The most feasible ways to solve Jakarta's perennial traffic woes

Alan Sullivan, Jakarta

Congestion, pollution and accidents, the big three symptoms of malfunctioning transport systems, costs DKI Jakarta a staggering US$2 billion plus annually, Building more major roads that add to congestion is clearly not the answer to Jakarta's traffic problems, so what is?

People, place, mobility and markets are inseparable and symbiotic; so, city transport needs to support a shared vision for Jakarta-- perhaps the best Asian City by 2020 or the best loved City in all of Asia. Moreover, transport needs to be compatible with city values -- perhaps a safe, clean, green city with great facilities and a low cost economy -- attracting business, tourists, GDP and much higher quality of life for Jakarta's residents, workers and visitors.

Three strategies are proposed, and are briefly outlined below:

First, transform Kota, Jakarta Bay and the Indonesian Commuter Railway through Private Public Community Participation (PPCP) -- intense economic activity around public transit

This strategy could start with a competition put out to eminent architects and engineers with green and societal values to provide a blueprint for rejuvenating Kota and Jakarta Bay and providing an integrated Mass Rapid Transit (MRT) system -- all based on upgrading, and extending the present commuter and city railway. This blueprint would preserve and honor important heritage, while symbolizing the new aspirations of society.

There is no shortage of funds for viable projects, especially prime land in the heart of Jakarta, which would attract developers like bees to honey!

The MRT would involve completely separate high speed, elevated, suburban commuter shuttles and a dedicated high speed elliptical route serving central, west and Old Jakarta, mostly utilizing the existing right of way and perhaps realigned to pass the University of Indonesia.

In principle, the central line through Depok to Kota and the Tanjung Priok line to Kota would continue to function as present. North and south light rail extensions from the dedicated elliptical route would be one possibility to complement other elements of the complete city transportation system.

Grade separation can be provided as necessary and the best rail based MRT and technology can be determined by the engineers.

Second, move to a mass public transport orientation (50 to 70 percent). This would increase motorized person trips carried by public transport to around 70 percent. Essentially Jakarta's transport system would comprise various MRT, supported by non- motorized transport facilities, traditional bus services, and limited taxi services.

The proposed 15 Busway lines, the 28 km Monorail, and the MRT provided under the first strategy above, would form the overall MRT backbone within the Greater Jakarta and out to the suburbs (Tangerang, Serpong, Depok and Bekasi).

If the MRTs are to be feasible financially, extremely high ridership will be necessary. Easy access, (with short walks and park 'n ride), and strong, networked interconnectivity between MRTs is key to success. Each MRT would mutually enforce the others, enabling cross subsidy, and, ideally one ticket purchase or one smart card would cover a journey across different systems with different operators.

Many people are not in favor of the metro at this time because of the high subsidy it would require just for operations, (much more than monorail, which, while requiring subsidy, can eventually break even on capital as well as operational costs).

It is not widely realized that the capacities of various MRT can be designed, so that Busway, for example, could operate at triple its current in-service capacity by using more and larger buses, bus platoons, extended stations and passing bays.

Busways exist in Latin America and Europe that take up to 40,000 people per direction per hour -- five times higher than the maximum capacity of the current Blok M to Kota Busway design. The image of Busway can be improved by better technology and more attention to Busway lane condition and facilities. Busway design should embrace corridor standards, improving footpaths, roadside access and traffic management, with proper designated bus stops for traditional buses -- all key to a modern city aspiring to developed country standards.

Traditional bus services should be totally privatized, routes and license durations need to be completely overhauled to suit MRT.

Operation of MRT and supporting bus fleets, (less than seven years old), can be profitable, especially with both financial assistance and reduced private vehicle congestion, and this is where the following strategy is essential.

Third, control volume of vehicles, improve traffic flow and initiate user pay principles. Volume, flow and road user payment are interrelated through supply and demand. Increasing costs of private travel by removing fuel subsidies, for example, or charges to offset the massive $2 billion or so "social costs" noted earlier, would reduce the demand for private vehicle use -- much more so if decent public transport is available.

While, there would be some resistance to additional charges in the absence of a decent public transport system, the "well off" need to accept that they need to pay the real market price for fuel, at least eventually. Perhaps a starting point would be double the costs of fuel bringing prices in line with Thailand. As public services are improved, congestion charges will become more acceptable. Receipts would fund & subsidize public transport. Addressing the public through media campaigns should help improve acceptance.

More direct mechanisms such as controlling numbers of vehicle registrations or restricting fuel supply are more coercive measures, although the former worked well in Singapore, helping to halve the growth of private vehicles when instigated.

Options for consideration include higher purchase and motor vehicle taxes, scheduled or one off increase in base fuel price to real market prices, fuel taxes, high car and motorcycle import taxes, sliding scale of "transport contribution" direct from employees pay, congestion charges in central and south Jakarta, parking restrictions and higher parking fees, (with improved collection procedures).

Capacity gains from improving road hierarchy, the secondary road distribution network and traffic management are relevant to this strategy. Car parking provisions need review.

Implementation of these three interconnected and mutually supportive strategies would require strong coordination between diverse central government institutions, local governments and the Jakarta Transportation Council, ORGANDA, local NGOs such as Pelangi, INTRANS and MTI, Developers, Banks and the Community.

Even the Ministry of Education needs to be involved with one intention of ensuring that the children of Kampungs receive the opportunities & support they need to fully participate in society.

It is suggested that an Urban Regeneration Authority be established under special charter and that a more independent Public Transport Association be established to coordinate fully networked transportation services and to monitor their quality and quantity.

The ideal Chairman for the Urban Regeneration Authority would be the President to ensure coordination across different government levels and good governance.

The writer is a consultant, and serves as Hon Treasurer on the Committee of the Institution of Civil Engineers in Jakarta. He can be reached on spcon@cbn.net.id