International Journal of Administrative Science & Organization, September 2013 Volume 20, Number 3 Bisnis & Birokrasi, Jurnal Ilmu Administrasi dan Organisasi ISSN 0854 - 3844, Accredited by DIKTI Kemendiknas RI No : 64a/DIKTI/Kep/2010 The Efforts Of Handling Transportation Problems In Dki Through Sustainable Transportation Policy

NIDAAN KHAFIAN Department of Administrative Science, Faculty of Social and Political Sciences, Universitas , [email protected]

Abstract. Transportation problems in Jakarta are very complex. There are three common problems occuring, such as uncontroled numbers of private vehicles, poor and unreliable condition of public transportations, and indisciplined behavior of road users. This study discusses the efforts to handle transportation problems in Jakarta using the concept of sustainable transportation. Using qualitative research method, the results of the study showed that there are some efforts that had to been done in short- term, medium -term and long-term in accordance with the concept of sustainable transportation. In short-term, the efforts are the implementation of direct services and the organizing of public transport. In medium-term, the efforts are the construction of the MRT and LRT, and also the arrangement of pedestrian lanes. Meanwhile, in long term, the government must integrate the spatial policies with transport policy and establish special authority on Jabodetabek transportation. The results also suggest that there are urgencies to have a shift in the paradigm and mindset of both central and local governments, from transportation policies that favor for private vehicles into policies that favor for public transport, as well as the courage and commitment of the provincial government of DKI Jakarta to implement the efforts gradually and sustainably.

Keywords: jakarta, sustainable transportation, transportation policy

Abstrak. Permasalahan transportasi di Jakarta sangatlah kompleks dimana terdapat tiga permasalahan umum yang terjadi yakni jumlah kendaraan pribadi yang tidak terkendali, angkutan umum yang masih buruk dan tidak dapat diandalkan, serta perilaku dari para pengguna jalan yang tidak disiplin. Penelitian ini membahas mengenai upaya untuk mengatasi permasalahan transportasi di Jakarta dengan menggunakan konsep transportasi berkelanjutan. Dengan menggunakan metode penelitian kualitatif, hasil penelitian menunjukkan bahwa diperlukan adanya upaya jangka pendek, jangka menengah dan jangka panjang yang sesuai dengan konsep transportasi berkelanjutan. Upaya jangka pendek dilakukan melalui pelaksanaan direct services dan penataan angkutan umum, upaya jangka menengah dilakukan misalnya dengan pembangunan MRT dan LRT dan penataan jalur pejalan kaki, serta jangka panjang melalui integrasi kebijakan tata ruang dengan kebijakan transportasi dan pembentukan otoritas khusus transportasi Jabodetabek. Hasil penelitian juga menyarankan bahwa dibutuhkan adanya perubahan paradigma dan pola pikir dari pemerintah, baik pusat dan daerah, dari kebijakan transportasi yang berpihak kepada kendaraan pribadi menjadi kebijakan yang berpihak kepada transportasi publik dan keberanian serta komitmen dari pemerintah provinsi DKI Jakarta untuk dapat melaksanakan upaya-upaya tersebut secara bertahap dan berkelanjutan.

Kata kunci: jakarta, kebijakan transportasi, transportasi berkelanjutan

INTRODUCTION by the operative cost of vehicles and stresses felt by the public, having trapped in traffic jam on daily basis. The Transportation is vital in the process of developing a average speed rate of vehicles in Jakarta is only at 8.3 Km nation. At this moment, transportation system has become per hour, far below minimum service standard of 20 Km one of the most vital foundations of economy, particularly per hour, whereas in Depok, Tangerang, and Bekasi areas, since the public today is pressed to have a high mobility the average speed rate is still at 30.5 Km per hour (www. in everyday’s life. Tamin (2000) stated that transportation okezone.com). Meanwhile, DKI Jakarta Transportation infrastructures play two main roles, namely as a helping Office noted that the cost of losses caused by traffic jam tool in directing development in urban area, and as was amounted to IDR 45.2 trillion per year, comprised of infrastructures for the mobility of people and/or goods fuel cost, vehicles operational cost, time value, economic caused by activities in urban area. value and air pollution (Office of Transportation in Transportation problems in Indonesia, in Jakarta Numbers, 2011). in particular, are very complex. It is unfortunate since Handling transportation problems in Jakarta, traffic transportation is one of the foundations of economy. The jam in particular, the government of DKI Jakarta Province analysis of the Presidential Working Unit for Supervision in the era of Governor Sutiyoso leadership had designed and Management of Development (UKP4) shows that the a transportation pattern expected to be able to solve losses caused by traffic jam are amounted to IDR 12.8 transportation problems in Jakarta. This grand design of trillion per year. These losses were caused among others Jakarta transportation was known as Macro Transportation 180 International Journal of Administrative Science & Organization, September 2013 Volume 20, Number 3 KHAFIAN, THE EFFORTS OF HANDLING TRANSPORTATION PROBLEMS 181 Bisnis & Birokrasi, Jurnal Ilmu Administrasi dan Organisasi

Pattern of DKI Jakarta (PTM) which was then stipulated actual impacts – both intended and unintended – of those consumption of non-renewable resources to the sustainable The rate of traffic jam in Jakarta is increasing over times. in the Governor Decree Number 103 Year 2007. This outputs, the perceived impacts of the Office’s decisions, yield level, reuses and recycles its components, and The lanes that a decade ago was jam-free nowadays are decree stipulates some programs to handle transportation and, finally, important revisions (or attempted revisions) minimizes the use of land and the production of noise.” packed with traffic jam. These intertwined transportation problems in Jakarta, traffic jam in particular. Some of these in the basic statute”. In sustainable transportation concept, there are three problems were caused by many factors, such as programs are Bus Rapid Transit (BRT), later known as In the implementation process of a policy, the indicators: economic, social, and environmental indicators. uncontrolled number and usage of private vehicles, Busway, Light Rapid Transit (LRT), Mass Rapid Transit probability of differences emerged between what is From economic aspect, transportation system must support poor and unreliable public transportation modes, and (MRT), and other transportation policies. expected or planned by the decision maker and what is economy vitality while building the infrastructures for indisciplined behavior of road users. However, during the implementation of these policies, actually attained (as a result or achievement of the policy the attitude of social ability and willingness to pay. The uncontrollable number and usage of private vehicles there were still some problems occurred. In fact, there implementation) will always be open. Hill and Hupe Social aspect is related to adjusting social needs with the had begun in the 1970s, particularly during the beginning were problems in the implementation of PTM policy itself. (2002) stated that the failure in implementation process is efforts of making transportation easier to access, safe, of increasing economic rate in Indonesia. Moreover, Perceiving at the large number of transportation problems also known as implementation failure or implementation and comfortable; while environmental aspect required credit application of motor vehicles became easier with in Jakarta at present, it seems that the transportation deficit, that is: “giving a normative qualification as a result a suitable solution that strengthens the development of lower down payment and interest which contributed to system in Jakarta has not accomplished a sustainable of a comparison between what is observed and what is natural environment, and empowers natural environment the increasing rate of vehicles sold in Jakarta and its transportation system yet. Sustainable transportation expected, where the latter is defined in terms of the values policy, reduces emission, and uses minimimum material surroundings. The data from the Directorate of Traffic basically accentuates the importance of accessibility for either of the observer or of one or more of the actors resources. (Ditlantas) of Polda Metro Jaya showed that the number transportation users, synchronization of transportation involved in the process.” One important thing in sustainable transportation is the of cars sold in Jakarta has increased 11% compared to modes, synchronization of policies, on spatial plan, It is in this stage that a policy evaluation process, need of integrating policies from some areas, in particular previous year. In the 1st quarter of 2011 alone, the cars transportation and environment in particular, and primarily defined by Fischer as “the activity of applied social science transportation, spatial plan, and environment policies, sold in Jakarta were amounted to 225,739 units, while in creating a transportation system which is environmental- typically referred to as policy analysis or policy science” as mentioned by European Conference of Ministers of 2012 the sales in the 1st quarter has amounted to 249,589 friendly and reduces the effect of greenhouse gases (Hill and Hupe, 2002), is required. Therefore, the policy Transport in Geerlings and Stead (2003) as follows: “[s] units (www.merdeka.com). That many people relied more emission. process itself is not free from policy analysis. Quade ustainability requires that policy-making for urban travel on private vehicles for their transportation were due to Therefore, it would take a reassessment of the macro (1982) mentioned that policy analysis is a fact emerged be viewed in holistic sense; that planning for transport, the view that private vehicles, motorcycle in particular, transportation pattern policy implemented since 2007 to since the existing policy formulation is unsatisfactory. land-use, and the environment no longer be undertaken in are more comfortable and economical compared to the accomplish sustainable transportation in Jakarta. This Policy analysis is also needed to prevent a policy from isolation one from the other … without adequate policy uncomfortable public transportation. A motorcycle is urgent in order to improve the macro transportation becoming a failed policy (policy failure) and to overcome coordination, the effectiveness of the whole package of can save up to 37.76% per month compared to pulic pattern policy so as to create sustainable transportation the failure of the policy, it must be learned so as to lead to measures and their objectives is compromised.” transportation. policy in Jakarta. This study will discuss the complexity of policy change. Through policy learning, the failed policy Thus, in the sustainable transportation concept, it is The policies to control private vehicles number, such transportation problems and Macro Transportation Pattern is expected to turn into a better policy that can attain its expected that there are integration and harmonization, as the confinement of vehicle purchasing, cannot be policy in DKI Jakarta and the efforts that can be taken to objectives and increase public trust for the government not only between transportation modes, but also between applied at all in Indonesia. This policy seems hard to be handle transportation problems by employing sustainable and political institution issuing the policy. economic, social, and environmental needs through implemented since it relates to many concerned parties, transportation policy in Jakarta. One form of policies is transportation policy that better accessibility and quality, implementation of such as automotive industry actors, government, and the Edwards III and Sharkansky (1978) defined state regulates the transportation system to be implemented. multimode transportation, and interconnectivity between public itself. The policy of controlling private vehicles policy as what was stated and done or not done by the Cascetta (2001) defined transportation system as “the existing transportation patterns. Moreover, it will take an will harm automotive industries which will lose their government. This state policy is the targets or objectives combination of elements and their interactions which integration of policies between transportation, land use market share in Indonesia by the stipulation of such of government programs. While public policy is defined produce the demand for travel within a given area and the and environment policies in order to build a lively city. policy. The government themselves, local government in by James Anderson (2000) as “a relative stable, purposive supply of transportation services to satisfy this demand”. particular, will face a decrease in tax revenue, particularly course of action followed by an actor or set of actors in Thus, transportation system is a union of some elements RESEARCH METHODS from motor vehicle tax. Meanwhile, from public view, dealing with a problem or matter of concern”. interacted with each other to create a need of travel in a this policy can be regarded as a restraint in individual In its process, a public policy has some stages to certain area and the availability of transportation service The research approach employed in this study is right to own goods. facilitate its study, although there are some differences in to fulfill the need. One important transportation system qualitative approach. By employing this approach, the The authority to stipulate a policy limiting motor the distribution of these stages. Winarno (2002) distributed is public transportation. Gray and Hoel (1992) defined researcher endeavored to analyze the object of this study in vehicle ownership up to now lies in the hand of central these stages into: agenda drafting stage, policy formulation public transportation as “urban public transportation, intensive, thorough, detailed, and comprehensive manner, government. Unfortunately, to this day, the central stage, policy adoption stage, policy implementation stage, strictly defined, includes both transit and paratransit thus not limited by measuring instrument. Moreover, government does not take a firm stance on this matter, and policy assessing stage. The implementation stage can categories, since both are available for public use”. Thus, qualitative method is employed so that researcher such as by regulating higher down payment for motorcycle be regarded as an important stage since a policy will only public transportation is all modes of transportation, both acquired a thorough understanding and highly probable purchasing. Local government itself, Jakarta Province be a plan stored in the archive if it is not implemented. in transit and paratransit categories, provided for public gained new and important information that could not be government in this case, has no authority to stipulate In essence, policy implementation can be perceived as a need. gathered by using quantitative approach. Meanwhile, the this policy. The only thing that can be done is stipulating process of implementing policy decision. Hill and Hupe The development of urban public transportation at data collecting technique employed is literary study, field progressive tax for motor vehicles which imposes higher (2002) had formulated a more detailed definition of state the moment is entering a new era by the emergence of observation, and in-depth interviews. The data analysis taxes for second and more vehicle ownerships. Therefore, policy implementation process, namely: “[i]mplementation Sustainability Transportation concept. The Centre for is conducted through qualitative data analysis. By in terms of private vehicle, the only way to control it is by is the carrying out of a basic policy decision, usually Sustainable Transport, at the University of Plymouth conducting qualitative analysis, this study can be more confining its usage, not its ownership. incorporated in a statute but which can also take the form in Schiller, et al. (2010) gave definition of sustainable focus on showing the meaning, giving description, and Many people prefer taking private vehicle since of important executive orders or court decisions. Ideally, transportation as follows: “[a] sustainable transportation placing data in each context. public transportations at present are still in very poor that decision identifies the problem(s) to be addressed, system is one that: allows the basic access needs of condition. Buses, mini buses, tricycle and other modes stipulates the objective(s) to be pursued, and, in a variety individuals and societies to be met safely, and in a manner RESULT AND DISCUSSION of public transportation in Jakarta are quantitatively and of ways, ‘structures’ the implementation process. The consistent with human and ecosystem health, and with qualitatively unreliable. In quantity, public transportations process normally runs through a number of stages equity within and between generations; is affordable, Transportation system problems in Jakarta are indeed in Jakarta at the moment are only amounted to 2% of all beginning with passage of basic statute, followed by the operates efficiently, offers choice of transport mode, and very dynamic. Changes in existing transportation system vehicles in Jakarta, while in quality both from comfort, policy outputs (decisions) of the implementing agencies, supports a vibrant economy; limits emissions and waste actually contribute to the complexity of transportation safety, and punctuality aspects, the public transportations the compliance of target groups with those decisions, the within the planet’s ability to absorb them, minimizes problems in Jakarta. The main problem is traffic jam. in Jakarta are known for their unreliability. 182 International Journal of Administrative Science & Organization, September 2013 Volume 20, Number 3 KHAFIAN, THE EFFORTS OF HANDLING TRANSPORTATION PROBLEMS 183 Bisnis & Birokrasi, Jurnal Ilmu Administrasi dan Organisasi

The poor condition of public transportation in Jakarta arrangement of traffic control area and the obligation to Meanwhile, on parking, the government of DKI is also related to the conferring of route permit that is carry at least 3 passengers per one vehicle on specific Jakarta, at the moment, endeavors to implement the still quantity licensing in nature, meaning that the route streets in DKI Jakarta province is a policy limiting private policy of higher off-street parking fare and stricter on- permit is conferred on the base of the amount of vehicles vehicle passengers of minimum 3 persons from 7-9 a.m. street parking, expecting to make private vehicle owners serving the route, not by the quality of vehicle serving. and 4.30-7 p.m. However, although this policy has been reluctant to take their private vehicles. This policy is not This quantity licensing paradigm is also the cause of implemented since 2003 up to now, it still seems unable free from pros and cons. Many Jakarta citizens complain poor public transportation network since public transport to overcome traffic jam in those streets. In fact, this policy on the raise of off-street parking fare. They found the operators compete only on crowded routes while ignoring evokes another problem, namely the development of parking fare too expensive and complained that the raise routes with relatively small number of passengers. This informal sector of 3 in 1 jockeys. These 3 in 1 jockeys had never been socialized prior to its implementation. will end in the overlapped services for certain routes, Figure 1. Public transportation waiting for passenger are always present in every 3 in 1 imposed street and their The council members also criticized this policy since the while other routes offer no service. and Motorcycles in Pedestrian Area at Kalibata number increased every year. Some of Jakarta citizen government of DKI Jakarta province was considered of The transportation problems in Jakarta are augmented even have this 3 in 1 jockey as profession since they find taking one-sided action related to the rate of parking fare. by indiscipline behavior of road users. Road users, both it pay better than being a scavenger or other informal On the other hand, citizens agree to this policy argued that process is over, the constructing of MRT infrastructure public transportation and general public drivers, often sector jobs. as long as this raise was accompanied by the increase in still cannot be conducted since there emerged the debate commit violation of traffic law, resulting in traffic jam. Other policy in traffic limitation is electronic road price parking service, there is no objection to the rate of parking on who should sign the working contract: the central The increasing amount of traffic law violation can be (ERP) which is a congestion charge imposed on private fare at the present. government or MRT party. This is augmented by the perceived from the results of “Simpatik Jaya 2013” Traffic vehicle drivers in specific roads at specific time so that a The third strategy in Macro Transportation Pattern is resistance of public in Fatmawati and Lebak Bulus areas, Operation conducted in 7-26 May 2013 that showed the balance of demand (traffic) and supply (road availability) increasing the capacity of road network. At the moment, refusing the construction of elevated MRT. They fear that the total road network in Jakarta is only amounted to 6% total number of violations amounted to 54,853 cases, the elevated MRT construction will disrupt the property is expected to be reached. One constraint of the previous while similar operation in 2012 only amounted to 51,109 value and beauty of the area and insist on the construction ERP is the absence of legal basis for its implementation, of the whole area-size, and to increase the capacity of road cases, or an increase of 3.7% (www.detik.com). of underground MRT. and that is why the government of DKI Jakarta endeavors network, the Government of Jakarta Province is planning Of all the traffic law violations, motorcycle riders are In LRT or monorail case, the construction had begun to produce the even-odd policy as intermediate policy, to construct six segments of toll road and two segments the highest traffic law offenders. The most often found in 2005 but stopped in 2008 due to financial problem. prior to the full implementation of ERP. The even-odd of non-toll road. The 6 toll road segments are Kampung acts of violation are the taking over of other vehicles The financial problem befallen this monorail project policy is conducted by allowing only vehicle with specific Melayu-Kemayoran (9.6 km), Semanan-Sunter through from various directions, going against the flow, ignoring was dissimilar to financial problem of MRT project. plate number to enter some parts of the city according to Rawabuaya Duri Pulo (22.8 km), Kampung Melayu- traffic lights, and using pedestrian area as driving lane. Whereas financial problem in MRT project was due to the date of the day. To mark vehicles with even or odd Duripulo through Tomang (11.4 km), Sunter-Pulogebang Besides motorcycle, small public transportations such the long loan-negotiation process between governments, plate number, government of DKI Jakarta is preparing through (10.8 km), Ulujami-Tanah as minibuses also contribute to traffic disorder. Drivers in monorail project the private sector financed the whole special stickers, green for odd numbers and red for even Abang (8.3 km), and -Casablanca (9.5 km). of these public transportations often have their own way construction. The government of DKI Jakarta province numbers. These stickers will be printed by Perum Peruri However, although the construction plan of these six toll when driving and stopping at leisure at the intersections. only conferred the land-consensus in monorail project so any forgery will result in criminal charges. road segments has been inserted into the spatial (RTRW) Other disturbing behavior of these public transportations while all financing was conducted by private sector, so The even-odd policy itself offers problems in its planning of Jakarta that is stipulated in Regional Decree is their habit of “ngetem” or waiting for passengers at that in 2008 when private sectors ran out of money the immediate implementation, mainly related to the Number 1 Year 2012, up to now the construction process random places. government of DKI Jakarta province was unable to do identification and registration of vehicles conducted by of these six toll road segments has not been conducted. To solve these matters, the government of DKI Jakarta anything. Today, there are new investors on monorail the Police Department. Besides the trouble in vehicle One of the factors delaying the construction of these has issued Macro Transportation Pattern policy. This project. However, the continuity of the project is identification and registration, this even-odd policy is still six toll road segments is public refusal. The construction policy contains three main strategies, namely public still constrained by administrative and documentary surrounded by pros and cons. The pro side sees this policy of these six toll road segments is perceived as not the transportation development strategy, traffic limitation completeness of evaluation processes. very vital in limiting private vehicle usage but the contra appropriate solution to transportation problems in strategy, and network capacity-increase strategy. Public The waterway as an alternative transportation side sees this policy as ineffective and will only evoke new Jakarta; it is even regarded as only pampering private transportation development strategy regulates the facility cannot be implemented well either. In 2007, this problems. The reason for this refusal is also based on the vehicle users, and unsupportive to the limitation of development of bus rapid transit (BRT) also known as transportation mode had been operated utilizing implementation of even-odd policy in other countries such private vehicle usage policy. On the other hand, the TransJakarta Busway, mass rapid transit (MRT) and light river stream in West Flood Canal going through Halimun- as in Philippine. The implementation of even-odd number construction of these six toll road segments is perceived rapid transit (LRT) also known as monorail, waterway, Karet route. However, this project only lasted for a while policy in Philippine was unsuccessful since eventually as an urgency for Jakarta since the existing road network and train. However, in its implementation, this public until it was stopped in 2008. The factors for this waterway rich people would buy new cars, so that the growth of in Jakarta is insufficient. At the moment, the construction transportation development strategy has not yet been failure was the unstable water debit of West Flood Canal, private vehicle were still uncontrolled. Besides, there is a of fly over in Antasari-Blok M route has been completed, implemented optimally. In fact, of all 3 transportation too many wastes on the stream disrupting propeller and fear that this policy will be a new ground for corruption, but Kampung Melayu- fly over construction modes developed in Jakarta, namely busway, MRT/LRT, machines of operating boats, and low position of bridges particularly in vehicle plate number provisioning. process is stalled. The construction of IDR 2.02 zillion and waterway, only busway can be materialized. However, along the way preventing the boats from passing. These The polemic over the even-odd policy evokes the Kampung Melayu-Tanah Abang non-toll fly over project even the implementation of busway encounters problems, many problems in waterway operation then forced the expectancy of ERP policy implementation in Jakarta, has been stopped because of the shifting in DKI Jakarta in particular related to the lane sterilization and very assessment that waterway is infeasible in rivers and particularly since now the Government Decree on ERP ranks leadership. The construction of fly over that ought limited natural gas as busway fuel. These two problems should be transferred to serve coastline routes along has been signed by the President through the Presidential to be finished at the end of 2012 was stopped after the ensue in insufficient service, even more augmented by the Pondok Kelapa-Marunda and Marunda-Muara Angke. Decree Number 97 Year 2012 on the Collecting Motor Government of DKI Jakarta Province requested an audit yet to be signed minimum service standard that should be However, the waterway route in Ciliwung River is Vehicle Fee as a derivative of Law Number 28 Year by BPK and BPKP, prior to re-budgeting in APBD DKI the reference for TransJakarta Busway in serving public. actually still probable for an implementation, provided 2009 on Regional Taxes and Fees. By this Presidential of 2013. Apart from the ambiguous realization of project Other problem in the implementation of this strategy that the river infrastructures are reconditioned, the stream Decree, the government of DKI Jakarta Province is budget, sudden changes in the design also delayed the is the inability to build MRT and LRT originally designed is normalized, and the wastes are cleared. only required to provide infrastructure requirements for road construction. as superior transportation modes to solve transportation The second strategy in Macro Transportation Pattern ERP implementation such as manufacturing electronic Of all transportation problems existing, it can be problems in Jakarta. In MRT case, the infrastructure policy, the confinement of traffic, that includes 3 in1 law enforcement machine, ERP gates and on board unit seen that transportation problems in Jakarta are indeed building is still hampered by the debt renegotiation policy, electronic road pricing (ERP), and parking, is (OBU) to be implanted in every motorcycle and car that very complex. Complexity of transportation problems process between the government of DKI Jakarta province not safe from problems. The 3 in 1 policy stipulated in shaped like a small box with a card whose usage is similar in Jakarta becomes harder to overcome since the and central government. Even after long negotiation the Governor Decree Number 4104 Year 2003 on the to an ATM. transportation policy in Jakarta has not been public 184 International Journal of Administrative Science & Organization, September 2013 Volume 20, Number 3 KHAFIAN, THE EFFORTS OF HANDLING TRANSPORTATION PROBLEMS 185 Bisnis & Birokrasi, Jurnal Ilmu Administrasi dan Organisasi transport oriented. Government still sides more on private policy is by conducting arrangement and revitalizing of considered to protect future transportation policy. The to interregional cooperation and environmental friendly vehicle in implementing transportation policy than on public transportations, particularly to inner city buses in efforts to be done, among others are the integration of fuel provision. Political support from the Council is also public transportation, in 1980s and 1990s in particular. Jakarta. This arrangement of inner city buses is vital to be transportation policy into spatial plan policy, so that needed particularly related to regulation and budget at This is shown from the unlimited usage of private vehicle conducted immediately, related to pull policy in public transportation policy can be implemented in accordance regional level required to implement the transportation in Jakarta. The fuel subsidy and the ease in motor vehicle transportation. Public transportation revitalization by the to spatial planning, not against each other. Moreover, policy credit proposal also indicate how existing policy is not Communication Office of DKI Jakarta will be conducted in the future, there needs to be a special authority for REFERENCES sided with public transportation. The government of DKI in two stages: supplementing investment in renewing Jabodetabek transportation since transportation problems Jakarta province is also regarded as not having the courage inner city buses, conducted by bus operators themselves in Jakarta cannot be detached from the transportation Abidin, Said Zainal. 2004. Kebijakan Publik Edisi Revisi. and willingness to implement a pro-public transportation and donating 1000 buses to inner city bus operators. After plans in regions surrounding Jakarta. The last is the Jakarta: Penerbit Pancur Siwah. policy, so that PTM policy cannot be implemented well. direct services and public transportation arrangement, implementation of Jabodetabek transportation master Alwi. 2012. Network Implementation Analysis on Apart from courage and willingness, the overlapping then the next step to do is integrating various public plan, comprised of two modes, bus and train. This Democratic Public Service. Jurnal Ilmu Administrasi regulations is also an impending factor of transportation transportation modes serving inner city routes or intercity Grand design of transportation can help integrate the dan Organisasi, Bisnis & Birokrasi, Vol. 19, No. 2 policy implementation. Up to now, regulations on routes. For example, integration of railways serving interregional transportation policies in Jabodetabek, so (May). transportation are separated by transportation modes, regions adjoining Jakarta with busway placed in one that existing transportation policies will be holistic and Anderson, James E. 2000. Public Policy Making. Boston: for example Law Number 22 Year 2009 on Road integrated environment, and integration between busway integrated. Houghton Mifflin. Transportation and Law Number 23 Year 2007 on the and feeders such as microlets that serve the routes not Cascetta, Ennio. 2001. Transportation System Railway. Therefore, up to now on national scale, there is connected to busway. CONCLUSION Engineering: Theory and Method. Dordrecht: Kluwer not a single regulation on all modes of land transportation, The fourth attempt is related to the implementation of Academic Publisher. although integrated regulations are very important, limiting private vehicle usage system through ERP. ERP Transportation problems in Jakarta are indeed very Edwards III, George C. dan Ira Sharkansky. 1978. The particularly to regulate integrated policy in adjoining with complete legal base is expected to be implemented complex, like intertwined thread that is hard to untie. Policy Predicament. San Fransisco: W.H. Freeman and areas. For example, transportation in Jabodetabek region soon in Jakarta. One thing that needs to be completed Transportation problems in Jakarta are the ever increasing Company. should be under one regulation so that transportation in ERP implementation is vehicle identification and and uncontrollable numbers of private vehicles, unreliable Hill, Michael and Peter Hupe. 2002. Implementing Public problems can be solved wholly. registration system. Other short terms effort is the public transportation, and indiscipline behavior of road Policy. Thousand Oaks, California: Sage Publications. All transportation problems happened in Jakarta arrangement of on-street and off-street parking as a users. The macro transportation pattern policy, expected to Geerlings, Harry and Dominic Stead. The Integration indicates that Macro Transportation Pattern policy as the mean to confine private vehicle and arranging road overcome transportation problems, has its own problems of Land Use Planning, Transport and Environment foundation of transportation policies in Jakarta has not environment. One arrangement that can be done in in its implementation. This complexity is augmented with in European Policy and Research. Transport Policy been able to overcome existing transportation problems. parking is by turning on-street parking into parking meter the non-existence of policy that really supports public Journal 10 (2003), pp 187-196 Therefore, there is a need for reassessing implemented system. By this system, vehicles parking at the side of the transportations and the reluctance and discouragement of Gray, George E. and Lester A. Hoel (Ed.). 1992. Public transportation policy using sustainable transportation road are obliged to fill parking meter according to desired DKI Jakarta provincial government to implement PTM. Transportation (2nd ed). New Jersey: Prentice Hall. policy concept. Sustainable transportation concept parking time. The last attempt is related to the provision of To overcome these problems, there must be efforts Provincial Government of DKI Jakarta. 2011. Buku Dinas basically emphasizes on the integration and harmonization environment friendly fuel. In this matter, Petroleum Gas taken to revitalize PTM policy conducted in short term, Perhubungan Dalam Angka Tahun 2011. Jakarta: of transportation modes, as well as economic, social, and is one alternative that should be provided. At the moment, middle term, and long term, so that PTM policy in the Dinas Perhubungan DKI. environmental interests, through better accessibility and the usage of Petroleum Gas has been conducted on Trans future can be a sustainable transportation policy. Quade, E.S. 1982. Analysis for Public Decission. New quality, implementation of multimode transportation, Jakarta but not by other public transportations. However, Suggestion offered by this research is that the York: Elsevier Science Publishing. and interconnectivity of existing transportation pattern. the provision of Petroleum Gas for public transportations government of DKI Jakarta province should be able Schiller, Preston L., Eric C. Bruun, and Jeffrey R. Moreover, this policy also enforces policy integration is restrained by limited supply since at the moment to change the paradigm and mindset underlying the Kentworthy. 2010. An Introduction to Sustainable between transportation, spatial plan, and environment Petroleum Gas is more of export commodity due to its transportation policy, from transportation policy oriented Transportation: Policy, Planning, and Implementation. policies for a lively city. higher price. Therefore, the government of DKI Jakarta on private vehicle to transportation policy oriented on London: Earthscan. To overcome transportation problems by employing needs to take special step in providing Petroleum Gas for public transportation. Thus the transportation policy Tamin, Ofyar Z. 2000. Perencanaan dan Pemodelan sustainable transportation policy, the government of public transportations. In this matter, there is a need for a to be given first priority is the transportation policy Transportasi. Bandung: Penerbit ITB. DKI Jakarta province can conduct efforts in three terms: negotiation between the government of DKI Jakarta and supporting the improvement of public transportation. The Winarno, Budi. 2002. Kebijakan Publik: Teori dan Proses. short terms, middle terms, and long terms. In short terms, the Department of Energy and Mineral Resources and government of DKI Jakarta province is expected to be able Yogyakarta: Penerbit Media Pressindo. government can first implement direct services system Pertamina to increase Petroleum Gas supply in Jakarta to implement efforts in revitalizing macro transportation www.detik.com. 54 Ribu Pelanggaran Lalin Terjaring in Transjakarta Busway. This system contains three more than other regions. pattern policies in accordance to the required time span, Selama Operasi Simpatik Jaya. 2013. Senin, 27 Mei strategies: physical, systemic, and ticketing integrations. The middle terms revitalization effort can be with the main priority on the implementation of direct 2013 Edition, downloaded on 13 June 2013. Physical integration lets other public transportations use conducted by starting the construction of MRT/LRT services and revitalization of public transportation. There www.merdeka.com. Selama 2012, 13 Juta Kendaraan Transjakarta lanes. Systemic integration puts operators of to be used as a superior transportation mode in Jakarta. must be an integration between transportation policy Sesaki Jakarta. 2013. Monday, 30 April 2012 Edition, other inner city buses, such as , Mayasari Bhakti The road network capacity should also be increased by and spatial plan policy, particularly in Detailed Spatial downloaded on Monday, 16 June 2013 and Metromini into Transjakarta management system, constructing toll road and non toll fly overs. However, Planning (RDTR) which is still in its formulation stage. www.okezone.com. Apa Saja Jurus Atasi Macet Jakarta? which is vital so that there is similarity in management this construction of toll road and non toll fly over is better The support from central government is needed, related to 2012. 9 October 2010 Edition, downloaded on Tuesday, to ease the implementation of direct services. Ticketing conducted after the government of DKI Jakarta province policy and regulation at national level, particularly related 10 April 2012. integration has similar fare between Transjakarta and improves its public transportations so that people choose integrated inner city buses. As of now, the government public transportations over private vehicle. The last effort of DKI Jakarta province has conducted direct services in in middle terms is by arranging safe and comfortable physical integration by allowing two regular inner city pedestrian area to facilitate public accessibility, buses operated by Kopaja to enter busway course, namely particularly public transportation users, in reaching their Kopaja AC P-20 serving Lebak Bulus- route, and destination. Kopaja AC 602 serving Ragunan-Monas route, whose Long term efforts are related more to the policy at higher routes are integrated to Transjakarta corridor 6. scope. These long term efforts may not be implemented Next attempt in revitalizing short-terms transportation in only 5 or 10 years, but they are vital to be immediately