Toll roads vs MRT<\/p>\n
People commuting the streets of Jakarta will see worse, more
\nchaotic traffic when the construction of seven new toll roads
\nstarts next March.<\/p>\n
The seven new turnpikes totaling 85.3 kilometers in length
\nwill encompass the Kemayoran, Kampung Melayu, Rawa Buaya, Sunter,
\nKampung Melayu, Duri Pulo, Pulogebang, Ulujami, Tanah Abang,
\nPasar Minggu and Casablanca areas.<\/p>\n
The city administration believes the new toll roads will be
\nable to cure the perennial city traffic woes. However, many
\nquestion if the policy is appropriate.<\/p>\n
Those who are skeptical that the new toll roads will cure the
\ntransportation problems in the city argue that what this
\nmegalopolis needs is a Mass Rapid Transit (MRT) system, which -
\naccording to previous reports -- will be established by the end
\nof this year.<\/p>\n
According to modern urban transportation theory, if big buses
\ncan no longer accommodate the increasing number of passengers,
\nfollowing an increase in population, the MRT system is the next
\nlogical choice.<\/p>\n
The establishment of a busway system in Jakarta, which drew
\ncontroversy in the beginning, could be cited as the start of the
\nprovision for the MRT in the city.<\/p>\n
The busway system seems to have worked despite the fact that
\nmost of its passengers are those who used to take regular buses
\nand want to reach their workplaces earlier. Busway systems,
\nsupported by special TransJakarta buses, were supposed to have
\nencouraged car owners to leave their cars at home. From this
\npoint of view, the system, which was adopted from Bogota,
\nColombia, has yet to be a real success. However, as an embryo of
\nthe MRT system, the busway is promising. It should be maintained,
\nexpanded and improved.<\/p>\n
In the midst of the city administration's obvious confusion
\nabout how it deals with transportation problems, public transport
\nadvocates and users are likely to be little comforted upon
\nlearning that toll roads are to get the first priority, instead
\nof an MRT system. This will mean their dream of going to and from
\ntheir workplaces on an MRT will remain a dream.<\/p>\n
These commuters will not be the only ones shaking their heads
\nin disbelief. Observers say that the new urban toll roads will
\nonly allow more vehicles to enter already busy areas with normal
\nroads.<\/p>\n
Once they are complete, motorists will only enjoy a brief
\nrespite from severe traffic woes, they say, adding that while
\nvehicles may run freely on the toll roads they eventually will
\nhave to enter congested narrow city streets. More highways,
\ntherefore, are not the solution.<\/p>\n
Given almost all the existing turnpikes in the city are
\ncongested almost every day, the administration should have
\nreviewed its old paradigm when trying to resolve the
\ntransportation system and dealing with daily congestion.<\/p>\n
The construction of new toll roads is also thought to
\nencourage rich people to buy new cars. Many say that the new
\nroads, which are too costly for the car-less poor, only benefit
\nthe wealthy. In other words, the administration has never thought
\nto defend the interests of those who do not own private cars. It
\nhas also done nothing to help curb the rapid growth of car
\nownership, which is out of control.<\/p>\n
Another point worth arguing is that the construction of the
\n85.3 kilometers of toll roads will need at least Rp 23 trillion
\n(around US$2.4 billion). Meanwhile, according to the chairman of
\nIndonesian Transportation Community, the government has sought
\nonly $685 million from the Japan Bank for International
\nCooperation (JBIC) for the construction of the MRT.<\/p>\n
Any analysis of costs to benefits begs some important
\nquestions. Why does the administration prefer allocating the $2.4
\nbillion for new toll roads, which will only benefit the rich and
\nprobably won't work anyway, to spending the same amount on the
\ndevelopment of an MRT system, which is able to transport
\nthousands of people a day?<\/p>\n
Jakarta is a city of about 12 million people, about 1.5
\nmillion of whom have private cars and almost 2.5 million who have
\nmotorcycles. It can be therefore assumed that the remaining
\nmillions need to use public transportation every day. It is
\nobvious that the construction of new toll roads is a pro-rich
\npolicy.<\/p>\n
The city now has a total of 7,576 km of streets, most of which
\nare congested each day. This inflicts serious losses on the
\ncity's economy. According to the latest survey conducted by the
\nJapan International Cooperation Agency (JICA), the cumulative
\neconomic losses caused by traffic congestion in 2020 is expected
\nto reach Rp 70.3 trillion.<\/p>\n
It is high time the city administration makes policies that
\ntake these vital factors into account when designing
\ntransportation systems. The construction of new toll roads is not
\nthe right choice -- what the city does need is an effective and
\nefficient MRT system. For the decision-makers it is simply a
\nmatter of vision -- a vision wide enough to benefit all
\nJakartans; not just the privileged few.<\/p>",
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