Final Draft Solo Road Map As of 6 Dec - New GIZ Format

Clean Air for Smaller Cities in the ASEAN Region
Clean Air for Smaller Cities in

the ASEAN Region
Draft Road Map

Towards a Clean Air Plan for
Surakarta, Central Java
Indonesia
DRAFT June 2010
www.CitiesForCleanAir.org
GIZ
1
Table of Content
Contents
Table of Content ..............................................................................................................2
Abbreviation and Acronym .............................................................................................4
Summary ...........................................................................................................................5
1.0 Preface ..................................................................................................................7
1.1 Background ..........................................................................................................7
1.2 Context ..............................................................................................................7
1.3 Purpose of this Report .....................................................................................8
1.4 Acknowledgement ............................................................................................8
2.0 Overview of Surakarta and Environment ................................................................9
2.1 Urban Structure and Trends ............................................................................9
2.2 Transportation System ..................................................................................13
As one of the important cities in Java, Surakarta has various modes of transportation
within its city boundary. Microbus, bus, taxi and rickshaw can be found easily. There is
also a tram service to support the tourism industry in Surakarta. .................................14
2.3 Air Quality Standards .....................................................................................15
2.4 Existing Air Quality ........................................................................................16
2.5 Impacts of Air Pollution .................................................................................17
2.6 Energy demand in Surakarta .........................................................................18
3.0 Regulatory and Administrative Framework ...........................................................19
3.1 Regulatory Framework ...................................................................................19
3.1.1 Management of Stationary Sources ..............................................................20
3.1.2 Existing Regulations in Surakarta .................................................................20
3.1.3 Climate Change Mitigation ............................................................................21
3.2 Administrative Framework.............................................................................21
4.0 Organizational, Stakeholder and Public Participation Approach....................23
4.1 Stakeholder Groups .......................................................................................23
4.1.1 National Government ....................................................................................23
4.1.2 Provincial Government .................................................................................23
4.1.3 Surakarta City Government ..........................................................................23
4.1.4 Civil Society ..................................................................................................24
4.1.5 Private Sector ...............................................................................................25
4.2 Involvement Process......................................................................................25
4.2.1 Stakeholder Scoping ....................................................................................26
4.2.2 Public Input Workshops ................................................................................26
4.2.3 Guidance Board Formation ...........................................................................26
2
4.2.4 Transparency Mechanisms ...........................................................................26

4.3 Oversight Process ..........................................................................................27
4.3.1 Technical Team ............................................................................................27
4.3.2 Guidance Board............................................................................................27
5.0 Framework for a Clean Air Plan............................................................................29
5.1 Proposed Contents of a CAP .........................................................................29
5.2 Administrative Arrangements .......................................................................29
5.3 Issues to Address ..........................................................................................29
5.3.1 Design for Involvement of Stakeholders and Public Participation ..................29
5.3.2 Vision and Goals Workshop..........................................................................30
5.3.3 Air Quality Monitoring Procedure ..................................................................30
5.3.5 Bus Transit Improvements ............................................................................31
5.3.6 Building on Pedestrian and Bicycle Friendly Initiatives..................................31
5.3.7 Stationary Sources Control ...........................................................................32
5.3.8 Integrating with Related Programs ................................................................32
6.0 Roadmap .............................................................................................................33
6.1 Key Activities ..................................................................................................33
6.1.1 Management Process ...................................................................................33
6.1.2 Public Involvement Process ..........................................................................33
6.1.3 Technical Process ........................................................................................33
6.2 Schedule .........................................................................................................34
6.3 Human and Financial Resources ..................................................................34
References ......................................................................................................................37
Annex A: Draft Contents for a Clean Air Plan for Surakarta.......................................................37
3
Abbreviation and Acronym

ASEAN Association of South East Asian Nations
BMZ Federal Ministry for Economic Cooperation and Development, Germany
BRT Bus Rapid Transit
CAI-Asia Clean Air Initiative - Asia
CAP Clean Air Plan
CDIA Clean Development Initiative for Asia
CNG compressed natural gas
CO carbon monoxide
ECE United Nations Economic Commission for Europe
GIZ German Technical Cooperation Enterprise
JBIC Japan Bank for International Cooperation
INDII Indonesia Infrastructure Initiative Australian Aid Agency
NGO non-governmental organization
NAAQS National Ambient Air Quality Standards
NMT non-motorized transport
NO2 nitrogen dioxide
O3 ozone
PM10 particulate matter less than or equal to 10 microns in diameter
ppm parts per million
SO2 sulfur dioxide
SPM suspended particulate matter
g micrograms
UNFCCC United Nations Framework Convention on Climate Change
VOC volatile organic chemicals
WHO World Health Organization
4
Summary
This report describes how the Municipality of Surakarta, one of the major cities in the
province of Central Java and also a center for economic activities in Central Java,
Indonesia, can commence to prepare a Clean Air Plan (CAP) for the city under the Project
entitled Clean Air for Smaller Cities in the ASEAN Region". This project is funded by the
German Federal Ministry for Economic Cooperation and Development (BMZ) and
implemented by GIZ in cooperation with the ASEAN Secretariat.
This report describes a roadmap which documents some key issues and challenges
facing Surakartas air quality now and in the future. It also describes the data and
analytical requirements, time frame and resources needed to establish a technically sound
but practical CAP for the city.
An important feature of the project design is that the CAP will be prepared by the city with
full involvement of the public and civil society. This approach will assist in facilitating
implementation of the CAP. Previous efforts for public involvement failed to attain the
consistency and follow-through needed to gain full public support.
To utilize this road map, the City of Surakarta would first establish a Technical Team. This
Team would guide the initial steps of establishing a stakeholder process. One of the first
results of the stakeholder process would be a vision and goals statement. The
stakeholder process would then inform establishment of a Guidance Board. The
important first step is to quickly establish effective administrative arrangements to enable
preparation of the CAP to commence as soon as possible.
GIZ will support project preparation by providing specialized technical resources and by
assisting to mobilize additional funding from other donors to enable implementation. It also
is expected that the city and relevant agencies would use some of their own funds for
implementation.
As identified by the April 2010 GIZ mission to Surakarta, several key activities are then
proposed to address data gaps and incorporate important methodological approaches. In
conducting activities, this project shall, to possible extent cooperate/communicate with
other GIZ projects e.g SUTIP and PAKLIM and also other international/development
agencies in Solo. These key activities to be undertaken as part of the preparation of the
Clean Air Plan are:
Management
Establish Technical Team and GIZ counterpart team
Conduct series of stakeholder scoping meetings; develop agreement on
mechanisms and procedure for stakeholder involvement
Establish Guiding Board and commence regular meetings
Preparation of Clean Air Plan, including implementation program
Public Involvement
Conduct Vision and Goals workshop as first public input workshop;
Conduct Public Communication Strategy workshop: defining outreach and
awareness program;
Conduct Findings and Options workshop: consolidated reporting of all findings and
possible options for consideration by public and decision makers;
Conduct Proposals workshop: evaluation of costs, benefits and dis-benefits and
implementation strategy; and
5
Conduct CAP Presentation and Implementation workshop: presentation of

completed plan, review of remaining issues, initial implementation steps
Technical
Review air quality data based on World Health Organization (WHO) criteria;
establish procedures for implementing air quality monitoring including intensive
training of the operational team
Establish an emission inventory for stationary, area and mobile sources
Evaluate related programs and optimize synergy
Review demand estimates for TransBatik and prepare/revise financial model for
operation of the system Prepare options for enhancement of TransBatik service and
financial performance
Review and expand the existing vehicle inspection system, define implementing
mechanisms and procedures for the inspection system, and prepare for the
implementation of a low-emission zone
Prepare and execute public involvement process for low-emission zone creation
Analyze options for control of stationary sources
A proposed schedule for implementation of this roadmap is presented which shows that a
CAP could be established within eleven months. A draft contents of what the CAP may
contain is shown in Annex A.
6
1.0 Preface
1.1 Background
The Project "Clean Air for Smaller Cities in the ASEAN Region" is funded by the German
Federal Ministry for Economic Cooperation and Development (BMZ) and implemented by
GIZ in cooperation with the ASEAN Secretariat. It aims to empower local governments of
smaller cities (non-metropolitan/secondary cities) to develop and implement Clean Air
Action Plans in order to improve living conditions.
The local Governments of up to two cities each out of seven of the ten ASEAN member
countries (Cambodia, Indonesia, Laos, Malaysia, The Philippines, Thailand and Vietnam)
will receive advisory services in the development and implementation of clean air plans
with the participation of the private sector, academia, and civil society. ASEAN will
coordinate and support the project implementation through the ASEAN Working Group for
Environmentally Sustainable Cities.
The direct implementation responsibility; however, rests with the cities. The cities are
supported by the respective national authorities, in particular when it comes to legal
framework and emission standards development. National workshops will be held in at
least five ASEAN countries. Civil society, private sectors and other stakeholders will be
involved in the development and execution of cleaner air measures. The aim of these
workshops is to create awareness and trigger the motivation of the public to support the
developed measures. The process will include training for public, private, and non-
government sectors at regional, national and local levels. The national level will be
involved to support cities with the relevant legal and institutional framework. International
conferences at ASEAN level will take place once a year with the purpose of disseminating
experience gained from the selected cities to others.
1.2 Context
A GIZ preliminary mission visited Surakarta during April 28 30, 2010 to identify issues
relevant for the preparation of a road map for a clean air plan (CAP) for the municipality.
The mission team consisted of:
Dollaris R. Suhadi, Consultant
Ahmad Safrudin, Consultant
Aditya Mahalana, GIZ
Linda Krisnawati, Indonesian Ministry of Environment
Mutiara Siadari, Indonesian Ministry of Environment
Rachmat Ultari, Indonesian Ministry of Environment
Sari Pujiastuti, Indonesian Ministry of Environment
The City of Surakarta received the Adipura award for being the cleanest city in Indonesia
in 2004. However, in the following years, it had failed to retain this level of performance
(ADIPURA report 2005 - 2008, MoE). Environmental problem that is of a major concern in
the City is water pollution. This is related to the fact that the City is highly dependent of the
Bengawan Solo River which provides environmental services to many people; therefore,
protecting the River becomes a priority for the City. The City strives to sustain its long-
standing reputation as a major Batik producer in the country contributing to a significant
number to the national batik production. Besides textile, other main sectors that contribute
to the regional income include furniture and food products mostly run by small and
medium enterprises. These types of industries are generally known as water polluting
source category than air polluting source category. This justifies why water pollution
7
becomes a priority issue. Other priority issues of concern are sanitation and municipal
solid waste. However, as the City develops, other environmental issues also emerge,
such as air pollution mainly felt by the people as being caused by motor vehicles.
At time of the mission, the Mayor of Surakarta was just re-elected for the second term. His
landslide win showed an unequivocal mandate from the people. He vowed to promote
economic growth in more socially and environmentally sustainable manner. The
introduction of TransBatik, for example, demonstrates his commitment to solving
transportation problem in favor of public transportation. The Surakarta Environmental
Agency was recently upgraded from the Office of Environment of the Surakarta Cityto a
technical body reporting directly to the Mayor.
1.3 Purpose of this Report
This fact finding identifies the key issues and challenges facing Surakartas air quality
now and in the future, so as to establish a technically sound but practical CAP for
Surakarta.
This report is not the clean air plan for Surakarta. It presents the road map toward that
plan, based on the findings of the GIZ mission to Surakarta during 28 - 30 April 2010. It
presents the initial findings on: 1) the air quality in Surakarta, 2) the status of air quality
monitoring, 3) what is known about emissions sources, 4) promising areas for improving
air quality in Surakarta, and 5) an assessment of the potential for public participation along
with a strategy for maximizing its effectiveness. This road map provides a suggested
approach, as well as a table of contents, for a CAP for Surakarta. Finally, this road map
report includes suggested steps to establish the CAP.
This road map should be viewed as a living document, to be modified and improved so
as to be most effective for the City of Surakarta in achieving its clean air goals. The
mission and subsequent analysis used to prepare this report were brief all findings in this
report must be regarded as preliminary and will if necessary be modified during
preparation of the CAP.
1.4 Acknowledgement
This report is prepared by GIZ Indonesian team: Ms. Dollaris R. Suhadi, Mr. Ahmad
Safrudin, and Mr. Aditya Mahalana.
To avoid duplication of effort this report utilizes the outline and applicable content from the
report for GIZ on the Draft Road Map Towards a Clean Air Plan for Vientiane, Laos
prepared for GIZ by Phil Sayeg, November 2009.
The authors wish to express their appreciation to the Mayor of Surakarta and the City
government for their extensive cooperation and warm hospitality during the initial mission.
We also wish to thank those participants from various sectors of Surakarta society for their
cooperation and helpful input.
8
2.0 Overview of Surakarta and Environment
2.1 Urban Structure and Trends
Surakarta is located along the Bengawan Solo River in the Central Java Province,
Indonesia. It is one of the main tourist destinations in the island of Java with historical and
cultural heritage. Like Yogyakarta, Surakarta known as "Solo", was once governed by
that areas pre-colonial monarchy. "Surakarta" is used in formal and official context. The
city has a similar name with the neighboring district of "Kartasura", where the previous
capital of Mataram was located. Surakarta is located approximately 65 km (40 miles)
northeast of Yogyakarta, and 100 km (60 miles) southeast of Semarang, the capital city of
the province of Central Java. The eastern part of the city is bordered with Bengawan Solo
River, the longest river in Java. The river is the inspiration for the song Bengawan Solo, a
1940s composition by Gesang Martohartono which became famous throughout much of
Asia. Previous to the Indonesian nation being formed Surakarta was one of two areas
ruled by local leaders. During Dutch occupation, the two areas were known as the
Vorstenland - the Yogyakarta and Surakarta principalities. Rivalry between the two has
been endemic since their founding in the 1700s and was a deliberate maneuver by the
Dutch colonial powers to distract the attention from the presence of the Dutch colonial
power. The ruler of the main court within the city is known as a hereditary king with title of
Pakubuwono. The present king(s) is Pakubuwono XIII. The ruler of Mangkunegaran, a
small principality inside Kasunanan is called Mangkunegoro, with Mangkunegara IX as the
present monarch. Both (or three of them) no longer hold any political power1.
The City of Surakarta is lowland with 92 meters altitude and a landlocked city, surrounded
by other regencies as follows: in the north Boyolali and Karanganyar Regencies, in the
east Karanganyar Regency, in the south and west Sukoharjo Regency. Currently the
percentage of open/green area in the city is approximately 20% of the total area, however
the city plans to increase the green area up to 30% of its total area2. Based on the land
utilization, housing occupies about 62% of the total area while public and commercial
activities take up approximately 20%3. The temperature ranges from 24.7C to 27.9C
and the humidity in Surakarta is recorded from 64% to 85%. The greatest volume of
rainfall was recorded in February 2008 (699 mm) and the average of rainfall in November
was recorded 33.1 mm per day.
1 http://en.wikipedia.org/wiki/Surakarta
2 In accordance with the guidance for urban planning by the National Government
3 Surakarta dalam angka, 2008 (Surakarta in numbers, 2008)
9
Figure 1. Map of Surakarta City
Source: City Government of Surakarta
Table 1. Districts and Villages in Surakarta

Sub District Villages/Kelurahan
Serengan Kemlayan, Jayengan, Kratonan, Tipes,
Serengan, Danukusuman, Joyotakan
Banjarsari Timuran, Keprabon, Ketelan, Punggawan,
Kestalan, Setabelan, Gilingan, Nusukan,
Kadipiro, Banyuanyar, Sumber, Manahan,
Mangkubumen
Laweyan Penumping, Sriwedari, Purwosari, Kerten, Jajar,
Karangasem, Pajang, Sondakan
Laweyan, Bumi, Panularan
Pasarkliwon Kampung Baru, Kauman, Kedung Lumbu,
Baluwarti, Gajahan, Joyosuran, Semanggi,
Pasar Kliwon, Sangkrah
Jebres Sudiroprajan, Gandekan, Sewu, Jagalan,
Pucang Sawit, Jebres, Mojosongo, Tegalharjo,
Purwadiningratan, Kepatihan Wetan, Kepatihan
Kulon
Source: Jawa Tengah Dalam Angka, 2008/Central Java in Numbers 2008
Based on the 2008 census, Surakarta has a population of 522,935 in an area of 44.04
square kilometers. Population density in Surakarta in 2008 was 12,849 per square
kilometer. The City of Surakarta is divided into 5 sub-districts and 51 Kelurahan or
10
Villages. According to the data from the statistical bureau of Surakarta, there are 134,811
households distributed in those 5 sub-districts.
Table 2. Population of Surakarta from 2004 - 2008
Year Population Growth (%)
2004 510.711 -
2005 506.620 -0.80
2006 512.107 1.083
2007 517.557 1.064
2008 522.935 1.039
Source: Jawa Tengah Dalam Angka, 2008/Central Java in Numbers 2008
Table 3. Projection of Population in Surakarta 2009 - 2018
No Year Population
1 2009 521,749
2 2010 525,975
3 2011 530,236
4 2012 534,531
5 2013 538,860
6 2014 543,225
7 2015 547,625
8 2016 552,061
9 2017 556,533
10 2018 561,041
Source: Jawa Tengah Dalam Angka, 2008/Central Java in Numbers
2008
The economic growth of Surakarta City has steadily increased from year to year since the
economic crisis in 1998. The economic growth is defined by the increase or decrease of
Gross Domestic Revenue (PDRB) while the contribution of economic sectors to the PDRB
is dominated by construction, transportation, service and trading sectors (BPS, 2007). As
an urban area, the proportion of land use in Surakarta is described below.
Housing 62,01%
Service sector 9,7%
Industry 8,8%
Agriculture 5%
Others 9,07%
11
In response to the sustainable development, the City is facing the following challenges:
Lack of an integrated waste management in accordance with the Law No. 18/2008
on Waste Management
Inadequate spatial planning and monitoring of slum area, street vendor, and
green/open space
Inadequate transportation planning and management, and implementation
framework to provide mobility in the City as a center of public activities in
economy, education, and culture
Lack of air quality management from polluting sources
The City of Surakarta has eight priorities for development. There are 2 points that are
related to environmental issues. Point number seven states that the development of city
infrastructure and the development of northern Surakarta has to be integrated and be
based on the conservation and utilization of ecosystem. Point number 8 states that the
spatial planning of the city must be in line with RUTRK (General Planning for City Spatial)
as well as the conservation of environment and citys image. This covers the re-
organization of street vendors, illegal residential, and revitalization of public space,
cultural and historical sites.
Meanwhile the City Government has a total of 8,571 governmental employees (as of
2008). The number of civil servants who has an education level higher than High School/
Secondary School is approximately 72,9%. Passing High School/ Secondary School is a
requirement to be recruited as a City Government employee. The list of SKPDs or Satuan
Kerja Perangkat Daerah/Taskforces which are directly related to the CASC project is
described below.
Table 4. List of Taskforce in Surakarta
Type Name of Taskforce Main tasks

Bagian/Unit Law and Human Rights
Unit/Bagian Hukum dan Hak
Asasi Manusia
Government and Autonomy
Unit/Bagian Pemerintah dan
Otonomi Daerah
General Affairs Unit/Bagian
Umum
Dinas/Department Sanitation and Landscape Responsible for cleansing,
Municipal Agency/Dinas park maintenance,
Kebersihan dan Pertamanan entombment, street
lightning, and waste
collection/management
Health Municipal Responsible for health issue
Agency/Dinas Kesehatan based on the autonomy policy
12
Public Welfare Municipal Conducting government affairs

Agency/Dinas Kesejahteraan in the social, labor and
Rakyat transmigration
Traffic and Road Transport Conducting government affairs
Municipal Agency/Dinas Lalu in the fields of traffic, transport
Lintas dan Angkungan Jalan and technical infrastructure
Public Works Municipal To assist the Mayor in
Agency/Dinas Pekerjaan implementing public works in
Umum the city
Industry, Trade and Conducting government affairs
Investment Municipal in the fields of industry and
Agency/Dinas Perindustrian, commerce
Perdagangan dan
Penanaman
City Planning Municipal To assist the Mayor in the field
Agency/Dinas Tata Kota of urban development and
urban spatial structure based
on the principle of regional
autonomy
Badan/Agency Information and To provide relevant
Communication Municipal information and data for public
Agency/Badan Informasi dan in order to attain the vision of
Komunikasi Solo city
Regional Planning Municipal To organize the preparation
Agency/Badan Perencanaan and implementation of regional
Daerah policy in the field of
development and planning
Regional Monitoring
Agency/Badan Pengawas
Daerah
Environment Municipal To organize the preparation
Agency/Badan Lingkungan and implementation of regional
Hidup policies in the field of
environment
2.2 Transportation System
The city of Surakarta has several modes of transportation including railway, river boat and
an international airport linking the city to surrounding regions as well as internationally
(Govt of Surakarta official website). The international airport in Surakarta is named
Adisumarmo International Airport (previously called Panasan Airport), which is located in
13
the boundary of Karanganyar District and Boyolali District. There are direct flights to
Jakarta and Singapore from Adisumarmo Airport. The duration from Jakarta to Surakarta
by plane is approximately 50 minutes. Several aircraft operating in Surakarta include
Garuda Indonesia, Lion Air, Sriwijaya Air, Silk Air and Air Asia. During the Hajj or
pilgrimage season, the Adisumarmo Airport becomes a Hajj Terminal transporting
passengers to the holy city of Mecca.
The city also has a major bus terminal, Tirtonadi terminal, operating 24 hours a day. The
Tirtonadi bus terminal linked terminals in East Java (specificallySurabaya and
Banyuwangi) and West Java (specifically Bandung) and Jakarta. The biggest railway
station in Surakarta is the Solo Balapan Station, and is a hub for business and executive
class. The Solo Balapan Station is located nearby the Tirtonadi Bus Terminal. Besides
the Solo Balapan Station, there are 3 smaller railway stations in Surakarta. These smaller
stations cover all major cities in Java. Commuter train connecting Yogyakarta and
Surakarta reaches 5 departures per day.
As one of the important cities in Java, Surakarta has various modes of transportation
within its city boundary. Microbus, bus, taxi and rickshaw can be found easily. There is
also a tram service to support the tourism industry in Surakarta.
Table 5. Transportation statistic in Surakarta
N Cod Private/publ
Vehicle type 2004 2005 2006 2007 2008
o e ic transport
1 A1 Sedan, Jeep, Minibus, Private 26,77 28,18 28,66 29,63 31,91
Station Wagon 7 6 9 8 1
2 A2 Sedan, Jeep, Minibus, Public 782 817 743 751 755
Station Wagon
3 B1 Microbus, Bus Private 334 330 323 329 338
4 B2 Microbus, Bus Public 813 773 777 699 737
5 C1 Pickup, Light Truck, Private 12,94 13,15 12,99 13,03 13,63
Truck 3 8 4 4 8
6 C2 Pickup, Light truck, Public 135 128 128 138 140
Truck
7 D Heavy vehicle 11 16 16 26 24
8 E 2 wheels and 3 wheels 148,4 160,3 166,6 175,9 192,4
41 37 14 26 98
Source: Police registration Surakarta, 2009
Motorcycles constitute 80.2 % of all vehicles in Surakarta (see Table 4). The growth in
private motor vehicles and the decrease in public transportation indicate an underlying
problem with the preferred mode of citizens. The city has begun to counteract this by
creating the Transbatik bus system, and implementing significant revitalization of
pedestrian area and green space.
14
As a part of the traffic management system, in 2006 the city of Surakarta launched its
Automatic Control Traffic System (ACTS), and up to 2009, 41 intersections have been
installed with ACTS and the whole system is also being equipped with 20 CCTV cameras.
The system is controlled from one control room with 2 public announcers.
In order to urge the use of non motorized transportation, a city walk program has been
undertaken by the municipality to accommodate pedestrians, communities, and also
tourists but mainly to bring back the memory of Solo Tempoe Doeloe or old time Solo.
The city is also planning to reduce the use of motorized vehicles and urging the society to
shift to non motorized transport such as cycling and walking. Recently an inaugural car
free day was also launched in Surakarta as an effort to reduce air pollution. Data on public
transportation and load factor in Surakarta is available (see table 6). However, non
motorized trips are not listed.
As of writing, the Transbatik bus rapid system is scheduled to begin operating in August
2010. In its initial phase 15 buses will be operated mainly to serve Surakartas main road.
The system utilizes curb-side, high-level boarding platforms. New buses have been
received from the central government through the Ministry of Transportation. Potential
problems exist with operating a bus rapid system, especially in terms of financial
performance. This is further described in Section 5.3 Issues to Address.
Prior to the construction of Transbatik, all public transport services were provided by the
private sector except from one provider, Damri (national bus operator), and also from
variety of mid-size buses and paratransit vehicles. Private taxis, informal motorcycle taxis
(ojek), and non-motorized 3-wheeled rickshaws (becak) take part in providing
transportation services in Surakarta.
2.3 Air Quality Standards
The National Ambient Air Quality Standards (NAAQS) cover suspended particulate matter
(SPM), particulate matter less than or equal to 10 microns in diameter (PM10), sulfur
dioxide (SO2), nitrogen dioxide (NO2), ozone (O3), lead and carbon monoxide (CO). The
standards are less stringent than World Health Organization (WHO) guidelines, see table
Table 6. The Province of Central Java has its own regional ambient air quality standards,
which is based on the Governor of Central Java Decree No 8/2001, 23 April 2001. The
provincial standards are equivalent to the NAAQS.
Table 6. Indonesian National Ambient Air Quality Standards and WHO Guidelines
15
a
WHO Global update 2005; b WHO 2000
2.4 Existing Air Quality
In terms of environmental regulatory framework, the City already has Peoples Order
(Perda) No. 2/2006 concerning Environmental Pollution Control. The Perda constitutes
environmental pollution control which addresses control of water pollution, hazardous
wastes from industrial and domestic activities, air pollution, management of municipal
solid waste, and preservation of green space. Activities to control air pollution comprise of
determination of air quality status and standards, emission inventory, emission discharge
permit, and supervision and monitoring. However, the city government has not yet
conducted emission inventory or specific study on air pollution. The Environment Agency
conducts ambient air quality monitoring once a year and has been conducting it since
2007. The air quality monitoring currently covers SO2, NO2 and O3. Results of monitoring
over the 3-year period indicate that air quality is still below the provincial standard limits.
However, it was not known how the measurements were conducted as air quality
monitoring guidelines and operating procedures are currently not available. Measurement
of PM10 an important criteria parameter- was also missing. Moreover, it is impossible to
assess air quality trends because locations of sampling and time of monitoring were not
the same for each year over the past 3-year monitoring. In absence of reliable air quality
data, air pollution appears to be a growing problem and street level air pollution is easily
observed during peak periods in the built up area of the City.
All stakeholders met during the mission felt that air quality in Surakarta is deteriorating.
Unfortunately, no information is available as to the status of air quality in the City.
16
High levels of NO2 measured along major roads over the 3-year period indicate that motor
vehicles are a significant source of pollution in Surakarta, as motor vehicles are the main
source of this pollutant in many cities around the world. Motor vehicles also emit carbon
monoxide (CO), hydrocarbons including benzene, and particulates. One of the major
barriers in controlling emission from mobile sources is the low maintenance of both public
and private vehicles. Some of the transport operators in Surakarta expressed their inability
to perform a proper inspection and maintenance on their fleet due to high operational cost
and decrease in their income caused by shifting of transportation mode from public
transport to motorcycle. According to the Department of Transportation the highest peak
of air pollution occurs from 06.30 08.00 and 16.00 18.00.
Despite the emission check conducted by the Transportation Agency on voluntary basis to
increase public awareness, however, no data is available for dissemination to the public.
From the industrial sources, the City government has already implemented policies on
environmental friendly production, particularly for the Batik industry. However this effort is
still limited to wastewater management, control of use of chemicals in dyeing process.
Through discussions with the city agency for industry and other stakeholders as well as
field observation, several small medium industries were identified to operate in the city
and some large industries were found to operate outside the city but close to the border.
The three large industries produce textiles and use coal for their boilers.
The University Negeri Sebelas Maret (UNS) also conducted measurements for ambient air
quality, point emissions and noise level at industries. The purpose of these measurements
were to fulfill requirements defined in UKL UPL report; efforts for environmental
management efforts for environmental monitoring (Upaya Pengelolaan Lingkungan
Hidup - Upaya Pemantauan Lingkungan Hidup) for industries. The report is submitted
regularly once every six months to the environmental agency by the industries.
Parameters that are measured by the UNS include: SO2, NO2, NO, O3, TSP, Pb and
Noise. UNS provides this kind of services to industries.
2.5 Sources
An emissions inventory has not yet been conducted in Surakarta. Air pollution is known to
occur from mobile sources (transportation), industries and open burning/dumping.
Additional emissions come from many smaller enterprises, workshops and households.
Relevant emissions also come from the burning of agricultural waste and local garbage.
During the discussion with stakeholders in Surakarta, we noticed that the northern part of
Surakarta has higher air pollution, which is also caused by the transboundary pollution
emitted by large scale industries from outside the city boundary. One of the programmes
under the Environment Agency related to industrial pollution control which covers air, soil,
water and toxic material is by monitoring. Monitoring is conducted to counter measure the
ambient air quality self check performed by the industries. The monitoring activities to
industries are conducted regularly.
2.5 Impacts of Air Pollution
17
Although indicative, number of cases of upper respiratory infection symptoms (ISPA) can
be associated with the level of air pollution in a way that air pollution aggravates the
symptoms. Like in many urban cities in Indonesia, the prevalence of ISPA in Surakarta
often ranks top three in diseases reported by the Health Office. Furthermore, from 2007
to date, ISPA has been ranked the top of the list. In 2007 it was reported 105,927 cases,
in 2008 there were 127,438 cases and in 2009 there were 147,551 cases reported.
No other studies on impacts of air pollution on health and environment are available in
Surakarta.
2.6 Energy demand in Surakarta
Energy supply and demand in the future is one of the emerging concerns of today. It has
been highlighted because its vital role in powering the development of a nation. The
modern life today very much depends on energy. Along with the increasing of
development in Surakarta, energy supply is becoming one critical item and the demand is
continuously increasing. Fossil fuels particularly oil is still the main energy source used in
Surakarta.
Table 7. Energy demand in Surakarta
Type of Fuel Yearly Demand (kL)

2008 2009
Premium Gasoline 76,811 91,500
Diesel 29,419 36,912
Kerosene 24,960 9,000*
*The number decreased due to kerosene to gas conversion program
Besides above mentioned fuels, the city of Surakarta also develops alternative fuels
mainly from biogas. The pilot project that is being developed is concentrated in the small
scale industry such as tofu home industry; where 4 digesters have been built to process
waste from the tofu making process in Krajan Mojosongo region. The SANIMAS (Public
Sanitation) project in Surakarta also has produced biogas that is used to run water heater
for household use. The source of biogas comes from public septic-tank that is equipped
with biogas digester.
18
3.0 Regulatory and Administrative Framework
3.1 Regulatory Framework
While Indonesia has no specific legislation for regulating and managing air quality, the
constitution and other environmental legislation provides a legal basis for government
action. The constitution of Indonesia protects the rights of every person to enjoy a good
and healthy environment. A 2009 Act on Environmental Protection and Management (Act
No 32/2009) reaffirms that right, updating the previous Act (No 23/1997) toward
Environmental Management. These laws provide for public information on the
environment, and provide for restrictions on activities that exceed environmental quality
standards.
Regulations4 issued under the 1997 Environmental Management Act set ambient air
quality standards, as well as emission standards for industrial activities and motor
vehicles. The regulations also allow provincial governments to issue their own standards
that are equivalent to, or more stringent than, the national government standards. This
authority does not extend to cities. (The national and provincial air quality standards are
shown in Section 2.3.)
For transportation, Act No. 22/2009, which replaces the Act No. 14/1992 on Traffic and
Road Transportation, is the legal basis for the management of land transportation,
including the control of vehicle emissions. As a result of the new Act, the implementing
regulations to the previous Act No. 14/1992 must be revised. Currently the revision
process is underway and is expected to be completed by June 2010. The new Act
stipulates that the vehicle emission test is an integral part of the roadworthiness test,
and that the responsibility for vehicle emission testing lies with the transportation office.
Periodic roadworthiness and emission tests are mandatory for public vehicles, but are not
mandated for private vehicles.
Depending on how the implementing regulations are revised, the lack of a mandate for
private vehicle testing could be interpreted as allowing local governments to regulate
emission tests for passenger cars and/or motorcycles through legislation for their
geographic area. Several environmental agencies in Indonesia (Jakarta, Surabaya,
Yogyakarta, and Bandung), considering it a priority to control air pollution from mobile
sources, took the initiative by issuing a regional bylaw on inspection and maintenance for
passenger cars and motorcycles. In those decentralized systems, emission tests will be
carried out by the private sector in automotive workshops.
The 2009 Traffic and Road Transport Act also provides for segregated lanes for mass
public transport, and the rights of pedestrians to pedestrian facilities. Important new
provisions in this Act relate to the road fund to be collected from road users and managed
by a unit in the Ministry of Public Works. The law provides for funded construction to
include bicycle lanes, pedestrian pathways and crossings in road facilities.
Some local governments in Indonesia have issued laws and regulations which regulate
traffic management and road transportation, and transport policy. The Jakarta government
4 Government Regulation No 41/1999 toward Air Pollution Control
19
has issued a macro transportation plan including improvements to public transportation

such as BRT and river transportation, as well as transport demand management such as
traffic and parking restrictions. The City of Surabaya has issued Bylaw No. 7/2006 on
Provision of Road Public Transport, which includes regulation of public transport services
based on road hierarchy, and sets a maximum age for public transport vehicles.
For new vehicles, government regulations5 mandate that new vehicles sold in Indonesia
must comply with Euro 2 standard starting January 2005. However, this regulation did not
become effective until January 2007 when the use of leaded gasoline was completely
phased-out. According to the Chairman of the Association of Indonesian Automotive
Industries (Gaikindo), all new gasoline vehicles and new motorcycles sold in Indonesia
complied with the Euro 2 standard in 20076. The poor quality of diesel fuel sold in the
country hinders compliance by new diesel vehicles with the Euro 2 standard, which
requires a maximum of 500 part per million (ppm) sulfur in diesel, while much of
Indonesias diesel fuel contains 5000 ppm of sulfur.
The legal basis for the provision of cleaner fuel, Act No. 22/2001 concerning Oil and Gas,
provides for the implementation of fuel specifications set by the Directorate General of
Oil and Gas. This Act allows companies other than the state-owned oil company
Pertamina to produce and distribute fuel. The opening of the downstream market, if
followed with tightened fuel specifications, can push the production and distribution of
cleaner fuel and enable the application of vehicle technology to further reduce vehicle
emissions. The Ministry of Environment conducts a fuel inspection program to ensure that
vehicle fuel specifications are complied with.
3.1.1 Management of Stationary Sources
Although it does not specifically regulate air quality management, Act No. 5/1984 on
Industrial Activities prohibits activities that damage the quality of the environment and
ecosystem. One of the implementing regulations of this Act7 binds industry to comply with
environmental regulations as one of the requirements to obtain a business license. In
addition, a regulation on Environmental Impact Analysis and its implementing guidelines8
requires the proponents of activities to prepare and implement an environmental
management and monitoring plan.
Industrial permits are granted by regency/city government for activities located in the
respective regency/city. The environmental agency at the respective level assesses the
feasibility of planned activities and requires proponents to prepare an environmental
management plan and environmental monitoring plan including emission standard
compliance plan. Enforcement of industrial emission regulations is conducted by the
Environmental Agency in the region (province/regency/city)
3.1.2 Existing Regulations in Surakarta

Surakarta has not established a specific bylaw for air quality, however there are bylaws
that regulate pollution control in the city (Perda No 2/2006 concerning environmental
pollution control and Perda No 6/2005 concerning traffic and road transportation
management, this law covers the planning, management, monitoring and controlling of
5 Ministry of Environment Decree No. 141/2003 concerning Emission Standard Limits for New Types of Motor Vehicles
and Motor Vehicles in Current Production
6 Association of Indonesia Motorcycle Industries (AISI) 2008

7 Government Regulation No. 13/1995 on Industrial Business Licenses
8 Government Regulation No. 27/1999
20
road transport. Surakarta also has a Mayoral Decree No 8/2009 regarding the guideline
for environmental management and environmental monitoring for Surakarta. Additional
research is needed to determine how these regulations affect and contribute to the
development of the CAP.
3.1.3 Climate Change Mitigation

Indonesia accessed the United Nations Framework Convention on Climate Change
(UNFCCC) in 1994 and is a signatory to the Kyoto Protocol which it ratified in 2004. The
2007 National Action Plan (NAP) on Climate Change is Indonesias guiding document on
climate change efforts. It guides various agencies in carrying out efforts to tackle climate
change and sets the requirements for institutional coordination.
The National Council for Climate Change was established to coordinate the
implementation of climate change mitigation efforts. Headed by the President, the Council
functions as Indonesias Designated National Agency for the clean development
mechanism (CDM), and is responsible for assessing, evaluating, and monitoring CDM
activities in Indonesia. The National Development Planning Agency (Bappenas) has also
issued a National Development Planning Response to Climate Change. This document
aims to mainstream environmental and natural resource considerations into the
development planning process. It also discusses funding mechanism for climate change
mitigation and adaptation programs. The Ministry of Environment is the lead agency for
identifying Measurable, Reportable and Verifiable mechanisms for National Appropriate
Mitigation Actions in Indonesia.
3.2 Administrative Framework
The current distribution of responsibilities of relevance to the CAP is shown in Table 9.
Table 8. Broad Responsibilities for Functions Affecting Air Quality
Function Responsibility
Regional coordination Mayor of Surakarta
Surakarta City Planning Agency (BAPPEDA)
Urban and regional planning/ Surakarta City Planning Agency (BAPPEDA)
management
Strategic infrastructure planning, Surakarta Public Works Agency
provision and maintenance Surakarta Cleanliness and Municipal Garden
Agency
Energy and environmental policy & Central Java Province
standards Surakarta Environment Agency
Monitoring and awareness raising Surakarta Environment Agency
Regulation of private and public Indonesian Police Department
vehicles & drivers safety and emissions Surakarta Transportation Agency
Provision of bus & taxi services Surakarta Transportation Agency

Private Sector
Traffic and street management Surakarta Transportation Agency
21
Function Responsibility
Surakarta City Traffic Police Department
Industrial compliance City Agency of Industry
Surakarta Environment Agency
Solid waste management Surakarta Public Works Agency
Agricultural waste burning Surakarta Public Works Agency
Surakarta Environment Agency
Source: CAP Roadmap team; verification from City of Surakarta is needed.
22
4.0 Organizational, Stakeholder and Public Participation Approach
This section presents an initial description of the relevant stakeholders whose views need
to be incorporated during the preparation of a Clean Air Plan. It also describes the teams
initial perception of the critical issues to each stakeholder group, and a suggested process
for improving public participation.
4.1 Stakeholder Groups
The following is an initial list of stakeholder groups. The team recognizes that a
comprehensive listing is generally not possible at the outset, as important individuals and
groups will emerge as part of the roadmap process.
4.1.1 National Government
Primary responsibility for air quality concerns lies with the Indonesian Ministry of
Environment, which is coordinating GIZs implementation of this project in Indonesia. In
addition, the Ministry of Transport & Communications Department of Transportation
implements programs which affect transport and air quality.
Additional agencies that may be relevant at the national level are: Directorate General of
Oil and Gas (Ministry of Energy and Natural Resources), for CNG policy; Police
Department, for vehicle inspection & maintenance enforcement; Fiscal Policy Agency,
regarding tax incentives for low emission vehicles, CNG conversion kit, AAQMS, etc.;
National Planning Agency (BAPPENAS), to integrate the CAP in long-term / mid-term
national development planning and the national blue print); Department of Public Works,
transport infrastructure; and Land Use Planning Directorate General, for spatial planning.
Programs supported by foreign funds have to be reported to BAPPENAS for coordination
purposes.
4.1.2 Provincial Government
The Central Java Provincial Government is based in the City of Semarang. In particular,
transport and land use projects that span a wider geographic area than the city itself are
implemented through the Provincial government. The provincial government is also
involved in land use decisions, including the citing of industry and other point source
emissions, which may impact air quality in Surakarta.
4.1.3 Surakarta City Government
The Surakarta City government is the primary public agency for implementation of actions
to improve air quality in the city. Actions are implemented on behalf of the Mayor by the
City Secretary. The city planning agency (BAPPEDA) provides coordination among the
agencies involved and integrates their actions into the planning process.
The team anticipates further discussions with the Surakarta City government to clarify how
the CAP can best be managed and implemented, with full consideration to the aspects
identified in Sections 5 & 6 of this document.
23
4.1.4 Civil Society
During the initial team visit to Surakarta, issues emerged regarding the involvement of civil
society in governmental processes and actions. For purposes of discussion, civil society
is broadly divided into 3 segments: NGO, academia and community.
Non-Government Organizations
The NGOs interviewed during initial meetings indicated they were strongly active in
broader environmental issues including community empowerment, environmental pollution
advocacy, and environmental conservation. They expressed sufficient fulfillment with
previous initiatives to address environmental issues and the involvement processes
utilized. However, experience with previous programs left participants with questions
about the purpose and follow-up from their involvement. One common issue appeared to
be unclear coordination and delegation as to who should and are expected to attend a
public participation meeting. In many cases, a series of meetings often ends up with
different persons in presence causing discontinuity. This opinion has also been expressed
by academe and business associations in Surakarta and appears to be a result of
decentralization leaving local governments inadequately prepared to handle public
involvement process (Sarosa et al. 2008). In addition, some NGOs had an experience in
filing more than one class action lawsuits against textile industries in Karang Anyar district
outside the City they claim responsible for the massive water pollution in the Bengawan
Solo River causing damage to the health of the people residing nearby.
NGOs interviewed during the process include:

1. Yayasan Hutan Anak Cucu/ Forest Child and Next Generation Foundation
2. Yayasan Indonesia Hijau/ Green Indonesia Foundation
3. Gita Pertiwi Foundation
4. Republik Aeng Aeng Foundation
During the first stages of the process identified in this document, additional meetings
should be held with NGOs and individual persons of influence to identify additional
persons and groups with interests in clean air. For example, the local chapter of the
Indonesian NGO Bike-2-Work may wish to be involved because of the connection
between transport and clean air. An initial list of potential NGO and community based
organizations is shown in Annex B.
Academia
Surakarta benefits from several academic institutions which may be well-positioned to
support and inform the public during the preparation of the CAP. Universities can provide
data and inputs to public discussion separate from the governments information. This
can broaden the discussion and help to build trust. The mission met with some faculty of
Universitas Negeri Sebelas Maret (UNS) and learned about their ongoing research on
environment pollution. These efforts are separate from government research, giving the
potential to both verify government conclusions and identify areas requiring further
research. There is potential for local universities to function as centers of excellence,
which could help to lead initiatives for change regarding improving air quality as a part of
the development agenda. Universities in Solo have established good relationship with the
24
city government and thus are recommended to continue to foster its relationship and work
together with the city government.
The following members of academic institutions were interviewed:

Name Organization
Ir. Suhendro T. MT. Universitas Negeri Sebelas Maret
Prabang Setyono, S.Si., M.Si. Universitas Negeri Sebelas Maret
Ahmad Universitas Negeri Sebelas Maret
Health Sector
Doctors are very often aware of the health problems connected with air pollution. It is
recommended to include the association of doctors in the process of developing a CAP.
Community
In addition to NGOs, academic institutions and media, there are broader components of
community with strong interests in clean air for Surakarta. Initial discussions did not
indicate a broad general awareness of air quality issues. However, developing initial
information on the clean air issue and its implications for human health, transportation,
business development and other aspects of society will help to identify individuals and
community organizations concerned about clean air. Many community base organizations
have arisen to respond to public interest issues (see Annex B).
4.1.5 Private Sector
The private sector, referring primarily to business interests, has a significant role in several
aspects of Surakartas air quality. Several large industries, mainly textile manufacturing,
support Surakartas economy, and are also point-sources of air pollutants. The private
sector also operates Surakartas public transit vehicles under regulation of the Surakarta
Transportation Agency.
Industry can be expected to be concerned about the financial impact of any requirements
to reduce emissions from factories. Public transport operators are represented by an
organization, which is thus far supportive of the citys plans for implementation of bus
transit improvements.
4.1.6 Tourist
Tourists and business interests from outside of Surakarta are affected by the citys air
quality. Their impressions of Surakarta as a healthy, environmentally-friendly place will
affect their spending and future investment in the city.
4.2 Involvement Process
An appropriate process needs to be established for identifying stakeholders and

incorporating their concerns and suggestions into the Surakarta CAP. The process itself
should be developed with key stakeholders, but the following guidelines are suggestions
for initiating this process:
25
4.2.1 Stakeholder Scoping
A broader set of stakeholders can be identified through a stakeholder scoping process. In

this process, a series of meetings is conducted with individuals and organizations
potentially interested in one or more aspects of the clean air issue in Surakarta. At each
meeting, the participants are briefed on the CAP process, asked about their concerns and
interests, and asked for suggestions for other individuals or organizations who may be
interested. This process continues until no new names or organizations are identified.
4.2.2 Public Input Workshops
A series of workshops can be used to help bring in concerns, comments and suggestions
from a broad spectrum of stakeholders in Surakarta. The workshops will be open to the
public, but specifically invite those stakeholders identified in the stakeholder scoping
process. The initial workshop will establish a vision statement for clean air in Surakarta.
Subsequent workshops will be used to improve communication strategy, solicit additional
input from stakeholders and the broader public on the potential measures identified for the
CAP, and identify how they should be implemented. The central role of the workshops will
be to increase public awareness of the need to improve air quality, and to develop political
support from key stake holders.
4.2.3 Guidance Board Formation
A Guidance Board can be utilized to guide the process of CAP formulation. A suggested
composition and duties of the Guidance Board is described in the next section. The Board
could be formulated as an outcome of the initial public input workshop to establish a vision
for the Surakartas clean air. The multi-sectoral group convened for the initial visioning
workshop should be utilized to establish the scope for a comprehensive CAP.
Representatives from key sectors would be chosen to be a member of the Guidance

Board. The Board will then be responsible for reporting to, and receiving additional
guidance from, the full multi-stakeholder group at subsequent workshops. This partnership
between the Guidance Board and the full stakeholder group will need to be supported by
clearly defined processes and transparency mechanisms. A successful partnership will
facilitate the implementation of each step of the CAP.
4.2.4 Transparency Mechanisms

In tandem with the above processes, mechanisms for transparency of the process would
be established. If Surakarta has sufficient internet-connected computers available to all
stakeholder groups, a web-site may be the best mechanisms for keeping all stakeholders
informed of the process. This web-site could be established as part of the Clean Air
Initiative for Asia web site, which already has existing mechanisms for public viewing and
a substantial body of related documents of interest.
If the internet is not judged to be sufficiently available to all stakeholders, an alternative or

additional mechanism will need to be identified. This could be discussed at the first public
involvement workshop, and may include a public area in a government office, school or
library where all information relevant to the CAPs development could be posted. Such an
area would be a useful supplement even if a web-site were used.
Appropriate press-releases, publicity campaigns, and public service advertising in the
community could be used to inform the public of the web-site and/or CAP information
26
area. These would form part of the overall communication strategy developed during the
second workshop.
All parties involved should seek to make their process as transparent as possible, by
posting relevant information, notes, and notices for public view. The Guidance Board
should set standards for minimum transparency of all processes. As an initial list, these
standards may include:
List of attendees at public input workshops (with an option for attendees to choose
anonymity)
A summary of the date, participants and key results of each meeting and workshop
held during development of the CAP, including those of the Guidance Board, Public
Input Workshops, and the Technical Team.
Technical reports on Surakartas air quality and mechanisms to improve it.
4.3 Oversight Process
Two primary bodies will be responsible for oversight of the process to develop a CAP for
Surakarta. The Technical Team and Guidance Board will review technical data, identify
areas of concern as well as mechanisms for addressing them.
4.3.1 Technical Team

A Technical Team allows for the processing of complex information to support the actions
of the Guidance Board. The team would be a small working group of select government
staff with the possible addition of consultants or university experts. The technical team
would interact directly with counterparts on a GIZ team in the identification of data needs,
evaluation of appropriate mechanisms, and formulation of recommendations for review by
the Guidance Board.
The GIZ Team counterparts would be responsible for identifying the information and
analysis needs of the technical team and requesting the necessary expertise, resources
and training. The GIZ Team would be put in place with job descriptions, budget and with
individual objectives reviewed and updated every 6 months.
4.3.2 Guidance Board

The Guidance Board should be a manageable size of no more than 10-persons. In
general, the board needs to include the key government agencies that will be responsible
for implementing the plan. This can be complemented by key stakeholders from outside
the government to improve the ability of the board to reflect the needs of all stakeholders.
A possible composition for this board could be as follows:
Mayor of Surakarta (Chair)
City Secretary of Surakarta (Vice Chair)
Second Assistant to Mayor
Head of Surakarta Planning Agency
Head of Surakarta Environmental Agency
Head of Surakarta Transportation Agency
Representative of Provincial Government
Representative of NGOs
Representative of Private Sector
27
Since there are other GIZ projects besides the CASC in Surakarta (PAKLIM Climate
Change and SUTIP Sustainable Urban Transportation Improvement Project), it has
been agreed by those projects including the CASC to have the same the Guidance Board
but different technical team.
The Guidance Board would have the following responsibilities:

Review recommendations from the technical team, and identify areas where further
information or additional solutions are needed;
Approve location, time and agenda for public involvement workshops;
Utilizing the results from the Public Input Workshops to include a broader range of
viewpoints in the CAP;
Assure transparency mechanisms and the communications strategy are
implemented and up-to-date;
Report, as individuals, to their stakeholder group and to the broader public on the
progress of the CAP.
28
5.0 Framework for a Clean Air Plan
The creation of a CAP for Surakarta may follow these steps:
Step 1: Development of the Road Map to a CAP [current step]
Step 2: Establishing stakeholder involvement: How work together
Step 3: Establishing a common vision: Where want to go
Step 4: CAP development: How get there
Step 5: Implementation: Keeping the promise
5.1 Proposed Contents of a CAP
The proposed draft contents for a Clean Air Plan for Surakarta is presented in Annex A.
The purpose of the draft contents list is to illustrate the range of topics that can be
considered and some of the broad inter-relationships. The final contents of the Surakarta
CAP will be determined through the stakeholder process to be developed as part of the
process of implementing this roadmap.
5.2 Administrative Arrangements
The procedure for establishing the CAP needs to be further investigated so as to have a
firm legal basis and administrative framework for implementation. The development of the
CAP can be supported by establishing a Technical Team and Guidance Board as
described in Section 4. The Technical Team should be appointed by the Government so
as to best provide reliable, actionable input to the Board. The first public input workshop
on establishing a vision for clean air in Surakarta can be utilized to establish the Guidance
Board.
5.3 Issues to Address
During the initial identification mission, the following key issues were identified. These
issues may require further study or research, which can be supported by GIZ at the
request of the city government.
5.3.1 Design for Involvement of Stakeholders and Public Participation

Stakeholders interviewed, particularly those from NGOs and academia, indicated
frustration with participating in government-led efforts where the process and follow-up
were unclear. Problems experienced ranged from lack of follow-up to the protocol
followed for workshop invitations resulting in a different participant being selected each
time, leading to a lack of continuity. A key issue to resolve is how to develop a CAP in
such a way that it has broad public and government support for implementation. Section
4 suggests some initial mechanisms to follow for improving stakeholder and public
participation, but these mechanisms will require review and modification by the
stakeholders themselves.
29
5.3.2 Vision and Goals Workshop

A specific vision is needed to guide development of the CAP. The vision for a Clean Air
Plan needs to reflect the vision for city development, which is all embracing. Since air
quality is a regional issue, a common vision for all relevant communities in the air shed of
Surakarta needs to be developed. To implement this vision, specific goals need to be
identified that will establish the role of the Clean Air Plan in contributing to the common
vision.
The vision of Surakarta is described as follow; To realize the City of Surakarta as a

Cultural City, which is based on the potential activities of trading, services, education,
tourism and sport
A Vision and Goals workshop or workshops would aim to:

Articulate the vision in simple terms and in a form on which all stakeholders can
agree, including defining more tangible objectives towards which substantial
progress can reasonably be expected. The objectives might cover such topics as
(a) quality of life, (b) economic prosperity, and (c) equitable opportunity.
Measurable objectives contributing to each goal could also be defined, such as
improved ambient air quality measurements, improved health indicators, improved
effectiveness of the transport system for all members of society, or new investment
in clean industry, as examples of measures for economic prosperity.
The GIZ team would assist with the workshop, but the format and organization of the
workshop is an important local task. The output of the workshop would enable further
technical design of the Clean Air Plan by clearly outlining the scope, design of technical
inputs, and selection of technical performance indicators for measuring intermediate
outputs which contribute to the achievement of objectives.
5.3.3 Air Quality Monitoring Procedure

Air quality monitoring is a tool to evaluate the health risk of the population in an area. To
collect reliable data, it is necessary to measure where the people live. It is also necessary
to operate the monitoring devices following a defined procedure in order to make it
possible to compare data between different cities and areas, but also to be able to
evaluate the impact of abatement measures. Valid measurements of pollutants, either at
emission sources or in the ambient air, provide the public and decision-makers with
information to guide their actions. Only with a clear monitoring strategy can the goals be
reached. As described in Section 2, only limited air quality monitoring has been
undertaken in the past.
5.3.4 Preparing an Emissions Inventory
An emission inventory plays a vital role for planning and policy, as this provides the basis
for identification of priorities and control options in the CAP. Currently, there is no
comprehensive inventory which lists all air pollutants from all sources in a geographical
area during a stipulated period of time.
An emission inventory should be separated into three main parts:
30
Mobile sources: emission from the transportation sector by type of vehicle,

including off-road vehicles and ships;
Stationary sources: industry and power plants, as well as small businesses like
hotel, restaurants, bakeries and workshops;
Areas sources: households, painting, open waste burning, etc.
The emission inventory should include all relevant pollutants: black carbon, carbon
monoxide, volatile hydrocarbons including benzene and polycyclic aromatic hydrocarbons,
NOx, PM10, SOx, and dust re-suspension and also green house gases (GHGs).
Agricultural sources should be handled outside of this project because the emission
reduction is not the responsibility of the Surakarta City government.
5.3.5 Bus Transit Improvements

Surakarta is in the process of implementing improvements to its public transportation
based loosely on the model of Bus Rapid Transit (BRT), which was implemented in
Jakarta in 2004. The team did not find substantial analysis of expected passenger
demand or a financial model for the business operation. Such documentation is likely to
exist, but could not be found in the limited time available. In light of the importance of the
TransBatik system to the future of public transport in Surakarta, the following technical
assistance is suggested:
Further review of data and research on demand, supplemented by actual ridership
numbers (the system is expected to start operation shortly).
Evaluation of the financial model for TransBatik, and/or development of a new
financial model with various ridership projection scenarios. Preparation of an
accompanying report to explain the financial implications of TransBatik operation to
the city budget.
Identification of complementary actions which the city could take to improve the
service and financial performance of TransBatik, such as bus priority measures,
improved pedestrian access to and around stations, integration with low-emission
zones, etc. Preparation of an accompanying report to explain the financial and
service implications of the complementary measures.
5.3.6 Building on Pedestrian and Bicycle Friendly Initiatives

The City of Surakarta has recently implemented bold moves to improve the city for
pedestrian and bicycle travel, which have brought international attention. These efforts
have been realized by restoring the sideways of Surakartas main road for pedestrian
access, the city plans to extend pedestrian and bicycle access to a greater coverage. On
30 May 2010, the city initiated the initial weekend morning car-free streets (known as Car
Free Day in Indonesia), in selected areas, this was the first car-free event in Surakarta.
The city would like to expand this program by taking best practices from other cities in
Indonesia.
There may be potential to utilize the car-free and pedestrian initiatives to implement low-
emission zones in selected areas of Surakarta. A low-emission zone is an area of the city
restricted to only those motor vehicles that meet stricter emission standards than
otherwise enforced. Qualified vehicles would be identified by a sticker. The sticker would
be given only if the vehicle meets stricter emission norms (e.g. Euro 2) and after the
vehicle passed an emission test. Motor vehicles without a sticker would not be allowed in
the area. The testing and sticker system would be implemented through standard
operating procedures coupled with a management and training program with the agencies
31
involved. (The process followed to develop the procedures could then serve as a basis
for establishing an inspection and maintenance system throughout Surakarta.)
Different emission requirements could be established for motorcycles, cars, buses and
trucks. Depending on the desires of the stakeholders involved, these requirements could
be as strict, or more strict, that current government standards. The low-emission zone
provides incentives for motor vehicle owners to upgrade to a lower emission vehicle, so as
to allow them access to that zone. The low-emission zone might also be prioritized for
developing an effective bike lane system that integrates with the bikeway planned.
The development of a zone requires intensive input from the public, especially those
whose residence or business is located in the zone. The discussion necessary to
implement a low-emission zone helps to raise awareness of the air pollution problem, the
role of motor vehicle emissions, and what can be done to reduce it. Technical assistance
would be required to develop the technical and public involvement processes for
implementing a low-emission zone(s) as part of the CAP.
5.3.7 Stationary Sources Control

Under current regulations, industries are mandated to conduct self-monitoring to report
their emissions to the Environmental Agency. This data has not yet been verified. The
emissions inventory will identify the main stationary or point sources creating excessive
pollution. Emission distribution modeling will be used to highlight where existing
regulations on emission standards and their enforcement, for different type of point
sources, need to be strengthened.
The current status of major stationary sources, the options available to reduce emissions
from those sources, and the implications for all stakeholders will be reviewed during the
preparation of the CAP.
5.3.8 Integrating with Related Programs

During the mission, some potentially related programs were identified which could affect,
and in some cases synergize with, efforts to implement a CAP for Surakarta. A
preliminary list of these programs, and potential programs, includes:
CDIA (Clean Development Initiative for Asia) Enhancing public transport and
non-motorized transport components of Surakartas Green Transportation
Program.
GIZ SUTIP (via Ministry of Transportation) TransBatik technical assistance, such

as operational plan.
GIZ PAKLIM (via Ministry of Environment) Policy Advisory for Environment and
Climate Change. Main activity in Surakarta is to mainstream climate change
mitigation and adaptation strategies into development agenda.
KOICA Korean International Cooperation Agency and LG (though CSR program)

focusing on infrastructure development for early warning systems in flood
detection, city forest and transportation
This list of potential projects needs to be validated and the potential for cooperation and
coordination discussed with parties that intend to go forward.
32
6.0 Roadmap
This draft of the roadmap broadly outlines the schedule of key activities required to
complete the preparation of a Clean Air Plan for Surakarta over the coming year. The
activities and timeline will be reviewed and improved as the process toward a CAP for
Surakarta continues.
6.1 Key Activities
6.1.1 Management Process

Establish Technical Team and GIZ counterpart team.
Conduct series of stakeholder scoping meetings; develop agreement on
mechanisms and procedure for stakeholder involvement.
Establish Guiding Board and commence regular meetings
Preparation of Clean Air Plan, including implementation program.
6.1.2 Public Involvement Process

Conduct Vision and Goals workshop as first public input workshop. A multi-sectoral
stakeholder partnership would be formed in this workshop to escort all of the CAPs
development and implementation.
Conduct Findings and Options workshop: consolidated reporting of all findings and
possible options for consideration by public and decision makers;
Conduct Communication Strategy workshop to formulate an effective process to
raise public support for improving air quality, and to strengthen political support;
Conduct Proposals workshop: evaluation of costs, benefits and dis-benefits and
implementation strategy; and
Conduct CAP Presentation and Implementation workshop: presentation of
completed plan, review of remaining issues, initial implementation steps
6.1.3 Technical Process

Review air quality data; establish procedures for implementing air quality monitoring
Inventory emissions for all relevant sources, including stationary and mobile
sources.
Evaluate related programs and optimize synergy
Review demand estimates for TransBatik and prepare / revise financial model for
operation of the system.
Prepare options for enhancement of TransBatik service and financial performance.
Review vehicle inspection system and vehicle emission norms in preparation for
low-emission zone implementation;
Prepare and execute public involvement process for low-emission zone creation.
33
Analyze options for control of stationary sources
6.2 Schedule
The overall schedule for the roadmap for preparation of a Clean Air Plan for Surakarta is
shown in Figure 6.1. It is envisaged that a sound Clean Air Plan can be prepared within 11
(eleven) months.
6.3 Human and Financial Resources
Human and financial resources required to implement the roadmap process will need to
be further defined as a clearer picture of the issues to be addressed emerges. An initial
structure for estimating of likely resources required and the expected source is shown in
table below. This needs to be further populated with various activities and resources as
they are agreed upon.
Table 9. Initial list of human and financial resource requirements
Item Purpose Source

Technical Team Staff Drive initial project preparation; coordinate Surakarta
technical input government
Technical Team Coordinate needed expertise and inputs GIZ
Counterparts from GIZ
Stakeholder and Develop public involvement in creating and
Transparency Processes implementing the CAP
Visioning Workshop Establish common vision; formalize
Guidance Board
Guidance Board Staff Coordinate guidance board meetings, Surakarta
provide meeting location and snacks government
Findings and Options Present findings to stakeholders and
Workshop develop options to pursue
Communication Strategy Identify and establish a strategy for
Workshop communication about the CAP with the
public and key stakeholders
Proposals Workshop Review and identify promising options for
improving Surakartas air quality
CAP Presentation Review the CAP
Workshop
Establish procedures for
mobile monitoring
Emissions inventory
TransBatik demand and
finance analysis
34
TransBatik
enhancement options
Review vehicle
inspection system
Low-emission zone
communication process
Stationary Source
Control Options
Budget amounts for the above items will be estimated after the Terms of Reference are
prepared for each activity. Subject to confirmation between GIZ and the Guidance Board
it is envisaged that GIZ will mobilize experts from time to time to assist the Technical
Team to undertake work on key topics.
35
Figure 6.1: Schedule

for Implementation
of Surakarta Clean
Air Plan Roadmap
36
ASEAN German Technical Cooperation
References
Annex A: Draft Contents for a Clean Air Plan for Surakarta

The proposed draft contents for a Clean Air Plan set out below can be adjusted as needed
pending the outcome of the roadmap process for Surakarta. The purpose of the draft
contents list set out below is to illustrate the range of topics that will be considered and some
of the broad inter-relationships.
S1. Summary
1. Why a Clean Air Plan is needed
a. Background
b. Objective and Scope
c. Approach
d. CAP team
2. Vision for Clean Air and Good Health in Surakarta City
a. Vision
b. Goals
c. Objectives
3. Current Situation and Future Baseline Trends
a. Context within the Province and Indonesia
b. Population and Economy
c. Urban Development Pattern
d. Meteorological Conditions
e. Transport Conditions
f. Industry
g. Agriculture
4. Current Legal Framework for Air Quality Management and Source Control
a. Environment including Air Quality Laws, Standards, Regulations and

Policies
b. Transport infrastructure and supply and demand
c. Urban Development and Building Approval
d. Current Decision Making Framework and Interagency Coordination

5. Sources of Air Pollution and Health and Other Impacts
a. Current Standards and Monitoring
b. Ambient Air Quality Standards
c. Daily and Seasonal Trends
d. Indoor Air Pollution
e. Exposure Issues
f. Pollutants and Sources
i. External Sources agricultural burning
ii. Industry and other stationery sources
iii. Other open sources
iv. Transport
g. Key Pollutants and Health Impacts
h. Climate Change and Other Environmental Impacts
i. Baseline Forecasts
6. Proposed Interventions including Costs and Benefits
a. External Sources agricultural burning
i. High Priority
ii. Longer term
b. Industry and other stationary sources
i. High Priority
ii. Longer term
c. Other open sources
i. High Priority
ii. Longer term
d. Transport
i. High Priority
ii. Longer term
e. Related initiatives including Spatial and Urban Form Management
i. High Priority
38
ii. Longer term
7. Potential Impact of Interventions
a. High Priority Only
b. All Interventions
c. Other Combinations
d. Conclusion on Potential Contribution to Achievement of Vision
8. Recommended Action Plan (including Costs and Benefits)
a. External Sources
b. Industry and Stationary Sources
c. Other Open Sources
d. Transport
e. Spatial and Urban Form Management
f. Monitoring and Analytical Support
g. Recommended Demonstration Projects
h. Clean Air Information Dissemination
9. Regulatory and Governance Requirements
10. Developing a Longer Term Program
Supporting Annexes
39
Annex B. List of NGOs in Surakarta
NGO Activitiy/Involvement
Yayasan Hutan Anak Participated as speaker for Sosialisasi Efek
Cucu/ Forest Child and Gas Rumah Kaca (Socialization of
Next Generation Greenhouse Gas Effect)/Global Warming
Foundation on World Environment Day
Yayasan Indonesia Hijau/ Participated in providing materials to Family
Green Indonesia Welfare Program (PKK) in villages and
Foundation districts on common household waste
management in cooperation with
Environment Agency of Surakarta
Collaborated with Environment Agency of
Surakarta in training household waste
management in Mojosongo and forming
MAMA group
Coordinated in building infiltrating well in
Surakarta, collaborating with PPLH Java
Region Office
Paper waste management training in
Mojosongo.
Gita Pertiwi Participated as a speaker at seminars and
socialization event held by Environment
Agency of Surakarta
Republik Aeng-Aeng Participated in commemoration of World
Environment Day through exchange of
used newspapers with plants program
40
Annex C. Public transport and load factor in Surakarta 2008
Travel duration
Seat Load Factor
Avera Operatio Per trip
Type of capac (%)
No/Trajecto ge nal (min/trip)
No public ity
ry Unit round- duration Traffi
transport (seat/ Traffic Norm Norma
trip (hours) c
day) hours al l
hours
(1) (2) (3) (4) (5) (6) (7) (8) (9)
1 DAMRI A Medium 17 6 2448 12 33 9 56.0 51.0
bus
2 SURYA A Medium 10 6 1440 12 22.5 16 55.5 50.5
bus
3 NUSA B Medium 16 6 2304 12 35 10 54,5 49,5
DAN bus
SURYA B
4 ATMO Medium 24 7 4032 12 37 16 58.0 53.0
bus
5 SURYA F Medium 8 6 1152 12 31 14.5 60.5 55.5
bus
6 SCT Medium 6 6 864 12 39 13 55.5 50.5
bus
7 SUMBER Medium 12 6 1728 12 41 17.5 59.0 54.0
RAHAYU bus
8 DAMRI B Medium 14 6 2016 12 24.5 13 50.0 45.0
bus
9 SUMBER Medium 10 6 1440 12 29 14.5 57.5 52.5
MAKMUR bus
10 NUSA A Medium 12 6 1728 12 40 11.5 62.0 57.0
bus
11 WAHYU Medium 12 6 1728 12 38.5 38.5 69.0 64.0
PUTRO bus
12 BUDI Medium 11 6 1584 12 30 20 76.0 71.0
UTOMO bus
13 WAHYU Medium 8 6 1152 12 39 32 61,0 56.0
bus
14 SURYA Medium 9 6 1296 12 31.5 12 70.5 65.5
KENCANA bus
15 BERSERI Medium 0 0 0 0 0 0 0.0 0.0
bus
16 SRIWEDAR Medium 7 6 1008 12 27.5 14 42.5 37.5
I bus
17 WAHYU Medium 0 0 0 0 0 0 55.5 50.5
MULYO, bus
TAQWA
18 NUSA C Medium 6 6 864 12 29 14 78.0 73.0
bus
19 NUSA T Medium 0 0 0 0 0 0 0.0 0.0
41
bus
20 SKA JAYA Medium 0 0 0 0 0 0 0.0 0.0
bus
21 NUSA D Medium 2 6 288 12 30 10 82.0 77.0
bus
22 SENDANG Medium 13 6 1872 12 31 26 127.0 122.0
MULYO,BE bus
KONANG
23 01A Passeng 61 8 5856 12 25 17 65 57.0
er vehicle
24 01B Passeng 25 8 2400 12 43 38 49 41.0
er vehicle
25 02 Passeng 24 8 2304 12 52 47 84 76.0
er vehicle
26 03 Passeng 30 8 2880 12 36 31 83 74.8
er vehicle
27 04 Passeng 28 8 2688 12 30 25 85.8 77.8
er vehicle
28 05 Passeng 27 8 2592 12 51 46 96 88.0
er vehicle
29 06 Passeng 28 8 2688 12 50 45 78 70.0
er vehicle
30 07 Passeng 30 8 2880 12 53 48 36.6 28.6
er vehicle
31 08 Passeng 31 8 2976 12 35 30 128.4 120.4
er vehicle
32 09 Passeng 26 8 2496 12 36 31 48 40.0
er vehicle
33 10 Passeng 0 0 0 0 0 0 0 0.0
er vehicle
34 11 Passeng 10 8 960 12 55 50 90 82.0
er vehicle
Total 517 197 59664 348 105 709.5 2073. 1890.6
4 6
Average 15. 5.79 1754. 10.24 31.0 20.87 60.99 55.61
2 82 1
42

Final Draft Solo Road Map As of 6 Dec - New GIZ Format

Diunggah oleh

Informasi Dokumen

Judul Asli

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Final Draft Solo Road Map As of 6 Dec - New GIZ Format

Diunggah oleh

Hak Cipta:

Format Tersedia

Clean Air for Smaller Cities in the ASEAN Region

Clean Air for Smaller Cities in

Draft Road Map

4.2.4 Transparency Mechanisms ...........................................................................26

Abbreviation and Acronym

Conduct CAP Presentation and Implementation workshop: presentation of

1.3 Purpose of this Report

2.0 Overview of Surakarta and Environment

2.1 Urban Structure and Trends

Figure 1. Map of Surakarta City

Source: City Government of Surakarta

Table 1. Districts and Villages in Surakarta

Table 2. Population of Surakarta from 2004 - 2008

Year Population Growth (%)

Table 3. Projection of Population in Surakarta 2009 - 2018

Table 4. List of Taskforce in Surakarta

Type Name of Taskforce Main tasks

Public Welfare Municipal Conducting government affairs

2.2 Transportation System

Table 5. Transportation statistic in Surakarta

2.4 Existing Air Quality

2.5 Impacts of Air Pollution

2.6 Energy demand in Surakarta

Table 7. Energy demand in Surakarta

Type of Fuel Yearly Demand (kL)

3.0 Regulatory and Administrative Framework

3.1 Regulatory Framework

4 Government Regulation No 41/1999 toward Air Pollution Control

has issued a macro transportation plan including improvements to public transportation

3.1.1 Management of Stationary Sources

3.1.2 Existing Regulations in Surakarta

6 Association of Indonesia Motorcycle Industries (AISI) 2008

3.1.3 Climate Change Mitigation

3.2 Administrative Framework

The current distribution of responsibilities of relevance to the CAP is shown in Table 9.

Table 8. Broad Responsibilities for Functions Affecting Air Quality

Provision of bus & taxi services Surakarta Transportation Agency

4.0 Organizational, Stakeholder and Public Participation Approach

4.1 Stakeholder Groups

4.1.1 National Government

4.1.2 Provincial Government

4.1.3 Surakarta City Government

4.1.4 Civil Society

NGOs interviewed during the process include:

2. Yayasan Indonesia Hijau/ Green Indonesia Foundation

3. Gita Pertiwi Foundation

4. Republik Aeng Aeng Foundation

The following members of academic institutions were interviewed:

4.1.5 Private Sector

4.2 Involvement Process

An appropriate process needs to be established for identifying stakeholders and

4.2.1 Stakeholder Scoping

A broader set of stakeholders can be identified through a stakeholder scoping process. In

4.2.2 Public Input Workshops

4.2.3 Guidance Board Formation

Representatives from key sectors would be chosen to be a member of the Guidance

4.2.4 Transparency Mechanisms

If the internet is not judged to be sufficiently available to all stakeholders, an alternative or

4.3 Oversight Process

4.3.1 Technical Team

4.3.2 Guidance Board

The Guidance Board would have the following responsibilities:

5.0 Framework for a Clean Air Plan