan dan kenyamanan wisata, diterima nelayan dengan beragam sikap, bahkan terdapat penolakan berdasarkan rujukan pada dasar keterampilan, pengalaman dan unsur kearifan budaya lokal. Berdasar pada dinamika nelayan tersebut, diperlukan kajian yang cukup mendalam pada perikehidupan nelayan, cara hidup dan berbagai teknologi lawas, serta pengaruh budaya maritim Sunda, yang menjadi akar budaya para kaum nelayan Pangandaran. Kajian ini diharapkan dapat mengantarkan kepahaman kita terhadap sikap dan sifat kaum nelayan Pangandaran, sehingga dapat menjalin relevansi dengan program pengembangan kepariwisataan Pemerintah.

II. METODOLOGI

Observasi terhadap perilaku dan cara hidup kaum nelayan, dilakukan melalui kajian etnografi, yaitu metode pemahaman tentang perilaku dan cara hidup masyarakat, melalui proses pengamatan dan wawancara [1]. Karena riset bersifat deskriptif kualitatif yang berfokus pada suatu karya desain produk, maka kajian ini menggunakan partisipatori etnografi [2] seperti skema pada Gbr. 1.

Terkait dengan ilmu pengetahuan (sains) yang dimiliki masyarakat nelayan, dilakukan wawancara langsung terhadap responden yang terdiri dari nelayan aktif. Ilmu





pengetahuan kenelayanan (what people say they do) dapat dipahami melalui paparan tutur, percakapan, dan sesuatu yang merupakan referensi. Langkah selanjutnya adalah melaksanakan pendekatan partisipatori (participatory design), yaitu proses memahami teknologi atau sain terapan yang dikembangkan masyarakat nelayan, melalui gerakan partisipasi dalam kegiatan nelayan saat bekerja dan mempergunakan berbagai alat kerjanya (what people make). Langkah berikutnya adalah melakukan kegiatan riset dengan pendekatan etnografi terhadap makna budaya, untuk menyimak apa yang sedang dikerjakan atau apa yang menjadi kebiasaan khas para nelayan (observing what people do). Ketiga gatra kajian ini berfokus pada satu titik kajian, yaitu produk perahu nelayan.

Gbr. 1. Konsep pendekatan partisipatori etnografi [8].

Kajian terhadap wujud riil ‘perahu nelayan tradisional Pangandaran‘, merupakan konsepsi implementasi etnografi yang relevan dalam riset desain produk, sebab terkait dengan perlunya pemahaman tentang perilaku kerja manusia sebagai sudut pandang sosial budaya yang berpengaruh dalam keputusan desain. Sudut pandang lain yang terlibat dalam pembentukan produk adalah berupa kompetensi dalam berkreasi dan berproduksi yang terpadu dengan unsur ilmu pengetahuan berbasis kearifan lokal. Pola kerja masyarakat nelayan yang berlandaskan budaya maritim, dapat dikembangkan sebagai unsur pengetahuan dalam bidang ilmu ergonomi makro, dimana risalah ekosistem, ekologi dan ekonomi terlebur dalam satu cakupan yang menjadi budaya kerja. Prinsip keterhubungan antara bidang ergonomi dan bidang budaya dipelajari dalam kajian ergokultur (ergonomic cultural).

III. HASIL DAN PEMBAHASAN

3.1. Prinsip Ergokultural Maritim

Prinsip ergokultural maritim Sunda yang terpelihara baik di kawasan Pantai Pangandaran dan sekitarnya, tergambar dari pengakuan akan adanya akar budaya Sunda yang mencakup kehidupan nelayan sebagai bagian dari trigatra masyarakat Sunda. Peneliti Belanda bernama RW Van Bemmelen (1949) [3], menyebutkan Sunda adalah suatu istilah yang digunakan untuk menamai dataran bagian barat laut wilayah India Timur, yang memiliki struktur kemasyarakatan yang disusun berdasarkan kondisi geografis. Masyarakat Sunda terdiri dari kaum nelayan (pamayang) di pesisir, kaum petani (panyawah) di dataran rendah, dan kaum peladang (pahuma) di dataran tinggi. [3]

Gbr. 2. Konsep masyarakat Sunda berdasar geografi [3]

Dalam naskah kuno ‗Sanghyang Siksa Kandang Karesian‟ (1518), disebutkan dalam masyarakat Sunda terdapat ―Pancabyapara‖ atau lima pekerjaan budaya, yang terdiri dari:1) kaum petani (sang Mangukuhan), penggarap bumi untuk mencapai kukuh pancuh atau kekuatan dalam bidang logistik dan pangan, 2) kaum penyadap (sang Kusika)yang mengembangkan hasil bumi dan hasil tambang, 3) kaum pemburu (sang Karungkalah), yang memelihara ekosistem hutan, disebut juga paninggaran/ pamoro sato, 4) kaum pedagang (sang Sandanggreba) yang mengembangkan pasar dan distribusi komoditi antar masyarakat, serta 5) kaum pelaut (Sang Patanjala) atau pamayang (mayang berarti gelombang, sehingga pamayang berarti manusia ombak atau gelombang) yang menjaga ekosistem laut. Kelima profesi itu merupakan pancagatra manunggal yaitu lima segi yang menjadi satu kesatuan, seperti lima kelopak bunga yang mekar.

Gbr. 3. Konsep pancabyapara (visualisasi penulis dari Sanghyang Siksa

Kandang Karesian, 1518).

Prinsip Pancabyapara terhubung dengan konsep kosmologi Sunda ―papat kalima pancer‖ atau konsep empat sisi keseimbangan yang terhubung dalam satu titik fokus. Jika fokus pada segi patanjala/pamayang maka keempat sektor lain akan bertindak menjadi pendukung. Atas dasar inilah perkembangan di daratan (rendah dan tinggi), merupakan hasil dari perkembangan masyarakat pesisir, demikian pula sebaliknya. Dalam sejarah peradaban kita, kemajuan masyarakat di tengah pulau merupakan hasil dari perkembangan yang terjadi di masyarakat pesisir. Awal perubahan dimulai dari pesisir adalah karena masyarakat pesisir lebih cepat menjalin hubungan dengan dunia luar [4].

Dalam peranannya sebagai patanjala, nelayan di Pangandaran menempatkan diri sebagai penjaga ekosistem laut, sehingga sangat konservatif dalam memandang laut sebagai bagian dari hidupnya yang harus dijaga dari unsur luar yang merusak. Hal ini terwujud dalam sikapnya yang senantiasa waspada dan hati-hati dalam menerima perubahan[5]. Namun, karena konsep budaya Sunda



bersifat paradoks, untuk mengembangkan diri menjadi bangsa yang lebih maju, kaum pamayang/nelayan harus bersedia proaktif menerima perubahan. Konsep paradoks ini kemudian memberikan arti ―sineger tengah‖, jalan tengah atau jalan keseimbangan (balance), yang menjadi prinsip hidup masyarakat Sunda pada umumnya.

Prinsip ergokultural maritim yang terpelihara baik di kawasan wisata Pantai Pangandaran, tidak saja hidup dalam perilaku masyarakat pamayang (nelayan Sunda), tetapi juga dalam ragam bentuk perahu dan komponen fungsi yang terhubung dengan desain perahu. Salah satu komponen pada perahu tradisional Pangandaran yang sangat penting adalah cadik. Fungsi cadik adalah sebagai penjaga keseimbangan agar perahu dapat melintasi laut dan bertahan dari hempasan gelombang.

a. Prinsip Keseimbangan Cadik

Gbr. 4. Prinsip kerja cadik (Dokumen penulis).

Gbr. 5. Prinsip Tritangtu pada dimensi perahu tradisional (Dokumen

penulis)

Cadik adalah komponen perahu tradisional yang terdapat di kedua sisi perahu. Di antara sisi kiri dan kanan terdapat perahu di mana manusia bekerja. Cadik sebelah kiri dan kanan bersifat simetris sehingga dapat menjaga kestabilan perahu lebih efektif. Cadik juga merupakan simbol perbedaan sekaligus persamaan. Bentuk dan konstruksi cadik di beberapa wilayah ternyata berbeda-beda. Hal ini menunjukkan bahwa cadik boleh mengalami perubahan disesuaikan dengan perkembangan budaya setempat.

b. Prinsip Tritangtu

Prinsip Tritangtu (tiga ketentuan) Sunda, mencakup 3

aspek kehidupan: dunia bawah, dunia tengah dan dunia atas. Dunia tengah merupakan dunia manusia (Gbr. 5).

3.2. Ergokultural Maritim Terapan

Penerapan faktor keselamatan pada perahu nelayan (safety boat), selain berupa perlengkapan marine safety standar yang diperlukan tersedia pada perahu, adalah berupa keberadaan cadik yang multi fungsi. Desain perahu tradisional sepatutnya tidak mengalami sentuhan desain ulang (redesign), karena merupakan produk artefak budaya yang perlu dipertahankan nilai-nilai orisinalitasnya [6]. Sebagian besar turis asing yang mempergunakan perahu nelayan disebabkan oleh keunikan dan keasliannya. Jika perahu tidak dapat dirubah wujudnya, maka komponen cadik merupakan bagian yang paling fleksibel untuk menerima perubahan.

Gbr. 6. Plain model produk perahu nelayan (skala 1:5) (dokumen

penulis)

Kementerian Perikanan dan Kelautan menyarankan nelayan untuk memperhatikan alur lalu lintas laut dari kapal-kapal besar yang melintas diantara jalur nelayan tradisional. Di beberapa tempat, sering terjadi tubrukan antar kapal, dan pelindasan terhadap perahu nelayan yang mengganggu jalur laju kapal. Berbagai sekolah pelayaran, mempergunakan pedoman P2TL (Peraturan pencegahan Tubrukan Kapal) yang merujuk pada International Regulation on Prevantion of Collision At Sea 1972. Aturan ini menjelaskan bahwa setiap kapal (termasuk kapal nelayan, kecuali yang berkemampuan untuk berubah haluan secara cepat misal perahu motor atau speedboat), diwajibkan mengikuti aturan lalu lintas laut, dengan mempergunakan sistem komunikasi dengan lampu/cahaya, suara peluit dan tanda-tanda visual yang disepakati secara internasional. [7]

Konsep desain untuk penerapan faktor keselamatan adalah mempergunakan sistem cahaya lampu di bagian cadik sebagai media komunikasi dan informasi lalu lintas laut dan sistem penerangan untuk bagian kabin perahu. Selama ini sistem lampu untuk komunikasi belum pernah ada pada perahu nelayan tradisional manapun. Hal ini disebabkan tidak adanya kewajiban bagi perahu kecil untuk mengikuti aturan P2TL/IRPCA 1972. Pada sistem lalu lintas laut, terdapat aturan penggunaan lampu hijau untuk informasi perahu melaju dalam kecepatan normal, sedangkan warna merah untuk menunjukkan bahwa perahu sedang diam dan dapat membiarkan perahu atau kapal lain melintas jalurnya. Sedangkan di bagian belakang terpasang lampu warna kuning, yang menunjukkan perahu berada di depan dan sedang aktif bergerak.



Gbr. 7. Komponen cadik yang siap menerimap perubahan (Dokumen

penulis)

Gbr. 8. Komponen sistem lampu cadik (Dokumen penulis).

Gbr. 9. Desain sistem lampu cadik (Dokumen penulis).

IV. KESIMPULAN

Kajian terhadap unsur-unsur pembentuk budaya Sunda dalam khazanah kemaritiman, diperlukan untuk menggali konsep hidup pamayang yang relevan dengan situasi dan kondisi nelayan wisata bahari di Pantai Pangandaran ini. Masyarakat wisatawan dalam dan luar negeri, dapat memahami kehidupan nelayan dan lingkungannya sangat menarik untuk diapresiasi sebagai suatu wisata budaya yang berkualitas tinggi.

Implementasi faktor keselamatan dan kenyamanan wisata bahari, dapat dikembangkan melalui desain cadik, dan komponen fungsi lainnya. Misalnya sebagai media komunikasi antar perahu yang selama ini tidak dipedulikan para nelayan. Banyaknya tabrakan antar kapal dan kecelakaan perahu, menunjukkan perlunya kita memperdulikan semua aturan lalulinta laut, meskipun itu berasal dari budaya lain.

UCAPAN TERIMA KASIH

Terimakasih yang sebesar-besarnya kepada Kemenristek Dikti yang berkenan memberikan hibah penelitian tahun 2016-2017. Semoga penelitian yang masih berlanjut ini memberikan manfaat yang sebesar-besarnya bagi kesejahteraan kaum nelayan (pamayang), yang menjadi agen perubahan sepanjang jaman.

REFERENSI

[1] Fetterman. (1998). Ethnography (2nd edition). Thousand Oak CA:

Sage Publication.

[2] Agar, M. (1996). Professional Stranger: An Informal Introduction

To Ethnography, (2nd ed.). Academic Press

[3] Ekajati, Edi S. 2005. Kebudayaan Sunda Suatu Pendekatan

Sejarah, Jakarta: Pustaka Jaya

[4] Kusnadi. 2000. Nelayan: Strategi Adaptasi & Jaringan Sosial.

Bandung: Humaniora Utama Press

[5] Satria, A. 2012. Strategi Adaptasi Nelayan Terhadap Perubahan

Ekologi. Jurnal Makara (Journal of Social Sciences and

Humanities). Series Vol 16 No.1. Juli 2012: 68-78.

[6] Skaggs, Paul. 2012. Ethnography in Product Design – Looking

For Compensatory Behaviors. Journal of Management and

Marketing Research. Brigham Young University.

[7] Suhana, Karim H. 2011. Ekonomi Kelautan Dan Pesisir.

Yogyakarta: Graha Ilmu

[8] Konsep pendekatan partisipatori etnografi, http:// www. yainal.

web.id

.



Pengembangan Desain Produk Low Deck Electric

Bus Sebagai Transportasi Publik untuk Kota

Metropolitan (Low Deck Electric Bus Product Design Development for Metropolitan City Public

Transport)

Agus Windharto


Fakultas Teknik Sipil dan Perencanaan


Surabaya, Indonesia


Abstract—The need for rapid and better mass transport

of Indonesia metropolitan cities increasing in line within the

rapid economic growth in urban and sub-urban area. Low

Deck Electric Bus or electrically low-rise bus is a bus that

was recommended as a mass transportation in urban areas

with the following characteristics: 1) environmentally

friendly: no pollution because sourced electricity. 2) The

accessibility of passengers is good for passengers, especially

children, the elderly, the disabled, pregnant women or

passengers carrying the stroller 3) With city buses

electrically low-rise, then bus shelters / bus stops will be low-

roofed, then it is better to keep the beauty of the

architectural face of the city. This Research method is based

on integrated digital design: the study of geometry,

ergonomics, material, structure, construction and

engineering systems through integrated digital prototype.

The research results are the State of the Art Design for

Electric Low deck Bus lightweight, sturdy, safe, comfortable

and friendly environment that can be produced by a

consortium of national transport industry. IPR in the form

of patent, industrial design and branding, publicity in the

form of participation in various National and International

transport seminars and Fairs. The purpose of this study is

supporting for Design Prototyping Electric Low deck Bus as

type of Mass Transportation Urban Safe that Convenient

and Environmentally Friendly by synergizing research

institutes colleges - a consortium of transportation industry,

ministry of research and technology, other supporting

industries, and the government of Surabaya.

Keywords— prototype design of electric low deck bus for

safe, convenient and environmentally friendly urban mass

transportation modes.

I. PENDAHULUAN

Kendaraan pribadi dalam jumlah besar dan pertumbuhan yang sangat tinggi (18-20% pertahun) menyebabkan kapasitas jalan tidak seimbang dengan jumlah kendaraan, dampaknya: kemacetan, polusi, inefisiensi energi dan ketidakproduktifan warga kota. Kebutuhan teknologi transportasi masal, aman, nyaman dan ramah lingkungan sudah semakin mendesak. Kebutuhan dipenuhi dengan impor dari beberapa negara karena industri bis lokal masih belum mampu memenuhi syarat-syarat ini.

Kota-kota metropolitan di Indonesia yang tengah berupaya menyediakan angkutan masal merupakan pasar Low deck Electric City Bus yang potensial. Sistem dan moda transportasi perkotaan di Indonesia, yang tidak direncanakan dengan baik sehingga dampaknya dirasakan sekarang. Hal lain yang menjadi kendala adalah masih terbatasnya sinergitas antara lembaga riset, perguruan tinggi, Industri dan Pemerintah dibidang industri transportasi massal. Pengembangan industri transportasi massal (electric bus) yang ramah lingkungan merupakan momentum yang tepat untuk menyelesaikan permasalahan lalulintas, polusi udara, pemborosan energi yang mengganggu produktivitas warga kota.

Di beberapa Negara maju (Jerman dan China) yang telah mengembangkan teknologi kendaraan listrik, membuktikan bahwa bus listrik sebagai moda transportasi massal lebih berhasil dari pada kendaraan listrik sebagai transportasi personal. Hal ini disebabkan oleh: rute, jarak dan waktu transportasi terukur publik. Infrastruktur pendukung (charger dan baterai sudah disiapkan sesuai skedul operasional), investasi mendapatkan subsidi dari pemerintah sebagai layanan pemerintah kepada warga kota. Sehingga pentingnya Riset rancang bangun prototipe Low deck Electric City Bus sebagai sistem transportasi massal perkotaan yang aman, nyaman dan ramah lingkungan. Industri transportasi massal yang ramah lingkungan di Indonesia memerlukan dukungan riset dan teknologi untuk mandiri dan berdaya saing.

Tujuan makalah riset ini adalah: 1) memberi kontribusi berupa bahan naskah akademik dalam rangka membangun sistem transportasi perkotaan modern, perencanaan yang matang, penguasaan teknologi, kelembagaan yang kuat, perundang-undangan yang jelas, serta manajemen yang baik, 2) membangun sinergitas komunitas/ aliansi profesi, lembaga riset, perguruan tinggi dan industri




transportasi dan pemerintah, 3) mempersiapkan capaian tertinggi dalam teknologi, rancang bangun, pembuatan prototipe, pengujian, dan sertifikasi, serta mempersiapkan industri Low deck Electric City Bus yang ramah lingkungan serta menunjang arsitektur kota. Sasaran riset ini adalah meningkatkan kompetensi para pemangku kepentingan sistem transportasi perkotaan di Indonesia.

II. TINJAUAN PUSTAKA

Pustaka umum diambil dari aneka publikasi asosiasi dan pemangku kepentingan transportasi di Indonesia. Secara umum Gaikindo (Gabungan Industri Kendaraan Bermotor Indonesia) menyebutkan potensi pasar bus elektrik menunjukkan permintaan unit bus dalam 5 tahun ke depan akan mengalami lonjakan tajam [16]:

TABEL I. PERTUMBUHAN BUS KOTA DI INDONESIA 2012 -2017

Tinjauan studi dan pustaka pada riset ini didasarkan kepada studi literatur dan pengalaman penulis dalam perancangan moda transportasi sebelumnya yaitu: 1) desain payloads sistem N250-N2130 bersama tim IPTN (sekarang PT Dirgantara Indonesia), 2) desain Kereta Rel Listrik Nasional (KRLNAS) bersama PT INKA, 3) desain karoseri eksterior and interior kereta api di Soekarno Hatta Airport, 4) konsep dan pemikiran D‘Souza, et.al mengenai low-floor bus design [8], pemikiran Tindo mengenai bus listrik dan aspek enjiniringnya [14], 5) Perancangan dan pembuatan prototip Ambulans Pendidikan untuk Fakultas Kedokteran Universitas Jember dan Fakultas Kedokteran Universitas Airlangga Surabaya, dan 8) Beberapa tulisan serta publikasi tentang transportasi di Indonesia.

III. METODOLOGI

Metoda penelitian rancang bangun berbasis integrated digital design: studi geometri, ergonomi,

material, struktur, konstruksi dan sistem engineering terpadu melalui digital prototype. Studi sistem elektrik yang meliputi: controller, baterai, charger, dan motor listrik, studi sistem mekanik: under frame, breaking and steering system, studi pasar, pendekatan sosial dan budaya serta strategi merek/ pencitraan (branding) (Gbr.1).

1. Metode Integrated Digital Design CAD, CAM dan CAE.

2. Pemakaian 3D based modeling, mulai dari tahap desain awal, sampai dengan akhir.

3. Desain yang dipersiapkan dari konsep sampai detail desain akhir badan kendaraan, serta bermanfaat sebagai perangkat pemasaran.

4. Melakukan studi-studi yang terkait dengan berbagai aspek desain:studi kebutuhan penumpang dan ergonomi; studi penggayaan (styling) desain eksterior; studi desain interior: konfigurasi komponen pembungkus interior; studi sistem branding; dan studi animasi dan simulasi.

Gbr. 1. Metode penelitian berkelanjutan sampai pada proses pabrikasi

dengan Industri Transportasi Nasional.

Riset Bis Elektrik dapat dirumuskan kisi-kisi dalam perancangan: 1) bersih dan hijau: dampak lingkungan rendah, safe: lebih aman dibandingkan kendaraan berbahan bakar non elektrik, 2) cepat dan serba guna: waktu perjalanan singkat dan jadwal yang teratur, 3) nyaman: nyaman bagi penumpang dalam berbagai kondisi (orang tua, difabel, dan pejalan kaki), 4) berbudaya: mengarah kepada pengembangan kota yang manusiawi dan berkesinambungan, 5) dapat diterima: terjadi migrasi dari mobil ke angkutan umum, 6) berkapasitas besar dan terjangkau: murah dan investasinya lebih rendah, serta 7) adaptif dan fleksibel untuk berbagai kondisi jalan raya.



IV. HASIL DAN PEMBAHASAN

Penelitian ini melaksanakan survey pasar and

analisa kompetitor sebagai dasar pengembangan Low deck Electric Bus di industri karoseri Indonesia, agar

diperoleh harga yang kompetitif. Hal-hal yang akan

diteliti pada penelitian ini adalah: 1) perbandingan spesifikasi low deck electric city bus yang dihasilkan

oleh industry karoseri di seluruh dunia, 2) studi

kapasitas produksi industri karoseri indonesia, 3)

studi pasar, tren dan style, 4) studi faktor manusia (ergonomi: keselamatan, keamanan, kenyamanan dan

kesehatan; dan sosial budaya, termasuk perilaku),

dan 5) studi pemosisian pengembangan low deck electric city bus indonesia.

Hal ini merupakan peluang yang besar untuk

industri transportasi dalam negeri. Di lain pihak

peluang ini tidak akan menjadi kenyataan tanpa adanya usaha untuk penguasaan rancang bangun bus

listrik oleh industri nasional, investor dalam dan luar

negeri, rencana penataan sistem transportasi kota yang mengutamakan angkutan masal, komitmen

pemerintah, manajemen transportasi yang baik serta

kelembagaan yang kuat. Capaian puncak dari bidang

topik yang diteliti:

Capaian puncak teknologi: digital prototyping,

detail engineering design document, model

berskala, mock up, prototipe, sertifikasi, animasi bus listrik dan sistim branding-nya.

Rencana strategis rancang bangun e-bus

nasional dan Peta jalan dan jejaring:

komunitas desain dan transportasi nasional

Knowledge management: Dokumentasi dan

Integrasi database dari berbagai kegiatan

Rancang Bangun antara Industri: konsorsium BUMN dengan Perguruan Tinggi (ITS) dan

Pemerintah: Bappeko, Dinas Perhubungan dan

Kementerian Perhubungan Republik Indonesia.

Publikasi: Jurnal Ilmiah dan Seminar Nasional

– International dan HKI: Paten dan Desain

Industri, Dari mulai draft, pendaftaran sampai dengan pemberian sertifikat.

Modul pembelajaran, seperti: 1) ergonomi

desain, 2) desain bus listrik, 3) desain transportasi masal, pendidikan teknologi:

bimbingan tugas akhir S1, dan Tesis S2.

Kegiatan hasil riset dapat dimanfaatkan untuk pengembangan spin off inovasi teknologi:

Guided Bus, LRT (Light rapid Transit), LRV

(Light Rapid Vehicle) dan lainnya.

A. Preliminary desain yang dibuat:

Gbr. 2. Desain eksterior medium low deck electric bus.

Gbr. 3. 3D cross section- medium low deck electric bus.

Gbr. 4. Desain awal eksterior long type - low deck electric bus.

Gbr. 5. Potongan interior long type - low deck electric bus.

Gbr. 6. Preliminary Desain Interior



Penelitian ini diharapkan dapat memberikan kontribusi melalui rancang bangun moda transportasi Nasional dalam bentuk kemandirian Teknologi. Sebagai aplikasinya untuk melaksanakan rancang bangun pembuatan prototipe Low deck Electric City Bus sebagai Moda Transportasi Massal Perkotaan yang aman, nyaman dan ramah lingkungan dengan mensinergikan lembaga riset perguruan tinggi (LPPM ITS) – konsorsium Industri transportasi (PT Great Asia Link yang merupakan salah satu perintis industri mobil listrik Nasional, PT Adicitra Birawa, industri karoseri yang berbasis alumunium, ahli didalam membuat badan kendaraan yang ringan) dan industri penunjang lainnya (under frame, interior dan lainnya) – Kemenristek (unsur pemerintah yang memberikan insentif, fasilitasi) dan Pemerintah kota Surabaya (data informasi). Selain desain di atas, peneliti juga mengembangkan ruang lingkup tambahan untuk mendesain fasilitas penunjang untuk e-Bus ini, agar menjadi solusi yang terintegrasi.

Gbr. 7. Preliminary desain halte e-bus.

V. KESIMPULAN

Riset ini diharapkan dapat menjadi bahan naskah akademik untuk perumusan kebijakan: 1) penguasaan Teknologi rancang bangun yang didukung pembuatan prototipe, pengujian, dan sertifikasi, 2) Penguasaan teknologi produksi badan kendaraan Low deck Electric City Bus yang ringan dan tangguh, 3) puncak capaian teknologi Low deck Electric Bus yang ringan, kokoh, aman, nyaman dan ramah lingkungan yang akan diproduksi oleh konsorsium industri transportasi Nasional, dan 4) pembuatan model berskala, mock up dan prototipe bus listrik

medium.

Dokumentasi yang akan dihasilkan dari riset ini sangat berguna untuk: 1) proses sertifikasi bus listrik secara nasional maupun internasional, 2) HKI berupa paten, desain industri dan branding, 3) publikasi: keikutsertaan di berbagai seminar-pameran transportasi Nasional dan Internasional. Publikasi ilmiah (jurnal Internasional atau nasional terakreditasi), dan 4) mendukung lahirnya lulusan desain produk, teknik mesin otomotif, elektro -mekanik, S1 dan S2 yang menguasai rancang bangun Low deck electric Bus.

Riset ini dimaksudkan sebagai pendahuluan untuk kegiatan desain yang lebih besar yang bersifat multi tahun yaitu: 1) Desain dan prototipe eksterior-interior badan kendaraan, under frame, sistem battery loading – unloading, sistem charging, sistem branding Low deck Electric City Bus, 2) Riset tahun pertama: pembuatan model berskala, mock up (non operasional) skala 1:1 beserta interior, persiapan pembuatan prototipe medium bus (7 m), 3) Riset tahun kedua: pembuatan prototype medium bus (7 m), studi desain enjiniring, studi model 3D berskala untuk articulated bus (17m), 4) Riset Tahun ke-3: pengujian dan sertifikasi, marketing, dan desain dan pembuatan mock up- pembuatan prototipe bus standar (12 m).

Dampak positif yang diharapkan terjadi adalah perubahan perilaku warga kota dengan memanfaatkan moda transportasi massal – publik yang lebih aman, nyaman dan ramah lingkungan, hal ini akan mengurangi kemacetan di urban dan sub urban. Penghematan subsidi BBM, pengurangan polusi lingkungan kota, yang berimbas pada meningkatnya produktivitas dan efisiensi waktu warga kota. Manfaat lain yang untuk jangka panjang adalah: 1) E-Bus dapat menjadi intermoda dengan moda transportasi lainnya (sebagai trunk – feeder) menghubungkan bandara, stasiun pelabuhan serta sentra-kawasan bisnis, perkantoran, pendidikan, permukiman, industri, pariwisata dan lainnya, 2) menciptakan pasar bus listrik yang masih kosong, untuk dibuat di industri karoseri di Indonesia, 3) sudah berdaya saing, karena produksi bus di negara maju pun dilakukan dengan cara semi karoseri, lalu biaya pengiriman bus dari luar negeri berpengaruh signifikan terhadap harga. Sehingga industri karoseri bus dalam negeri berdaya saing untuk pasar lokal, dan akhirnya akan membangun kepakaran di beberapa perguruan tinggi, lembaga riset dan pemerintah dibidang rancang bangun, manufaktur dan kebijakan publik dibidang bus listrik dan infrastrukturnya. Untuk itu, dibutuhkan komitmen, keseriusan dan keberlanjutan sinergi antara komunitas desain, perguruan tinggi, pemerintah, masyarakat dan semua elemen pemangku kepentingan untuk memajukan transportasi publik yang efisien dan ramah lingkungan.



REFERENSI

[1] Agus Windharto (2013). Exterior & Interior Basic Design of

Monorail as Mass Rapid Transportation for Surabaya, International

Conference of Creative Industry, Indonesia.

[2] Agus Windharto (2013). Exterior & Interior Basic Design of

Tramway as Mass Rapid Transportation for Surabaya, International

Conference of Creative Industry, Indonesia.

[3] Agus Windharto (2013). Exterior and Driver Cabs Design of the

Double Cabin Locomotive CC300-301 Based on Integrated Digital

Design, 4th APTECS International Seminar (Applied Technology,

Science, and Arts), Surabaya, Indonesia.

[4] Agus Windharto (2013). Exterior & Interior Car Body Design of

the Soekarno-Hatta Airport Railing Service. International Seminar

on Applied Technology, Science, and Art (4th APTECS), Surabaya

Indonesia

[5] D‘Souza, C., Paquet, V., Lenker, J., Steinfeld, E., Et Bareria, P.

(2012). Low-floor bus design preferences of walking aid users

during simulated boarding and alighting. Work: A Journal of

Prevention, Assessment and Rehabilitation, 41, 4951-4956,

[6] Scheneeberger, Monorail, Light Rail Transit and Arms; 2011

Profiled Linear guide ways and integrated measuring system ;

10.106/01/312 /SRO/EG Switzerland

[7] Arnull, S. (1994). Don't Take a Step, Take a Low deck Bus. British

Journal of Visual Impairment, 12(3), 121-122.

[8] D‘souza, C., Paquet, V., Lenker, J., Steinfeld, E., Bareria, P.

(2012). Low-floor bus design preferences of walking aid users

during simulated boarding and alighting. Work: A Journal of

Prevention, Assessment and Rehabilitation, 41, 4951-4956.

[9] Hoffman, G. A. (1972). Electric Bus Designs For Urban

Transportation. Transportation research, 6(1), 49-58.

[10] Kohne, R. (2010). Electric buses–An energy efficient urban

transportation means. Energy, 35(12), 4510-4513.

[11] King, R. D., Haefner, K. B., Salasoo, L., Koegl, R. A. (1995).

Hybrid electric transit bus pollutes less, conserves fuel. Spectrum,

IEEE, 32(7), 26-31.

[12] Levinson, H. S., Zimmerman, S., Clinger, J., Rutherford, S. C.

(2002). Bus rapid transit: An overview. Journal of Public

Transportation, 5(2), 1-30.

[13] Tzeng, G. H., Lin, C. W., & Opricovic, S. (2005). Multi-criteria

analysis of alternative-fuel buses for public transportation. Energy

Policy, 33(11), 1373-1383.

[14] Tindo; the world‘s 1st solar electric bus: Electric Bus Controller,

Electric Motor Charger Et Battery; www.adeleidecitycouncil.com

(diakses September 2016),

[15] Rail & Bus Extrusion ; Your Partner for lightweight Vehicle,

Aluminum Car Body: Constellium, Valais AS, Max Hugger

Strasse ^ 8048 Zurich Switzerland 2013.

[16] Kementerian Transportasi Indonesia (2015), Pertumbuhan Bus

Kota di Indonesia 2012 -2017, Gaikindo.



Identification of User Experience Responses in

Sequential Interaction of a Car

Slamet Riyadi



Bandung, Indonesia


Abstract: In user-product interaction, there are

sequences of interaction which consist of the beginning to an

end between user and product which could evokes different

experience from the user. Each sequence of interaction

consists of such factors (e.g. symbolic, utilitarian, aesthetic,

etc.) which plays different role in attributing experience to a

particular product that can evokes experience such

impression experience, immersion experience and

attachment experience between user and product. This

research aims to identify the dominant, instrumental,

symbolic, and affective factors that influence the overall

experience in a car usage and how the experience responses

are shifted from the impression stage to attachment stage.

This study reports the results of questionnaire aimed

towards different kinds of User‘s experience responses

during interaction with car in three different conditions of

interaction stages; car was selected as case study with

consideration that car is not only fulfills instrumental benefit

but also important symbolic and affective benefit. The

research resulted to better understanding toward User

Experience study from a sequential interaction point of view.

The study found that there are significant relationships

between product attachment and the length of immersive

interaction which mainly created by three of five experience

attributes; perceived emotional – hedonic, perceived

physical – hedonic and perceived utilization. This research is

expected to help designers to identify which important

factors for user experience and as well as to foster greater

User Experience within their product.

Keywords - product design, product experience, user

experience, sequential interaction, car usage

I. INTRODUCTION

As product becomes closer and more personal to its owner or user, the role of user experience has turned out into an important issue to the products and the users. User experience involves human perceptions and responses resulted from the use (or the anticipation of use) of a product, system or service. User Experience includes all emotions, beliefs, preferences, perceptions, physical and psychological responses, behaviors and achievements which occur before, during and after product usage [1].

User experience is considered as a broad concept. It requires more specific and in-depth study in order to understand the mechanism and benefit of its emphasis. Research on User Experience are not aimed to create a superior product or even innovative one. However, this concept is rather, they aim to create a product that is expected to provide its own with both aesthetical and functional User Experience. These kind of experiences are more meaningful, valuable, and could be differentiated from its competitors. In addition, studies that focus on the

User Experience can assist to identify factors or determinants that may help designers to improve the product value which is beyond usability.

Recently, the trend of usability studies are shifting toward much richer scope of user experience, where users' feelings, motivations, and values are given as much, if not more, attention than efficiency, effectiveness and basic subjective satisfaction due to practical area of human-computer interaction (HCI) human activity. Some researchers focused on a concept of affective on users responses to product, system or service [2-4], how it works on social environment [5], and how user experience in economic perspective [6]. However, in spite of the broad concept of user experience itself, interaction process that generates User Experience on products is still insufficient, and further research on this domain would be necessary.

II. OBJECTIVES

In this research, the concept of sequential interaction [7] is applied to identify the dominant tendency of the User Experience that evoked from the instrumental, emotional and affective attributes of a product. This study aims to report the results of quantitative research which focuses on the response of the User Experience in the context of the sequential interaction of a car. Car was selected as a case study with consideration that car is not only fulfills instrumental functions, but also important symbolic and affective functions.

The research was conducted through an essay questionnaire to 102 respondents that own the product. The research started with a literature review on a User Experience of a tangible product to better understand the basic concept of this emphasis and guides the experiment.

III. USER EXPERIENCE IN SEQUENTIAL

INTERACTION

User experience involves human perceptions and responses resulted from the usage (or the anticipation of usage) of a product, system, or service. The user experience includes all emotions, beliefs, preferences, perceptions, physical and psychological responses, behaviors and achievements that occur before, during and after the usage of a product [1]. The occurrence before, during and after usage of a product in user experience can be defined as sequential interaction [7]. Ball and Tasaki explained about six stages of product ownership that have closest concept with sequential interaction which consist of Pre-acquisition, Early ownership, Mature ownership, Pre-disposition, Post-disposition [9].




Fig. 1. Riyadi‘s User Experience in a Sequential Interaction (2016)

User Experience has a beginning to an end phase during interaction which involves user‘s internal state in every touch points [7], investigating User Experience only on particular interaction (pre-purchase only or usage only) still not able to answer this research question. There should be an involvement between product‘s instrumental attributes with the product‘s emotional attributes that will changes in accordance with the duration of a product use. It also could describe how User Experience is shifting toward the impression stage to the attachment stage [8].

If the product can create good impressions to the user by its appealing aesthetic attributes and how the product performs, it could lead the user to physically interact with it and creates immersive and meaningful interaction that predominantly generated from its functional attributes [3, 7, 15].

3.1 Experience of Impression

Initial impression is an early stage when a person will experience to a further interaction with the product. Impression stage usually occurs when a person intended to purchase or to use the product with various motives [7, 9]. The initial process can be physical or non-physical, e.g. enter the store and physically interact or just see via internet, mobile devices, etc.

There are also several ways in which design influences consumer preference [10]. The design of a product determines consumer‘s first impression of the product and quickly can communicate product advantage. In addition, the design of a product will generate consumer inferences regarding several product attributes [10-12]. The aesthetic value of a product pertains to the pleasure derived from seeing the product, without consideration of utility [13]. When product alternatives are similar in function and price, users will prefer the one that appeals the most to them aesthetically. Aesthetic responses are primarily emotional or feeling responses, and they are very personal [14].

3.2 Experience of Immersion

The word immersion were adapted from game and entertainment term which can be defined as the level of engaging experience as the user interacts further with their

product [7]. The more product provides pleasurable mechanism during interaction, the higher level of immersion will be. Concept of immersion is close to the concept of engagement with product. First impression of a product is a key to create interaction with the product to be more engaging or immersive. Aesthetic impression that Norman defined as visceral, can lead into product engagement [7, 15]. Interaction which is created from first impression could make user interested or engaged and lead to the continuous usage of the product [7, 16].

3.3 Experience of Attachment

Product attachment can be defined as the emotional bond which user experienced with a special and significant object [17]. E.g. a simple product such as shoes can be special for someone and different from such similar products in the market. By recurring positive and pleasurable experiences during interactions with a product, a person tends to develop an attachment to that product and, after few times of multiple interactions, the product would be very meaningful to that person and emotional distress could evoke if the product loss, damage or changed [18, 19]. People become attached to products since product can give pleasure; product can express one‘s unique identity; product articulates one‘s belonging to a group; and product evokes memories of the past [20]. Attachment with the product can be enhanced by emotional significance, personalization, social desirability, and pleasures and memories with the product over time [21]. This indicates that designers can contribute to stimulate the attachment to the product. Consequently strong user-product relationships may result in more protective behaviors towards this product and consequently enhance product longevity [22]. Therefore since product attachment can optimize product lifetime it can be considered as a design strategy for achieving sustainable consumption [20, 22, 23].

Jordan [3] distinguishes four types of product related to pleasures to differentiate the sources of pleasurable experience in user-product interaction i.e. practical, emotional and aesthetic benefits associated with products. Physio-pleasure is an experience that evoked from physical sensory organs such as touch, taste, olfactory, auditory (e.g. shape and texture of a smartphone handset). Psycho-pleasure is an experience that evoked with people‘s cognitive and involves emotional reactions (e.g. a really immersive virtual reality devices). Socio-pleasure is an experience that related to user‘s connection to other people such as friends, relatives, colleagues and which also related to social identity (e.g. buying product based on famous brand among friends). Ideo-pleasure is an experience that related with user‘s valuation with product (e.g. an old design camera that associated with ‗hipster' camera).

IV. USER EXPERIENCE ON A CAR USE

Since long time ago, the studies of car usage was predominantly focusing on tangible instrumental factors or usability factors, such as how car performs, how efficient and how convenient is the usage of car. However, product such as car means more than a mode to transport and to carry the passenger from point A to point B. This study focused on exploring and identifying the experience attributes that influence the user‘s experience with a car as a product that carries more than instrumental value as



mentioned above [8]. There are the other factors and motives that seem to play important role, such as affective factors e.g. feelings of sensation, power, superiority and arousal. The way people express their experiences about their cars, and the way cars are advertised make perfectly clear that cars possess the ability to fulfill many symbolic and affective functions [8]. In addition, many people think that car seems to be a symbol of status. People can express themselves through their car, how driving can evoke sensation of adventurous, thrilling and pleasurable. This implies that the utility aspect of car is not only depends on its instrumental value, but also on symbolic and affective factors.

A car is considered as a multi-meaning product that embodied with not only instrumental, but also symbolic and affective factors that affect how users experience and respond to it. Studies explained that products such as car, fulfill three functions: instrumental, symbolic, and affective [24]. This implies that car usage may has an instrumental function (e.g. it enables activities), a symbolic function (e.g. the car is a mean to express yourself or your social position), and an affective function in connection with deeper, non-instrumental needs and desires. [25, 26]

Although various researchers stressed that motives related to affective and symbolic functions of cars are playing important roles as well [24-26], the dominant factors such as instrumental, symbolic and affective on different stages of interaction are still unclear and insufficient. We assume that the users have certain tendencies of dominant factor that affecting the user experience while interacting with car. This particular factor have tendencies to change along with more deeper interaction between users and the car.

V. EXPERIMENT

The aim of this study is to identify the experience responses that are perceived from interaction with product in three different stages of experience and also to identify the dominant factor that influence user experience on each stages. This study only focused on positive experience during interaction and Riyadi‘s model of User Experience of a sequential interaction was used as a basis to construct the study [8]. Since the response are sourced from different kind of product‘s attributes, therefore five types of user experiences of tangible product are generated as follows:

TABLE 1. RIYADI‘S FIVE TYPES OF USER PERCEPTION IN THE TANGIBLE

PRODUCT USER EXPERIENCE.

Experience

attributes Description

Perceived

symbolic

Experience that develop by user‘s symbolic

motivation of the product (e.g. for status social,

prestige, pride).

Perceived

Aesthetic Experience that evokes from aesthetic attributes of

the product (e.g. beautiful shape, cool design,

simple form).

Perceived

emotional

hedonic

Experience that evokes emotional responses from

the product (e.g. frustrated by the complicated use

of product, grateful feeling due to product use,

fascinated from how the product works). Perceived

physical

hedonic

Experience that evokes directly with physical

attributes of the product (e.g. tactual experience,

smells of particular material or part of the product,

comfort level of a chair).

Perceived

Utilization Experience that evokes from utilization aspect of

the product (ease of use, convenient, fast,

accurate).

VI. METHOD

A set of definite questionnaire answered by 102 Indonesian respondents with 55% respondents are male on car products and All respondents were mixture of college student and professional. Respondents were solicited from the interview and asked to answer the lists of given questions. To participate, respondents were required to have used a product relevant to this research for at least 1 year.

To start the questionnaire, respondents were given three different group of questions that represent of three different interaction stages with their product. Each group of questions were representing three different stage of product ownership and their experiences with their products. Respondents were requested to answer by recalling their experience with their product in a short sentence and expected to express their experience from impression stage, immersion stage and attachment stage.

Moreover, their experience responses during interaction with their car such as ―to what extend does the product express the given impression experience for the first time?‖, ―to what extend does the product express the given immersion experience during interaction?‖ and ―to what extend does your product express the given attachment experience since the first ownership until today?‖.

The answered questions were processed into three stages; raw data collecting, itemized the sentences into represented specific keywords and categorized the experience attributes based on respondents‘ usage motive.

VII. RESULTS

All of the data derived from the questionnaires are presented in Table 3. Forty-nine keywords of experience responses were summarized from the respondents, and those keywords are represent users‘ interaction responses to their car from impression stage to attachment stage. The answered questionnaires were collected in short sentences form which represent the expression of respondent‘s experience during interact with their cars and those were divided into three stages of interaction.

TABLE 2. RESPONDENT DEMOGRAPHICS

Age 17-50 years; average: 28,539

Gender Woman: 45%; Men: 55%

Product ownership time 1-10 years; average: 3,63

Forty-nine keywords were given by respondents through short responses such as by classifying each sentence that has closest meaning. E.g. "I was fascinated with the new models of this car brand and I want to buy it" and "I am fascinated when I saw the design of the front part of this car, it has character in it, especially with the grille and head lamp". Both experience responses have similar tendency to an expression aesthetic part of a car.



TABLE 3. EXPERIENCE RESPONSES ON THREE STAGES OF INTERACTION

Perceived

Groups

Experience

Responses

Stages of Interaction

Impression Immersion Attach ment

Per

ceiv

ed

Sym

boli

c Pride 0

15.69%

1

9.80%

3

6.86% Prestige 0 3 2 Exclusive 4 0 1 Confidence 1 3 1 Elegance 11 3 0

Per

ceiv

ed A

esth

etic

Dynamic 1

41.18%

0

3.92%

1

4.90%

Simple 3 0 1 Unique 9 0 2 Ordinary 2 1 1 Cool 8 1 0 Strange 1 0 0 Streamlined 1 0 0 Sharp 1 0 0 Futuristic 5 0 0 Sporty 3 0 0 Masculine 2 0 0 Beautiful 1 0 0 Inexpensive 3 0 0 Cute 2 0 0 Impressed 0 2 0

Per

ceiv

ed E

moti

on

al-

Hed

on

ic

Enjoyable 0

10.78%

2

27.45%

5

52.94%

Different 0 0 8 Familiar 0 3 2 Trust 0 0 2 Satisfied 0 1 6 Suited 3 1 5 Pleasant 0 2 6 Grateful 0 0 9 Fascinated 1 1 3 Excited 1 1 1 Lust 1 0 1 Calming 0 1 1 Aroused 0 5 3 Amazed 1 1 1 Happy 0 0 1 Admires 4 8 0 Relaxation 0 2 0

Per

ceiv

ed

Ph

ysi

cal-

H

edon

ic

Comfortable 4 3.92% 30 29.41% 18 17.65%

Per

ceiv

ed U

tili

zati

on

Efficient 0

28.43%

6

29.41%

1

17.65%

Spacey 9 6 7 Convenient 0 10 4 Responsive 0 1 1 Tough 12 2 2

Secure 0 1 1

Stable 0 0 1

Fast 2 0 1

Anticipation 2 1 0

Strong 3 3 0

Solid 1 0 0

Total 102 100% 102 100% 102 100%

Table 3 shows distinction between impression stage, immersion stage and attachment stage in the user experience determinants. The outcomes showed that the first stage, which is impression stage was dominated by the instrumental (utilization aspect of the car) and the aesthetic attributes. As expected, 40.59% of respondents‘ impression with a car are motivated by the aesthetic factors and 28.71% of other respondents are motivated by utilization factors of the car. This indicates that respondents tend to anticipate the car that they consider to buy by due to the aesthetic aspects of the car, and how the car may suit their style and personality. Hence, the more a person impressed with particular aesthetic attributes of car, their tendency to create further interaction with the car will be higher [13, 14]. In addition, respondents build their anticipation not only through the car‘s aesthetic appeal its impression on durability since a car is considered as a product with extortionate price.

Perceived symbolic shows 15.84% on impression stage which indicates that only a small proportion of respondents who are motivated by symbolic factors when they interact with the car for the first time, responses such as ‗elegant‘ are seen as a symbol of luxury and exclusivity. Meanwhile perceived emotional hedonic only showed

10.89%. This may be caused by the attributes that related to visual perception when respondents first interacted with their cars, and admired the design and shape that they felt suitable to their own style and personality.

Fig. 2. Transition of User Experience Responds on Sequential

Interaction.

However, when respondents had to interact further with their cars, which is where the interaction began to enter immersion stage, the value of the aesthetic experience decreased (2.00%). While perceived physical hedonic (30.00%), Perceived utilization (30.00%) and perceived emotional hedonic (28.00%) considered as a dominant factors on this stage. This is because the respondents were focusing on the car‘s utilization or instrumental factors such as how their car can be controlled by physically interact with its features. Hence, the responses of experience that often arise are regarding the level of comfort of their cars, how easily these features can be operated, and how efficient their cars performance.

In the next stage of interaction, which is attachment stage, immersive experience that respondents developed over time tends to raise an emotional experience with their car where the respondent has been very familiar with the advantages and disadvantages of their cars. Value of perceived emotional hedonic becomes very dominant (53.47%). Experience responses such as "this car is very different by the look and feel than they ever drove", ―feeling grateful because of the car still can be used without any problems and ‖satisfied due to features of the cars they have‖.

This indicates that most users are engaged with their car are predominantly caused by emotional experiences of the users. Experience attributes that contributed on creating this emotional experience are in fact accumulated impression experience of users from previous stage such as ‗feeling suited‘ due to ease-of-customize car in order to fit with their style and to make their car distinguish from other owner, feeling enjoyable caused by richness features of their car. In addition, experience of satisfaction with car‘s performance and features also contributed on creating attachment with their car.

VIII. DISCUSSION AND CONCLUSION

The results of the study supports the author‘s hypothesis experience attributes of a product that embodied with two aspects both instrumental and emotional are changing in accordance within the stage of interactions. All experience attributes that contributes to impression stage, immersion stage and attachment stage are summarized into 49 experience keywords, and classified into five groups that represent different type of perceived that respondents had experienced on three different stages of interaction.

When considering the transition of experience



attributes over three interaction stage of a car, it can be assumed that the most frequent experience responses on the impression stage is the aesthetic aspect, which consist of users‘ experiences associated with visual attributes of the car such as color, shape and material. However, the aesthetic attributes are not a major factors when users‘ only require a core tasks of the car such as driving and using features of their car during usage.

There are significant relationships between product attachment and the length of immersive interaction, since product attachment is likely to develop as a result of an immersive and habitually pleasant interaction between users and their product on immersion stage.

Perceived emotional – hedonic, perceived physical – hedonic and perceived utilization creates immersive condition during interaction with their car. This condition can occur because of the most interactions performed by the users are the core interaction between user and physical instruments inside the car e.g. turning the steering wheel; using the turn signal, wiper and lamp; operating the head unit of the car; comfortable driver seat; and less blind spot inside the car. Although research on a car User Experience has received greater attention among the design practitioners, little research has been undertaken, and thus only limited knowledge is available to support the motivation to consider this study as a new point of view on a car design research. A thoughtfully designed solution can enable designer to consider the importance of User Experience on their product to be more distinct and differentiated towards their competitors.

This paper describes the relationship between users and their car on User Experience standpoint. It presents the relationship between users and their cars in a sequential interaction environment and their tendencies of experience determinant. How car‘s instrumental, emotional and affective attributes could create impression which makes the users to acquires the car and keen to immerge and create attachments with it. By researching on this path, this research considered as a small step to help the designer to determine what factors of user experience that necessary to create product differentiation in order to not only be able to compete with competitors, but also can create more optimized user experience on particular product. However, to understand further about what is the dominant factor that affecting user experience, it is insufficient to focus only on one type of a product. A multiple samples of product are necessary in order to understand the general what is the dominant factor in every stage interaction between user and product. In real life, the effect user experience of a product is not just limited to a product‘s tangible attributes such as shape, form, color, performance, durability, usability that could evoke both emotional and physical responses from the users. Brand as one of the intangible attributes of the product is one of the aspects in the product that could be included in future research to explore in which level brand can affect the User Experience.

Despite of the limitation of this study, it seems clear from the outcomes of the study that the issue of User Experience of a product shows that dominant factor of User Experience on each interaction play significant role in creating different condition on a product usage. This research is considered as a basis for further research to produce a method for designers to able to create product differentiation by User Experience.

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analysis of transport behavior. Transportation Policy. 6, 19–33.



Third Generation of Docking Bike-share in

Bandung Tourism Area

Bandung Bike-share, West Java, Indonesia

Ratriana Aminy



Bandung, Indonesia


Abstract—Bike sharing program and infrastructures

provides friendly-environment transportation and further

improves tourism. This program is considered as alternative

transportation replacing vehicles and considerably increases

urban mobility among people. In general, the deployment of

bike-share station in Bandung tourism area is considerably

potential. Furthermore, it is also supported by a captivating

environmental condition along the entire biking route.

However, such program is occasionally utilized by people

and considered as unsuccessful. Third generation of bike-

Share provides more vast methods for registering users to

rental, along with a strengthened security and applies of

technology in monitoring the users. Docking spaces are

utilized to park and locks the unused bike, the space prefers

an effortless for users to check out or docking bikes while

gradually adapts to user behaviors and intentionally blends

with urban environments. Docking Bar Station of Bike-

share is designed in-line for users to insert the bike properly

with purposes to improve accountability and bike rental

system that serves people in utilizing a more feasible human-

empowered transportation.

Keywords—bike-share, docking bar, 3rd generation system

I. INTRODUCTION

The Government of Bandung City has strategic plan for more feasible Humanist transportation in Bandung by conducting and operating bike-sharing program. To endorse the plan, the government then applies the Regional Regulation Number 16 in 2012 regarding the Implementation of Transportation and Redistribution (as per stated that the government is able to build a bike facility such as bike lanes and bike shelter). The Bike-sharing program has the potential to support transportation as tourism and a short-course leisure for tourist attractions where it is inaccessible for other public transport. The scope of problem of this study is usage behavior, especially the bike rental process. Design analysis of the third generation of bike-share docking station is consist of user behavior and characteristic of tourist within area of Bandung.

Third generation of Bike sharing has more advanced methods for users to rent, strengthens security, and user monitoring by utilizing technology [17]. In every iteration, the essence of bike-share are: anyone can simply pick up a bike in one place and return it to another, making point to point, human – powered transportation more feasible [2]. The purpose of this study was to comprehend the design opportunities of the docking bike-share to be applied in Bandung City Area. The

development of docking stations strengthens the image of bike tours in Bandung and improve the cycling culture. The need for innovative products of bike share docking station with the third-generation system to provide a bike-share system management solution that maintains the culture of cycling in Bandung and reduce the use of private vehicles. Based on initial studies, bike-sharing program is likely assumed to be an alternative to reduce the use of private vehicles for short travel distances within the tourist area of Bandung. The design development of the third generation system in docking station can improve the services quality and simplify the exisiting business processes in bike rental venue. The Human Centered Design Methods allows the creation a supporting product in bike-share system development process that not solely relied on components.

Design analysis includes the size, type and design of the shelter. Most of the deployed bike-sharing programs are currently implements bike sharing with third generation system. Component of the bike - sharing third generation system consists of:

1) Special bike with docking

2) Docking station

3) Kiosk or user interface technology to rent and

return the bike.

4) Smart card technology.

Based on analysis result, there are two elements in the analyzed problem schemes that need be considered, the ease of use and an appearance of the cycle.

II. METHOD

Fig. 1. Element of product design in the bike-sharing.

There some considerations to be determined: First, The type of bike-share docking station that will be applied: 1) manual or automated, 2) modular or permanent, and 3) individual or bar docking. Secondly, the station types:




installations and style of the docking stations, station design is a function of the level of demand, the available space, the cityscape, and the desired visual impact on the urban environment. third, other related aspects like: docking system, quality of bike, low cost production, ease installation, and tourism market.

Fig. 2. Picture 1. Type of Docking Station

Fig. 3. Comparative analysis in several docking stations.

After conducted a comparative analysis from several

docking stations, it was concluded that docking Station design of Citybike of Liverpool and Ecobici of Mexico are selected as consideration for bike-share design development that will be applied in Bandung. A third generation of Bar Bike sharing system with a modular semi-permanent installation.

TABLE 1. COMPARATIVE ANALYSIS OF THE DOCKING TYPE

No System Manual Docking

Automated Docking

1 IT v

2 Security Improvement v

3 Accountability v

3 Easy to use v

5 Low Cost v

TABLE 2. COMPARATIVE ANALYSIS OF STYLE DOCKING

No Style Individual Docking

Bar Docking

1 IT v v

2 Security Improvement v

3 Configurations v

3 Ease to Install v v

5 Low Cost v

Hence, the comparative analysis result for development system in Bandung will deploy the third generation of Bar Bike sharing system with a modular semi-permanent installation.

III. CREATIVE STUDIES PROCESS

Studying several aspects are necessary in order to design the products, which is should be in accordance with the study of transportation, Planology and Information Technology as well as aspects of Product Design that mainly focuses on Human Centered Design.

2.1 Design Identification

To design a bike-share docking station that feasible for the city environment and for humans as users, there are several aspects that required to be assessed including: 1) target users, 2) location of the docking station, 3) type and design of the docking station, 4) ergonomic, 5) interactive concept, and 6) product scenario.

2.2 Problems Mapping

The skyrocketed of tourists that visiting Bandung are significantly affects the outburst of traffic congestion. Bike-share, however, is considered as an alternative solution. Unfortunately, such program is currently in operational constraints, despite of the government strategic plan in realizing the humane transport. There are chances of innovative development of bike-share system, taking into consideration the cost-effectiveness, the lack of available space conditions, as well as increased accountability systems and services. The implementation of the third generation of bike sharing system shall implement the bike-share operations to be more sustainable.

2.3 Identification of Tourism Location Areas and Bike-

share facility

Based on the analysis, the destination point of tour bike are KAA Alun-Alun Bandung, Braga, Gedung Sate and Cikapayang Park Dago. The selection of location is based on a consideration regarding the flat contour, traveler preferences, and tourism plans. While the point of origin is located within a 2-kilometer radius of the destination point. Travelers who become main targets for the development of this service shall experience a pleasant ride and cycle comfortably without having to be interfered by poor road surface conditions.

Several bike spots and necessity numbers of the bike-share station in Bandung indicates that the development of Bandung Bike-share was conducted in accordance to regional territory, due to limitations contours of roads, which is far from ideal for cycling. Therefore, development program of Bandung Bike-share that conducted in several regional areas and connectivity between regional locations of the station are integrated with transport public such as Angkot (public transport), bus, etc. Bike share stations configured to fit in a variety of spaces. A station that uses angled docks is only 45 (in gradient unit) wide, ideal for narrow sidewalks.

TABLE 3. COMPARISON OF ANGLED DOCKS

No Docking Gradient Level Lane used

1 0 1500 mm

2 30 1350 mm

3 45 1200 mm



Fig. 4. Study of the docking station measurements.

2.4 Design Problems

Based on identification process of activities initiated from registration until returning the bike, from either the user or the operator, there are several problems, such as:

1. Required practicality and return of bike rental with more secured accountability. Further, the bicycle system should be restored at the initial station, rather inconvenient when the user is travelling away from the rental spot of bike-share station.

2. Constraints of operations in form of community, which bike shares were managed by bike.BDG requires an improvement system and more professional management.

3. Lack of bike-share station space requires an innovative design, which should be adjusted to the cityscape.

2.5 Design Ideas

The defined concepts and criteria of objects design that described in this section is the standard that used to evaluate either the target is achieved or not. The relation of products designed with the human as a user and adjust the environmental conditions that minimal space tourist area (livable and low profile).

2.6 Design Alternatives

Upon the design development process, the author have created three of alternative design concepts for docking as follows:

Fig. 5. Alternative design 1

A. Alternative Design I Applying Individual Docking by providing a specific

space for bike, the docking is designed to adjust the docking landscape of the tourist area. Automatic lock use solenoid and hook located on bicycle hub. The terminal is designed separately as signage information. Applying Bar docking, which prioritizes the efficiency for bicycle storage in a numerous amount more than the individual docking. The terminal is designed separately as well as signage information. This is to simplify the production process and compliance with the landscape placement of the bike-share station.

B. Alternative Design II

Fig. 6. Alternative design 2

C. Alternative Design III

Applying Bar docking, it is configured to fit in a variety of spaces. A station that uses angled docks is only 45 wide, ideal for narrow sidewalks.

Fig. 7. Alternative Design 3.

2.7 Design Requirements

TABLE 4. DESIGN REQUIREMENTS

No Component Requirement

1 Docking

Station

- Bar with semi modular permanent installation

- Minimum space

2 Information

Technology

System

- Third Generation System

- Improve Security & Accountability (RFID in

locking Hook and Smart Card)

Design requirements focused on the user behavior,

operator services while locking the bike and return a bike in park station, with the installation of bar docking.



2.8 Study of Semantic Aspects

Based on the initial product concept and background of the problems, the study semantics docking station is more directed at Major Innovation. This is because the bike-sharing system that supporting the tour is still new in Indonesian society especially tourists, hence innovation product requires significant behavior changes from the user (tourist), however applies the tourist values and built upon the basis of tourist consciousness. The modular docking concept was inspired from leaf segments that meets at a sole point between segments, with a converging sense of ―feelings‖ and ―identity‖. This is consistent with the essential concept of bike-sharing system that create a point-to-point, accessing the tourist areas more efficiently and feasible to the environment.

Fig. 8. Leaf segments.

Fig. 9. Moodboard.

IV. DISCUSSION

From all three designs, the author decided to develop the third design alternative, considering the various advantages and disadvantages compared to other designs. However, the development of this design also correspond to the advantages of first and second design alternative. Development of the chosen design was low-profile docking design with purpose to reveal the ‗identity‖ when deployed in tourist area, this allowing the placement of stations in public space is minimal and ease the process of joining and installation. The final design is developing a bar docking station for efficiency to increase bike capacity and with consideration of production costs to facilitate the installation.

TABLE 5. ALTERNATIVE COMPARISON OF THE DOCKING No Docking Station Alternative 1 Alternative 2 Alternative 3

1 Usability v v v

2 Livable / Low profile v v

3 Low cost v v

4 Ease to Install v v

5 Minimum space v

Fig. 10. The result of docking design studies.

Fig. 11. Configuration study of docking station.

3.1 Final Design

Fig. 12. Final Design.

Fig. 13. Illustration of the docking implementations.



3.2 Specifications the docking station Assembling consists of hook for bike main bar, frame

bar, and docking. In overall the docking modules should resist to tropical conditions in Bandung.

TABLE 6. SPECIFICATION OF THE DOCKING STATION No Specification Size (mm) Material

1 Docking (3x) Box Dimension 260 x

260 x 140

Galvanized Steel

2. Bar Docking Bar Tube dimension

160 x 3040; diameter

60

Galvanized Steel

3. Frame docking

module

Bar tube dimension

1160 x 400 x 100;

diameter 60

Galvanized steel

4. Signage 25 mm x 40 mm Galvanized steel 5. PSU Module

(Power Supply

Unit)

Box dimension 250 x

250 x 270

Galvanized steel

6. Terminal

module

Box dimension 250 x

250 x 130

Galvanized Steel

7. Bar Frame

specification

Length 400 x height

660

Bollard, concrete,

soil, stone

8. Main Bar

specification

Length 400 x height

760

Bollard, concrete,

soil, stone

The modular docking concept that applied is inspired

from leaf segments that meet at a point between the segments, with the converging sense of ‗feeling‘ and ‗identity‘. This is consistent with the essential concept of bike-sharing system, which creates a point-to-point, find a sense of cycling experience more meaningful, self-discovery when it perceives of nature, appreciate tourist areas, and maintain the sustainability of Bandung city.

V. CONCLUSION

Docking is an essential part that affects the success of bike-share system performance, especially third generation. The results of final design on The third generation system with docking bar was adjusted to the narrow sidewalk contour in Bandung, resulting in a design that uses angled docks of 45 wide, which is ideal for narrow sidewalks. The Results of docking station design as a means of supporting tourism in Bandung likely to provide innovative development of the bike-share system, which guarantees the security, and accountability of bike-share operations.

REFERENCES

[1] ------------------------. 2010. Desain Sepeda Indonesia: Desain Sepeda untuk Semua. Jakarta: Gramedia.

[2] Aime, G. et al. (2011) The Bike-share Planning Guide. New York: Institute for Transportation & Development Policy Venier, Fabio (2010). International Patent: Bicycle Design Station. World

Intellectual Property

[3] Anthropometric Reference Data for Children and Adults. United States, 2007–2010

[4] Aquarita, D. (2013). Potensi Pengembangan Wisata Sepeda di Kota Bandung Berdasarkan Persepsi dan Preferensi Wisatawan.

[5] Bicknell, Julian. et al. 1977. Design for Need: The Social Contribution of Design. New York: Pergamon Press.

[6] Development. Sustainable Tourism

[7] Edgell, D. L. 2006. Managing Sustainable Tourism: A Legacy for the Future. The Haworth Press, Inc.

[8] Guide or Standart

[9] Guidot, Raymond. 2006. Industrial design Techniques and Materials. Paris: Flammarion.

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[12] http://news.okezone.com/read/2016/02/16/525/1313902/bike-sharing-di-bandung-akan-dihidupkan-dengan-konsep-baru (diakses pada senin 29 Februari 2016, pukul 11.33 WIB)

[13] Jelantik, Bismo. Product Design ITB.2015

[14] Lumsdon, L. (2000). Transport and Tourism: Cycle Tourism – A Model for Sustainable

[15] NASA-STD-3001. 1995. Volume I - Man-Systems Integration Standards Revision B. NASA - Johnson Space Center. Houston, TX.

[16] Norman, Donald. 2005. Emotional Design: Why We Love (or Hate) Everyday Things. New York: Basic Books Rodgers, Paul. et al. 2011. Product Design. London: Laurance King Publishing Ltd.

[17] Nurrewa, Anugrah. Kerja Profesi Desain Produk. PT Banopolis Inovasi Kendara. 2015

[18] Peraturan Daerah Kota Bandung Nomor 01 Tahun 2013 Tentang Rencana Induk Pembangunan Kepariwisataan Daerah Tahun 2012 – 2025

[19] Peraturan Daerah Kota Bandung Nomor 03 tahun 2014 tentang Rencana Pembangunan Jangka Menengah Daerah (RPJMD) Tahun 2013-2018

[20] Pratiwi, Fahdiana (2014). Studi Penyusunan Rute Wisata Sepeda Dalam Menunjang Pengembangan Wisata Heritage di Kota Bandung.

[21] Rencana Strategis Dinas Perhubungan Kota Bandung Menuju Transportasi yang Lebih Humanis Tahun 2016.

[22] Syarief, Achmad. Kuliah Semantika Produk I. Desain Produk ITB. 2012

[23] Undang-Undang Nomor 22 Tahun 2009 tentang Lalu Lintas dan Angkutan Jalan

[24] Wiyancoko, Dudy. 2010. Desain Sepeda Indonesia: Desain, Sepeda, dan Masyarakat. Jakarta: Gramedia.



Redefining Desires, Hopes and Behaviors for the

Future of Smart Urban Transportation for the City

of Bandung Case Study: Microbus EV-ITB Prototype

Freddy Chrisswantra

Creative Industries School

Telkom University

Bandung, Indonesia



Human in Industrial Product Design Research Group

Industrial Design Electric Transportation Research and

Development Team

Institute of Technology Bandung

Bandung, Indonesia


Adhi Nugraha

Human in Industrial Product Design Research Group

Institute of Technology Bandung

Bandung, Indonesia


Abstract—The world energy crisis and environment

issues have become global urgency and already affected the

world‘s policies. This global trend has forced countries in

the world to issue some policies and agreements related to

energy and environmental issues among them. In addition,

congestion in urban areas in developing countries also

contributes to energy waste and air pollution. Bandung, for

instant, is one of the largest cities in Indonesia also has

similar problems. To address these challenges, some of city

concepts appeared in order to enhance the quality of life of

the citizens. One of the most emerging city concepts is smart

city concept. The word smart in the context of smart city is

due to the role of ICT as an enabler to the smart city‘s

indicators. Since this study focused on the urban

transportation, this research led to the discussion of smart

mobility in the context of a smart city. This research was

conducted to gain people experiences when using public

transport that will form their desires, hopes and behaviors

as guidance values for developing smart public

transportation for Bandung in the future.

Keywords—urban transportation, smart mobility, user

experience design, smart city, smart public transportation.

I. INTRODUCTION

A. Global Trends

This phenomenon started with the global trends and events such as the explosion of the world's population that is not proportional to the available living space implicated in the emergence of space density. According to data from the United Nations [1], for the first time that half of the Earth's population already live and settle in urban areas. It is estimated that by 2050 will reach 70% of the total population in the world lives in urban areas. On the other hand, the human population explosion also impacts the increasing human needs that have to be fulfiled. Meanwhile, in the process to fulfilling the needs will require large energy consumption while energy availability

is limited and this has an impact on the emergence of waste disposal and pollution that degrade the quality of life of the world's population.

Based on this phenomenon it is quite logical that today the world need some space (the cities) that intelligent and integrated with technology that is expected to be able to address the needs and challenges in the future.

B. City of Bandung

As a rapidly growing city, Bandung was not immune from the problems that also experienced by many cities in the developing countries. The increasing population growth with the population density 15 713 people per km², Bandung has a total population of 2.628.784.9 million people with an average population growth rate of 0.8% per year [2]. According to RTRW Bandung [5], based on the calculation of the growth rate, the population of the city of Bandung in 2031 estimated up to 4.1 million people [3]. This is become a serious problem because the maximum capacity of Bandung only 3 million people. This situation will cause higher intensity of its citizens‘ activities that will impact on high urban mobility demands. As an illustration, the growth of the average number of vehicles per year reaches the 11% rate per year. Bandung Urban Mobility Project [4], asserts that the number of vehicles in 2010 reached 1,215,585 units consisting of 859 411 units of two-wheeled and 134 654 units of four-wheeled private vehicles. It is contradict to the growth of roads by 1.29% per year only. If this condition is allowed to happen then is expected in 2033, the city of Bandung mobility speed only 4.5 km / h with an average of every citizen of Bandung will be spent on travel 2.5 hours per trip which is 11.54 km per day. It demands the city government to launch a program that called Bandung Urban Mobility Project (BUMP) which is designed to be completed in 2031.

Quoting from BUMP (2013), in order to implement the program, city government has set a vision of Bandung urban transportation in 2031 which is "realization more



reliable and friendly Bandung transportation", reliable in the terms of transportation that will support the activities of the citizens of Bandung and friendly to users and the environment.

C. Smart City

Schaffers (2010) in Muliarto [5] stated that the smart city is also defined as a city capabilities of using human resources, social capital and modern telecommunication infrastructure to achieve sustainable economic growth and a high quality of life, with the management of resources wisely through a government based on participation of communities [5]. Boyd Cohen [6] tried to determine criteria for the establishment of smart city into six criterias (indicators), as follows:

Fig. 1. Cohen Boyd smart city indicators [4].

D. Smart mobility

Based on Boyd‘s diagram above, one of indicators of smart city is smart mobility. Mobility is closely related to the movement. The movement is not only the movement of goods and people, but also focuses on support systems, such as infrastructure and technologies as well as networking. The indicators of smart mobility, according to Boyd [6] there are three criterias that formed the smart mobility, as follows: mixed modal access, prioritized clean and non-motorized options, and integrated with information and communication technology. Grob [7] stated that in order to meet the demand for transportation and stick to the reduction of emissions, cities will need mass and individual transportation modes based on renewable energy [7]. In addition, Jurvinen and Orton [8] asserted that based on the analysis of energy market developments reading in the world has made policy makers began to shift in the use of vehicles that fueled by other than fossil fuel in next medium and long term [8].

E. Smart Public Transportation

In many developed countries, the city's transportation is already well integrated. Not only integrated with intermodal transportation alone, but also furthermore already connected to ICT networks enabling the spreads of city‗s transport data. Prospective passengers for the first time have more data than the operator. Prospective passengers can buy tickets online, find out the schedule and where the mode of transportation located. In this research, the target is to redefine desires, hopes and behaviors for the future of smart urban transportation for the city of Bandung from user perspective. In order to get the data, the researchers have to conduct a workshop with

user experience design approach. The 1st Microbus EV-ITB is chosen as case study in this research.

II. METHOD

Hekkert and Schifferstein [9] stated the understanding of user experience (UX) as the overall sense (emotional experience) and meaning (experience of meaning) that is influenced or caused between users and products, including the extent to which our senses can feel and interpret a product that appears before, while and after interacting with a product.

Based on the explanation above it can be concluded that the user experience is input or the views of users to the product which arise when interacting with the product. This user perspective is a very valuable input in the development of the next product that aims to make the design to be more readily accepted so that the purpose of this smart urban transportation design, to create a better life, can be achieved step by step.

Pasaribu and Sarumpaet [10] stated that the activities and habits are the views of users connected to the value of visual and emotional associated with an experience that should be explored by any designers to obtain design based perspective (insight) of eyewear users, the better the experience created by a product against its will directly proportional to the impression given to the product users.

III. USER EXPERIENCE DESIGN

IMPLEMENTAION (PROCESS)

The stages of the user experience design approach are a continuous process and cannot be separated. This is because this process requires a high level of involvement from potential users in every process. The method of the user experience design is divided into four major phases, namely, empathize phase, define phase, ideate phase, prototype phase and the phase of testing (test).

A. The empathize phase

At this phase, the aims are to find any problems, needs or desire faced by users with a product. It aims to get the view, taste and experience as perceived by the user. Therefore, at this stage, researchers will conduct in-depth interviews (qualitative) with predetermined interaction scenarios to record any problems, needs or desire faced by users when interacting with the object, in this case is The 1st Microbus EV-ITB.

Fig. 2. Prototype of Microbus EV-ITB.

In this research, UX design workshop was conducted with direct testing on the 1st prototype EV-ITB as a case study (Fig.2). It aims to capture the experience of the



respondents‘ s stimuli and become a benchmark to compare their experiences when using existing public transportation with electric public transportation. So that it is expected that respondents can clearly distinguish these two experiences. The target at this phase is to bring back the user‘s experiences when using urban transport. These respondents‘ s experience will be stated as basis direct comparison in order to be able to translate what users‘ needs and expectations on urban transport in the future that will be raised at the brainstorming phase (Fig.3).

Fig. 3. Brainstorming process condition.

Fig. 4. Rapid prototyping

B. Define Phase

At this stage, respondents were asked to observe and interact directly with the research object. This observation is restricted by dividing into four scenarios activities. Each scenario will be started from the activities and will be directed to the tendency or lead as a reference facilities, needs and expectations of urban public transportation. The scenarios are as follows;

1) The first scenario: when user waiting for the arrival of this urban transport modes.

2) The second scenario: the situation when the respondent entering the vehicle.

3) The third scenario: when the respondent in the vehicle during the trip.

4) The fourth scenario: when the respondent descending from the vehicle is due to arrive at the destination.

In these scenarios, each respondent was asked to respond to the object of research with the situation as if it was routine activities that happen in daily life when they want to use public transport. Each respondent was asked to imagine their needs when running each of these scenarios.

C. Ideate Phase

After sorting the problem, it is expected that the problems that rise to the surface will be clearer. The next level is the process of ideation. In this ideation phase is influenced by three main factors: the level of demand, possibility technology that applied and compatibility with predetermined targets.

D. Prototyping Phase

The next step is the stage of a prototype based on the ideas that have been determined in the ideation process before. The prototype in this process is different from the prototype in the design process. In UX design, the rapid prototype is a concrete depiction of the ideas raised in the rough way aimed to accelerate and iterate the user‘s needs and wants. The prototype is intended to make the ideas development process more intense to regenerate with rapid prototyping.

E. Testing Phase

The essence of this stage is the validity of the ideas that appear from the users. In this step, users will provide a response directly after use or develop rapid prototyping (Fig.4). The target of this phase is the emergence of suitability or compatibility between wants and needs of the users through prototypes.

IV. RESULTS

Has been discussed in previous chapters that this workshop aims are to get input data on the needs and expectations from the potential users of this smart urban public transport. Due to the final target of this research is to emerge the idea of public transportation the city of Bandung in the context of smart city (the renewable energy) therefore the selected object of case studies in this research is the 1st prototype Microbus EV-ITB which already based on electric power. The respondents were asked to perform various simulations in accordance with the predetermined scenarios.

A. Waiting for the Vehicle Scenario

In this scenario, respondents were asked to perform simulation when they wait the public transport. In such a scenario, the respondents would pay attention to any need or facility according to what they expected on the public transport. Respondents were divided into groups to discuss (brainstorming) this situation with their group. Here is the result the brainstorming process.

Once classified (Fig.5 and Fig.6), then the input of the needs and expectations of potential users is divided into 3 major groups as follows. The first group is the need for indicator facility as the identity or status information of the public transport. The second group is the emerging need for public facilities as support vehicle applications online about the status of public transport. The last group is the indication of the need for shelter facilities and supporting devices.

B. Simulation Scenarios When Entering the Vehicles

Not much different from previous simulations, in this simulation respondents were asked to understand and undergo direct simulation process that can imagine and found deficiencies and needs that already exist or that have not facilitated on the objects case study in this regard is the 1st prototype microbus EV-ITB. Based on these simulations, participants will give ideas about needs and wants in accordance with this scenario. Here are the results



of the brainstorming of user in response to the object of research.

Fig. 5. Brainstorming result

Fig. 6. Brainstorming result frequency

Fig. 7 and 8 is the result of a discussion of one of the groups associated with the simulation while in the vehicle. For more details, therefore this process will be merged with other groups to see the diversity results from respondents. Here are the results of categorized items respondents needs and wants in the simulation entering the public transport. After compiling the data, it can be seen the needs for such facilities that grouped in to two large groups on which the attention of the respondents, such as the entrance and stairs.

C. Simulation Scenario in the Vehicle

Repeating the same discussion method to the previous scenario, respondents will pour brainstorming results per each group according to the current scenario in the vehicle. The next step is to compile the input to be viewed as a whole from each group into the list of needs and wants. Each input that appear based on observations and experiences of respondents, so that the needs and expectations of emerging expected to represent needs and wants from potential users.

After compiling the responses then the next step is to categorize the items into groups based on similar themes. In this scenario, it was found that appeared four groups of items such as the needs for windows that large and clear (see-through) making it possible for passengers to freely look out. In addition, the clear glass can improve safe feeling to passengers. Other functions especially for passengers who are still outside can see directly the condition of city transport from outside the vehicle so that it can determine the position or seats are still available in the shuttles (Fig.7).

In addition, respondents also have a similar requirement on media item information. Media information is required to be able to monitor mileage or destination, or the city‘s agenda (for tourists) to be placed in vehicle. There are also highlighted points such as the vehicle's interior accessories items, the position of ac blower, trash bin, USB slot and interior lighting. The last item group is sitting facilities (Fig.9). Sitting facilities required for prospective passenger is a seat that has character shapes that have adapted to the size of the body, such as the curve of a barrier between the seating making it impossible for passengers jostle each other.

D. Simulation Scenario Descent from the Vehicle

This simulation is implemented on at the last scenario by the respondents in this workshop. This simulation aims to look beyond the needs and expectations of passengers at the time the respondent simulating descent from public transport. Here are the results of the brainstorming of the respondents. In this scenario it was found four groups of items that appeared on which to base on consideration of potential users, among other things, the need for a window large enough and clear (see-through) making it possible for passengers to freely look out. In addition, the clear glass can improve safety for passengers. Other functions especially for passengers who are still outside can see directly the cabin condition from outside the vehicle so that it can determine the position or seats are still available in the shuttles.



Fig. 7. The second phase brainstorming result.

Fig. 8. The second phase brainstorming result frequency

Fig. 9. The third phase brainstorming process

Fig. 10. The third phase brainstorming process frequency



Fig. 11. The fourth brainstorming process

Fig. 12. The fourth brainstorming process frequency

V. DISCUSSIONS

Referring to the results of analysis input from the last

user experience design workshop, it is known that there are some expectations that are not exist on the 1st prototype microbus EV-ITB. In the scenario waiting for urban transport discovered that the object of the case study is not equipped by means of the purpose or status information such as how many available seats ini the vehicles. From all the hopes are coveted by potential users, have not been found in the case study object. According to the respondents it regarded as lackness of the object of the case study. In the current scenario will be entered into the vehicle also found that operating the door is still using manual systems. This is contrary to the wishes of potential users who expect the doors open automatically. Later on object access in the case studies are still using a ladder that is also seen as a shortcoming. Respondents expect that these were should not be found in urban transport in the future. If it is a necessity to use the stairs, the respondents expect the handrail as supporting facilities to the user when entering the vehicle.

For scenario activity in the vehicle, the respondent argued that the existing seats are still using conventional models similar to the existing urban transport before. In this scenario, the respondents expect the layout of the interior is using layout that promotes access and convenience not a passenger capacity of precedence. In addition, respondents also found a low ceiling to floor distance so that passengers have to bow while entering the vehicle. As for the supporting facilities, the respondents hope to be facilitated with Wi-Fi network and access recharging gadgets because it is considered important to the future of urban transport facilities. For further expectations, the respondents expect the media information that gives distance information, the travel, nearest bus stop or updated city‘s agenda. In the case study object does not have the media information that is expected by the respondent that is considered as one of the shortcomings. While in the current scenario descent from the vehicle, the respondents complained about the lack of facilities handrail on the interior of the vehicle. In addition, respondents also wished that this vehicle has the media information that provides notification stop point.

VI. CONCLUSION

Based on the results of this study, it was concluded that the 1st prototype Microbus EV-ITB cannot be said to meet the expectations and needs of potential users. This is due to there were not found main or supporting facilities in accordance with the criteria that expected by respondents who act as potential users of future smart urban transport for the city of Bandung. On the other hand, respondents argue there is positive thing that are found in this prototype which it is already based on the electric power synergize to one of the criteria of a smart city. Respondents hope this research can continue, so that step by step the expectations of society on the smart urban transportation can be realized.

REFERENCES

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