Busway: Six months after

Busway: Six months after

It may seem somewhat premature to judge Jakarta's six-month-
old busway system's failure or success. Nevertheless, after that
time span, a thorough evaluation is certainly appropriate.

Many Jakartans seem unaware that the much-criticized busway
system, adopted from Bogota, Colombia, has been in operation on
Jakarta's crowded roads since January 15, this year.

Much of the criticism derives from the city administration's
poor preparation in providing the proper infrastructure for the
project. The felling of trees along major thoroughfares was
another flaw, in terms of its environmental impact.

However, despite public skepticism, and the city's seemingly
incurable transportation headache, the administration apparently
perceived that the busway was the best solution.

Chaotic traffic, and the uncontrolled emergence of more and
more motorized vehicles in the city, apparently pushed the city
administration to develop the busway system with haste.

Governor Sutiyoso once stressed that the busway put the
administration's credibility at stake, which apparently should be
taken to mean that no other way exists -- but to press on with
the plan.

So, even as the construction of a monorail system has begun
and a subway project is in the works, Jakartans have no choice
but to accept the busway as a permanent fixture. Under such
circumstances, a question bashfully rears its head: Yes, but --
has the busway actually cured that nagging headache?

Admittedly, the decreasing use of private cars is one
indication that the busway has answered the call for a better
system of transport. Indeed, one of the main objectives of the
busway was to discourage people from driving their cars to and
from work.

For only Rp 2,500, residents can now travel from Blok M,
South Jakarta, to the commercial district of downtown Kota in
less than 30 minutes aboard an air-conditioned TransJakarta bus.
Viewed from these aspects: low fares, comfort and a short
traveling time, the busway system has so far provided one welcome
solution to that baffling problem.

However, the busway has not convinced people that driving
their car to work is not the best option, despite the fact that
TransJakarta buses transport a total of 46,000 passengers a day,
exceeding the target of only 20,000 passengers. Could this be
because car owners cannot find a safe place to park their
vehicles from nine to five? Likewise, the "three-in-one"
regulation has hardly encouraged people to board the bus.

There is something distinctly unglamorous about leaving one's
car in the garage and actually walking to a bus stop. Let alone
sharing a seat with a stranger.

So, while waiting for car owners to change their habits, the
administration would do well to think about providing parking
lots where car owners can leave their cars safely until the
evening, when they go home from work.

Many travelers to Bandung, Semarang, Surabaya or other cities
leave their cars at Gambir railway station parking lot in Central
Jakarta for days, without any fear that their cars will be
stolen. Those who want to fly can also leave their vehicles at
the Soekarno-Hatta Airport parking lot for days.

Another serious factor that must be addressed is the provision
of adequate, safe, smooth and comfortable feeder lines from
residential areas to busway corridors.

It is not easy for residents living in Ciledug -- a district
located in Tangerang bordering the southern part of Jakarta -- to
go to Kota by TransJakarta bus. Those residents would have to
spend hours traveling by bus or taxi -- or any other means of
transportation available -- from Ciledug to Blok M, just to take
the TransJakarta bus to Kota.

Therefore, inter-provincial or inter-municipal cooperation
between the administrations of Jakarta, and those of its
surrounding areas, is a must to provide an integrated and
interlinked system of transportation to support the busway.

Pedestrians, too, need to be given easy access to busway
transit stations. Safe ramps connecting sidewalks and busway
stations must be made available, since even sidewalks are part of
the system.

All these matters should be properly addressed before the city
administration goes ahead with the construction of busway
corridors II and III, stretching from Kalideres in West Jakarta
to Monas in Central Jakarta, and from Pulogadung in East Jakarta
to Monas. Only then will Jakarta be able to boast of having a
truly integrated system of mass transportation, capable of
adequately serving the capital city's population of more-than
-ten-million.