Pedestrian Facilities as the Core of Sustainable Public Transport: A Case Study of Kuta-Bali Tourism Destinations

: A tourist destination should be designed to make walking more enjoyable and sustainable. Many tourist destinations fail to provide pedestrian facilities to support sustainable tourism. Recognizing the important role that walking has in creating attractive, accessible, safe, and healthy destinations, it is necessary to develop these pedestrian facilities as a core in designing and evaluating Public Transport systems in terms of mobility and sustainability. The purpose of this study is to improve pedestrian facilities based on walkability indexes. This study uses a mixed-methods approach that combines qualitative and quantitative methods to collect data and further information on the topic. The results of this research are in the form of a guide, covering all aspects of pedestrian and bicycle planning in the tourist destination area of Kuta-Bali in the form of basic and up-to-date information about various planning and design concepts.

path provision. Those methods are widely available for cars, but sadly not for non-motorized fashion infrastructure. Assessing the condition of pedestrian facilities is much more difficult than assessing vehicle highways.
Pedestrian facilities include sidewalks, traffic lights, crossings, island shelters, and other facilities such as lighting and benches (Parameter and Alta Planning and Design 2010).
Trotoar are facilities built for use by pedestrians and wheelchairs. This Trotoar includes sidewalks dan paths: Sidewalks, are pavements along the side of the road, bordered by curbs and/or painted lines along the side of the road with strong construction and flat surface.
Paths, are the type used by pedestrians, bicycles, runners, and joggers. Not intended for special pedestrians this facility is more suitable for other uses. Paths may not be paved with gravel or milled asphalt. (Darmoyono and Tanan 2015) discusses applied research on green pedestrian facilities in Indonesia based on the walkability index. As applied research that focuses on green pedestrian facilities, this study seeks to improve the quality of walkability in urban areas in Indonesia. This study attempts to answer basic research questions regarding walkability and green pedestrian facilities. What are the significant factors that affect walkability? How to improve walkability for green pedestrian facilities? This study uses a mixedmethods approach that combines qualitative and quantitative methods to collect data and further information on the topic. This study examines the concept of walkability in Indonesia, by referring to and analyzing the Global Walkability index method. Furthermore, to ensure that the theoretical discussion is appropriate and can be implemented, this study uses a design competition to examine the parameters of walkability and translate the green city concept into physical development. The innovative design of the competition will be implemented in several cities in Indonesia as a pilot project. This research will refer to (Darmoyono and Tanan 2015).

C. Walkability
The concept of walkability has been developed over the years to support walking activities through physical and nonphysical support. Many studies have covered this topic and introduced several useful indicators for identifying and assessing the walkability index. A study conducted by Krambek dan Shah (2006) in (Darmoyono and Tanan 2015) introduced the Global Walkability Index (GWI) to assess the quality and performance of walking as well as several factors that influence activity. In general, GWI introduces three components to assess walkability, namely (1) safety and security, (2) comfort and attractiveness, and (3) policy support (see Table I). To identify and assess the walkability index for several cities in Asia, ABD adapted several parameters from GWI with some adjustments referring to Asian conditions. The walkability index applies nine indicators as its assessment parameters, namely (1) footpath conflict, (2) availability of walking paths, (3) availability of intersections, (4) safety of intersections, (5) driver behavior, (6) ) facilities, ( 7) disability infrastructure, (8) barriers, and (9) security from crime (see Table II) (Fabian, Gota et al. 2011).
A walking path is an outdoor space used for the daily activities of city dwellers. For example, for activities such as walking, relaxing, sitting relaxed or as a place to trade. The function of public space for pedestrians is to move from one place to another in a certain area. Walking is also defined as the movement or circulation, or the movement of people from their original point to another place as a destination by walking. Current walking paths can be in the form of sidewalks, pavements, sidewalks, pathways, plazas, and malls (Parameter and Alta Planning and Design 2010).
A good walking path must be able to accommodate every walking activity smoothly and safely. While the convenience of pedestrians in walking is the existence of facilities that support walking activities and can be enjoyed by walking activities without interference from other activities.
Traffic-free (or pedestrian-only) destinations (e.g., the Great Wall, Forbidden City, and Golden Temple), which are only open to pedestrians, are some of the tourist destinations. The travel (or walking) system effectively links all scenic spots, thereby simultaneously ensuring "travel for tourism" and "travel as tourism." In this context, "the journey itself, any number of destinations, can be part or even the main attraction of the trip". Thus, tourist satisfaction with (or perception of) walking environment quality (or pedestrian satisfaction) in this subset should be well understood. However, there are few studies on pedestrian satisfaction in traffic-free tourist destinations in the existing literature, to the best of our knowledge (Yang, Wang et al. 2019). III. METHODOLOGY The method of discussion is carried out using a descriptive method to describe and explain the factors needed in planning, and the supporting factors that will determine the area design concept. The necessary data is collected and then described and analyzed, and from the results of the analysis conclusions, limitations, and responses are made that will be used as the basis for planning and design in the Kuta Area.
The data obtained comes from secondary data, namely literature studies through books, papers, references, design standards for pedestrians and bicycle lanes, the internet, and written sources related to planning and design in the Kuta area. IV. RESULTS AND DISCUSSION Kuta is an area with a mix of various activities; such as lodging, housing, entertainment venues, trade, education, worship, health, to offices. These diverse activities will certainly lead to various movements carried out by tourists and the surrounding community.
Based on the way of operation and use, the modes of transportation in DTW Kuta can be grouped into 3 categories: private transportation, rental/chartered transportation, and public transportation. Private transportation operates in DTW Kuta by using public roads which are mostly intended for movement. Besides private cars and motorbikes, other modes of transportation such as bicycles and walking are widely used and popular.
By looking at some of the existing facilities along with the Kuta Area that allow for various activities, it is necessary to evaluate the design of walking and bicycle paths by knowing the attraction of the trip and then summarizing it to plan the road and pavement network. A summary of towing trips is shown in Table II. This travel attraction is essential in planning bicycle and pedestrian networks and supporting facilities to cater to all types of trips. DTW Kuta has many places that attract tourists including Bali water park, Kuta theatre, ground zero monument, Beachwalk shopping center, Legian Kuta Street, Bali Circus waterpark, Joger Kuta Bali, Cineplex 21 Beachwalk, Legian Beach, Kuta Beach Bali, Bali. Bungy, Dream Museum zone Kuta, etc. that makes the trip pull (see Figure 1). Table II    Connect one place to another with connectivity and continuity;  Ensure integration, both from aspects of building arrangement and the environment, accessibility between environments and areas, as well as transportation systems;

A. Pedestrian Planning
The zoning system determines the width of the sidewalk corridor and ensures that obstacles, such as utility poles, do not restrict pedestrian access. This zoning system was originally adopted in Portland, Oregon, and has become a common practice in many cities. The four zones and the recommended minimum standards that comprise the zone system are listed below in Table III.
The sidewalk zone includes sidewalks as buffers between roads and pedestrian paths. A garden/furniture zone is a designated area for benches, street trees, newspaper boxes, decorative signs, or other types of obstructions between sidewalks and pedestrian paths. The pedestrian zone is a clean sidewalk area. The frontage zone is the buffer between the sidewalk and the building line. Figure 2 shows Haddon Avenue in Collingswood Borough, Camden County. The pavement configuration there roughly corresponds to the FHWA recommendations outlined in Table III.

B. Traveler's evaluation of the spatial characteristics of the pedestrian path
After evaluating the connectivity of the pedestrian and bicycle network in DTW Kuta in supporting the movement of pedestrian tourists, the role of policy in the development of transportation infrastructure is key in supporting sustainable tourism. Therefore; there is a need for a policy to promote using bicycles, develop pedestrian facilities that are safer and more comfortable, such as building lobbies along the road so that pedestrians can avoid rain and heat (RakaMandi and Joni 2017). Tourist satisfaction usually refers to the satisfaction of tourists with a DTW. This is often thought of as a result of the quality of the travel experience (Richard A Spreng 1996) and is very strongly correlated with DTW success over the long term (Masiero, Qian, Fong, & Law, 2018) in (Linchuan Yang a 2019). This represents a function of the various attributes offered by DTW. Furthermore, a large body of literature has focused on the relationship between attribute satisfaction and overall tourist satisfaction and identified many determinants of overall satisfaction.
The study found that most of the respondents agreed there was easy access and a short walking distance to the places they wanted to visit. The places are easily accessible from the transit station (stop). However, the path that is directly connected to the destination is not considered a critical factor. The results show that pedestrian movement in the study area is more oriented towards land use and towing elements than pedestrian path connectivity. Meanwhile, most of them agreed that there were some points of interest along the walking route, though with many obstructions along the trail as well. This can be attributed to sidewalks obstructed by street furniture, business activities, motorbikes, and other vehicle parking. Furthermore, upon observations, there were ongoing construction activities that contributed to blocking the sidewalks, activities such as street vendors and vendors selling on sidewalks also add to the difficulty for pedestrians to walk from one location to another. To make things worse, some buildings do not allow public access across their property boundaries, leaving little or no room for sustainable pedestrian movement. (Figures 3 & 4).
The bus station or stop is the passenger's first point of contact with the transportation system; thus it should be designed as attractive as possible. If financially feasible, the following convenience aspects should be realized: 1) considered more public transport stops, 2) an elevated area around bus stops to improve passenger safety, 3) information for passengers (fare information, stop signs, bus route information depart from the bus stop, schedule, route map, map of the surrounding area), 4) A ticket machine, 5) protection against weather, 6) more seating. Especially in tourism destinations such as Kuta, the accessibility of public transport stations/stops does not only depend on bus routes but also on other forms of transportation. Suitable interfaces should be provided for this as well. Facilities that are suitable for dropping off passengers at stops or stations (sometimes called Kiss & Ride zones), pedestrians need safe and attractive sidewalks. In addition, there should be sufficient area for taxis, etc.
In reality, there are many problems with the facilities for pedestrians in the Kuta area; such as the condition of the sidewalk which has been damaged in several segments, traders who use the sidewalk as a place to trade, hotels using the sidewalk, and inadequate width of the sidewalk, as shown in Figure 3.
Tourists expect pedestrian facilities to be one of the concerns to support mobility and reduce emissions in the DTW Kuta area. However, the poor quality of the sidewalks and pedestrian facilities hinders walking activities in most areas of Kuta. In this condition, consideration to improve and provide facilities to run seems imperative. Under unfavorable or unsafe conditions (waiting for AU in a dirty and unsafe area, or walking on a busy street with no sidewalks), time spent walking, cycling, and using AU has two or three times the cost of the time it costs spent on traveling, depending on the degree of inconveniences (Litman. 2009) in (Litman, 2021). To ensure pedestrian facilities are walkable and accommodate basic requirements, facility planning and design must apply environmentally friendly concepts as well as a walkability index that focuses on identifying and measuring physical and social factors that affect pedestrian activity (World Bank, 2008). This index is useful for identifying and assessing several factors that can support and challenge the improvement of pedestrian facilities and affect the quality of walking. It is hoped that this approach can encourage walking and reduce emissions from vehicles. By combining the green city and walkability index, this study seeks to develop an understanding and identify several significant factors to support the provision of green pedestrian facilities in the DTW Kuta area.

V. CONCLUSION
This study is still exploratory in nature because the number and sampling technique still does not meet the requirements of a study on the development of pedestrian facilities as the core of the transportation system. However, the studies that have been conducted have been able to explain well the behavior of choosing bicycle and walking modes. Meanwhile, public transport includes a wide range of transportation services available to the general public, from shared taxis and vanpools, to buses, and their variations. These services can play a variety of roles in modern transportation systems and have a variety of benefits and costs, including some that are indirect and external.
Therefore, the results of this study can also be used as a reference for the management of bicycle and walking operations. Based on the results and discussion associated with transportation management, it can be concluded: 1.
The choice of bicycle and walking mode will be influenced by the level of service attributes, socioeconomic attributes, and location attributes. In the study, the service attributes that are considered to affect the choice of bicycle or walking mode are easy access and short walking distances to the places they want to visit. While the socio-economic attributes that are considered influential are the time of travel and the purpose of the trip and location attributes such as there are interesting places along the pedestrian or bicycle route.

2.
Pedestrian movement in the study area is more oriented towards land use and towing elements (malls, tourist attractions, etc.) rather than pedestrian road connectivity. That means the location attribute has the most impact and needs to be improved. The findings suggest that a pedestrian-oriented environment can make a major contribution to walkability through the integration of various street uses and activities.

3.
To increase the influential attributes from observations and interviews, it is necessary to understand aspects as follows: a. Congestion in the Kuta area is caused by the large number of tourists visiting and in moving activities, most of them use motorized vehicles. The sidewalks in the Kuta area are widely used as a place for trading, in addition to that, there is no special lane for bicycle users, which is an obstacle that must be fixed immediately. b. Aligned with Other Programs -Kuta as a tourist destination will coordinate the pedestrian improvement project with other programs and initiatives such as the planning, local road program, Local Area Service improvement, Bike Master Plan, and Trails Master Plan;