Elitist Populist Policy: Looking back at the Transjakarta BRT Development in Jakarta

By the socio-historical BRT management and development, there are certain crucial factors that are determining its success. This can be seen from the technical, legal, economic and social aspects, which constitute the public transportation system. BRT development is inseparable from a feeder network system development to support the success of BRT. The feeder network can be in the form of a public transport network or an access network for pedestrians and cyclists. Based on that intention, the ILC advocacy activities aimed at the governments and society. For the government's side, advocacy is done in the form of technical assistance. The scheme is to invite several experts to provide constructive advice on the planning stages of the BRT system that has been made by the DKI Jakarta Provincial Government.
                                 
Courtesy of Freepick.com


                                                  

The DKI Jakarta Provincial Government also invited a public transportation system strategist from consultant McKenzie, United States. The expert's arrival to Jakarta at the end of 2002 provided practical recommendations, in the form of a success story of the successful implementation of BRT-Transmilenio in Bogota, Colombia. The success of the Penalosa government as the mayor of Bogota became a lesson for Governor Sutiyoso to plan and implement BRT in Jakarta as soon as possible.

The concept of BRT operation includes: tickets/tickets, marketing and technical operations are not yet real, still looks vague. Meanwhile, the government has not prepared a legal order yet, related to the Traffic Law no. 14 of 1992. In the context of that period, the government had not anticipated the traffic jams that would occur in the city of Jakarta, especially the Blok M-Kota corridor I as one of the bus lanes which later became popular with the public as the Transjakarta busway.

The Transjakarta system establishment has the following objects: (1) increase the number of passenger trips by using a public transportation system that is safe, comfortable and reliable; (2) to create a public transport system with separate lanes from public traffic for easy accessibility; (3) to generate public transportation system that is providing well-scheduled service; (4) improve the comfort, security, and safety of public bus passengers; (5) improve integrated public transport services; (6) creating a public transport system that can improve the efficiency of bus operators and (7) implementing an effective ticket revenue collection system.

The DKI Jakarta provincial governments provide a particular bus lane which costs Rp 86.25 billion to connect Blok M-Jakarta Kota as far as 12.9 km. To fill the lane, a special bus is provided with a capacity of 85 passengers, 30 seats and 55 people standing, equipped with air conditioning facilities. This special line began operating January 15, 2004 at a rate of IDR 3500. Transjakarta's investment costs are only around 0.5-0.8 million dollars per km, while rail-based metro requires 20-35 million dollars per km. Thus, Transjakarta's investment costs can be met from the government budget without creating new debts to other countries. In addition, the low investment value can accelerate the achievement of the break-even point and the value of service tariffs can be suppressed.

Transjakarta is designated by the government as one type of mass mode and its infrastructure development is cheaper compared to other mass transportation. The cost of developing Transjakarta as determined by the World Bank is around USD 5 million per kilometer. This figure is much cheaper than monorail which requires construction costs of USD 10-25 million per kilometer or when compared to subway or mass rapid transit (MRT) which reaches USD 50-100 million per kilometer.

The amusing thing about BRT development is that the government is implementing it together with the construction of the outer ring road (Jakarta Outer Ring Road/JORR), inner ring road, underpass (tunnel), and flyover (overpass). In building BRT and achieving these goals, there is an interaction by the network of power relations between state, market and local actors in the process and implementation of BRT policies, there is an intensive power relationship.This means that there are conflicting groups, allied groups and groups that are not included in the conflict or alliance category involved in the distribution process and instead of the public transport technology.


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