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571

Journal Of Economics, Technology And Business (JETBIS)

Volume 2, Number 8 August 2023

impacts and casualties which under certain circumstances can hinder national development.”

A disaster is an event that can be predicted but cannot be known with certainty when it occurs

(Putra &; Ismail, 2022). Recently, the intensity of natural disasters has increased, both in the form

of landslides, floods, earthquakes, tidal waves, typhoons, and volcanic eruptions. This needs to be

watched out for everyone (Agustin et al., 2020).

Natural disasters can have a negative impact on people's lives, due to damage to public

facilities, educational facilities, houses of worship, settlements, access roads covered with materials,

split and damaged roads, and so on. In addition, there were quite a lot of casualties, including disaster

victims who had to evacuate and live temporarily in barracks or tents with limited facilities and food

needs (Agustin et al., 2019).

In 2019, due to the disaster that struck in Malang City, the Regional Disaster Management

Agency (BPBD) of Malang City has recorded that as many as 119 buildings suffered damage with

the following details: 107 units of damaged houses and 7 units of public prasrana buildings, 5 office

units and bridges damaged (Amir, 2012). Damage to infrastructure due to disasters can disrupt

community activities, cause casualties, loss of shelter and damage to ecosystems. In addition, for

infrastructure built by the central and regional governments if they are vulnerable to damage during

a disaster, it can be dangerous for the users of the building, reduced state assets, also to rebuild will

require very large costs (Disaster, 2020). This can burden the State Budget (APBN) and Regional

Budget (APBD). So that early anticipation is needed by all elements of society, this aims to minimize

losses, one of which is when erecting buildings both for settlements and offices must meet standards,

2022). One of the major bus terminals in Malang City, namely Arjosari Terminal located in Blimbing

District. Arjosari Terminal connects districts / cities in East Java Province using AKDP (Intercity

Within Province) buses. In addition, intercity and interprovincial (AKAP) buses are also available

to cross Sumatra, Banten, Jakarta, West Java, Yogyakarta, Central Java, Bali, NTB and NTT. The

number of terminal users coming from the arrival and departure of intercity and interprovincial

(AKAP) and AKDP buses in one day in January 2023 is 5,365 passengers (Suharwoto et al., 2015)

At this time, Arjosari Terminal also still does not support disaster mitigation. In article 21 of

the Regulation of the Minister of Transportation Number PM 24 of 2021, it is stated that the

construction of passenger terminals must provide terminal facilities that meet safety and security

requirements (Bakornas, 2007). This is in line with Law Number 24 of 2007 concerning Disaster

Because the mandate of the regulation has not been realized, with this study, researchers tried

to analyze the availability of Type A Terminal infrastructure as an effort to mitigate disasters (Hakim

&; Sulistijo, 2013). It aims to improve the function of the terminal in addition to serving public

motor vehicles for cross-border transportation or intercity interprovincial transportation also to assist

in reducing the risk and impact of disasters (Bakornas, 2007).

The location of this research is Arjosari Type A Terminal, Malang, with existing conditions,

as follows:

- Coordinate Point : 755'59.6"S 11239‘29.0"E/ -7.933225, 112.658066

Source : https://id.wikipedia.org/wiki/Terminal_Arjosari

Site boundaries: Behind the terminal there is a type C terminal (transportation terminal owned

by the Malang City Government), the right and left are mixed activities between housing, trade,

offices, while at the front is Jl. Raden Intan and settlements.

• Building Area : 7.343,81 m

2

• Terminal Class : II

• Year of Development: 1988

• Years of Operation : 13 Nopember 1989

• Terminal Manager : Ministry of Transportation – Directorate General of Land

The stages carried out in this study include:

c. Compiling research variables.

d. Conducting field observations, consisting of questionnaires, interviews and surveys of the

existing condition of terminal infrastructure facilities (Wahyuni, 2018).

e. Collect primary data and secondary data

f. Perform data analysis, with the following stages:

1. Conduct questionnaire data quality tests, namely validity tests and reliability tests.

2. Analyze the characteristics of questionnaire respondents.

3. Analyze interview data.

4. Analyze building vulnerabilities with the Rapid Visual Screening (RVS) worksheet.

5. Analyze the existing condition of terminal infrastructure.

6. Analyze the needs of disaster mitigation-based infrastructure.

years and high school education, so that if a disaster occurs it can move quickly and help other

users. In addition, when disaster response socialization is carried out, it can be easy to understand

and practice what is taught in the socialization.

b. Variable Description Analysis

In this study there are 3 variables, namely hazard variables, vulnerability variables and

capacity variables. For more details can be seen in the following explanation:

To find out how much this danger variability affects the respondents can be seen from the

frequency of respondents' responses, as the following table:

This interview was conducted to parties related to this research, such as BNPB Malang City,

BPTD Region XI East Java Province and Head of Arjosari Terminal Service Unit, Malang.

From the results of the interview, it is known that Arjosari Terminal still has potential disasters

that must be watched out for by all teminal users. The terminal building is expected to have been

adaptive to frequent disasters such as strong wind disasters (extreme weather). In addition, the

vulnerability level can be explained as follows:

1. Location Seismicity

The location of seismicity is the location of earthquake distribution, which in FEMA 154

(2015) is divided into five levels, namely low, medium, rather high, high and very high as shown

in table 5.

Source : FEMA 154, 2015

To determine the location of seismicity, an acceleration value is needed between the response

of the SS and S1 spectra at the location under review (Zulfiar, 2018). Spectral design data (SS and

S1) obtained coordinates of the location of the building under review, then inputted into the website

of the Center for Settlement Research and Development (https://rsa.ciptakarya.pu.go.id/2021/)

(Ministry of Public Works and Housing, 2011). The coordinates of the building with latitude -

7.933225 and longitude 112.658066, then from the coordinate input results obtained SS values of

0.8502 and S1 of 0.3995. Based on the acceleration of SS and S1 values, it shows the location of

terminal based on disaster mitigation.

1. Pavement repair

The extent of the pavement to be repaired is as follows:

Area = Length x width

= 110 m x 90.3 m

= 9,936.20 m2

2. Repair of the roof of the main building and monitoring post

Repairs are needed on the roof of the main building and monitoring post with detailed calculation

of area area as follows:

a. Main Building

The calculation of the roof area to be repaired at the monitoring post is as follows:

Watchpost area = Length x width

= 2 m x 3 m

Based on table 4 above, the estimated cost required for Arjosari Terminal maintenance to be

adaptive to disasters is Rp. 23,314,209,210,-. With the largest number of repairs located on the

pavement section in the terminal shelter area.

From the research, it can be concluded that the potential vulnerability of terminal buildings to

earthquakes is quite high and there is damage to several terminal infrastructure. Based on this, it is

necessary to repair / rehabilitate the terminal building or revitalization can also be done to improve

the quality of the Arjosari Terminal building. In this study, researchers suggested that a more detailed

evaluation of the condition of the terminal building against earthquakes should be carried out.

Evaluation can be done using FEMA 310, FEMA 356, ATC 40, Tier 1 (static linear analysis), Tier

2 (dynamic linear analysis) and Tier 3 (non linear analysis). In addition, for non-structural

mitigation, periodic evaluation of building reliability in accordance with Government Regulation

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