MEV


 

 

J. Mechatron. Electr. Power Veh. Technol. 06 (2015) 123-128 

 

Journal of Mechatronics, Electrical Power, 

and Vehicular Technology 
 

e-ISSN: 2088-6985 

p-ISSN: 2087-3379 
 

 

 

www.mevjournal.com 
 

© 2015 RCEPM - LIPI All rights reserved. Open access under CC BY-NC-SA license. Accreditation Number: 633/AU/P2MI-LIPI/03/2015. 

doi: 10.14203/j.mev.2015.v6.123-128 

ESTIMATING POWER NEEDED TO FUEL ELECTRIC PARATRANSITS 

IN BANDUNG 
 

Naili Huda a, *, Kim P. Hassall b, Aam Muharam a, Kristian Ismail a 
aResearch Centre for Electrical Power and Mechatronics, Indonesian Institute of Sciences 

Jl. Cisitu/Sangkuriang, Bandung 40135, Indonesia 
bDepartment of Infrastructure Engineering, Melbourne School of Engineering 

Engineering Blocks B, C & D, The University of Melbourne Parkville 3010 VIC, Australia 

 
Received 19 September 2014, received in revised form 17 November 2015, accepted 29 November 2015 

Published online 30 December 2015 

 

Abstract 
This is the preliminary finding of a study elaborating the total energy consumption when paratransits in 

Bandung are altered into electric and the scenario to fulfill it. Therefore, there are lots to be done further 

concerning result of this initial research, of which will be discussed in another publication. In this paper 

calculation was done to find out the volume of power needed to fuel electric paratransits in Bandung. Steps 

carried out include computing total energy consumption for all paratransits, clustering stations from classified 

routes established by local Department of Transport, and estimating the electricity demand in every clustered 

station. Data used for this study was acquired from Badan Pusat Statistik Kota Bandung and PT PLN DJA APD 

Jawa Barat and Banten. A total demand of 61.12 MWh per month will surface to charge the total of 5,521 

paratransits from 38 available routes in 15 clustered stations under the assumptions that all paratransits only make 

6 return travels per day, operate 30 days per month, and use batteries with 50% State of Charge. 

 

Keywords: transportation; electric paratransit; in town; electricity demand; feasibility study. 

 

I. INTRODUCTION 
Functioning in a small yet busy city, Bandung 

transportation is excessively active while on the 

other hand pollution it produces is too much. 

These facts make Bandung a potential project site 

for electric car initiative. Despite its pricey 

purchase cost [1], electric vehicle (EV) provides 

solution to lower pollution level and operation as 

well as maintenance costs reduction [2-5]. Best 

when applied for mass transport [6] for the sake 

of more pollution cutback, electric vehicle 

conversion then could be suitable when 

implemented to paratransit.  

Existing research on Indonesian paratransit 

mainly discuss about general problems 

surrounding paratransit [7-9], tariff, service and 

customer perception [9, 10], the effect of air 

pollution it creates [11, 12], driver welfare [13-

15], routes and programming [16-19], paratransit 

stop design [20], and feasibility on fleet addition 

[21]. On Bandung paratransit in particular, main 

research were done related to user satisfaction [9, 

22, 23]  and feasibility of electric paratransit 

initiative [24] which emphasizes on cost rather 

than energy implication.   

As the pilot of a more comprehensive research, 

this paper is limited only to find out total 

electricity should be made available by the 

government to guarantee full operation of 

paratransits when they are converted into electric 

in Bandung. Conversion could cover retrofitting 

the available paratransit into electric or procure a 

full brand new electric vehicle for paratransit. 

How the demand would be satisfied is beyond the 

scope of this paper. 

 

II. METHODOLOGY 
This study was done according to simple steps 

illustrated in Figure 1. With single aim of giving 

rough estimation of energy demand when 

paratransits in Bandung turned electric, these 

following factors are not taken into account in all 

calculations performed. It has to be born in mind 

that this study assumes all routes to have the 
* Corresponding Author.Tel: +62-22-2503055 

E-mail: vedderforeva@yahoo.com 

http://dx.doi.org/10.14203/j.mev.2015.v6.123-128


N. Huda et al. / J. Mechatron. Electr. Power Veh. Technol. 06 (2015) 123-128 124 

same topology, hence using average energy 

consumption. It is known that topology, traffic, 

driving style and temperature are of factors 

affecting energy consumption in EV [25]. In 

reality, routes topology probably a lot differs, 

resulting bias from the calculated energy 

consumption, either too high or even too low. 

Moreover, it was presumed that electric 

paratransits are retrofitted into electric using 

electric motor that still fulfills the function of 

their old internal combustion engines and fueled 

using lead acid batteries. Furthermore, regardless 

distance of each route, all routes are supposed to 

travel 6 returns per day. Actually, they can travel 

less and often, more. This will affect the concrete 

total energy consumption as well. To provide a 

glimpse of what is paratransit, Figure 2 displays 

the multicolored paratransits in Bandung whose 

colors define routes [26]. 
Using basic retrofitted paratransit in [24], 

presuming power consumption of retrofitted 

paratransit would be 500 Wh/mile, lead acid 

battery energy of 31,680 Wh and battery State of 

Charge (SoC) of 50%, maximum distance that 

can be obtained per charge is approximately 51 

km. There are 5,521 paratransits available in 

Bandung, accommodating 38 routes with route 

distances range from 7 to more than 24 km one 

way [27].  

For each route, first thing done was 

calculating kilometer traveled per day for each 

vehicle, which is 6 returns or equals to 12 times 

one-way distance. Using 1 mile = 1.61 km, we 

got energy consumption of 310.56 Wh/km. 

Considering vehicle load which is about to carry 

15 people, this number is in line with other 

research where a Smart ED of 2 passengers 

consumes 0.17 Wh/km [28] and another 

passenger vehicle consumes an average of 0.62 

MJ/km [29] or 172.22 Wh/km when air 

conditioner is off. By multiplying this energy 

consumption per kilometer with total distance 

traveled per day, energy consumption per day per 

vehicle was found. Multiplying again this number 

with the quantity of paratransit per route, energy 

consumption of all paratransits per route per day 

then is resulted. To find total energy consumption 

for all paratransit, energy consumptions of all 

paratransits from all routes were aggregated. 

Next step was clustering the avalaible routes 

to classify paratransits in which route should be 

charged in which station. Clusters are set in 

compliance with route and station convenience, 

and rough observation of paratransit in which 

route usually be mostly parked in or near which 

station. Routes, distance of each route, total 

energy consumption and alternative clustering are 

recapped in Table 1. 

 

III. RESULTS AND DISCUSSION 
Total energy needed per day to run all 

retrofitted paratransits in Bandung is 

2,037,397.824 Wh. This makes 61.12 MWh per 

month. Albeit an official yet confidential data 

obtained from PT PLN APD Jawa Barat and 

Banten [30] which seems like a safe supply for 

the charging needs, it does not mean that 

charging process can be done anywhere at any 

time. Mapping should be done in defining which 

nearest main distributing point can supply the 

power and at what time slot charging should be 

done to make sure electricity is sufficiently 

available, hence preventing blackout. This will be 

covered in another paper. 

As this is a paper that leads to a feasibility 

study and not analyzing present application, 

scenario concerning number of paratransits 

involved in this electrification project can 

actually later be extrapolated. This is critical to 

define which number will match Bandung 

capability in providing electricity to support e-

paratransits. Extrapolation can be executed 

concerning degree of electrification covering 

which routes should be involved, number of 

altered paratransits per route, work hours, 

number of travels and State of Charge (SoC).  

Lessening routes number will decrease the 

power demand. From road topology point of 

view, this would be wise if implemented to routes 

that have hilly road topology. Hilly road calls for 

higher energy consumption than estimated, hence 

higher energy demand. For shorter routes (10 km 

and below), e-paratransit application would be 

convenience as charging can be done after 2-time 

returns. Cutting the number of paratransits to be 

converted to electric will cut the total energy 

consumption as well. Not to mention reducing 

the number of work hour and travels per day. In 

contrast, lowering or increasing SoC will not 

have significant effect to total energy 

consumption. To charging process, the action 
 

 

Figure 1. Methodology of this study 



 N. Huda et al. / J. Mechatron. Electr. Power Veh. Technol. 06 (2015) 123-128 

 
125 

Table 1. 

Total energy consumption and proposed stations clustering 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  

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N. Huda et al. / J. Mechatron. Electr. Power Veh. Technol. 06 (2015) 123-128 126 

will only affect charging schedule since the 

charging should be done earlier and shorter 

(when SoC is smaller) or later and longer (when 

SoC is bigger). 

From 38 routes, it was created 15 charging 

stations based on rough observation of majority 

paratransit settled on the stations when not in 

operation, and distance of paratransit parking and 

owner dwellings. Table 1 lists all that proposed 

charging locations. Actually, this kind of 

clustering might not be effective since there will 

be lots of efforts to put it into realization. The 

problem is when not in use paratransits are 

usually parked within the close proximity of the 

owners, which are often located far from the 

stations. Therefore, if paratransits are charged in 

the stations, then to be brought home to the 

owners, the energy reserved for the next run the 

day after will be lessened. There are two 

proposed ways to overcome this. First, build a 

station where people can park their paratransit as 

well as charge them. Even though this is one 

manifestation of government interference, the 

cost would be massive, for building and security 

officer for instance. Or instead, conduct a survey 

to map locations of each paratransit park lot, and 

subsequently create new locations for charging 

station and its new capacity as oppose from the 

old charging stations clustered above. This can be 

solved by providing a battery exchange, a big 

wide warehouse where batteries are charged to be 

readily used later.  

This is just a convenience clustering that 

actually needs to be further investigated. The 

ideal should incorporate detail process 

comprising mapping paratransit parking locations, 

mapping electricity supply at potential or 

designated charging hours, matching number of 

charging needs with charging supply, and last but 

not least, interviewing stakeholders. 

As transportation is the main contributor for 

air pollution in Bandung [31], and shifting to 

environmentally safe fuel and vehicle can be the 

way out [32] [33], paratransit electrification 

could be the answer to Bandung’s circumstances. 

Beside, global condition creates a more 

conducive movement for electric vehicle 

application [34]. 

In accordance to fund in creating start-up fleet, 

government should do its best to establish a 

funding policy for this matter [2]. Be it the 

government, private sectors or other possible 

third parties. As considering cost to procure one 

electric paratransit could reach IDR 500 million, 

or IDR 450 million via retrofitting [24], sum of 

money should be provided would be huge. This 

cost falls mostly for batteries, which need to be 

replaced approximately once a year when lead 

acid is used. This cost will decline due to mass 

electrification since for example, battery price 

will decrease from bulk buy [3, 35]. Nevertheless, 

it still involved so much money. Further 

discussion about this is not within the reach of 

this paper.  

Another option of charging stations is battery 

exchange or battery swapping stations. When 

battery is low, paratransit could visit a battery 

exchange station to have its empty battery be 

replaced with the fully loaded one. Nonetheless, 

as the consequence, a big warehouse containing 

stacks of battery should be provided. This will 

bring new obligations like land acquisition, 

building construction, operational management 

and security. Since the two alternatives in really 

have their own advantages and disadvantages, 

both can be executed according to circumstances 

of the future charging station locations. 

 

IV. CONCLUSION 
Paratransit electrification in Bandung yields a 

power demand of virtually 62 MWh per month 

that should be met by energy provider, which in 

this case is Indonesian Government through PLN 

(name of Indonesian national electricity 

company). Even the demand seems can be 

sufficiently fulfilled, careful planning should be 

conducted to ensure the demand will be satisfied 

without disturbing other industry. The planning 

will embrace obtaining real data on energy 

demand for paratransit electrification in Bandung. 

Field survey would be crucial in acquiring data to 

design and map places of charging stations taken 

into account paratransit parking and electricity 

availability at certain charging hours. 

 

ACKNOWLEDGEMENT 
Gratitude goes to Sunarto Kaleg, M. Redho 

Kurnia, and Abdul Hapid for the useful 

discussion on EV retrofitting; Arifin Nur, 

Yanuandri Putrasari, Achmad Praptijanto, 

Widodo Budi Santoso and Bambang Wahono on 

the potential of electric paratransit in Bandung; 

Pudji Irasari and Amin on data collection, and 

finally, to Fitri Rahma from PLN Jawa Barat for 

providing electricity supply data.  

 

Figure 2. Paratransit colors interpret its specific route [26] 

 



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127 

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