Disaster and Development Interface

One of the impacts affected by the existence of the Large Scale Social Restriction Policy (PSBB) in Jakarta is the urban transportation sector, according to data from ppid.Transjakarta, which states that there has been a decrease in Transjakarta and Jaklingko 2020 users by 33.8% of the data on the number of Transjakarta and Jaklingko users in Jakarta in 2019 for the period of March –July. However, the dependence of urban communities on public transportation in carrying out their activities during the COVID-19 pandemic has the potential for the spread of COVID-19 cases. This article aims to develop a strategy for urban transportation development in the COVID-19 era in Jakarta. Input this research results on internal and external factors in the form of strengths, weaknesses, opportunities, and threats in the development of transportation for the COVID-19 era in Jakarta is based on interviews with key stakeholders using the content analysis method and the second stage is in formulating the right strategy using SWOT analysis. The research results show that six alternative strategies can be applied in the development strategy of urban transportation in the COVID-19 era in Jakarta.


Introduction
The city of Wuhan, China reported cases of pneumonia for which the cause was unknown to WHO on December 31, 2019. Nine days later, the Chinese government revealed that it had found the Sars-Cov-2 virus which caused the COVID-19 disease outbreak in Wuhan City. Following the finding of 125,260 confirmed global cases of COVID-19 worldwide, on March 12 2020, World Health Organization declared that the COVID-19 virus is a category of global pandemic (World Health Organization, 2020). Several other countries have implemented different policies in the spread of the COVID-19 virus. Like the countries Italy, Spain, France, Germany implement strict policies to limit contact between citizens. The South Korean state conducts the mass inspection and a free drive-through system to contain the spread of COVID-19.
The first patient case of COVID-19 in Indonesia was confirmed on March 2, 2020, then until now the number of cases of additional COVID-19 patients has always increased. So that to break the chain of COVID-19 transmission in Jakarta, the Jakarta Government issued a Large-Scale Social Restriction Policy (PSBB). The PSBB policy limits school activities, offices, public facility activities, and the public transportation sector. One of the impacts affected by the existence of PSBB in Jakarta is the public transportation sector, according to data from ppid. Transjakarta, which states that there has been a decrease in Transjakarta and Jaklingko 2020 users by 33.8% from the data on the number of Transjakarta and Jaklingko users in Jakarta in 2019 for the period of March -July however, the dependence of urban communities on public transportation in carrying out their activities during the COVID-19 pandemic has the potential for the spread of COVID-19. Previous studies have stated that the public transportation sector is a vector for the spread of COVID-19 (Buja, A, et al, 2020) and other studies have found a strong correlation between infectious diseases and traffic, especially increased traffic during the disease outbreak and the spread of COVID-19 (Meloni, Sandro, et al., 2009).
Schemes facing the "new normal" era in the transportation sector have been regulated by the government in the Ministry of Transportation Regulation Number. 18 of 2020 concerning Transportation Control in the Context of Preventing the Spread of COVID-19 but the existence of this regulation still focuses on transportation management that prioritizes health protocols and has not been integrated with the concept of developing sustainable and safe transportation from the spread of COVID-19 for the community. The results of the latest research, (Mogaji, Emmanuel, 2020) have formulated a strategy for the transportation sector affected by  in Lagos, Nigeria with the Avoid-Shift-Improve (ASI) Framework approach. Avoid-Shift-Improve (ASI) Framework is three main strategies to formulate sustainable transportation and focus more on the transportation demand system (GTZ, 2008). This research discusses the ideas of how to implement policies as a strategic mechanism to develop urban transportation in the COVID-19 era in Jakarta.

Transportation and COVID-19
On October 16, 2020, WHO reported that more than 38 million had been infected and nearly 1.2 million people worldwide had died due to COVID-19 (WHO, 2020). As a result, all governments around the world have issued policies to slow down and limit the spread of the COVID-19 virus, the concept of "new normal" has also begun to be implemented with measures to limit "social distancing", some countries appear to loosen restrictions on community movement such as reopening shops / businesses, the role of individual transportation choices and travel choices is a major concern in facing the "new normal" era (Budd, 2020).
According to Lyons (2020) existing terms such as "smart" and "intelligent" mobility, tend to increase in technological developments and as solutions in digital transportation policies. Restarting the global economy in the face of the new normal era will require the mobility of people and goods but it has the potential for the spread of the COVID-19 virus, according to (Beirao, Gabriela, JA Sarsfield Cabral, 2007) the increasing use of private vehicles today has implications for congestion and other pollution, most people now rely heavily on private vehicle travel. This contradicts the policy before COVID-19 which pushed for a mode shift towards sustainable public modes and transportation. Greenpeace in its "Manifesto for a Green Recovery" argues that the government should redesign urban transportation fundamentally by prioritizing walking, cycling in improving public health and reducing air pollution.
In times of COVID-19, a reduction in train capacity could lead to an increase in private transportation. Therefore, it is important to increase the frequency of train provision, to avoid the behavior pattern of traveling from commuters to private cars. In the context of cities facing problems caused by traffic transport, the continuous increase in private cars needs to be avoided. If the mode shifts to preference in private cars, it will interfere with urban transportation systems, besides that it will cause several negative impacts, such as an unsafe environment, both for road users and CO2 production, congestion in urban areas, and worsening the quality of life of its residents (Tardivo, Alessio, et all, 2020). In research (Tardivo, Alessio, et all, 2020) suggests that there are several steps to adopt the public transportation sector (rail) in Europe for the new challenges of the "new normal" era. The following are steps that need to be taken by the public transportation sector to face the "new normal" era:

Resilience
Development of the railway system as a form of adaptation to mobility after COVID-19. The development of the railway system is needed to establish a level of resilience against COVID-19, for example the level of financial resilience, the application of an e-ticket system that is more accelerated.

Return
Creating a detailed plan to reverse the economic crisis due to reduction from the transportation sector during COVID-19, indicators that need to be developed include recovery from crisis-induced instability, prevention/recovery measures in the short, medium, and long term in assessing the impact of abatement losses from the transportation sector.

Reimagination
There needs to be an adaptation of the public transportation sector in providing services and maintaining competitiveness so that funding for research and development activities is needed. The public transportation sector must become the center of mobility for the movement of the people, accompanied by policies that encourage economic growth and transportation policies that need to be harmonized. Besides, there is a need for policies for environmentally-friendly transportation (walking and cycling) and public transportation.

Research
Cooperation between universities and research center needs to be strengthened not only to provide innovative solutions in the transportation sector technology but to increase research competitiveness. Besides, in the face of the "new normal" era, it is necessary to have research in service operations that digitize and prioritize health protocols to minimize the capacity of viral infections on surfaces that are touched by public transport users (doors, chairs, ticket machines, etc.) and air purification through air conditioning which is following the method and design of closed air filters for the prevention of transmission of COVID in the public transportation sector.

Sustainable Transportation
The transportation system in a sustainable society needs to fulfill the principles of economic, social, and environmental impact. Based on research (Brotodewo, N., 2010) has formulated the concept of sustainable transportation in several metropolitan areas in Indonesia. The following are indicators, definitions, and criteria for sustainable transportation:  Bahrends, Sonke, et al. (2008) argue that a sustainable transportation system ensures accessibility for all residents, can reduce the negative impact of the transportation system itself, reduce air pollution and noise, and contribute to improving the quality of the urban environment. Urban traffic causes congestion levels, GHG (Greenhouse Gas) emissions, and other problems, so a new approach is needed to solve transportation problems. According to research (GIZ, Deutsche, 2015) it has formulated a sustainable transportation framework that focuses more on the demand side, which is called the ASI (Avoid-Shift-Improve) Framework. The purpose of the ASI Framework approach is to promote alternative mobility solutions to develop a sustainable transportation system. The ASI Framework approach includes 3 things:

Avoid
The concept of "Avoid" is actions that aim to limit travel or avoid travel by motorized vehicles. Through the integration of land-use planning and transportation demand management, it will reduce travel demand.

Shift
The concept of "shifts" are actions aimed at increasing travel efficiency. Mode shift from energyconsuming (car) to a more environmentally friendly mode. In general, the alternative mode shift is as follows: • Non-Motorized Transport (NMT): walking and cycling. These two modes represent the most environmentally friendly choice of mode.
• Public Transport (PT): buses, trains, etc. Although public transport produces emissions, higher energy consumption per km and occupancy implies that passenger CO2 emissions per km are lower than that of the car.

Improve
The concept of "Improve" focuses on vehicles and fuel efficiency (optimization of transportation), this aims to improve the energy efficiency of transportation modes and motor vehicle technology. The ASI Framework approach is a comprehensive and coherent framework that contributes to climate change mitigation and adaptation strategies. These strategies are as follows: • Mitigation: Enables decision-makers to develop transportation strategies that support climate change mitigation by increasing the efficiency of the transportation system.
• Adaptation: Help define the pathway in formulating a more resilient transport system and contribute to effective disaster risk management.

Improved transportation mode services
The purpose of public transportation services is to provide comfortable services to the community in their mobility activities. According to the UK Department for Transport and UK's Passenger, 4 indicators are needed in carrying out transportation services, namely: 1. Accessibility, related to the location of the stop mode, the quality of the transportation infrastructure 2. Affordability, relating to fare setting and providing subsidies for public transportation passengers 3. Availability, associated with scheduling departure times and modes of transportation 4. Acceptability, related to information services and attitude drivers Besides according to (Joewono Tri Basuki, Hasashi Kubota, 2007), there are 9 factors and attributes in service mode, namely: availability, accessibility, reliability, information, customer service, comfort, safety and security, fare, and environmental impact.

Method
This research uses a qualitative methodology for answering the research questions of how to formulate the urban transportation development strategy in the midst of the COVID-19 era in Jakarta.
Several methods and analysis techniques were used in the research stage. The first stage is to use content analysis techniques to identify problems and challenges in urban transportation in Jakarta in the era of COVID-19. Content analysis is a research method using a set of procedures to make valid conclusions from the text (Ahmad, Jumal, 2018). At this stage of content analysis, in-depth interviews were carried out with key stakeholders to find out the characteristics, opportunities, and challenges in the development of urban transportation era COVID-19 in Jakarta. The second stage of the study used the SWOT analysis method in formulating urban transportation development strategies in the COVID-19 era. The SWOT framework (Strengths, Weakness, Opportunities, and Threats) is proposed by many people as an analytical tool to categorize environmental factors in the form of internal factors (strengths and weaknesses) and external factors (opportunities and threats) (Pickton, David W, and Sheila Wright, 1998). The SWOT matrix can be used as a strategy determination with the possibility of several strategic alternatives (Rangkuti, 2006). The following is the distribution of the SWOT strategic alternative probability matrix: • Coordinates (x) = strength score + weakness score • Coordinate (y) = opportunity score + threat score

Results
On May 4, 2020, the Jakarta Government issued a Large-Scale Social Restriction Policy (PSBB) as an effort to break the chain of the spread of COVID-19 in Jakarta. One of the sectors affected by the PSBB policy in the city of Jakarta is the public transportation sector. The public transportation sector is quite depressed due to restrictions on community mobility, based on data obtained from the ppid. Transjakarta.co.id. There is a decline in the trend of public transportation use (Transjakarta and Jaklingko) in the period March-August in 2019 and 2020. and 2020 Source. www.ppid. Transjakarta.co.id Based on the figure 2. there was a decrease in the number of Transjakarta-Jaklingko passengers for the period March-August 2019 and 2020 by 33.8%, this is because the largest decrease occurred in May 2020 because the Jakarta government implemented the PSBB Total policy for the first time in the Jakarta area, The limitation of public transportation fleets causes disruption of community mobility in fulfilling their activities, this is due to preventing clusters of COVID-19 cases in the public transportation sector. The following is data on the number of COVID-19 positive patients in Jakarta during March-August 2020: Up to six months since the global COVID-19 pandemic in Indonesia, the graph of the number of positive patients in Jakarta has not shown a decline, so in this case special handling is needed for the government and society to reduce the number of positive patients with COVID-19. The Indonesian government has issued Minister of Transportation Regulation Number 18 of 2020 concerning Transportation Control in the Context of Preventing the Spread of COVID-19 as an effort to face the "new normal" era. This regulation still focuses on transportation management that prioritizes health protocols, the existence of this regulation is also one of the first steps in realizing a strategy for developing safe transportation from COVID-19.

Analysis of Internal and External Factors for Urban Transportation Development in COVID-19 pendemic era in Jakarta
Analysis of internal and external factors in the development of transportation in the COVID-19 era in Jakarta using the Content Analysis method. The content analysis was carried out by asking the opinions of key stakeholders regarding the characteristics, opportunities, and threats in the development of the COVID-19 era transportation in Jakarta. The criteria for in-depth interview respondents are having influence and interest in the development of urban transportation in Jakarta, so that the key respondents in this study were the Jakarta Transportation Council (DTKJ) Development and Research Commission. Content analysis was carried out with the help of codes (colors) for each variable and code alphabet for key respondents. The following is the distribution of color codes and letter codes in content analysis: Internal factors in this analysis include strengths and weaknesses in the development of urban transportation in the COVID-19 era in Jakarta, while external factors are threats and opportunities in the development of urban transportation in the COVID-19 era in the city of Jakarta. Strengths, weaknesses, opportunities, and threats are determined by calculating the coding of key stakeholders.
The following is the result of coding the characteristics of urban transportation in the COVID-19 era in Jakarta: Table 3.  Table 3 shows the result of content analysis from key stakeholders regarding the characteristics, opportunities, and threats of urban transportation development in the COVID-19 era in Jakarta. It helps to identify internal and external problems in the development of urban transportation in the COVID-19 era in Jakarta. Emerging issues are mode of integration, passenger flow regulation, and policies and programs related to transportation. The next step is to identify internal and external factors to be analyzed in the EFAS IFAS analysis, so it is necessary to classify them into factors that adequately represent the answer ideas on elements SWOT. Here are the results of grouping Strength, Weakness, Opportunities, and Threat: Table 4. IFAS and EFAS factors in the development of urban transportation in the COVID-19 era in the city of Jakarta

IFAS Strenghts
The availability of government [1] assistance for crew members who joined Jaklingko during the COVID-19 period Government assistance for fleet crews during the COVID-19 period (S1) Transportation in Jakarta is quite complete Completeness of transportation modes in Jakarta (S2) The method of paying fares for transportation is modern Payment of transportation rates is modern (S3)

Weakness
Crowds at several station points Traffic that is too busy at several points of the station (W1) Too heavy traffic at some station points The operating schedules of several fleets were reduced The operating schedule of several fleets is reduced (W2) The number of train trips is not optimal Reduced route services outside the main corridor in Jakarta Not all bus fleets are covered by BUMD Jakarta Not all public transportation is covered by the Jakarta Transportation Agency (W3) Not all of the transportation in the city of Jakarta is covered by the Transportation Agency There is no social security for small bus crews who have not joined the BUMD Not all crew members of the fleet have received assistance from the Jakarta Government (W4) Not yet optimal mode integration in the city of Jakarta The modal integration in the city of Jakarta is not yet fully optimal (W5) The difficulty of managing cards for persons with disabilities in the city of Jakarta during  Not all fleets in Jakarta are friendly to persons with disabilities during COVID-19 (W6) Several modes of transportation in the city of Jakarta are not friendly to persons with disabilities The network for cyclists is incomplete The unavailability of safe cyclist and pedestrian networks in Jakarta (W7)

EFAS Opportunities
Technological innovations that are safe from COVID-19 and affordable for the public A technological innovation that is safe from COVID-19 and affordable to the public (O1) The government has subsidized the transportation that has joined with Jaklingko Subsidies for transportation incorporated under the auspices of the Jakarta Government (O2) There are fares increases for several land fleet vehicles in Jakarta Plans for increasing fares for some public transport to support facilities for passengers (O3) There is already a policy of using bicycles for transportation in urban areas There are policies that encourage the use of bicycles in urban transportation (O4) There are already plans in the development of designs for cyclists and pedestrians in Jakarta There are plans to develop paths for cyclists and pedestrians in Jakarta(O5)

There is no clear policy on dealing with COVID-19 in Indonesia
There is no definite policy in dealing with COVID-19 in Indonesia, especially in the transportation sector (T1) Limitation of activities in the transportation sector The tendency of people to use private rather than public transportation Some communities during COVID-19 tend to switch to private vehicles (T2) Organizations for bicycle groups in Jakarta City do not have a structured organization Not yet accommodated cycling communities in Jakarta (T3) Seizure of the fat route by several transportation companies in the city of Jakarta There is competition from several fleet companies in taking the busy route in Jakarta (T4) Many cyclists do not understand the rules of cycling Not all cyclists understand the rules of cycling on the road (T5) In the table of identified internal and external factors, the next step is to determine the weight, relative, rating, and score of each identified factor. The weight, relative, and score were calculated based on a questionnaire that was filled in by the stakeholders. The following are the results of the weight, relative, rating, and score of the identified internal and external factors: In the table of the results of the internal and external factors obtained above, the position coordinates of the position can be determined. The location of the coordinates in the quadrant serves to determine which strategy is most appropriate in efforts to develop urban transportation in the COVID-19 era in Jakarta that is most appropriate to current conditions. The determination of the coordinate results is as follows: 1. Location of coordinates x = Total score of strengths + Total score of weaknesses x = 3.45+ (-3.67) = -0.21 2. The location of the y coordinate = Total opportunity score + Total challenge score y = 3.29 + (-3.14) = 0.15 Figure 5. Position coordinates of SWOT strategy Based on the results of the calculation of the position of the SWOT strategy coordinates, the coordinates are located in the third quadrant, namely the stability strategy, this strategy is also known as the WO strategy. This strategy quadrant focuses on eliminating existing weaknesses and creating new opportunities (Wang, Kuang Chen, 2007). This strategy has internal weaknesses but can be overcome by increasing the opportunities that exist in the development of urban transportation in the COVID-19 era in Jakarta.

Analysis of the Strategy for the Development of Safe Urban Transportation in the era of COVID-19 in Jakarta
This research uses a SWOT matrix to elaborate internal and external factors that have been collected from key stakeholders. This matrix is based on strengths, weaknesses, opportunities, and threats that are important to formulate urban transportation development strategy for the COVID-19 era in Jakarta. Based on the SWOT matrix strategy above, 6 alternatives can be applied in the efforts to develop urban transportation development strategies for the COVID-19 era in Jakarta. The most suitable strategy to be applied is the W-O strategy, which this result is obtained from the mapping of the SWOT matrix coordinates.

Conclusion
Based on the analysis that has been carried out, the following conclusions are drawn in the efforts to develop urban transportation development strategies for the COVID-19 era in Jakarta: 1. Adding to the ground fleet operation schedule during the COVID-19 era 2. Improve transportation facilities that are safe and clean during the COVID-19 era and which are affordable for the public 3. Integrate several urban transportation modes with cycling and pedestrian lanes 4. Providing networks for cyclists and pedestrians on several roads in Jakarta 5. Improve transportation mode facilities during COVID-19, especially to be friendly to people with disabilities in Jakarta 6. Budgeting, cooperating, and coordinating with transportation companies that have not been incorporated under the auspices of the Jakarta Government in terms of improving transportation mode facilities in the city of Jakarta The strategy taken is the W-O strategy. The W-O strategy is based on the strategy which is located in quadrant III. This strategy has internal weaknesses but can be overcome by increasing the opportunities that exist in the development of urban transportation in the COVID-19 era in Jakarta.