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