Sustainable Mobility

Braga, January 20011

Bus Rapid Transit System in Jakarta

Towards Sustainable Mobility
Habib Abdillah Nurusman & Septiono Eko Bawono
Department of Civil Engineering, University of Minho

KEYWORDS
TransJakarta, Bus Rapid Transit System, Congestion,
Sustainable Mobility.
ABSTRACT
Road widening and new road constructions are very
difficult to be implemented in urban area. The most
possible solution is by reforming public transport to be a
sustainable urban public transport system. A system that
solving the challenges of increasing mobility, improving
quality of life, and solving road congestion.
TransJakarta, a Bus Rapid Transit (BRT) system, has
been implemented in Jakarta, Indonesia, since February
2004. During these 6 years, TransJakarta had served
eight corridors with a total length of 123.35 km track
(corridor 9 and 10 has already open on 31 December of
2010), which is the longest track in the world in the
BRT system and has been carrying passengers on
average 250,000 people per day. The demand on the
system will increase dramatically as the addition of new
services to cover 15 corridors. It will fundamentally
improve Jakarta towards sustainable mobility. The
paper will highlight how public transport, TransJakarta,
towards the sustainable mobility, especially on the
environmental, economic and social issues. With SWOT
analysis, this paper will determine the level of the
success of the Bus Rapid Transit System in Jakarta.
INTRODUCTION
Transport is growing rapidly along with the
development of cities in Indonesia. Spurred by
population growth and urbanization that have an impact
on the number of people and goods that require
mobilization in those cities. Besides of that, the
economic growth had an impact on increasing people's
income led to increased numbers of travel, either
because a lot of travel or to travel with long distance.
Increasing incomes also have an impact on lifestyle
changes, which encourage people to move more freely
by using a private vehicle. By recovery of economy due
to financial crisis, since 2002 consumption in the use of
private vehicles both cars and motorcycles has increased
dramatically. Even if compared with conditions before
the financial crisis though. Increased number of motor
vehicles in 2005 was around 520,000 cars and 4.6
million motorcycles or increase of about 16%.
Increased use of private vehicles, followed by a
reduction in the number of users of public transport in
many cities in Indonesia. It is very easy to understand,
for those who feel financially able, tend to buy and use
their own vehicle. Mostly for reasons of convenience,
independent of other systems (public transportation) or
just to actualize himself with a private vehicle. This
condition is compounded by the failure of public
transportation in keep pace with users need. So
gradually the public transport is getting left.
Change of public transport users to the private car as
occurs naturally, but in fact a serious threat to the urban
transport system itself. It is very unfortunate. As we
know the benefits of public transport rather than private
is the level of efficiency that seen from various angles.
Efficient in road space, because it can transport large
quantities in a vehicle so very potential to reduce
congestion. Efficient in energy, because the ratio of the
engine than the amount transported is very small. And
efficient in reducing pollution, because lower emissions
produced. Without realizing it, the shifting of public
transport users, not only spend funds and resources (fuel
and road space) of the community. It will also affect the
competitiveness and sustainability development of the
city.
JAKARTA PUBLIC TRANSPORT
Jakarta is capital city of Indonesia and one of the fast
growing cities in East Asia. This city has 650 km2 area
with about nine million inhabitant (2007). Jakarta
divided into 5 provinces and each province has each
authority. The five provinces accommodate all city
purpose as land use.
Figure 1: Number of BRT passengers

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Figure 1 shows the variety of Jakarta land use that
caused people movement every day in the city.
Each part of the province create productivity and
economic movement. The fast growing of economy and
tourism makes Jakarta not only to be a government
capital but also a business capital. Therefore, it has a
counter effect in increasing number of vehicles on the
street and congestion.
In 2007, the number of vehicles that operated in the
Jakarta roads was counted totaling 7,773,957 that
consists of motorcycle vehicle 5,136,619 units, cars
1,816,702, buses 316,896, and other vehicles 503,740. It
means the growth of cars reached 10% and 7.75% for
the motorcycle. And only 2% for the public transport
(Sebhatu et al. 2010). Which dominated by bus than
limited commuter rail system that connects to the
surrounding suburbs. Nevertheless, none of these
system transports has well planed towards the
sustainable transportation implementation.
To overcome those problems, the Jakarta administration
issued a regulation (PERDA) No. 12/2003 and
Regulation of the Governor (PERGUB) No. 103/2007.
The aims are to:
• Optimize the use of public transport
• Improve accessibility and mobility, and rearranging
the integrated transportation modes.
• Socialize mass public transport system
• Improve the road Network
• Promote the use of public transport
• Reduce use of private vehicles
To develop those aims, Dinas Perhubungan (Dishub)
Jakarta, or Jakarta Transportation Authority trying to
improve the quality of transportation services and
transportation by setting some programs (mentioned on
Local Regulation No. 1 / 2008 on the Medium Term
Regional Development Plan Year 2007-2012) as
follows:
1. Development programs Fly-Overs and Under
Passes (FO / UP).
Performance indicators to be achieved include:
development and completion of FO / UP primarily
to support the functioning of the railway ring (loop
line), Jakarta.
2. Optimization program, expansion and addition of
road network
Performance indicators to be achieved include:
optimization, expansion and addition of road
network (including the overpass) in Jakarta,
especially in the context of the development of
Western regions to the East.
3. Pulogebang Bus Terminal development program
Performance indicators to be achieved, among
others: Inter-City Bus Terminal is working to
replace Pulogebang Bus Pulogadung and support
the development of Primary Center East Area.
4. Program to improve public transport crossing to or
from the Kepulauan Seribu
Performance indicators to be achieved include: Port
of Muara Angke and public transport access to the
port of Muara Angke is fully functional as the Port
Crossing, as well as public transport crossings to
and from work scheduled and the Thousand
Islands.
5. Fishermen port improvement program
Performance indicators to be achieved, among
others: all the Fisherman's Ports and public
transport access to all fisherman's Ports are fully
functioned as the port where the sea landing and
auction results.
6. Busway corridor development program XI – XV
Performance indicators to be achieved include:
Busway Corridor Corridor XI to XV are fully
function with a restructuring of public
transportation route in order to improve the feeder
system (feeder systems).
7. Busway management improvement program
Performance indicators to be achieved include:
Management Institution Busway more effective,
more professional, more efficient on operational
and more transparent for financial management.
8. The development program Mass Rapid Transit
(MRT)
Performance indicators to be achieved include:
MRT Management Institution is functioning, land
for MRT lines and depots are available, an
alternative route has been completed and
construction MRT has already begun.
9. Program integration of public transport rail, road
and ferry
Performance indicators to be achieved include: an
integrated master plan of public mass rail
transportation, road, crossing bridge and some of
the master plan should be realized.
10. Transit Oriented Development Program
Performance indicators to be achieved include: set
policy development and management of protected
areas in the locations of certain major transit will be
the direction for increased investment in Jakarta.
11. Parking management improvement program
Performance indicators to be achieved, among
others: the more effective Parking Management
Institution, operational management more
professional / efficient and more transparent
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financial management; parking policies that support That data indicate the change of people habit from
the use of public transport such as parking zone, private and other public car to TransJakarta. This is very
parking rates progressive, increased oversight and important condition that government want to interfere
enforcement of parking regulations. the people knowledge and culture. And its condition
support by good service, comfort bus, and cheap ticket.
12. Program implementation of Road Pricing
Performance indicators to be achieved include: And then the government develop the new route
Masterplan Road Pricing has been set and some network to gain people need for the BRT. The map
master plan is already functioning. below shows the BRT Route Plan for 2011.
13. Program development of alternative domestic
airport
Performance indicators to be achieved include:
alternative BandaraDomestik existing public
transport and special access to the Domestic
Airport.
14. Program to improve public transport access specific
to the Airport Soekarno-Hatta
Performance indicators to be achieved, among
others: it has been the establishment of Special
Public Access to Soekarno-Hatta Airport.
Transjakarta as a public transport was formed with the
aim to reduce traffic congestion in Jakarta. With a
specially prepared track, TransJakarta is expected free
from congestion so it can meet the travel schedule in
time and efficient in fuel consumption.
Other facilities are prepared for the prospective
passengers, starting from online ticket and electronic
ticket, wait until the shelter more comfortable. In
addition to support passenger comfort, most shelters
have been prepared for disable user. And for supporting Figure 3: New addition route of BRT
a sense of secure, it has been installed several online
CCTV cameras in some shelter. SUSTAINABLE MOBILITY

Today current 10 corridor has been opened, and five
new corridor will follow soon. With a range of spacious
and equipped and more facilities than any other public
transportation makes TransJakarta as public
transportation modes that are most ready to go
sustainable in Indonesia. Since BRT implemented in
2004, the demand of this public transport increase.
Figure 2 shows this increasing demand as below.
Talking about mobility, means talking about access and
transportation. The definitions of sustainable
transportation are based on the broader concept of
sustainable development as outlined by the Brundlandt
Commission, adapted to meet current and future
mobility and accessibility needs without resulting in
undue negative externalities. Context specific
sustainable transportation definitions generally focus on
the three dimensions of sustainable development –
economic development, social equity, and
environmental stewardship (Poor and Lindquist 2009).
To gain the three pillar equity, the SWOT analysis
below shows each impact of BRT.

Economic Impact
Strength
a. Increasing productivity in land use area
b. Increasing efficiency of energy and resources
use
c. Increasing people productivity
d. Increasing people mobility
Figure 2: Number of BRT passengers
Weakness
a. Increasing land acquisition

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Opportunity Use that equation will found level of sustainable gained

a. Creating new opportunity for bussines as shown below:
b. Creating good bussines environment
c. Creating land area network LS of economic value
Threat Component Number of Value of Economic
a. Determining social and environmental benefit analysis indicator value
Strength 4 4 16
Social Impact Weakness 1 4 4
Strength Opportunity 3 4 12
a. Increasing people satisfaction Threat 1 2 2
b. Reducing crime Total 22
c. Increasing people health and safety
d. Increasing people access LS of social value
Weakness Component Number of Value of Social
a. Number of modal is limited analysis indicator value
Opportunity Strength 4 4 16
a. Conserving cultural heritage and city attraction Weakness 1 4 4
b. Increasing people knowledge, skill and Opportunity 3 4 12
awareness Threat 1 2 2
c. Gaining people equity Total 22
Threat
a. Increasing investment on infra structure LS of environmental value
Component Number of Value of Environmental
Environmental Impact analysis indicator value
Strength Strength 4 4 16
a. Reducing CO2 emission Weakness 1 4 4
b. Increasing people’s environment awareness Opportunity 1 4 4
c. Increasing air quality Threat 1 2 2
d. Reducing noise pollution Total 14
Weakness
a. Need more investment Totally, the level sustainable gained about 58 point.
Opportunity
a. Creating urban green attraction DISCUSSION AND CONCLUSIONS
Threat Simple SWOT analysis above can help to evaluate the
a. Calculating economic benefit government development gain the sustainability. For
example in the end of 2010, with 260 bus and 10 routes,
Based on the SWOT analysis above, the level of the BRT serve 250.000 inhabitant a day, the BRT gain that
sustainable gained for each aspect can be calculated as a level. Actually, to gain more accurate calculation and
simple mathematical equation as follow: analysis needs more data such as total amount of
investment, total amount of energy use, total amount of
LS=S-W+O-T land use area and another relevant data. For each total
Where: amount data look for the change since 2004 to 2010 (at
LS : level of sustainable gained least). And for the additional information, based on
S : strength point calculations for the seven corridors, TransJakarta
W : weakness point predicted shift 5% of private car users to use BRT for an
O : opportunity point average trip of 20 km per person per day. With this
T : threat point prediction and the emission factors for CO2 of cars and
BRT, the conservative calculated CO2 emission reduced
For each item analysis above, linkage with sustainability in the year 2006 is around 120,000 tons of CO2.
six indicator that can be found the correlation in
between them. The six indicator are below: Finally, the conclusion of this discussion are:
1. Equity and social inclusion. 1. Bus Rapid Transport is good alternative to solve
2. Local government/empowerment/democracy. city transport problem.
3. Local/global relationship.
4. Local economy. 2. To gain more benefit of the system, increase the
5. Environmental protection. social and environmental awareness.
6. Cultural heritage/quality of built environment. 3. To realize the people satisfaction need more
development and investment.

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REFERENCES
Munawar, A. (2008). Sustainable Urban Public
Transport Planning in Indonesia, Case Studies in
Yogyakarta and Jakarta. Indonesian Students’
Scientific Meeting 2008 (pp. 1-2). Delft University,
the Netherlands: -.
Nugroho, S., FUJIWARA, A., & ZHANG, J. (2010).
Modal shift impacts on ambient PM10
concentration near BRT TransJakarta’s corridors.
Lisbon, Portugal: -.
Poor, A., & Lindquist, K. (2009). Sustainability and
Transportation, Definitions and Relationship:
Synthesis. -.
Sebhatu, S. P., Enquist, B., & Johnson, M. (2010).
Sustainable public transport network development
in Developing Countries. International Research
Symposium in Service Management, (pp. 3-5,8-10).

Websites:
1. http://www.jakarta.go.id/
2. http://www.transjakarta.co.id/
3. http://www.c40cities.org/

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AUTHOR BIOGRAPHIES
Habib Abdillah Nurusman, was
born in Yogyakarta, Indonesia.
Finished his Architecture degree in
2003 from Indonesian Islamic
University. I had worked for five
years. Two years in interior and
furniture then three years in housing
development before moving to Gadjah Mada University
in 2008 for my first master program in Waste
Management System on Mechanical Engineering
Department. Since 2010 I have got an exchange
program from Erasmus Mundus to the University Of
Minho where I am studying Urban Engineering on Civil
Engineering Department.
E-mail: Habibnurusman@yahoo.com.
Septiono Eko Bawono, was born in
Batang, Indonesia. Finished his
Architecture degree in 2001 from
Gadjah Mada University. I had
worked for five years. Five years in
housing development before moving
to Gadjah Mada University in 2008
for my first master program in Waste
Management System on Mechanical Engineering
Department. Since 2010 I have got an exchange
program from Erasmus Mundus to the University Of
Minho where I am studying Urban Engineering on Civil
Engineering Department.
E-mail: Septiono_78@yahoo.com.