Directorate General of Land Transportation Ministry of Transportation The Republic of Indonesia

PROJECT FOR THE STUDY ON JABODETABEK PUBLIC TRANSPORTATION POLICY IMPLIMATATION STRATEGY IN THE REPUBLIC OF INDONESIA (JAPTraPIS)

FINAL REPORT

VOLUME2: Main Text

May 2012

Japan International Corporation Agency（JICA）

ALMEC CORPORATION INO ORIENTAL CONSULTANTS CO., LTD. JR 12－009

The exchange rate used in the report is:

J.Yen 78 = US$ 1 = Indonesian Rupiah 9000

(average during the study period)

Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

TABLE OF CONTENTS

1 INTRODUCTION ...... 1-1 1.1 Scope of the Study ...... 1-1 1.2 Study Organization and Implementation ...... 1-4

2 URBAN TRANSPORTATION SITUATION IN JABODETABEK ...... 2-1 2.1 Socio-economic and Urban Development Characteristics ...... 2-1 2.1.1 Study Area Context ...... 2-1 2.1.2 Demography ...... 2-2 2.1.3 Economy ...... 2-3 2.1.4 Motorization ...... 2-5 2.1.5 Poverty ...... 2-6 2.1.6 Urban Development and Planning ...... 2-6 2.2 Urban Transportation Administration ...... 2-8 2.2.1 Traffic and Road Transportation Law (Law No.22 Year 2009)...... 2-8 2.2.2 Traffic and Transportation Forum ...... 2-14 2.2.3 JABODETABEK Transportation Authority (JTA) ...... 2-15 2.2.4 Fuel Subsidy ...... 2-20 2.2.5 Institutional Issues of Public Transportation Services ...... 2-21 2.3 Road Network and Traffic Conditions ...... 2-22 2.3.1 Road Network ...... 2-22 2.3.2 Road Traffic Conditions...... 2-25 2.3.3 Road Network Development ...... 2-28 2.3.4 Bus Terminal Facilities ...... 2-32 2.4 Railway Network and Services...... 2-35 2.4.1 Existing Railway Network and Services ...... 2-35 2.4.2 Railway Projects and Plans ...... 2-37 2.5 Road-based Public Transportation Network and Services ...... 2-41 2.5.1 Overview ...... 2-41 2.5.2 Transjakarta Busway ...... 2-43 2.5.3 Trans Pakuan ...... 2-47 2.5.4 Other Bus Services ...... 2-50 2.5.5 Taxi Bajaj and Para-transit ...... 2-61 2.5.6 Problems and Issues ...... 2-62 2.6 Traffic Management and Safety ...... 2-63 2.6.1 Overall Traffic Conditions and Management ...... 2-63 2.6.2 Traffic Accident Situation ...... 2-65 2.6.3 Traffic Management Plan ...... 2-66 2.7 Urban Environment ...... 2-67 2.7.1 Overview ...... 2-67 2.7.2 Environment Laws and Regulations ...... 2-71 2.7.3 Major Environmental Indicators ...... 2-73

3 EXISTING PUBLIC TRANSPORT CHARACTERISTICS ...... 3-1 3.1 Introduction ...... 3-1

i Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

3.1.1 Commuter Survey ...... 3-1 3.1.2 Person Tracking Survey ...... 3-1 3.1.3 Public Transportation Surveys ...... 3-1 3.2 Analysis of Current Travel Demand ...... 3-2 3.2.1 Processing of Travel Demand Data Provided by JUTPI ...... 3-2 3.2.2 Outline of Total Travel Demand...... 3-2 3.2.3 Total Travel Demand by Area (Kota / Kabupaten) ...... 3-3 3.2.4 Travel Demand Patterns (Trip Distribution) in the Study Area ...... 3-4 3.2.5 Travel Demand – Mode Choice in the Study Area ...... 3-8 3.3 Characteristics of Existing Public Transportation Usage...... 3-9 3.3.1 Dataset ...... 3-9 3.3.2 Travel Time ...... 3-9 3.3.3 Fare ...... 3-11 3.3.4 Number of Transfer ...... 3-12 3.3.5 Gender, Age and Social Status ...... 3-13 3.3.6 Car and Motorcycle Availability and Frequency ...... 3-14 3.3.7 Trip origin and Purpose ...... 3-15 3.4 Characteristics of Supply of Existing Public Transportation ...... 3-16 3.4.1 Frequency ...... 3-16 3.4.2 Travel Speed, Boarding and Alighting Passengers ...... 3-18 3.4.3 Vehicle Ages...... 3-20 3.5 Characteristics of Existing Public Transportation Driver/Conductor ...... 3-20 3.6 Evaluation of Public Transportation ...... 3-24

4 REVIEW OF THE EXISTING TRANSPORT MASTER PLAN (PTM) ...... 4-1 4.1 Overview ...... 4-1 4.2 Background on the Existing Master Plan ...... 4-2 4.3 Summary of Existing Transport Master Plan (PTM) ...... 4-4 4.3.1 The Concept of a Road-Based Mass Transport System in JABODETABEK ...... 4-4 4.3.2 The Concept of Strategic Transport Policy ...... 4-6 4.3.3 List of Proposed Projects ...... 4-10 4.4 Comments on the PTM ...... 4-11 4.5 Review of the Existing Transport Master Plan (PTM) ...... 4-11 4.5.1 Overview ...... 4-11 4.5.2 Summary of Local Transportation Master Plan ...... 4-13

5 OUTLINE OF REVISED TRANSPORT MASTER PLAN BY JUTPI ...... 5-1 5.1 Overview ...... 5-1 5.2 Development Goals and Strategies ...... 5-2 5.2.1 Fundamentals of the Transport Master Plan for Jabodetabek ...... 5-2 5.2.2 Urban Transport Policy and Strategy ...... 5-3 5.3 Review of Ongoing Projects ...... 5-4 5.4 Urban Transportation Development Scenarios ...... 5-5 5.5 Future Public Transport Demand...... 5-6 5.5.1 Assumption for Travel Demand Forecast by JUTPI ...... 5-6

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5.5.2 Travel Demand Forecast ...... 5-15 5.6 Revised Urban Transport Master Plan ...... 5-18

6 DEVELOPMENT GOALS AND STRATEGIES ...... 6-1 6.1 Core Issues ...... 6-1 6.2 Goals and Supporting Strategies for Urban Mobility ...... 6-4 6.3 Project Approach ...... 6-8 6.4 BRT Operational Design Standards ...... 6-9 6.4.1 Developing BRT as a Mass Transit Mode...... 6-9 6.4.2 Essential Design Elements for Improving BRT ...... 6-11

7 INTEGRATED PUBLIC TRANSPORT NETWORK AND SERVICES ...... 7-1 7.1 Network and Service Design ...... 7-1 7.1.1 Introduction ...... 7-1 7.1.2 Service Type...... 7-1 7.1.3 Supporting Mobility Networks ...... 7-3 7.2 Proposed 2020 BRT Network ...... 7-3 7.2.1 Network Design ...... 7-3 7.2.2 Logic of Network Development...... 7-4 7.3 Future Traffic Demand of 2020 Public Transport Network ...... 7-7 7.3.1 Future Traffic Demand and BRT Ridership ...... 7-7 7.3.2 Performance of 2020 Public Transport Network ...... 7-8 7.4 Prioritization of BRT Network Development...... 7-9 7.4.1 Proposed 2012-2013 Network ...... 7-9 7.4.2 Proposed 2014 Network...... 7-10 7.4.3 Future Traffic Demand of 2014 BRT Network ...... 7-11 7.4.4 Proposed 2015-2020 Network ...... 7-12 7.4.5 Integrated Fares and Ticketing Across the Network ...... 7-13 7.5 BRT Fleet Development...... 7-14

8 INFRASTRUCTURE DEVELOPMENT ...... 8-1 8.1 BRT Infrastructure and Facility Development ...... 8-1 8.2 Bus Location System and Control Center ...... 8-14 8.3 Bus Ticketing System ...... 8-15 8.4 Park & Ride Facility Development ...... 8-17 8.5 Integrated/Multimodal Terminal Development ...... 8-24 8.6 Cycling and Walking Facilities ...... 8-28

9 INSTITUTIONAL DEVELOPMENT ...... 9-1 9.1 Establishment of TransJabodetabek (Regional BRT Agency) ...... 9-1 9.1.1 Proposed Functions and Organization...... 9-1 9.1.2 Business Model ...... 9-6 9.1.3 Implementation Schedule ...... 9-12

iii Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

9.2 Reforming General Bus Management System ...... 9-13 9.2.1 Minimum Service Standards (SPM)...... 9-13 9.2.2 Rejuvenation of Bus Fleets ...... 9-15 9.2.3 Restructuring General Bus License System ...... 9-19 9.2.4 Institutional Development and Capacity Building ...... 9-25 9.2.5 Other Public Transport (Taxi, Bajaj and Ojek)...... 9-26 9.2.6 Implementation Schedule ...... 9-26 9.3 Regional Measures and Impacts ...... 9-27 9.3.1 Tangerang ...... 9-28 9.3.2 Bekasi ...... 9-28 9.3.3 Depok ...... 9-28 9.3.4 Bogor...... 9-29

10 EVALUATION OF MASTER PLAN ...... 10-1 10.1 Impact on Fleet and Operation Subsidy ...... 10-1 10.1.1 Relation between Business Model and Subsidy ...... 10-1 10.1.2 Methodology of Scenario Evaluation ...... 10-2 10.1.3 Results ...... 10-4 10.2 Impact on Road Space Utilization ...... 10-5 10.2.1 Disputable Points ...... 10-5 10.2.2 Future Predictions ...... 10-6 10.3 Environmental and Social Consideration of the Master Plan ...... 10-7 10.3.1 Major Environmental Considerations ...... 10-8 10.3.2 Major Social Considerations ...... 10-9 10.4 External Assistance for Smooth Master Plan Implementation ...... 10-12 10.4.1 Need Identification ...... 10-12 10.4.2 Implementation Arrangement ...... 10-13

11 PRE-FEASIBILITY OF BRT EXTENSION TO TANGERANG CITY ...... 11-1 11.1 Introduction ...... 11-1 11.1.1 Scope of the Study ...... 11-1 11.1.2 Key Objectives ...... 11-1 11.1.3 Kota Tangerang Corridor Study Area and Regional Context ...... 11-2 11.2 Review of Previous Work ...... 11-2 11.2.1 Review of Tangerang City Council – BRT Corridor Study ...... 11-2 11.3 Existing Situation ...... 11-5 11.3.1 Demographics and Land Use ...... 11-5 11.3.2 Existing Public Transport Services Kota Tangerang – Kalideres ...... 11-5 11.3.3 JAPTraPIS Transport Surveys in Tangerang Corridor Area ...... 11-6 11.4 Proposed Tangerang Corridor ...... 11-10 11.4.1 Kalideres – Poris Plawad – Kota Tangerang Alignment of Route 2b ...... 11-11 11.4.2 Route 2b Station Locations and Accessibility ...... 11-13 11.4.3 Kota Tangerang Corridor (2b) and BRT Network Integration ...... 11-15 11.5 Tangerang Corridor Demand Forecasts ...... 11-16 11.5.1 Patronage Forecasts for Tangerang Corridor Scenarios ...... 11-16 11.5.2 Scenario-1: 2014 Non-Integrated Service – Route 2b ...... 11-17 11.5.3 Scenario-2: 2014 Integrated Service – Route 2 ...... 11-18

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11.5.4 Scenario-3: 2020 Full BRT Route 2, Integrated Service with Full network ...... 11-19 11.5.5 Impact and Role of Other Public Transport Services ...... 11-21 11.6 Tangerang Corridor Implementation and Assessment ...... 11-22 11.6.1 Bus Fleet , Infrastructure and Implementation ...... 11-23 11.6.2 Fare System and Operational Assessment ...... 11-25 11.6.3 Evaluation – Financial Assessment ...... 11-27 11.7 Conclusions and Recommendations...... 11-29 11.7.1 Conclusions ...... 11-29 11.7.2 Recommendations ...... 11-30

12 CONCLUSION AND RECOMMENDATIONS ...... 12-1 12.1 Conclusion ...... 12-1 12.2 Recommendations ...... 12-2

APPENDIX1: PUBLIC TRANSPORT PLANNING DATABASE

APPENDIX2: COUNTERPART TRAINING PROGRAM IN JAPAN

APPENDIX3: LIST OF JAPTraPIS MASTER PLAN PROJECTS

v Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

LIST OF FIGURES

Figure 1.1.1 Administrative Boundary of the Study Area ...... 1-2 Figure 1.1.2 Overall Study Tasks and Work Programme ...... 1-3 Figure 1.2.1 Study Organization ...... 1-4 Figure 2.1.1 Location of JABODETABEK Study Area ...... 2-1 Figure 2.1.2 Population Growth in the Study Area 1970-2010 ...... 2-2 Figure 2.1.3 Population Densities by Kelurahan...... 2-3 Figure 2.1.4 Growth of Gross Regional Domestic Product (IDR Trillion, 2000 Prices) ...... 2-4 Figure 2.1.5 Growth of Real Gross Domestic Product of Indonesia 1991 – 2010 (2000 Prices) ...... 2-4 Figure 2.1.6 Growth of Registered Vehicles in DKI Jakarta, Depok, Tangerang and Bekasi (Excluding Army and Diplomatic) ...... 2-6 Figure 2.1.7 Urban Redevelopment in DKI Jakarta ...... 2-7 Figure 2.1.8 Future Urban Structure of JABODETABEKPUNJUR ...... 2-8 Figure 2.2.1 Organizational Structure of the JTA ...... 2-19 Figure 2.3.2 Road Density by Area and by Polulation ...... 2-23 Figure 2.3.3 Road Netowork by Road Class ...... 2-24 Figure 2.3.4 Comparison of Traffic Volume on DKI Jakarta Cordon Line ...... 2-25 Figure 2.3.5 Comparison of Traffic Volume on Jabodetabek Screen Line...... 2-26 Figure 2.3.6 Travel Speed of Weekday Evening Peak Hour (2007) ...... 2-27 Figure 2.3.7 Morning Peak Time and Travel Speed ...... 2-27 Figure 2.3.8 Traffic Volume on JORR ...... 2-28 Figure 2.3.9 Alignment Map of JORR ...... 2-29 Figure 2.3.10 On-Going and Planned Road Development Projects ...... 2-31 Figure 2.3.11 Bus Station (left: Balai Kota, right: Atrium) ...... 2-32 Figure 2.3.12 Bus Station (Dukhu Atas and Transfer pathway) ...... 2-32 Figure 2.3.13 Bus Terminal - Block M ...... 2-33 Figure 2.3.14 Bus Terminal - Senen ...... 2-33 Figure 2.3.15 Bus Terminal - Kota ...... 2-33 Figure 2.3.16 Bus Terminals in DKI Jakarta ...... 2-34 Figure 2.4.1 Existing Railway Network and Plan ...... 2-36 Figure 2.4.2 Fare System ...... 2-37 Figure 2.4.3 MRT Alignments ...... 2-40 Figure 2.5.1 Transjakarta Busway Network...... 2-44 Figure 2.5.2 No. of Passengers by Station (2009) ...... 2-47 Figure 2.5.3 Location of Trans Pakuan Route ...... 2-48 Figure 2.5.5 Fleet ...... 2-49 Figure 2.5.6 Bus Smart Card Ticketing System...... 2-49 Figure 2.5.7 Bus Route Network in JABODETABEK in 2002 ...... 2-55 Figure 2.5.8 Conpect of Hierarchcal Bus Network Structure ...... 2-57 Figure 2.5.9 Location of Major Bus Terminals in JABODETABEK ...... 2-59 Figure 2.6.1 Increase in Commuter Traffic from BODETABEK to JAKARTA; 2002-2010 ...... 2-63 Figure 2.6.2 Number of Fatalities and Economic losses due to Traffic Accidents in Indonesia ...... 2-65 Figure 2.6.3 Proposed Road Pricing Area ...... 2-67 Figure 2.7.1 Areas to be Preserved and Transportation Facilities ...... 2-72 Figure 2.7.2 Location of the Environmental Monitoring Station in DKI Jakarta and A Result of Monitoring (Average in 2007-2008) ...... 2-74 Figure 2.7.3 Location of CNG Stand ...... 2-77 Figure 2.7.4 Growth of Number of Employment from 2001 to 2008 ...... 2-78 Figure 2.7.5 Social Facilities within 1km Radius of Bus Terminals ...... 2-79 Figure 2.7.6 Gender Balance by Census Kelurahan ...... 2-80 Figure 3.2.1 Daily Person Trips (‘000) by Mode of Travel ...... 3-4 Figure 3.2.2 Daily Travel Pattern by All Modes of Travel - Trips (‘000) ...... 3-5

vi Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

Figure 3.2.3 Daily Travel Pattern by Motorcycle Trips (‘000) ...... 3-5 Figure 3.2.4 Daily Travel Pattern by Car Trips (‘000) ...... 3-6 Figure 3.2.5 Daily Travel Patterns by Public Transport Trips (‘000) ...... 3-6 Figure 3.2.6 Trips Mode and Length (km) Inter-zonal Trips ‘000) ...... 3-7 Figure 3.2.7 Daily Mode Share by Income Group % of Trips ...... 3-8 Figure 3.2.8 Daily Mode Share by Distance Travelled ...... 3-9 Figure 3.3.1 Travel Time by Public Transport Mode and Gender ...... 3-10 Figure 3.3.2 Distribution of Travel Time by Income and Mode ...... 3-11 Figure 3.3.3 Public Transport Modal Share by Number of Transfer for Commuting Trip ...... 3-12 Figure 3.3.4 Public Transport Modal Share by Number of Transfer for All Trip Purposes ...... 3-13 Figure 3.3.5 Gender of Public Transportation Users ...... 3-13 Figure 3.3.6 Age of Public Transportation Users ...... 3-14 Figure 3.3.7 Social Status of Public Transportation Users ...... 3-14 Figure 3.3.8 Car and Motorcycle Availability of Public Transportation Users ...... 3-15 Figure 3.3.9 Frequency of Public Transport Uses ...... 3-15 Figure 3.3.10 Origin of Public Transportation Users ...... 3-16 Figure 3.3.11 Trip Purpose of Public Transportation users ...... 3-16 Figure 3.4.1 Vehicle Age ...... 3-20 Figure 3.5.1 Driver Age ...... 3-21 Figure 3.5.2 Car Ownership ...... 3-21 Figure 3.5.3 Operation Style of Company/Cooperative ...... 3-22 Figure 3.5.4 Employment Style ...... 3-22 Figure 3.5.5 Frequency per Day ...... 3-23 Figure 3.5.6 Average Operation Distance per Trip ...... 3-23 Figure 3.5.7 Working Hour per Day ...... 3-24 Figure 3.5.8 Working Day per Week ...... 3-24 Figure 3.6.1 Evaluation of Each Public Transport Services ...... 3-25 Figure 4.1.1 Scheme: The Relation of SITRAMP, PTM, JUTPI, and JAPTraPIS Studies ...... 4-2 Figure 4.5.1 TATRALOK ...... 4-12 Figure 5.5.1 JABODETABEK Population Projection...... 5-7 Figure 5.5.2 Household Income Distribution ...... 5-8 Figure 5.5.3 Demand Forecasting Procedure ...... 5-9 Figure 5.5.4 Traffic Analysis Zone System ...... 5-10 Figure 5.5.5 Highway and Transit Development Scenario Year 3030 ...... 5-10 Figure 5.5.6 Present and FutureTips in JABODETABEK ...... 5-15 Figure 5.5.7 Mode Choice for Case 0 (Do Nothing)...... 5-17 Figure 5.5.8 Mode Choice for Case 1 (Highway Intensive & Public Transport Moderate)...... 5-18 Figure 5.5.9 Mode Choice for Case 2 (Highway Moderate & Public Transport Intensive) ...... 5-18 Figure 5.5.10 Mode Choice for Case 3 (Highway Intensive & Public Transport Intensive) ...... 5-18 Figure 5.6.1 2030 Road Network by JUTPI Revised Master Plan ...... 5-20 Figure 5.6.2 2030 Public Transport Network by JUTPI Revised Master Plan ...... 5-20 Figure 5.6.3 2020 Road Network by JUTPI Revised Master Plan ...... 5-21 Figure 5.6.4 2020 Public Transport Network by JUTPI Revised Master Plan ...... 5-21 Figure 6.1.1 TransJakarta Busway ...... 6-3 Figure 6.1.2 TransJakarta Busway ...... 6-3 Figure 6.1.3 Bangkok – buses stuck in traffic along a Skytrain corridor. Lack of sufficient network means 96% of public transport trips are still by bus ...... 6-4 Figure 6.4.1 Johannesburg Example on BRT Treatment at a Roundabout ...... 6-14 Figure 6.4.2 Brisbane example off paving a BRT only carriageway ...... 6-14 Figure 6.4.3 One BRT lane 3 traffic lanes and no sidewalk ...... 6-14 Figure 6.4.4 Traffic lanes robs sidewalks from the community public space ...... 6-14 Figure 6.4.5 Nantes France – voted Europe’s most liveable city has developed a good balance of road use involving BRT, cars cycles and pedestrian walkways...... 6-15

vii Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

Figure 6.4.6 Victoria Bridge Brisbane. BRT tripled passenger capacity with one bus lane and one car lane in each direction ...... 6-16 Figure 6.4.7 An example of a BRT only Bridge with cycleway and pedestrian walkway linking the University to the BRT network...... 6-16 Figure 6.4.8 Kaliabang Rd. 2 lanes per direction gives a 2400 passenger p.h. capacity ...... 6-16 Figure 6.4.9 With BRT taking 50% of road space the directional capacity is increased to 7200 passengers p.h...... 6-16 Figure 6.4.10 Concrete Barrier ...... 6-16 Figure 6.4.11 Fencing ...... 6-16 Figure 6.4.12 Johannesburg – well integrated into the cityscape ...... 6-17 Figure 6.4.13 Brisbane – a strong emphasis on convenience and a sense of safety and security .. 6-17 Figure 6.4.14 Brisbane - attractive BRT design ...... 6-17 Figure 6.4.15 Brisbane BRT has quality mass transit infrastructure ...... 6-17 Figure 6.4.16 Johannesburg uses signalized level crossings at every station for easy access ...... 6-18 Figure 6.4.17 Shared pedestrian and car space in Sydney designed to slow cars ...... 6-18 Figure 6.4.18 Bangkok BRT uses escalators to the overhead concourse ...... 6-18 Figure 6.4.19 A wheelchair lift attached to the handrail ...... 6-18 Figure 6.4.20 Wide platform (5M) for single berth with two way entry exist (low volume) ...... 6-19 Figure 6.4.21 Wide platform (5m) high volume separate entry/exit with passing lanes ...... 6-19 Figure 6.4.22 Platform 3.5M wide with offset directional loading to distribute passengers ...... 6-19 Figure 6.4.23 Staggered platform (3.5M) to provide passing lane in width constrained area ...... 6-19 Figure 6.4.24 Guide wheel for predictable docking at stations ...... 6-20 Figure 6.4.25 Dispatcher ...... 6-20 Figure 6.4.26 Schematic of Control Centre Operation ...... 6-21 Figure 6.4.27 Performance of each bus logged in the system ...... 6-22 Figure 6.4.28 Cumulative total of buses for each contractor ...... 6-22 Figure 6.4.29 Service performance by route ...... 6-22 Figure 6.4.30 Closed system of ticketing turnstiles...... 6-24 Figure 6.4.31 Contactless card reader ...... 6-24 Figure 6.4.32 Automated Ticket Vending machine Brisbane ...... 6-24 Figure 6.4.33 Doncaster Victoria –identifies itself with technology driven improvements to capture market share ...... 6-25 Figure 6.4.34 Making the BRT system a lifestyle choice, identified with reliability, convenience and treating passengers with respect ...... 6-25 Figure 6.4.35 Bus designs showing mass transit standard ...... 6-26 Figure 6.4.36 BRT Trolley bus in Quito Ecuador showing integration into inner city area ...... 6-30 Figure 6.4.37 Beijing Trolleybuses demonstrate China’s emerging role in Electric Vehicle technology ...... 6-30 Figure 6.4.38 The multicar set of a bi-articulated bus with electric propulsion resembles an LRT system ...... 6-30 Figure 6.4.39 CIVIS electric trolley bus ...... 6-31 Figure 6.4.40 Rubber tyred tram ...... 6-31 Figure 6.4.41 Developing BRT to a LRT Standard ...... 6-31 Figure 7.2.1 2020 BRT Route Network ...... 7-4 Figure 7.3.1 Traffic Assignment on 2020 Public Transport Network ...... 7-7 Figure 7.4.1 2014 BRT Route Network ...... 7-10 Figure 7.4.2 Traffic Assignment on 2014 BRT Network ...... 7-11 Figure 8.1.1 BRT Project Package and Implementation Schedule...... 8-2 Figure 8.1.2 BRT Corridor Development by 2020 ...... 8-3 Figure 8.1.3 BRT Corridor Development by 2014 ...... 8-3 Figure 8.1.4 Typical BRT Corridor Development ...... 8-6 Figure 8.1.5 Short-term BRT Corridor Development Projects ...... 8-7 Figure 8.1.6 Project 1-A Traffic Operation around Monas ...... 8-8

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Figure 8.1.7 Project 1-B Bank Indonesia Shelter Expansion ...... 8-8 Figure 8.1.8 Project 1-C Gambir Shelter Modification to Integrate with Rail ...... 8-9 Figure 8.1.9 Project 2-A New Shelter at Pessing ...... 8-9 Figure 8.1.10 Project 2-B New Dukhu Atas Shelter ...... 8-10 Figure 8.1.11 Project 2-C Cawang Shelter Pedestrian Bridge Extension ...... 8-11 Figure 8.1.12 Project 3-A Mangga Dua Shelter Construction ...... 8-11 Figure 8.1.13 Project 3-B Kp.Mulayu Road Redesign ...... 8-12 Figure 8.1.14 Project 3-C Blok M Terminal Modefication ...... 8-12 Figure 8.1.15 Project 4 Kalideres Terminal Impovement ...... 8-13 Figure 8.1.16 Project 5 Kp. Melayu Shelter Modefication ...... 8-13 Figure 8.1.17 Project 6 Upgrading of Corridor 1,2 and 3 ...... 8-14 Figure 8.4.1 Park & Ride at Rawa Buntu Railway Station ...... 8-17 Figure 8.4.2 Existing Park & Ride Facility at Busway Terminals ...... 8-17 Figure 8.4.3 Conceptual Design for Park & Ride Facility ...... 8-19 Figure 8.4.4 Example of Park & Ride Facility in Washington Metropolitan Area, USA ...... 8-19 Figure 8.4.5 Typical Layout Plan ...... 8-20 Figure 8.4.6 Proposed Site Locations for Park & Ride Facility Development ...... 8-21 Figure 8.4.7 Key Factors to be Considered ...... 8-23 Figure 8.5.1 Functions of Integrated/Multimodal Terminal ...... 8-25 Figure 8.5.2 Example of Integrated Terminal/TOD (Sinjuku, Tokyo) ...... 8-25 Figure 8.5.3 Example of Integrated Terminal/TOD (Shin-Yokohama, Yokohama) ...... 8-26 Figure 8.5.4 Example of Integrated Terminal/TOD (Sakae, Nagoya) ...... 8-26 Figure 8.5.5 Proposed Site Locations for Integrated/multimodal Terminal ...... 8-27 Figure 9.1.1 Conceptual Framework of BRT Management and Operation ...... 9-1 Figure 9.1.2 Proposed Organizational Structure of TransJabodetabek ...... 9-5 Figure 9.1.3 Profit and Loss Forecast based on Fare and Speed ...... 9-7 Figure 9.1.4 Relationships and Responses to Customer Service Issues in TransJabodetabek ...... 9-7 Figure 9.1.5 Implementation Schedule of Establishing TransJabodetabek ...... 9-12 Figure 9.2.1 Concept of Improving Public Transport Service through PMVI ...... 9-17 Figure 9.2.2 Fleet Age by Vehicle Type ...... 9-18 Figure 9.2.3 Concept of Bus Lisensing System for General Bus Serices ...... 9-20 Figure 9.2.4 Concept of Mixed License to Classified Contract System ...... 9-22 Figure 9.2.5 Comparison between Traditional Method and Cooperative Approach...... 9-25 Figure 9.2.6 Implementation Schedule of Reforming General Bus Management System ...... 9-27 Figure 9.3.1 TransPakuan Routes in Kota Bogor ...... 9-29 Figure 10.1.1 Methodology of Scenario Evaluation ...... 10-3 Figure 10.2.1 Road Space Ratio by City ...... 10-6 Figure 10.2.2 Location of Selected Corridor Sections for 2020 Traffic Comparion ...... 10-7 Figure 11.1.1 Kota Tangerang Corridor Study Area and Route 2b Alignment ...... 11-2 Figure 11.2.1 Alternative (3) Routes Studied by KIP for Kota Tangerang City Council ...... 11-4 Figure 11.3.1 2010 Bus Network in Kota Tangerang Area...... 11-6 Figure 11.3.2 Daily Frequency of Bus Operation (by Type) at Kalideres Bus Terminus ...... 11-8 Figure 11.3.3 Daily Frequency of Bus Opertaion at Poris Plawad Bus Terminus ...... 11-10 Figure 11.4.1 Klaideres – Porisplawad – Kota Tangerang Corridor Alignment ...... 11-11 Figure 11.4.2 Nusa Raya, Warung Gantung & Yos Sudarso Stations...... 11-13 Figure 11.4.3 Stn. Poris, Terminal Poris Plawad, Damar & Stn. Tanah Tinggi ...... 11-14 Figure 11.4.4 Veteran, Moch Tamin & Tengerang City Mall ...... 11-15 Figure 11.5.1 Scenario 1: 2014 Intermediate BRT Demand Route 2b ...... 11-18 Figure 11.5.2 Scenario 2: 2014 BRT Demand on Integrated Route 2 ...... 11-19 Figure 11.5.3 Scenario 3, 2020 Full BRT Demand on Route 2 ...... 11-20 Figure 12.2.1 JAPTraPIS Master Plan and Implementation Schedule ...... 12-3

ix Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

LIST OF TABLES

Table 1.2.1 Memberws of the Indonesian Side ...... 1-5 Table 1.2.2 Memberws of the Japanese Side ...... 1-6 Table 2.1.1 Demography of the Study Area ...... 2-2 Table 2.1.2 Economy of the Study Area...... 2-4 Table 2.1.3 Motorization in DKI Jakarta, Depok, Tangerang and Bekasi (Excluding Army and CD (Diplomat) vehicles) ...... 2-5 Table 2.1.4 Poverty Level in 2010 ...... 2-6 Table 2.2.1 Table of Contents of Law No14 Year 1992 and Law No. 22 Year 2009 ...... 2-8 Table 2.2.2 Major Differences of Law No.14 Year 1992 and Law No.22 Year 2009 ...... 2-10 Table 2.2.3 Draft Government Regulation referred in the Law No.22 Year 2009 ...... 2-12 Table 2.2.4 Laws and Regulations related to Transportation ...... 2-13 Table 2.2.5 Benchmarks of the JTA and Transportation Master Plan ...... 2-15 Table 2.2.6 Subsidized and Unsubsidized Fuel Prices in Jabodetabek ...... 2-20 Table 2.2.7 Subsidized Fuel Consumption and Subsidy Amount (2006-2010) ...... 2-20 Table 2.3.1 Road Length by Region ...... 2-22 Table 2.3.2 Status of JORR ...... 2-28 Table 2.4.1 Outline of Existing Railway Network in Jabodetabek...... 2-35 Table 2.4.2 PT Kereta Api Short Term Development Plan ...... 2-38 Table 2.4.3 PT Kereta Api Medium Term Development Plan ...... 2-38 Table 2.4.4 PT Kereta Api Long Term Development Plan ...... 2-39 Table 2.5.1 Type of Bus Services in JABODETABEK ...... 2-41 Table 2.5.3 Transjakarta Busway Corridor Details ...... 2-43 Table 2.5.4 Busway Operating Companies ...... 2-45 Table 2.5.5 Busway Fleet by Manufacturer (2011) ...... 2-45 Table 2.5.6 Busway Fleets by Engine Type ...... 2-46 Table 2.5.7 Transjakarta Busway Ridership and Operating Deficit ...... 2-46 Table 2.5.8 Ridership and Cost Recovery of Transjakarta Busway ...... 2-47 Table 2.5.9 Trans Pakuan Route ...... 2-48 Table 2.5.10 No. of Daily Passengers ...... 2-50 Table 2.5.11 Charactersitics of Bus Services in JABODETABEK ...... 2-50 Table 2.5.12 No. of Buses in JABODETABEK ...... 2-51 Table 2.5.13 No. of Registered Bus Routes by Service Type in 2010 ...... 2-51 Table 2.5.14 No. of Registered Bus Routes by Route O/D and Service Type in 2010 ...... 2-53 Table 2.5.15 Comparison of Bus Fare in Southeast Asia Mega Cities ...... 2-58 Table 2.5.16 Top 30 Bus Terminals in JABODETABEK ...... 2-59 Table 2.5.17 No. of Bus Routes Covered by Top 30 Bus Terminals in JABODETABEK ...... 2-60 Table 2.6.1 Traffic Accident in JABODETABEK in 2008 ...... 2-65 Table 2.6.2 Fatalities to Road Users by Type of Vehicle in 2008 ...... 2-66 Table 2.6.3 Three Factors of Traffic Accidents ...... 2-66 Table 2.7.1 Provisional Scoping – Social Environment...... 2-68 Table 2.7.2 Provisional Scoping – Natural Environment & Pollution ...... 2-69 Table 2.7.3 Laws and Regulations on Environment ...... 2-71 Table 2.7.4 Development Restrictions in Conservation Areas ...... 2-72 Table 2.7.5 National Standard for Ambient Air Quality ...... 2-73 Table 2.7.6 Observation of Air Condition in Jakarta (Average of the Observed Months) ...... 2-73 Table 2.7.7 Vehicle Emission Standard ...... 2-74 Table 2.7.8 Activities to improve the ambient air ...... 2-74 Table 2.7.9 Vehicles Noise Level...... 2-75 Table 2.7.10 Location of CNG Stand in DKI Jakarta in 2010 ...... 2-76 Table 2.7.11 Location of LNG Selling Outlets ...... 2-77 Table 2.7.12 Number of CNG Buses on Transjakarta Busway Corridors ...... 2-77

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Table 2.7.13 Number of Public Vehicles by Fuel Type & Consumption ...... 2-77 Table 2.7.14 Employment in Study Area 2001 to 2008...... 2-78 Table 3.2.1 Daily Total Travel Demand in the JABODETABEK Area ...... 3-3 Table 3.2.2 Trip Length (km) Distribution by Mode of Travel (Inter-zonal Trips) ...... 3-7 Table 3.3.1 Average Travel Time per Trip by Public Transport Mode ...... 3-10 Table 3.3.2 Average Fare per Trip by Mode...... 3-11 Table 3.3.3 Average Fare per Trip by Mode...... 3-12 Table 3.4.1 Frequency by Mode in Each Terminal ...... 3-17 Table 3.4.2 Frequency at Station and by Corridor ...... 3-18 Table 3.4.3 Average Travel Speed and Average Boarding and Alighting Passengers ...... 3-19 Table 3.6.1 Evaluation of Each Public Transport Services ...... 3-26 Table 4.2.1 Relationship Between PTM, TATRALOK and Spatial Planning (RTRW) ...... 4-3 Table 4.3.1 Main Plan Components of the PTM for JABOETABEK ...... 4-11 Table 4.5.1 The Existing Condition of Local Transportation Master Plan in JABODETABEK Area . 4-13 Table 4.5.2 List of Project (DKI Jakarta) ...... 4-14 Table 4.5.3 List of Project (Tangerang City) ...... 4-15 Table 4.5.4 List of Project (Bekasi District) ...... 4-16 Table 4.5.5 List of Project (Bogor District) ...... 4-18 Table 5.5.1 Population of JABODETABEK by Region ...... 5-6 Table 5.5.2 Future Population Framework by Region ...... 5-7 Table 5.5.3 Trend of GRDP for JABODETABEK by Region ...... 5-8 Table 5.5.4 Projected GRDP and per Capita GRDP ...... 5-8 Table 5.5.5 Explaying Valuables for Estimating Trip Production/Attraction ...... 5-12 Table 5.5.6 Multinominal Logit Mode Choice Model for Commuter ‘Work’ ...... 5-12 Table 5.5.7 Nested Logit Mode Choice Model for Commuter ‘School’ ...... 5-13 Table 5.5.8 Multinominal Logit Mode Choice Model for Non-Commuter ...... 5-13 Table 5.5.9 Multinominal Logit Mode Choice Model for Planned MRT Corridor ...... 5-13 Table 5.5.10 Travel Assignment Parameters ...... 5-14 Table 5.5.11 Tariff System on Toll Road 2009 ...... 5-14 Table 5.5.12 Fare System of Public Transport 2009 ...... 5-15 Table 5.5.13 Trip Production/Attraction by Purpose in 2010 (‘000 trips) ...... 5-15 Table 5.5.14 Trip Production/Attraction by Purpose in 2020 (‘000 trips) ...... 5-16 Table 5.5.15 Trip Production/Attraction by Purpose in 2030 (‘000 trips) ...... 5-16 Table 5.5.16 Block Matrix 2010 – Total Person Trip OD Matrix ...... 5-16 Table 5.5.17 Block Matrix 2020 – Total Person Trip OD Matrix ...... 5-17 Table 5.5.18 Block Matrix 2030 – Total Person Trip OD Matrix ...... 5-17 Table 5.6.1 Road Network Development ...... 5-19 Table 6.4.1 Line Capacity based on Traffic Priority and Size of Station Platform ...... 6-12 Table 7.2.1 2020 BRT Route Network ...... 7-4 Table 7.2.2 Description and Rationale of 2020 BRT Routes ...... 7-5 Table 7.2.3 Description and Rationale of 2020 Intermediate Routes ...... 7-6 Table 7.3.1 Traffic Demand on 2020 Public Transport Network...... 7-7 Table 7.3.2 Traffic Demand on 2020 BRT Routes ...... 7-8 Table 7.3.3 Traffic Performance of 2020 Master Plan Network...... 7-9 Table 7.4.1 BRT Route Implementation Schedule (2012-2013)...... 7-9 Table 7.4.2 BRT Route Implementation Schedule (2013-2014)...... 7-10 Table 7.4.3 Traffic Demand on 2014 Public Transport Network...... 7-11 Table 7.4.4 Traffic Demand on 2020 BRT Routes ...... 7-12 Table 7.4.5 BRT Route Implementation Schedule (2015-2020)...... 7-13 Table 7.5.1 BRT Fleet Requirement by Route ...... 7-14 Table 7.5.2 Fleet Procurement Plan for the Propsoed BRT Network Implememtation ...... 7-15 Table 8.1.1 BRT Infrastructure and Facility Deevelopment Projects ...... 8-1 Table 8.1.2 Scale of the Project for BRT Infrastructure and Facility Development ...... 8-4

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Table 8.1.3 Estimated Cost for BRT Infrastructure and Facility Development Project ...... 8-4 Table 8.1.4 Cost Breaksown by Project Package ...... 8-5 Table 8.1.5 Short-term BRT Corridor Development Projects ...... 8-7 Table 8.2.1 Bus Location System Decelopment ...... 8-15 Table 8.3.1 Bus Ticketing System Decelopment ...... 8-16 Table 8.4.1 List of Proposed Park & Ride Facilities with Current Conditions ...... 8-21 Table 8.4.2 Implementation Schedule of Park & Ride Development ...... 8-22 Table 8.4.3 Park & Ride Management and Operation ...... 8-23 Table 8.5.1 List of Proposed Integrated/Multimodal Terminals with Current Conditions ...... 8-27 Table 8.5.2 List of Proposed Integrated/Multimodal Terminals with Current Conditions ...... 8-28 Table 9.1.1 Fuel Subsidy in the Jabodetabek Region ...... 9-3 Table 9.1.2 Functions of JTA, BRT Agency and Governments ...... 9-4 Table 9.2.1 Periodeic Motor Vehicle Inspection in Other Countries ...... 9-16 Table 9.2.2 Concept of Mixed License to Classified Contract System ...... 9-20 Table 10.1.1 Procurement Scgedule of BRT Fleets ...... 10-2 Table 10.1.2 Financial Balance by Travel Speed and by Fare ...... 10-4 Table 10.2.1 Comparison of Traffic Volume on Major BRT Corridors in 2020 ...... 10-7 Table 10.3.2 Emission Reduction of Master Plan Projects by Scenario ...... 10-9 Table 10.3.3 Estimated Number of Drivers and Conductors ...... 10-10 Table 10.4.1 Estimated Number of Drivers and Conductors ...... 10-13 Table 11.3.1 Kota Tangerang & Jabodetbek Socioeconomic Charcteristics - 2010 ...... 11-5 Table 11.3.2 Bus Operation at Kalideres Bus Terminus ...... 11-7 Table 11.3.3 Bus Operation at Poris Palawad Bus Terminus ...... 11-9 Table 11.4.1 Kota Tangerang & Jabodetbek Socioeconomic Charcteristics and Growth ...... 11-11 Table 11.4.2 Kalidres - Kota Tangerang Alignment, Topographic Characteristics ...... 11-12 Table 11.5.1 Scenario 1, 2014 Intermediate BRT Daily Patronage Route 2b ...... 11-17 Table 11.5.2 Scenario 2, 2014 BRT Daily Patronage Route 2 (Between TCM & KLD) ...... 11-19 Table 11.5.3 Scenario 3, 2020 BRT Daily Patronage Route 2,(Between TCM & KLD) ...... 11-20 Table 11.6.1 Fleet Size Calculation (All Scenarios) ...... 11-23 Table 11.6.2 Operational Assessment of Fleet Deployment ...... 11-26 Table 11.6.3 Investment Cost Estimate ...... 11-27 Table 11.6.4 Bus Operating Cost Estimate ...... 11-28 Table 11.6.5 Financial Assessment ...... 11-29

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ABBREVIATIONS

ATC Area Traffic Control BAKORLANTAS Traffic Coordination Body BAPPEDA Regional Development Planning Agency BAPPENAS National Development Planning Agency BKSP Development Cooperation Agency BLU Public Service Board BPPT Agency for the Assessment and Application of Technology BPS Indonesian Central Statistics Bureau BRT Bus Rapid Transit BSTP Urban Transportation System Development Directorate, MOT CBD Central Business District CMEA Coordinating Ministry for Economic Affairs CNG (or BBG) Compressed Natural Gas DGLT Directorate General of Land Transportation Dishub Transportation Agency DKI Jakarta Jakarta Special Capital Region EIA Environmental Impact Assessment ESDM Ministry of Energy and Mineral Resources GDP, GRDP Gross Domestic Products, Gross Regional Domestic Products GPRS General Packet Radio Service GPS Global Positioning System GOI Government of Indonesia GOJ Government of Japan IMF International Monetary Fund IEE Initial Environmental Evaluation ITDP Institute for Transportation & Development Policy ITS Intelligent Transport Systems JABODETABEK Jakarta, Bogor, Depok, Tangerang, and Bekasi Jabodetabekpunjur Jakarta, Bogor, Depok, Tangerang, and Bekasi, Puncak, Cianjur JETRO Japan External Trade Organization JICA Japan International Cooperation Agency JTA JABODETABEK Transport Authority JUTPI Jabodetabek Urban Transportation Policy Integration LLAJ Road Transportation and Traffic LNG Liquefied Natural Gas LPG Liquefied Petroleum Gas MHA Ministry of Home Affairs M/M Minutes of Meeting MOE Ministry of Environment MOF Ministry of Finance MOPW (or PU) Ministry of Public Works MOT Ministry of Transportation MRT Mass Rapid Transit NGO Non Governmental Organization OD Origin and Destination PPP Public Private Partnership RTRW, RTRWN Spatial Plan, National Spatial Plan

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SC Steering Committee SEA Strategic Environmental Assessment SITRAMP The Study on Integrated Transportation Master Plan for JABODETABEK SPM Minimum Service Standard TDM Traffic Demand Management TOD Transit Oriented Development TWG Technical Working Group UKP4 Presidential Working Unit for Development Control and Monitoring UNEP United Nations Environmental Programme

xiv Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

1 INTRODUCTION 1.1 Scope of the Study 1) Study Background The Jakarta metropolitan area (so-called JABODETABEK) has grown rapidly in more ways than one. In 1990, its population was 17 million, increased to 28 million in 2010, i.e. an increase of 1.6 times in 20 years at an average growth rate of 2.5% per annum. The Jabodetabek economy share in the national GDP was 25% in 2008, although its population accounted for only 11.8% of the country total. JABODETABEK is the country’s largest growth center, where 40% of the foreign investment is concentrated. In JABODETABEK, urban transportation is all most entirely road based. The number of registered vehicles, including cars and motorcycles, has increased exponentially, i.e., 3 times or from 3.3 million in 2000 to 9.6 million in 2008 at an average rate of almost 15% per annum. The total traffic demand has increased at higher pace due to population growth, increase in vehicle ownership and economic prosperity. The development of transportation infrastructure, such as urban rail and road network has made little progress. Therefore, traffic congestion in the study area has become very serious. According to SITRAMP1, a transportation study conducted by JICA in 2002–2004, the annual economic loss caused by traffic congestion in 2002 was estimated at IDR3 trillion in vehicle operating cost and IDR2.5 trillion in people’s time loss. Since then the number of cars and motorcycles has increased rapidly worsening the traffic congestion, environmental conditions and economic losses. In this context, in September 2010 the Government of Indonesia (GOI) took action and prepared priority policies to reduce traffic congestion in JABODETABEK area. The government intends to tackle this problem in an integrated manner and through increased inter-agency cooperation Coordinating Ministry for Economic Affairs (CMEA), Ministry of Transportation (MOT), Ministry of Public Works (PU), and associated local governments such as DKI Jakarta. With similar objectives, the Japan International Cooperation Agency (JICA) is currently implementing a technical cooperation project called JUTPI2 which started in July 2009. The JUTPI Project Team is also supporting the CMEA in updating the SITRAMP database and in establishing the JABODETABEK Transportation Authority (JTA). Adopting the planning framework of JUTPI, this JICA study is expected to formulate a public transportation strategy to realize a modal shift from car and motorcycle back to public transportation. The study will be conducted in coordination with the main counterpart, the Directorate General for Land Transportation (DGLT), and related other agencies. 2) Study Objectives The overall objective of the study is to review the existing (2009) public transportation master plan and formulate an implementation strategy to improve the city’s road-based public transportation system. The strategy is to actively encourage and promote modal- shift from cars and motorcycles to the public transportation, and in so doing, ease road

1 The Study on Integrated Transportation Master Plan for JABODETABEK 2 JABODETABEK Urban Transportation Policy Integration Project

1-1 Project for the Study on JABODETABEK Public Transportation Policy Implementation Strategy (JAPTraPIS) FINAL REPORT: Main Text

traffic congestion, reduce economic losses and improve the environment in the study area. The specific objectives of the study are: (1) To formulate an implementation strategy for priority public transportation projects for JABODETABEK up to the year 2014, and (2) To transfer knowledge and skills to the counterpart personnel during the course of the study to ensure the sustainability of the public transportation strategy. In this study, road-based public transportation was focused as the main part of planning. Development plans for road and railway network are taken from the Master Plan being revised by JUTPI. 3) Study Area The study area covers the Jakarta metropolitan area, or JABODETABEK, which is comprised of: (i) Jakarta Special Capital Region (DKI Jakarta) and the adjoining local government3 areas of (ii) Kota Bogor, (iii) Kabupaten Bogor, (iv) Kota Depok, (v) Kota Tangerang, (vi) Kota Tangerang Selatan, (vii) Kabupaten Tangerang, (viii) Kota Bekasi, and (ix) Kabupaten Bekasi. The administrative boundary of the study area is shown in Figure 1.1.1. Figure 1.1.1 Administrative Boundary of the Study Area

Kota Tangerang, Banten Prov.

DKI Jakarta

Kab. Tangerang, Banten Prov. Kab. Bekasi West Jawa Prov.

Kab. Tangerang Selatan, Banten Prov.

Kota Bekasi West Jawa Prov. Kota Depok, West Jawa Prov.

Kab. Bogor, West Jawa Prov. Kota Bogor, West Jawa Prov. Legend Railway Tollway Boundary

3 “Kota” and “Kabupaten” correspond to “city” and “district”, respectively.

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4) Study Framework The study commenced in February 2011 and is ended in May 2012 (refer to Figure 1.1.2) Figure 1.1.2 Overall Study Tasks and Work Programme

Year/ Phase Report Month Study Tasks

2011 - Feb Preparatory Work Inception Discussion on Inception Report WS/Seminar Review of Existing Studies and March Conduct of Public Data Transportation Surveys

Review of Updated April Transportation Demand Data of JUTPI Project

May Progress Discussion on Progress Report WS/Seminar

June Review of Future (2020) Review of Existing (2009) Transportation Demand Master Plan

July Discussion on Interim Report WS/Seminar Interim

Aug. Implementation Strategy and Priority Projects Development Development Rationalization Development Sep. of Busway of Feeder Bus of Local Bus of Park & Ride System System Services and Transfer Facilities

Oct. Improvement Development Development of Taxi, Bajaj of PT of Facilities and Para Information for Nov. Transit System Vulnerable Passengers WS/Seminar Dec. Environmental Social Public Institutional Consideration Consideration Transportation Development for 2012 Planning PT - Jan. Database Administration Projects proposed for Further Cooperation by GOJ Training in Japan Feb. Draft Discussion on Draft Final Report WS/Seminar Final

March Response to Official Comments of GoI on DFR April May Submission of Final Report Final

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1.2 Study Organization and Implementation 1) Study Implementation Organization The study organization has been set up composed of the JICA Study Team on Japan’s side and the Steering Committee (SC), Technical Working Group (TWG), and the counterpart (CP) team on Indonesian’s (refer to Figure 1.2.1). Figure 1.2.1 Study Organization

JICA DGLT/MOT

Steering

Committee

STUDY TEAM Technical Working

Group JICA Study Team

Counterpart Team

2) Coordination with Indonesian Side (1) Steering Committee: This committee is composed of high-ranking officers of major related agencies, including DGLT-MOT, CMEA, BAPPENAS, MHA, PU, Police, and province and local governments in order to discuss and make decisions on key issues of the study. (2) Technical Working Group: Establishment of TWG was proposed by Indonesian side in order to discuss more about technical and practical matter during the course of study, which includes members of major agency. It is recommended to organize TWG meeting periodically, e.g. once a month, where JICA Study Team informs progress, problems and concerns at each stage, and get involved Indonesian side ideas. (3) Counterpart: Counterpart Team is composed of five sub-directors of BSTP, DGLT as coordinator and their staff in each field. Close coordination between JICA Study Team and Counterpart Team are done in order to ensure partnership from Indonesian side. Daily progress of the Study of each member is monitored in the coordination meeting. Another objective of the meeting is to share overall progress and constraints faced by Study Team. Coordination meeting is being organized almost once a week.

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Table 1.2.1 Memberws of the Indonesian Side

STEERING COMMITTEE: CHAIRPERSON : Director General of Land Transportation, Ministry of Transportation (MOT) DEPUTY CHAIRPERSON: Director of Urban Transportation System Development (BSTP), DGLT, MOT DEPUTY CHAIRPERSON: Secretary of DGLT, MOT DEPUTY CHAIRPERSON: Director of Road Transportation and Traffic (LLAJ), DGLT, MOT MEMBER: 1. Deputy Assistant of Transportation Infrastructure, Coordinating Ministry for Economic Affairs (CMEA) 2. Director of Transportation, BAPPENAS 3. Director of Urban and Rural, BAPPENAS 4. Director of Urban Planning, DG of Regional Development (BANGDA), Ministry of Home Affairs 5. Director of Building Techniques (Bina Teknik), DG of Bina Marga, Ministry of Public Works (PU) 6. Director of Metropolitan Urban, DG of Spatial Planning, Ministry of Public Works (PU) 7. Director of Traffic, Polda Metro Jaya 8. Director of Traffic, Polda West Jawa 9. Head of BAPPEDA, DKI Jakarta Province 10. Head of BAPPEDA, West Java Province 11. Head of BAPPEDA, Banten Province 12. Head of Transportation Agency, DKI Jakarta Province 13. Head of Transportation Agency, West Java Province 14. Head of Transportation Agency, Banten Province TECHNICAL WORKING GROUP: CHAIRPERSON : Director of BSTP, DGLT, MOT SECRETARY : Subdirector of Urban Transportation Impact, BSTP, DGLT, MOT MEMBER: 1. Head of Transportation Agency, DKI Jakarta Province 2. Head of Transportation Agency, Kota Bogor 3. Head of Transportation Agency, Kabupaten Bogor 4. Head of Transportation Agency, Kota Depok 5. Head of Transportation Agency, Kota Tangerang 6. Head of Transportation Agency, Kota Tangerang Selatan 7. Head of Transportation Agency, Kabupaten Tangerang 8. Head of Transportation Agency, Kota Bekasi 9. Head of Transportation Agency, Kabupaten Bekasi SECTION: 1. Road Transportation Section: Leader: Subdirector of Road Transportation, BSTP, DGLT, MOT Member: Subdirector of Road Transportation, LLAJ, DGLT, MOT Head of Subagency of Bina Transport Business, Transportation Agency, DKI Jakarta Province 2. Transportation Network Section: Leader: Subdirector of Urban Transportation Network, BSTP, DGLT, MOT Member: Head of Subagency of Transportation System, Transportation Agency, West Java Province Subdirector of Policy and Strategy, Metropolitan Urban, DG of Spatial Planning, PU 3. Transportation Mode Integration Section: Leader: Subdirector of Urban Transportation Mode Integration, BSTP, DGLT, MOT Member: Subdirector of Land Transport, BAPPENAS Subdirector of Policy and Strategy, Bina Program, DG of Bina Marga, PU 4. Traffic Section: Leader: Subdirector of Urban Traffic, BSTP, DGLT, MOT Member: Head of Transportation Infrastructure Sector, CMEA Subdirector of Urban, Directorate of Urban, BAPPENAS 5. Transportation Impact Section: Leader: Subdirector of Urban Transportation Impact, BSTP, DGLT, MOT Member: Head of Subagency of Land Transportation, Transportation Agency, Banten Province Subdirector of …, Directorate of Urban Planning, DG of BANGDA, Ministry of Home Affairs COUNTERPART TEAM: (Coordinator and Staff of BSTP/DGLT) 1. Transportation Network 2. Transportation Mode Integration 3. Road Transportation 4. Traffic 5. Transportation Impact

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3) JICA and JICA Study Team The JICA Indonesia Office supported the Study Team. The JICA Study Team was composed of 11 experts. Table 1.2.2 Memberws of the Japanese Side

JICA Indonesia Office Mr. MATSUNAGA Akira Senior Representative, JICA Indonesia Office Mr. HIGUCHI Hajime Representative, JICA Indonesia Office JICA Study Team Dr. MASUJIMA Tetsuji Team Leader/Public Transportation Planning Mr. KUMAZAWA Ken Transportation Planning/Financial Analysis Mr. Mazhar IQBAL Bus Operation Planning/Financial Planning Mr. ABE Osamu Institution/Management Mr. IRIE Tetsushi Public Transportation Facility Planning Dr. Kov MONYRATH Bus Demand Analysis Ms. SAKAI Yuko Environmental and Social Consideration Mr. KOMORI Masaru Transportation Survey and Analysis Mr. Frits OLYSLAGERS Busway Planning Mr. IZUMI Sadatoshi Bus Operation Information System Dr. OKAMURA Makoto Project Coordination/Training Program

4) Study Implementation (1) Discussion with Study Team Members Coordination and involvement of the Indonesian side were significant during the course of the study. There were regular discussions with the SC, TWG and CP, while various related agencies were directly involved in the study. (2) Workshop/Seminar: Moreover, workshops and seminars were organized on the specific planning issues in order to discuss them in detail with all related persons. Resulting discussions and suggestions were incorporated in the study. (3) Technology Transfer Technology transfer in public transport planning was conducted for counterpart team members through on-the-job activities. In addition, the intensive program was conducted in Japan for counterpart members on 5-12 February 2012. (4) Website and News Letter In addition to the above activities, the study team developed a website (http://www.japtrapis.com) to inform the study outline and progress and published two issues of newsletters. The first issue of newsletter explained the overall framework of the study. The second issue presented the major results of public transport surveys.

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2 URBAN TRANSPORTATION SITUATION IN JABODETABEK 2.1 Socio-economic and Urban Development Characteristics 2.1.1 Study Area Context JABODETABEK area is located in Jawa Island and has the characteristics to be the center of Indonesia in politics, demography and economy. It consists of DKI Jakarta, part of West Jawa Province (Kota Depok, Kota Bogor, Kabupaten Bogor, Kota Bekasi, and Kabupaten Bekasi) and part of Banten Province (Kota Tangerang, Kota Tangerang Selatan, Kabupaten Tangerang). In addition, DKI Jakarta consists of 5 Kota (Jakarta Utara, Jakarta Barat, Jakarta Pusat, Jakarta Timur, and Jakarta Selatan). To summarize the JABODETABEK area, it can be grouped into 4 key regions: 1) DKI Jakarta, at its Center, 2) Bekasi region which includes Kota Bekasi and Kabupaten Bekasi to the west, 3) Bogor region which includes Kota Depok, Kota Bogor and Kabupaten Bogor to the south, and 4) Tangerang region which includes Kota Tangerang, Kota Tangerang Selatan and Kabupaten Tangerang to the east.

Figure 2.1.1 Location of JABODETABEK Study Area

Source: Study Team

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2.1.2 Demography JABODETABEK population has grown rapidly, in 1990 it was 17 million, increasing to 21 million by 2000, 24 million by 2005, 28 million by 2010. Implying an increase of 1.2 times in the last decade of the millennium (1990 – 2000) at an average growth rate of 2.1 % per annum, another 12% in next 5 years (2000 – 2005) at an average growth rate of 2.4% per annum, and additional 19% over the last 5 years (2005 – 2010) at an exceptional growth rate of 3.5% per annum. The most rapid increases occurred in Tangerang and Bekasi regions. The population growth rates in these regions was 4.7 % per annum and 4.8% per annum respectively, almost three time the national average rate of around 1.6% per annum. In addition, Bogor region is also increasing with a very high average growth rate of 4.2% per annum. This shows much rapid increase in population outside DKI Jakarta, which also grew more rapidly before the 1997 economic crisis. Actually, the population in DKI Jakarta from 1990 to 2000 increased initially to 9.1 million by 1995, but then declined as the migrant labour force affected by the recession that followed the 1997 economic crisis. However, the DKI population did start to increase after 2005, at almost the same rate as the national average of 1.6% per annum. Table 2.1.1 Demography of the Study Area

Population Growth Population Density Land Population (,000) Rate (% p.a) (per./km2) Region Area ‘90- ‘00- ‘05- (km2) 1990 2000 2005 2010 2000 2005 2010 ’00 ‘05 ‘10 DKI Jakarta 656 8,210 8,364 8,839 9,587 0.2 1.1 1.6 12,750 13,474 14,614

Bogor 3,381 3,949 5,300 6,095 7,461 3.0 2.8 4.2 1,568 1,803 2,207 Tangerang 1,260 2,724 4,100 4,711 5,923 4.2 2.8 4.7 3,254 3,739 4,700

Study Area Study Bekasi 1,284 2,073 3,200 3,977 4,965 4.4 4.4 4.8 2,492 3,097 3,867 Total 6,581 16,956 20,964 23,622 27,936 2.1 2.4 3.5 3,186 3,589 4,245 Indonesia 1,919,440 177,385 206,264 219,210 237,641 1.5 1.2 1.6 107 114 124 % of nation 0.3 9.6 10.2 10.8 11.8 ------Source: Statistics Yearbook of Indonesia 1998, Population Census Intermediate Survey 2005, Census 2010, BPS Figure 2.1.2 Population Growth in the Study Area 1970-2010

9,5879,588 10,000 9,113 DKI Jakarta 8,839 9,000 Bogor 8,210 8,364 7,461 8,000 Tangerang 7,484 Bekasi 7,000 6,503 6,095 5,9405,923 6,000 5,300 5,063 4,711 5,000 4,100 4,579 3,949 3,412 5,021 4,000 4,965 2,741 2,724 Population (,000) 3,977 3,000 1,529 3,200 2,000 1,863 2,637 2,073 1,000 1,067831 1,143 0 1970 1975 1980 1985 1990 1995 2000 2005 2010

Source: Statistics Yearbook of Indonesia 1998, Population Census Intermediate Survey 2005, Census 2010, BPS

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Figure 2.1.3 shows the distribution of population density by Kelurahan. The areas with high population density are spread mainly in the whole of DKI Jakarta and the adjoining Kotas and Kota Bogor. Also population densities have been increasing in Kabupatens in the east and south, outside DKI Jakarta along the major arterial roads. However, the population density in Kabupaten Tangerang is relatively higher than that of Kabupaten Bekasi and Kabupaten Bogor, may be due to its proximity to the Soekarno-Hatta Airport. Figure 2.1.3 Population Densities by Kelurahan

Source: Census 2010, BPS

2.1.3 Economy JABODETABEK is the country’s largest economic growth center where 40% of all the foreign investment is concentrated. The Jabodetabek economy accounted for 25% of the national Gross Domestic Products (GDP) in 2008; albeit its population was about 12% of the national total. The growth rate of Gross Regional Domestic Products (GRDP) of JABODETABEK is almost the same, of around 6% per annum since 2003. In addition, the growth rate of GRDP by region is also similar within the regions (see Figure 2.1.4). Figure 2.1.5 shows the historical trend in real GDP over the recent twenty years, from 1991 to 2010. After the economic crisis of 1997, its growth declined sharply, but recovered from recession within 5 years to the same level as before 1997, and then started to grow at almost the same rate as before 1997.

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Table 2.1.2 Economy of the Study Area GRDP at 2000 Constant Prices GRDP Per Capita Region (Trillion Rupiah) (million Rupiah per person) 2003 2004 2005 2006 2007 2008 2003* 2004* 2005 2006* 2007* 2008* DKI 261 276 292 310 330 350 30.2 31.5 33.1 34.5 36.1 37.7 Jakarta

Bogor 30 31 33 35 38 40 5.2 5.3 5.5 5.6 5.7 5.8 Tangerang 33 35 38 41 43 45 7.5 7.7 8.1 8.2 8.3 8.4 Study Area Study Bekasi 47 50 53 56 60 63 13.0 13.2 13.3 13.5 13.7 13.9 Total 371 393 417 442 470 498 16.5 17.0 17.6 18.1 18.6 19.0 Indonesia - 1,604 1,690 1,778 1,879 1,984 - 7.4 7.7 8.0 8.3 8.6 % of nation - 24.5 24.6 24.9 25.0 25.1 ------Note: *Population is estimated based on the growth rates as given in Table 2.1.1 Source: BPS DKI Jakarta, BPS Banten Province, and BPS West Jawa Province Figure 2.1.4 Growth of Gross Regional Domestic Product (IDR Trillion, 2000 Prices)

IDR Trillions

Source: BPS DKI Jakarta, BPS Banten Province, BPS West Java Province Figure 2.1.5 Growth of Real Gross Domestic Product of Indonesia 1991 – 2010 (2000 Prices)

Source: World Economic Outlook, IMF, 2011 April

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2.1.4 Motorization In JABODETABEK, urban transportation is heavily dependent on road based systems. The number of registered vehicles excluding Kota and Kabupaten Bogor have increased rapidly, i.e., almost three times, or from 3.3 million in 2000 to 9.6 million in 2008. The growth of the registered vehicles in DKI Jakarta, Depok, Tangerang and Bekasi (except Bogor) is shown in Figure 2.1.6. In case of motorcycle, the growth rate has declined since the economic crisis of 1997. However, subsequently as the economy started to grow, the growth rate of registered motorcycles between 2000 and 2005 is recorded to be 23.5 % per annum. Since 2005 the growth rate has slowed to an average rate of 13.3 % per annum from 2005-2010. In contrast, between 2005 and 2008, the number of buses decreased slightly by about eight thousand. The numbers of all registered vehicles are given in Table 2.1.3 below. Table 2.1.3 Motorization in DKI Jakarta, Depok, Tangerang and Bekasi (Excluding Army and CD (Diplomat) vehicles)

No. of Registered Vehicles Registered Vehicles per 1,000 Growth Rate of Registered Area (,000) Persons Vehicle (% p.a) 1990 2000 2005 2008 1990 2000 2005 2008* ‘90-’00 ‘00-‘05 ‘05-‘08

Motorcycle 804 1,620 4,647 6,766 47 77 197 258 7.3 23.5 13.3

Passenger 486 1,053 1,767 2,035 29 50 75 78 8.0 10.9 4.8 Car t Bogor) t Truck 190 334 500 539 11 16 21 21 5.8 8.4 2.5 Study Area Study (Excep Bus 169 254 317 309 10 12 13 12 4.1 4.5 -0.8

Total 1,649 3,260 7,230 9,648 97 156 306 369 7.1 17.3 10.1

Motorcycle 6,083 13,563 28,556 47,684 34 66 130 207 8.3 16.1 18.6

Passenger

1,313 3,039 5,494 9,860 7 15 25 43 8.8 12.6 21.5 Car Truck 1,024 1,707 2,921 5,147 6 8 13 22 5.2 11.3 20.8 Indonesia Bus 469 688 1,185 2,583 3 3 5 11 3.9 11.5 29.7

Total 8,889 18,975 38,156 65,273 50 92 174 284 7.9 15.0 19.6

% of nation 18.6 17.2 18.9 14.8 ------Note: *Population is estimated based on the growth rates in Table 2.1.1; Source: Polda Metro Jaya

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Figure 2.1.6 Growth of Registered Vehicles in DKI Jakarta, Depok, Tangerang and Bekasi (Excluding Army and Diplomatic)

2.1.5 Poverty Poverty indicators show that the study area population is mostly better of than the rest of Indonesia, except for the poverty line. The poverty line of Indonesia is Rp.211,726/month. However, only DKI Jakarta exceeds that in the poverty level, and the other Kota and Kabupaten areas are below the national level. Within JABODETABEK the areas which have relatively high percentage of poor population are resident in Kota Bogor, and Kabupatens of Bogor, Bekasi and Tangerang, generally the rural population. Table 2.1.4 Poverty Level in 2010 Number of Poor People Poverty Poverty Line Poverty GAP Region (% of total Severity Index (,000) Index (%) (Rp./Month) population) (%) DKI Jakarta 312 3.5 0.45 0.11 331,169 Kota Bogor 79 8.3 1.49 0.35 169,570 Kab. Bogor 446 10.8 1.95 0.50 197,319 Kota Depok 40 2.9 0.55 0.13 204,552 Kota Tangerang 68 4.4 0.92 0.25 185,053 Kab. Tangerang* 251 7.5 1.46 0.40 175,458 Kota Bekasi 72 3.4 0.63 0.16 197,057 Kab. Bekasi 138 7.0 1.55 0.49 160,136 Indonesia 31,023 13.3 2.21 0.58 211,726 Note: *including Kota Tangerang Selatan; ** Data of GRDP of DKI Jakarta in 2010 is not available Source: National Social Economic Survey in 2005, except DKI Jakarta and Indonesia which taken from BPS Census 2010. 2.1.6 Urban Development and Planning The recent (2000 to 2009) urban development in DKI Jakarta is shown in Figure 2.1.7. The recently developed areas mostly consist of integrated mega complexes of shopping center, apartments and office buildings. These developments are mostly located along the toll roads and arterial roads, and within central Jakarta along Jl Sudirman/ Thamrin and in the ‘Golden Triangle’ of Mega Kuningan. However, sometimes the generated traffic demand exceeds the road capacity of access roads and also access to public transport is limited.

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Figure 2.1.7 Urban Redevelopment in DKI Jakarta

Source: Study on Jakarta Road Pricing in the Republic of Indonesia, 2008, Japan External Trade Organization (JETRO) Principally, JABODETABEK area is defined as the national central city (PKN) and has a key role in the national spatial plan (RTRWN) as the primary hub for export-import activities acting as the international gateway to the nation. It is the center of industrial and service activities on national scale, and is the primary hub for national provincial transportation. Following the principals as defined in the RTRWN, a spatial plan for JABODETABEKPUNJUR (it covers JABODETABEK, Puncak and Cianjur areas) is defined with the following national strategies. i) To facilitate the implementation of development based on integrated inter-region area plans, ii) To facilitate the implementation of development that can ensure water and land sustainability, conserve supply of subterranean water, and also overcome flooding with consideration for the sustainable environment; and iii) To facilitate economic development that is productive, effective, and efficient based on the functions of each area to realize community prosperity and sustainable development. The framework of urban development is depicted in Figure 2.1.8. It has several city centers with DKI Jakarta as the main center and the other areas as the satellites. It reflects the future land use of JABODETABEK with indicative density of the residential areas at several levels. However, high density area spread is almost the same as the distribution of population density shown in Figure 2.1.3. In addition, the development of land transportation corridors are defined and shown in Figure 2.1.8. The details of plans and projects of the transportation are discussed in the following sections.

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Figure 2.1.8 Future Urban Structure of JABODETABEKPUNJUR

Source: National Spatial Plan (RTRWN) for Jabodetabekpunjur area, 2008

2.2 Urban Transportation Administration 2.2.1 Traffic and Road Transportation Law (Law No.22 Year 2009) The previous law for traffic and land transportation was ratified in 1992, consisting of 16 chapters and 74 articles; meanwhile the current one was endorsed in 2009, consisting of 22 chapters and 326 articles. As Table 2.2.1 shows, the law becomes more comprehensive and encompasses new chapters, i.e. among others, the major additional contents are traffic network and transportation, security and traffic safety, information and communication systems.

Table 2.2.1 Table of Contents of Law No14 Year 1992 and Law No. 22 Year 2009 Law No. 14 Year 1992 Law No. 22 Year 2009 regarding Road Transport and Traffic regarding Road Transport and Traffic 1. General Provisions 1. General Provisions 2. Principles and Objectives 2. Principles and Objectives 3. Directions 3. Validity of the Law 4. Infrastructure 4. Directions 5. Vehicle 5. Implementation 6. Driver 6. Traffic Network and Transportation 7. Traffic 7. Vehicle 8. Transport 8. Driver 9. Traffic and Transport for Disables 9. Traffic 10. Environmental Impacts 10. Transportation 11. Devolution to Local Governments 11. Security, Traffic Safety and Road Transportation

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Law No. 14 Year 1992 Law No. 22 Year 2009 regarding Road Transport and Traffic regarding Road Transport and Traffic 12. Investigations 12. Environmental Impacts 13. Criminal Codes 13. Industrial Development, Technology, Traffic Facilities and Road 14. Other Provisions Transport 15. Transitional Provisions 14. Traffic Accidents 16. Final Provisions 15. Traffic and Transport for Vulnerable Road Users/Mobility Impaired People (disables, the elderly, children, the pregnant and sick people) 16. Transportation and Traffic Information and Communication Systems 17. Human Resources 18. Community Participation 19. Investigation and Prosecution for Traffic Violation 20. Criminal Codes 21. Transitional Provisions 22. Final Provisions Source: Compiled by the Study Team

The revised law was formulated, among others, from the following viewpoints1; • Decentralization: the government system has shifted from centralized to decentralized system, so that the governance of transportation services shall also be transferred to the local governments, accordingly, meanwhile the articles in the previous law still prioritize the aspects of the implementation to the central government in terms of road infrastructure development and transport management. • Adjusted to restructure National Police: the previous law was formulated before the restructuring and re-functioning of the National Police, which at that time was part of military forces. The police are now under civil control and no longer under the military. The amendment of the Constitution 1945 was to distinguish between functions of defense and security. Under the provisions of Article 30 paragraph (4), the police confirmed the position as a means of maintaining state security and public order in charge of protecting, nurturing, serving the community and enforce the law. Further regulation of these constitutional provisions set forth in the form of laws, namely Law No.2 Year 2002 regarding the Indonesian National Police. • Consistency with prevailing laws and regulations: Since 1992, transport related laws and regulations have changed, so it is necessary to incorporate these changes into the revised law. Related laws include, among others, - Law No 38 Year 2004 regarding Road; - Law No. 2 Year 2002 regarding the National Police; and - Law no.26 Year 2007 regarding Spatial planning. • Clear demarcation on tasks among related agencies: the new law aimed at regulating clear demarcations of security of road traffic and law enforcement, so there would be no conflict handling them among related agencies, and it would also eliminate gray areas of legal certainty, administrative procedures and technical aspects on road infrastructure and traffic. • Effective control on public transportation operation: As for security and safety of the

1 No.260/KKl/yyVII/2008 Academic Paper for Law LLAJ. December 2, 2008. National Police. (http://www.komisikepolisianindonesia.com)

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passengers, the new law explicitly illustrates it is the government’s responsibility: to ensure that public transport is feasible, secure, safe and comfortable, and the public transport service operator comply with minimum service standards to encourage community to switch/ choose to using public transport and reduce the use of private vehicles. • Enhance drivers’ technical skills and driving attitudes: Driver’s license should be systemized according to the size of vehicle, and driving skills and attitudes should be controlled at the time of obtaining a driver’s license. The new law puts more emphasize on the perspectives of drivers’ skills and driver’s licensing system. Table 2.2.2 shows the major differences between Law No.14 Year 1992 and Law No.22 Year 2009.

Table 2.2.2 Major Differences of Law No.14 Year 1992 and Law No.22 Year 2009 Item Law No.14 Year 1992 Law No.22 Year 2009 1. Relevant Agency Not explicitly described Ministry of Public Works Ministry of Transportation Ministry of Industry The Agency for the Assessment and Application of the Technology The National Police “the law does not explicitly give the name of above institutions, but indicate them by tasks given to these institutions. 2. Traffic and Road No statement Article 13 Transportation Forum The establishment of forum is a mandate for the coordination among related agencies, academics and communities. 3. Transportation Network Not explicitly described Chapter 4 details about the transportation network, including formulation of transportation network master plan for all road structure, relationship with spatial plan and classification of roads. 4. Road Preservation No statement Article 29 Fund The necessity of road preservation fund and its management agency to be the Ministry of Public Works 5. Terminal Bus terminal is not classified. Article 34 classifies passenger terminal into type A, B and C and sub-divided by several classes based on bus numbers and frequency of use. (However, it does not give clear explanation about each classification and sub- class). 6. Parking Article 10 simply states a parking facility Article 43 is to support the safety, security, traffic The location of parking facility should be determined in and road transportation, which is further line with a spatial planning and traffic impact analysis, regulated by government regulations. which is considered to be more land-use oriented mind- set. 7. Motor Vehicle Article 14 simply states any motor Article 64 Registration vehicle must be registered. It clarifies that the registration is conducted by the National Police and further provisions shall be regulated by the National Police. 8. Driver’s License Article 19 Chapter VIII: Driver A driver must obtain a driver’s license  Article 77: Driver’s license is classified into two, 1) for individual and 2) for general, which includes license for driving a commercial vehicle.

 Article 82: Driver’s license for commercial vehicle is

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Item Law No.14 Year 1992 Law No.22 Year 2009 categorized into three by the size of vehicle.

 Article 82: Specific requirements for driving commercial vehicle, i.e. bus, taxi and so on. 9. Traffic Impact Analysis No statement Article 99  It is mandatory to conduct a traffic impact analysis for any plan to build a shopping facility, housing and infrastructure that might impede secure, safe and smooth traffic.

 Traffic impact analysis is one of the requirements for a developer to get a building permit. 10. Traffic Demand No statement Article 133 – 136 Management  Traffic demand management can be imposed to improve the efficiency and effective use of space and controlling the traffic.

 Retribution from traffic demand management can be earmarked to improve the performance of traffic and public transportation services. 11. Public Transportation Articles do not indicate the obligation of Article 139 the government to provide public The government must ensure the availability of public transportation services. transportation for passengers and goods. 12. Public Transportation Article 37 states the public Article 145 Network transportation is operated with fixed and Master route network plan, including cross-national, regular route network. cross-provincial, intra-province, urban and rural route network, must be formulated. The master plan shall be reviewed every five years. 13. Mass Transport System No statement Article 158 The government shall guarantee the availability of mass transit system to meet the transport needs in urban areas. The mass transport system includes

 autobus for mass transit  exclusive lane  feeder transport service  other public transport routes not overlapped with mass transit route 14. Public Passenger No statement Article 185 Transport Subsidy  Economy class of public passenger transport can be subsidized by the central and local governments. 15. Traffic Safety Not explicitly described Article 200 The National Police is responsible for the implementation of traffic safety on road transportation. 16. Environment Impacts No statement for the public Article 214 – 215 transportation company Public transportation company has rights and obligations to obtain necessary information for sustainable environment and to comply with environment quality standards. 17. Devolution to Local Article 51 The demarcation of roles among the central, provincial Governments The central government can devolve and local governments, district and municipality parts of government affairs in the field governments are explicitly described in articles of traffic and road transportation to local respectively. governments. Source: Compiled by the Study Team

Law 22 Year 2009 is going to embrace twelve government regulations (Peraturan Pemerintah) and four out of twelve regulations are planned to be endorsed in 2011, and remaining will be formulated and endorsed in 2012. According to the DGLT, draft

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government regulations about road transport and traffic forum, traffic engineering management, vehicles and motor vehicle inspection procedures and control of traffic violation were already submitted to the State Secretary and the Ministry of Law and Human Rights for the appraisal. The articles refer to in the law are summarized in the Table 2.2.3.

Table 2.2.3 Draft Government Regulation referred in the Law No.22 Year 2009 Draft Government Regulation Referred Articles in Law No. 22 Year 2009 Government Regulation planned to be endorsed in 2011 1. Traffic and Road Transportation Forum Article 13: Traffic and Transportation Forum 2. Management and Traffic Engineering Implementation Management and Traffic Engineering (Article 93, 94, 95, 96, 97 and 98,) Traffic Impact Analysis (Article 101 and 102) Traffic Demand Management (Article 133 and 136) 3. Vehicles Vehicle Types and Functions (Article 47) Technical Requirements for Roadworthy for Motor Vehicle (Article 48) Motor Vehicle Inspection (Article 50, 51, 52, 53, 54, 55 and 56) Vehicle Equipments (Article 57, 58 and 59) General Motor Vehicle Workshop (Article 60) Non-motorized vehicles (Article 61, 62 and 63) 4. Motor Vehicle Inspection Procedures and Law Inspection of Motor Vehicles on Road (Article 264, 265 and 266) Enforcement on Traffic Regulation Law Enforcement Procedures on Traffic Regulations (Article 267, 268 and 269) Seized Goods Handling Procedures (Article 270, 271 and 272) Government Regulation planned to be formulated in 2012 1. Traffic Network Master Plan for Traffic and Road Transportation Network (Article 18) Traffic (Article 19, 20 and 21) Road Facilities (Article 25) Terminal (Article 42) Supporting Facilities (Article 46) 2. Transport Transport for Passengers and Goods (Article 137) Public Transport (Article 150) Multimodal Transport (Article 165) Freight Vehicle Control (Article 172) Tariff (Article 185) Public Transport Company’s Obligation (Article 192) Public Transport Service Industry (Article 198) 3. Education and Training for Drivers unknown 4. Safety and Security Traffic Safety and Road Transportation (Article 205) Supervision of Security and Safety on Traffic and Road Transportation (Article 207) 5. Environmental Impacts Environmental Protection (Article 209) Prevention and Controlling Environmental Impacts (Article 210) Rights and Obligations of Community (Article 218) 6. Information and Communication Systems Information and Communication System: More Settings (Article 252) Human Resources (Article 255) 7. Industry unknown 8. Technology Development unknown Source: The Study Team

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Table 2.2.4 shows the laws and regulations related to the transportation sector, mainly land transportation.

Table 2.2.4 Laws and Regulations related to Transportation Public Infra- Insti- No. Title General Transport Others structure tutional (Bus) 1. Law No. 22 Year 2009 regarding Traffic and Road X X X X Transportation 2. Law No. 38 Year 2004 regarding Road X X X 3. Law No. 32 Year 2004 regarding Regional Government X X 4. Government Regulation No.38 Year 2007 regarding Demarcation of Government Administration among the X X Central, Provincial and Local Governments (Kabupaten/Kota) 5. Government Regulation No15 Year 2005 regarding Toll Road X 6. Government Regulation No.65 Year 2005 regarding the Formulation and Implementation of the Guideline for Minimum X Service Standards 7. (Ministerial Decree) KM68 Year 1993 regarding Organizing X X Public Transport for Road Transportation 8. KM 3 Year 2010 regarding Minimum Service Standards in X Education and Training Institute for Road Transport 9. KM1 Year 2009 regarding Lowest and Highest Limit of Basic Tariff for Economy Class Public Bus for Inter-City Crossing X Provincial Borders 10. KM40 Year 2009 regarding Tariff on Motor Vehicle Testing and ` X Implementation Guidelines 11. KM 60 Year 2007 regarding Subsidy for Public Passenger X Transport on Road Transportation 12. KM 58 Year 2007 regarding Amendment to Ministerial Decree X KM 73 Year 2004 regarding River and Lake Transportation 13. KM 13 Year 2006 regarding the Guidelines for Implementing X Competition on Public Transportation 14. KM 14 Year 2006 regarding the Management and Traffic X Engineering on Road 15. KM 52 Year 2006 regarding Amendment to Ministerial Decree KM 89 Year 2002 regarding Calculation Formula of the Cost X on Economy Class of Inter-city Public Passenger Bus 16. KM 73 Year 2004 regarding River and Lake Transport X 17. KM 35 Year 2003 regarding the Implementation Pubic X Passenger Transportation on Road 18. KM 22 Year 2003 regarding Operation of Railway (KA) X 19. KM 34 Year 2002 regarding Basic Tariff for Economy Class on X Inter-city Public Bus 20. KM 52 Year 2000 regarding Railway Track X 21. KM 53 Year 2000 regarding Intersection and/or Crossway X X with Railway Track 22. KM 71 Year 1999 regarding the Accessibility to Transportation Infrastructure for Vulnerable Transport Users (disabled and X sick people) 23. KM 84 Year 1999 regarding the Implementation Pubic X Passenger Transportation on Road 24. KM 31 1995 regarding Road Transport Terminal X 25. KM 4 Year 1999 regarding Motor Vehicle Parking Procedures X on Road

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Public Infra- Insti- No. Title General Transport Others structure tutional (Bus) 26. KM 36 Year 1999 regarding Motor Vehicle Driving Education X 27. KM 66 Year 1993 regarding Parking Facilities X Source: http://hubdat.webid/uu. Land Transportation, Ministry of Transportation website. Note: KM; Keputusan Menteri (Minister's Decision)

2.2.2 Traffic and Transportation Forum The new traffic and transportation law explicitly illustrates more assertive community’s involvement to the traffic and transportation sector following the aspiration of the decentralization. Besides the roles and responsibilities of the community to get involved into the traffic and transportation matters, the law also emphasize on the unity and coordination among related agencies by establishing a traffic and transportation forum at all government administration levels to serve it as a vehicle for synergizing the main tasks and functions of respective agencies related to traffic and transportation. Article 13 in the law indicates the establishment of “forum” for traffic and transportation, and its main tasks are to coordinate among related agencies in planning, analyzing problems and seeking solutions for better traffic and transportation services.

1) Traffic Coordination Body (Badan Koordinasi Lalu Lintas: BAKORLANTAS) After hearings at some local government transportation agencies, it was found that a traffic coordination board already serves similar functions as to an expected traffic and transportation forum. The members of BAKORLANTAS consists of DisHub, Dina PU, Bappeda, the Police, local organizations and community leaders and they are all officially appointed by the head of local government with an instruction letter, i.e. SK (Surat Keputusan). The frequency of holding a coordination meeting and its main functions differ from one to another, but basically the BAKORLANTAS is utilized not only for coordination among related agencies, but also to have a dialog with them for formulating transportation planning and solving traffic issues, which cannot be solved by a single agency, such as rerouting and revoking route for public transportation, seeking a solution to violations committed by Angkot operators. Although the government regulation for the forum has not been released yet, it is rationally presumed that the local governments, including DKI Jakarta, already have a mechanism to embrace the aspirations of the community, and they will transfer existing coordination board to a forum, in line with the government regulation.

2) Legal Aspects of Traffic and Road Transport Forum Although local governments currently have coordination board in itself is not a mandate in the Law 14 Year 1999, while it is explicitly indicated in the existing Law 22 Year 2009. The Law defines the government operates traffic and road transport activities in a coordinated manner, and indicates a forum as one means to have such coordination. Article 13 indicates that “coordination of traffic and road transport referred to in paragraph (1) conducted by the Forum of Traffic and Road Transport.” According to the draft regulation, the goals are 1) to synergize tasks and functions of each

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agency related to traffic and transportation, namely Ministry of Transportation, Ministry of Public Works, Ministry of Industry, the Agency for the Assessment and Application of Technology (BPPT) and the National Police at the central government level, and the designated agencies at the local government level, accordingly, except the BPPT, and 2) to strengthen and streamline the implementation of traffic and road transportation services. Forum will be established in the framework of government structure, i.e. at each level national, provincial and district/ municipality, and each forum is divided not only by the government administrative structure, but also by road classification, which seems to be significantly insufficient and not functional, so to speak. The forum is structured in such system is mainly because the institution is deemed from the viewpoint of road administration, instead of considering roads and transport as one of the factors of same area, in urban or rural planning. Besides this fact, the forum is more oriented to be a coordination body for government agencies. 2.2.3 JABODETABEK Transportation Authority (JTA) Once the JTA is established, it is suggested to review the status and functions of the forum and make a better connection between the JTA and forums at district and municipality level. Since September 2010, the President’s Working Unit for Development Control and Monitoring (UKP4) has kept updating its “Steps on Jabodetabek Transportation Management” action and monitoring matrix. The last matrix, revised in March 2011, is the 8th edition and the latest update was made in April 2011, through Internet reporting system which the UKP4 introduced in February 2011. The website was designed to be a closed website with limited access for persons in charge at respective ministries and DKI Jakarta. The reporting system was designed to collect updated progress of activities from the agencies promptly and let the UKP4 evaluate and give feed back to them in decent time manner. The system, not only requires a brief progress report, but also the agencies are supposed to submit any documents or photos that prove the definite progress. The establishment of Jabodetabek Transportation Authority (JTA) is one of the management steps being undertaken by the UKP4. The key benchmarks set by the UKP4 for the establishment of the JTA and the integrated transportation master plan for Jabodetabek, which will be the base plan of the JTA for the implementation of transport policies and activities, are summarized in Table 2.2.5. The current status is that the draft of presidential regulation for the establishment of the JTA was submitted to the Secretary of Cabinet and to the President.

Table 2.2.5 Benchmarks of the JTA and Transportation Master Plan Primary Related Activity Responsible Targeted Date and Outputs Institution Institution Establishment of the JTA Study on institutional set-up for the CMEA MOT, Bappenas, Dec. 2010 establishment of the JTA UKP4 Institutional set-up study is completed Drafting the Presidential Regulation CMEA MOT, Bappenas April 2011 (Peraturan President) to establish and UKP4 The final draft of the presidential regulation the JTA (SetNeg, is submitted to the State Secretary Menpan, MTI) June 2011

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Primary Related Activity Responsible Targeted Date and Outputs Institution Institution The regulation is endorsed by the president Establishment of the JTA CMEA MOT, Bappenas, April 2011 UPK4, 3 The first draft of terms of reference (TOR) provinces, and standard operation procedures (SOP) MOPW, Police are formulated. June 2011 The final draft of TOR, SOP and the candidates for chairperson and deputies are proposed to the president

Establishment of the JTA CMEA MOT, Bappenas, August 2011 UPK4, 3 Presidential Decree (Keppress) is endorsed provinces, and the president appoints the chairperson MOPW, Police and the deputies. October 2011 Social dissemination to the related sectors and the public in the area. Recruitment and mobilization of personnel December 2011 Inauguration of the JTA Revision of the Integrated Jabodetabek Transportation Master Plan Evaluation of the existing CMEA Bappenas, MOT, December 2010 transportation master plan JTA Formulation of draft final report on the evaluation of the existing transportation master plan (SITRAMP) February 2011 Final evaluation report on the transportation master plan Revision of the transportation CMEA Bappenas, MOT, December 2010 master plan JTA Discussion of the draft final report of the master plan with related stakeholders June 2011 Draft final report of the revised transportation master plan is completed for the review by respective related ministries Enactment of government regulation CMEA MOT, JTA June 2011 (PP) for the Jabodetabek Drafting the PP for the master plan Transportation Master Plan August 2011 The draft is submitted to the State Secretary October 2011 Government regulation is enacted and published December 2011 Technical guidelines from related ministries and local governments are compiled and published Source: Steps on Jabodetabek Transportation Management 8th Edit. UKP4. March 2011 Initially, the JTA was intended to be a relatively powerful authority to carry out its missions, to realize the integrated transportation master plan and to provide public transportation services in the Jabodetabek area; yet, it has been somehow set back to being an agency somewhere between coordination and administrator managing above missions. According to the draft presidential regulation submitted to the Administration, the authority

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is to be established considering that; (1) the public transportation system in Jakarta, Bogor, Depok, Tangerang and Bekasi need to be developed, in order to improve the services to the community, to support economic development and to create a better living environment for the society; and (2) the development of effective and efficient transportation network will lessen the burden of excessive centralization to DKI Jakarta and in parallel to foster the development of sub-urban (satellite) centers.

3) Function, Task and Authority The authority will be established directly under the President, i.e. the chairperson of the authority is responsible and accountable to the president, similar to ministers and the head of the national police. Although it was once on the table, the status of the authority is not a ministry or an agency (Lembaga) anymore since the prevailing laws do not allow to establish a new ministry or agency; thus, the sentence “non-ministerial government institution” was deleted from the draft, which makes the position of the JTA uncertain, and the authority given to the institution unclear, i.e. In line with the relationship with coordination ministers, ministers and state agencies. However, one thing it is clear in the presidential regulation is that the authority is guided by a coordination team, headed by the coordinating minister for economy, which implies the JTA is somehow under the control of the coordinating ministry. The primary tasks of the JTA are 1) to formulate short-term action plans based on the transportation master plan, 2) to enhance the services of public transportation and develop necessary infrastructure, 3) to implement traffic demand management, 4) to transit oriented development, 5) to budget and execute the planning and monitor their performance. Article 4 of the draft regulation states the functions of the authority as following; a. to formulate a general transportation and action plans to develop and provide integrated transport services; b. strengthen urban public transport services; c. develop and improve infrastructure and facilities that support the urban public transport services; d. implement traffic demand management (TDM); e. support transit oriented development (TOD); f. monitor and evaluate the implementation of the transportation master plan and programs to develop integrated transport services in the region; g. budget for the implementation of the master plan and programs; h. carry out the state’s asset management under the responsibility of the JTA; and i. supervise the overall implementation of the tasks under the authorization of the JTA. One of the crucial issues for the JTA is how to conduct tasks which are already assigned to the line ministries and local governments. Since the tasks and functions which the JTA is going to carry out are already explicitly stated in relevant laws and regulation, i.e. Law 22 Year 2009 regarding Traffic and Road Transportation, Law No. 38 Year 2004 regarding

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Road and Law No. 32 Year 2004 regarding Regional Government, among others, as a legal point of view, those laws and subsidiary government regulations, including local government regulations and instructions must be revised or at least the respective agencies should issue amendment to accommodate the presidential regulation for the JTA. Meanwhile, the presidential regulation, in order to avoid prospected conflicts or inconsistencies with the prevailing laws and regulations, set forth one article, the article 38, to devolve licensing and other necessary authorities of transport service delivery from the central and local governments to the JTA. a. To facilitate the implementation of the tasks and functions of the JTA, the government, i.e. the administration of the central government, decided to devolve the necessary authority in the transportation sector to the JTA. b. In addition to the paragraph (a), the JTA is given necessary authorities in transportation sector from DKI Jakarta, West Java, and Banten provinces, Kota Bekasi, Kabupaten Bekasi, Kota Bogor, Kabupaten Bogor, Kota Depok, Kota Ta ngerang, Kabupaten Tangerang and Kota Tangerang Selatan, to carry out its missions. c. Further provisions on the transfer or the devolvement of authorities shall be regulated by government regulations. Besides abovementioned regulatory issues, there are some controversial and unsolved issues remained for the establishment, like the financial resource. The root of most issues are caused mainly by insufficient discussion and coordination among related agencies, in particular, the Ministry of Finance has not been fully involved in this establishment preparation, the financial issue, as the one of the most crucial points, is missing from the beginning of the discussion. Even at this point of the final draft of the presidential regulation, the only thing decided for the finance is that the financial source of the JTA comes from the national budget. Initially, the concept was to finance from state and local government budgets, as well as to open a possibility for a loan from domestic and overseas, and to invest in the transportation business and infrastructure from the revenues from public transportation operations, i.e. busway, MRT and possible revenue from redevelopment of station square, and so on. The idea was more “hybrid” type of organization under the government structure, yet, after a series of discussion, it was pointed out from the Ministry of Finance that if the JTA is established as an agency at the central government level, the financial source must be from the central government, i.e. the budget from the local governments are not available to be utilized in the framework of the financial system. However, the idea to include the local governments for the budgeting is to have them the sense of ownership and to get more involvement not only for the administration and planning, but also for the implementation, so it is still significant for the JTA that somehow the local governments are involved and contribute financially to the JTA. Although it is not explicitly stated in the presidential regulation, it is perceived and expected by the related agencies, at least at the central level, that a window is open for the local governments to contribute financially in the form, so to speak, a matching fund to programs and projects carried out by the JTA. The organization structure is rather conventional, strictly following the rules of government administrative structure, similar to other ministries, which is considered to be less

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functional or innovative to conduct the tasks needed to be done swiftly and effectively, considering the public transportation should be more focused on the users’ benefits and convenience instead of the interests and government administration; so that, somehow a private business approach could be more ideal and appropriate for the planning and operation to provide public transportation services. The authority is headed by the chairperson and three deputies are under it, who are all directly appointed by the president. The executives can be from PNS (Pegawai Negeri Sipil: civil servant) or non-PNS, for the chairperson but not for the deputies. According to the regulation, the financial rights and other facilities equivalent to the State Ministry for the chairperson and the structural position of ‘Echelon 1a’ for the deputies Another issue about the organizational structure is the “work mechanism” stated in the Article 28. It states that the JTA shall conduct coordination meetings with related ministries, agencies and local governments, instead of playing more significant role to lead the development of transport infrastructure development and the realization of the master plan. If the authority is deemed to be just an another coordination institution like BKSP Jabodetabek (Badan Kerja Sama Pembangunan Jabodetabek: Jabodetabek Development Cooperation Agency), which is more likely not sufficiently functional to achieve the missions and tasks Figure 2.2.1 shows the latest version of the organization chart of the JTA authority proposed by the CMEA in December 2011. Figure 2.2.1 Organizational Structure of the JTA

Chairperson

Secretariat Inspector

Deputy Deputy Deputy Planning and Cooperation Transport System Development Monitoring and Evaluation

Consist of at most Consist of at most Consist of at most 4 directorates 4 directorates 4 directorates

Source: The Study Team

4) Next Steps The first draft of task descriptions and standard operation procedures was delivered to the UKP4 by the end of April to meet the deadline. The draft was formulated only by the CMEA, i.e. without any consultations or discussions with related ministries, so that the next step will be a series of discussion to explore and finalize the task descriptions and standard operation procedures. It is deemed, however, that the discussions will be intensive, since task demarcations and devolution of authorities have not been on the table yet. Once the presidential regulation is enacted, the next critical benchmark is to nominate the candidate for the chairperson and deputies of the JTA. Considering a strong and charismatic leadership with profound knowledge of urban transportation and planning would be the inevitable qualification for these positions,

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2.2.4 Fuel Subsidy A long standing issue, a roadmap to reduce subsidized fuels set in 2004, has seen a striking movement in April 2011. The Administration announced, in January, to carry out the subsidized fuel management policy, which will be implemented step by step starting from April to reduce the subsidized fuels. The unsubsidized fuels have increased slightly in most parts of Indonesia according to Pertamina. In the Jabodetabek area, the range of fuel price hike is Rp.200/L to Rp.650/L depending on the fuel type.

Table 2.2.6 Subsidized and Unsubsidized Fuel Prices in Jabodetabek Type of Fuel Unsubsidized Fuel Price Remarks Pertamax Plus Rp.9,550 Highest: Rp.10,100 in Melawai Lowest: Rp.9,150 in Batam Pertamax/ Bio Pertamax Rp.9,250 Highest: Rp.10,750 in Kab. Berau Lowest: Rp.9,450 in UPMs IV region Pertamina Dex Rp.10,000 - Source: “Perkembangan Harga BBM Non-Subsidi periode 15 Mei 2011” Press Release of PT. Pertamina. (As of May 15, 2011)

According to the Ministry of Energy and Mineral Resources (ESDM), the subsidized fuel has significantly increased year by year, reaching 80% increase in year 2010 compared to the previous year (see Table 2.2.7). A total subsidy from the state budget for the subsidized fuels (all types) would become Rp. 413.2 trillion Rupiah in 2011. The IAEA survey of fossil fuel subsidies in 2008 reveals the subsidies in Indonesia amounted to nearly 4% of GDP. The retail price for petrol (Bensin) in Indonesia is 58% below the international market prices and 67% for diesel, while 14% and 35% in China and 35% and 20% in India, respectively.2 As for FY2011, the government allocated Rp.95.9 trillion for the subsidies for fuel oil (BBM) and a 3kg liquefied petroleum gas (LPG).3 Based on the Roadmap, the subsidized fuel management was started in the Jabodetabek area as a pilot project since the region is considered as the most ready area from its infrastructure and the total amount of subsidized fuel consumption points of view, which consumes about 18% of the national premium fuel.

Table 2.2.7 Subsidized Fuel Consumption and Subsidy Amount (2006-2010) Item 2006 2007 2008 2009 2010 Subsidized Fuel Consumption 37.4 38.6 39.2 37.7 38.4 (million KL) Subsidized Fuel Amount 64.2 83.8 139.1 45.0 81.1 (trillion Rupiah) Source: “Pengaturan BBM Bersubsidi Telah Sesuai Roadmap.” ESDN. January 6, 2011. http://www.esdm.go.id/berita/migas/40-migas/4039-pengaturan-bbm-bersubsidi-telah-sesuai-roadmap.html

Looking at the consumers of subsidized fuels in 2010, land transportation sector takes the biggest share, 89%, followed by domestic 6%, fishery 3%, small business 1% and water transportation 1%. In land transportation, premium fuel is consumed by personal vehicle,

2 Viewpoints. Michael Risharson. May 9, 2011. The Straits Times. 3 Article 7. UU10-2010 regarding National Revenue and Budget.

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dominating 53%, while motorcycle 40%, freight vehicle 4% and public transportation 3%.4 Although the price hike of non-subsidized fuels in the Jabodetabek area, there is no tariff increase for public transportation, since the public transport operator can still enjoy using the subsidized fuel, according to the regulation, Ministerial Decree of the ESDM No.1 Year 2009 regarding Retail Selling Fuel Price...for Transportation and General Services, and the Presidential Regulation No.9 Year 2006 regarding the Amendment of Presidential Regulation No. 55 Year 2005 regarding Retail selling Fuel Price in the State. The regulation sets the fuel price to Rp.4,500/kl for premium gasoline and diesel oil for household, small business, fishery, transportation and general services. According to estimates from SUSENAS data in 2008 and the World Bank, the highest tier of income group (25%) receives the highest allocation of subsidies, 75%, while the lowest tier receives only 15% of the subsidies, which indicates the imbalance in the allocation to the targeted beneficiaries.5 Another figure from the National Social and Economic Survey in 2008, 84% of subsidized fuels were used by the wealthiest 50% of the people in the country6, which also support the rational of reducing the subsidy from the Jabodetabek area. From the total subsidized fuel consumption in Indonesia, the Jabodetabek area consumes about 30%, equivalent to 18% of the national premium fuel consumption, while Java-Bali islands consume the highest of 59% of the national consumption.7 Therefore, it is logically understandable to start the subsidized fuel management policy from the Jabodetabek, which is not only ready in terms of various aspects, but also to bring the most significant impact of the policy. 2.2.5 Institutional Issues of Public Transportation Services The orientation of the public transportation services are much focused on increasing local revenues instead of improving service quality. Stakeholders to the public transportation are considerably in wide range, and the collective efforts to provide and improve public transportation services are not yet in rigorous and coordinative structure, but more independently institutional. In some areas of participation and influence of local community leaders are dominant, while their understanding of the operation of public transportation is inadequate. Institutional and regulatory issues to be pointed out are that law enforcement government agencies are not capable and effective enough to supervise the operation of private bus operating companies, and mechanisms determining the route and type of modes are not carried out in accordance with prevailing regulations.8 Other major issues related to institutional, financial and regulatory aspects, among others, are summarized below;9 • lack of synchronization and coordination with related stakeholders in both planning and transport system, and in relation to spatial development;

4 “Pengaturan BBM Bersubsidi Telah Sesuai Roadmap.” ESDN. January 6, 2011. 5 “Hasil Penerimaan Sektor Miga Lebih Bnyak Untuk Subsidi” Press Release, April 1, 2011. ESDM. 6 “Late fuel subsidy removal hurts RI” Mary 12, 2011. The Jakarta Post. 7 ditto 8 Penyusunan Master Plan Pola Transportasi Makro (PTM) di Jabodetabek ( PTM Jabodetabek). Kementerian Perhubungan. 2009. 9 ditto

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• less anticipation of adequate infrastructure development due to lack of finance and ineffective and incoherent development planning by the related agencies; • lack of detailed basic service standards guidelines for both transport and service quality; • deficient management and coordination due to malfunctioned cooperative system of bus ownership; and • intangible and non-strategic subsidy system, which does not reach to the public or to improve public transport services.

2.3 Road Network and Traffic Conditions 2.3.1 Road Network Roads are classified by function or by road administration according to the law, Regulation Number 34. There are four functional classifications: Toll roads, Primary roads, Secondary roads and Other roads; or by authority/ administration: National roads (Toll), National roads (Non-Toll), Provincial roads, and Others (District roads and other roads) . The total length of the roads as of 2009 is over 6,700km in DKI Jakarta, and about 13,700km in the Jabodetabek region (see Table 2.3.1). About 50% of the roads are under DKI Jakarta which has only one tenth of area and one third of the population. The density of roads in Jabodetabek region is quite low when compared to other mega cities of the world (see Figure 2.3.1). Central Jakarta (Jakarta Pusat) has the highest road density by area and by population, as it is the major business district in the study area. It should also be noted that West Jakarta (Jakarta Barat) has fairly high road density by area but it has the highest population in the area. In Bodetabek region, such as Kota Tangerang Selatan and Kota Bekasi have least amount of roads when compared to their population.

Table 2.3.1 Road Length by Region Road Length (km) Area Population Region Toll National Province Others Total (km2) (thousand) Jakarta Selatan 21.9 50.2 312.1 1,273.7 1,657.9 141.3 2,062 Jakarta Timur 37.2 31.5 335.4 1,058.0 1,462.1 188.3 2,694 DKI Jakarta Pusat 6.4 13.6 233.7 628.9 882.5 48.1 903 Jakarta Jakarta Barat 12.9 39.1 254.6 1,206.7 1,513.2 129.5 2,282 Jakarta Utara 34.6 29.4 194.5 949.8 1,208.3 146.7 1,646 total 113.0 163.8 1,330.3 5,116.9 6,724.0 653.9 9,587 Kota Bogor *2 34.2 26.8 677.1 738.1 111.7 950 Kabupaten Bogor*1 *2 121.5 130.0 1,506.6 1,758.1 2,663.8 4,772 Kota Depok “2 14.3 19.2 469.8 503.2 199.4 1,739 Kota Tangerang *2 16.2 22.0 1,287.5 1,325.7 164.6 1,799 Bodetabek Kota Tangerang Selatan *2 9.2 45.8 137.8 192.7 150.8 1,290 Kabupaten Tangerang *2 27.9 114.4 990.6 1,133.0 959.6 2,834 Kota Bekasi 23.7 13.6 13.3 312.3 362.9 210.5 2,335 Kabupaten Bekasi *2 29.7 26.1 927.0 982.7 1269.5 2,630 total 23.7 266.5 397.5 6,308.5 6,996.3 5,729.9 18,349 JABODETABEK 136.7 430.3 1,727.8 11,425.5 13,720.2 6,383.9 27,936 Source: Road Length data from Dalam Angka 2009 (*1 2007, *2 N/A), Area and Population data from Census 2010 (Kepulauan Seribu excluded)

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Figure 2.3.1 Comparison of Road Density in Mega Cities Road Length per squar kilometer (km) 30 23.2 20.0 20 15.4 16.6 10.3 10 7.6 8.1 2.1 0

Paris London Bankok New York DKI Jakarta Tokyo 23 ward JABODETABEK Tokyo metropolitan Source: Tokyo Metropolitan White Paper 2000, Economic Outlook in Thailand 1996/97

Figure 2.3.2 Road Density by Area and by Polulation

Road Length per square kilometer Road Length per thousand population (km) (km) 0 2 4 6 8 10 12 0.0 2.1

DKI Jakarta DKI Jakarta10.3 0.70

Kota Bogor 6.6 Kota Bogor 0.77

Kab. Bogor 0.7 Kab. Bogor 0.37

Kota Depok 2.5 Kota Depok 0.29

Kota Tangerang Kota8.1 Tangerang 0.74

Kota Tang-Sel. 1.3 Kota Tang-Sel. 0.15

Kab. Tangerang 1.2 Kab. Tangerang 0.40

Kota Bekasi 1.7 Kota Bekasi 0.15

Kab. Bekasi 0.8 Kab. Bekasi 0.37

Total 2.1 Total 0.49

Source: Road Length data from Dalam Angka 2009 (Kab.Bogor:2007), Area and Population data from Census 2010

The toll road network developments are in progress, the radial toll roads to Merak, Serpong, Bogor and Cikampek as well as two ring roads; Jakarta Intra-Urban Toll Road (JIUT) and a part of Jakarta Outer-Ring Road (JORR), almost 137km are in service. JIUT is the inner ring toll road that runs at a 4 to 7km radius from the center of Jakarta city. JORR is also a ring toll road that runs at a 10 to 13 km radius from central Jakarta around the metropolitan area. The major radial toll roads Jakarta-Merak, Jagorawi and Jakarta-Cikampek are mostly Dual-3 and some sections in the inner city area are Dual-4. JIUT and JORR are generally Dual-3 and in some areas Dual-4 with additional lanes for Trucks/ Buses only.

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Figure 2.3.3 Road Netowork by Road Class

Source: Capacity of roads data from JUTPI Road Network for the traffic simulation

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2.3.2 Road Traffic Conditions 1) Traffic Volumes A traffic volume count survey was carried out in 2008 by JICA to update SITRAMP database. Through comparison with previous surveys in 2000, 2002, 2006 and 2007, the rapid increase of motorcycle traffic is evident at all cordons and screenlines. The volume of cars, however, varies by cordon and screenline. It has increased by 30% - 40% at the southern cordon of DKI Jakarta and east-west screenline, while the increase of traffic on the eastern cordon, the western cordon and north-south screenline have been limited, or even decreased. Since the reason for the decrease of passenger car volumes on the eastern boundaries is not clear, this shall be investigated. Figure 2.3.4 Comparison of Traffic Volume on DKI Jakarta Cordon Line

Cordon Line West Segment 350 336.8 Cordon Line 300 East Segment 250 350 331.3 200 300 121.9 127.4 150 250 166.7 100 100.1 200 142.4 50 150 0 100 88.0 2000 2008 50 0 Cordon Line 2000 2008 South Segment 350 300 250 225.9 Car 200 122.8 Motorcycle 150 86.8 100 50 53.5 0 2000 2008

Source: 2008 traffic volume: JICA (2009). Consultant Service for Updating the Database for SITRAMP 2000 traffic volume: SITRAMP (Phase 1) Note: Car is sum of passenger car excluding taxi

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Figure 2.3.5 Comparison of Traffic Volume on Jabodetabek Screen Line

East - West [Unit: 1,000 Vehicles/16h] 2,006 2,000 Motorcycle Pax. Car Truck 1,500 Bus

1,000 North - South [Unit: 1,000 Vehicles/16h] 911 697 2,000 700 Motorcycle 500 Pax. Car Truck 156 1,500 115 Bus 72 97 0 1,212 2002 2008 1,000

479 500 435 435 76 53 0 51 38 2002 2008

Source: 2008 traffic volume: JICA (2009). Consultant Service for Updating the Database for SITRAMP 2002 traffic volume: SITRAMP (Phase 2)

2) Travel Speed The travel speed during weekday evening peak hour (6-7PM) in 2007 on major arterial roads in the central business district (CBD) is shown at Figure 2.3.6. This data was collected by utilizing taxis equipped with global positioning system (GPS) device which could transmit positional data at every 30 seconds via GPRS (General Packet Radio Service). The figure shows that the travel speeds on arterial roads were relatively lower than the CBD and on roads entering the CBD such as Hayam Wuruk, Gajah Mada, Gunung Sahari, Mangga Dua, Jend. Sudirman, Gatot Subroto, Rasuna Said and Satrio. Also, very low travel speeds were observed around Kota Station, Pasar Senen, Manggarai Station and Hotel Indonesia. The average speed in the CBD area is mostly less than 20 km/h in the morning peak hour while the speed drops below 10 km/h in the morning peak hour.

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Figure 2.3.6 Travel Speed of Weekday Evening Peak Hour (2007)

Sta. Kota

Sta. Gambir

Sta. Gelora Manggarai Legend Bung Karno 19PM(Filter) LegendF19 0 - 10 km 11 - 20 km 21 - 30 km 31 - 40 km 41 - km

0 0.5 1 2 3 4 Travel_Speed07 km ± KODE_UNSUR Source: Japan External Trade Organization (JETRO) (2008). Study on JakartaUnknown Road Pricing in the Republic of Indonesia Unknown

Unkonwn Figure 2.3.7 Morning Peak Time and Travel Speed

(6.1 km/h) (16.1 km/h)

(26.3 km/h)

(9.4 km/h) (19.2 km/h) (24.7 km/h)

Source: ARSDS (1985), SITRAMP Phase 1 Travel Speed Survey (2000), JUTPI Travel Speed Survey (2011)

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2.3.3 Road Network Development 1) Jakarta Outer-Ring Road (JORR) Plan Jakarta Outer-Ring Road (JORR) is a 75.5km toll road network surrounding Jakarta city, and approximately 74% of it is operational. Two sections, of about 19.7km, are under construction one is on the west of Jakarta between (Serpong & Merak Toll Roads) and the other section is in the north-eastern. Completion of these two sections (see Figure 2.3.9) would reduce traffic on Jl Gatot Subroto and improve access to Tanjung Priok Port significantly. The traffic volume is growing and it is expected to grow further as this ringroad completes. Figure 2.3.8 Traffic Volume on JORR 150 119 113 103 106 100 86

50 million million veh./year

0 2006 2007 2008 2009 2010

Source: Jasamarga.com

Table 2.3.2 Status of JORR No. Section Length (Km) Status 1 Sleratan 14.3 Complete 2 E1 4.0 Complete 3 E2 9.1 Complete 4 E3 16.3 Complete 5 W1 9.8 Complete 6 W2N*1 7.7 Under Construction 7 W2S 2.4 Complete 8 Tg Priok Access 12.0 Under Construction Sub-Total 55.9 Complete Sub-Total 19.7 Under Construction Total 75.6 When Complete Source: Regulator Agency of Toll Road (BPJT), *1: PT. Jasa Marga Profile FY2010-11

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Figure 2.3.9 Alignment Map of JORR

N

Under Construction Completion

2) Six Inner Area Toll Road Development Plan As stated in Presidential Decree Number 54 Year 2008, six toll roads are planned in the inner city area corridors, with total length of approximately 73 km, all within DKI Jakarta. The purpose is to improve the deteriorating environment and the alleviate traffic congestion. The following are the six proposed inner area toll road corridors: 1. Kemayoran-Kampung Melayu (9.6 km) 2. Duri Pulo – Tomang – Kp.Melayu (11.4 km) 3. Rawa Buaya – Sunter (22.8 km) 4. Sunter – Pulo Gebang (10.8 km) 5. Pasar Minggu – Casablanca (9.6 km) 6. Ulujami – Tanah Abang (8.3 km) All these toll roads are planned to be elevated structure to minimize land acquisition, total cost is very high and is estimated to be approximately 23 trillion IDR. There is, however, a reasonable possibility that these toll roads would attract additional passenger car trips to the CBD. Therefore careful consideration in terms of traffic demand management is required, such that the access roads in the CBD area do not become even more clogged with traffic. As all toll roads have to be national road by law, DKI Jakarta is focusing to develop non-toll elevated roads as described in the next section. It is anticipated that some of the alignments of these six roads would either overlap or may be parallel to MRT East – West alternatives and could also intersect with the MRT North – South line. However, if the corridors of the MRT and intra-city toll roads overlap, then developing the corridor simultaneously as a double deck or triple deck structure could be an alternative. Progress of these projects has to be taken into account in terms of the impacts of the structures on the environment and as well as on traffic demand management scenarios under consideration. 3) Four Non-Toll Elevated Road Development Plan in DKI Jakarta The non-toll arterial road development during the last 5 years in DKI Jakarta has been limited to: widening of JL.Sudirman and JL.Thamrin for TransJakarta operation, as well as JL.Prof. Dr. Satrio, JL.Casablanca and Bodetabek area have improved its road networks

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such as JL.Benteng Banten along Tangerang Railway line or JL.Marunda Makmur.. DKI Jakarta is not authorized to develop toll roads by law, four non-toll elevated roads are being planned and studied by DKI Jakarta. The alignment of each of the four routes is still not precisely defined; the proposed corridor description as per Bureau of Public Works is outlined below: 1. Kampung Melayu – Tanah Abang, along Jl. Casablanca 2. Pangeran Antasari – Kemayoran Baru 3. Pasar Minggu – Mangga Rai 4. Ciledug – Tendean Particularly, it is planned to start the detail design of the section from Jl. Rasuna Said to Jl. Jend Sudirman of Kampung Melayu - Tanah Abang along Jl. Casablanca from next year. With regard to Ciledug – Tendean section, the land acquisition is considered to be an issue. This road development plan is not described in either SITRAMP or Presidential Decree Number 54 Year 2008. Although the route alignment of Pasar Minggu – Mangga Rai section is not clear, it may partially overlap with other toll road development plan. Therefore, coordination with the toll road plans and other transportation infrastructure development plans is recommended. Considering the limited financial capacity of DKI Jakarta, the capital operation and the maintenance costs of the MRT system would place a enormous burden if all expenses are to be covered by DKI Jakarta. An integrated corridor (road & MRT) development with could be an option to reduce capital cost financial burden. 4) Arterial Road Development Parallel to Jakarta – Merak Toll Road There is an arterial road development plan parallel to Jakarta – Merak toll road within Kabupaten and Kota Tangerang. An outline alignment map is in Presidential Decree Number 54 Year 2008. There is a wide space along Jakarta – Merak toll road and this land can be utilized for this road development. The exact route alignment as well as progress of this plan shall be inquired for Kabupaten and Kota Tangerang. 5) Becakayu Toll Road Development Plan It was planned to develop a toll road from Bekasi via Cawang to Kampung Melayu, and construction was started along Jl.Kalimalang with the objective to alleviate traffic congestion along Jakarta – Bekasi corridors. The project was, however, suspended due to the Asian financial crisis in 1997. Although the legal and the technical aspects have to be reviewed again, acquired land and structure design could be utilized for other projects in the corridors. 6) Arterial Road Development Plan In addition, there are a number of other arterial road development plans. Specifically, Jl. Kalimalang to be widened from 4 to 6 lanes, with parallel one-way street system, whereas the arterial road will operate two directions. The outline alignment of all the road development plans discussed above are summarized below in Figure 2.3.10.

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Figure 2.3.10 On-Going and Planned Road Development Projects

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2.3.4 Bus Terminal Facilities 1) Busway Station There are about 200 stations in Jakarta along the 11 corridors of TransJakarta Busway. The bus stations have elevated platform and are basically on the streets; either in the center of the street or along the sidewalk. The typical size of the bus station is approximately 20m long by 4.5m wide. The transfer stations and major terminal stations are relatively more space than other stations. In case of island platform type stations passengers have to go up and down the pedestrian walkways to access the buses, so that buses can use the fast lane along the road like in Jl Sudirman. Figure 2.3.11 Bus Station (left: Balai Kota, right: Atrium)

Figure 2.3.12 Bus Station (Dukhu Atas and Transfer pathway)

2) Bus Terminal For the 11 corridors of TransJakarta Busway and other bus services there are more than thirty bus terminals scattered around DKI Jakarta area. The bus terminals can be classified into four types; Inter-province, Inter-city, intra-city and On-street terminal. The Inter-city bus terminals in the central area, such as Block M, Senen, Kota, occupy more than a 3,000m2 area besides the access / egress streets. Block M is one of the largest inter-city bus terminals, which has approximately 10,000m2 area. But there is only one lane available for TransJakarta Busway buses out of the total six lanes. It is often the case that the buses have to wait for the Busway Platform until the passengers had disembarked and boarded the bus in front.

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Figure 2.3.13 Bus Terminal - Block M

Figure 2.3.14 Bus Terminal - Senen

Figure 2.3.15 Bus Terminal - Kota

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Figure 2.3.16 Bus Terminals in DKI Jakarta

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2.4 Railway Network and Services 2.4.1 Existing Railway Network and Services 1) Existing Railway Network In JABODETABEK most of the railway network is electrified and provides services in the DKI Jakarta and surrounding areas. It consists of 8 lines (Central, Bogor, Bekasi, East, West, Serpong, Tangerang, Tanjung Priok) as detailed in Table 2.4.1 and shown in Figure 2.4.1. Most of the railway lines in JABODETABEK area are double-track. The remaining single-track sections are also planned to be double-track. In addition, some sections remain to be electrified. Among these, electrification of the Parungpanjan – Maja section on the Serpong Line is expected to be completed early year. Following other railway projects are the ongoing: 1. Depok Workshop Construction 2. Double-Double Tracking of Jatinegara – Bekasi 3. Double Tracking of Serpong – Rankasbitung 4. Double Tracking of Duri – Tangerang 5. Electrification of Bekasi – Cikarang 6. Electrification of Maja – Parungpanjan Commuter trains operating electric cars are classified into two types; Economy which is non-air conditioning train and Commuter Line which is air conditioning train. Each train stops at every station.

Table 2.4.1 Outline of Existing Railway Network in Jabodetabek Line Route Length (km) Track 1. Central Jakarta - Mangga rai 9.8 Double 2. Bogor Mangga Rai - Bogor 44.9 Double 3. Bekasi Jatinegara - Bekasi 14.8 Double 4. Eastern Jakarta Kota - Jatinegara 12.6 Double 5. Western Kp. Bandan - Jatinegara 17.7 Double Double (Tanahabang - Serpong) 6. Serpong Tanahabang - Prg. Panjang 34.5 Single (Serpong - Parungpanjang) 7. Tangerang Duli - Tangerang 19.3 Single Double (Jakarta Kota-Ancol) Jakarta Kota - Tanjung Priok 8.1 8. Tanjung Priok Double-Double (Ancol - Tanjung Priok) Ancol - Kemayoran 4.1 Double Total 8 Lines Serving Jabodetabek 165.8 Source: Preparatory Survey for JABODETABEK Railways Capacity Enhancement Project Interim Report December 2010

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Figure 2.4.1 Existing Railway Network and Plan

Source: Preparatory Survey for JABODETABEK Railways Capacity Enhancement Project Interim Report December 2010

2) Existing Operators and Rolling Stock PT-KA Commuter JABODETABEK (PT-KCJ) became independent from PT-KA in 2007. As of now, however, the major business of PT-KCJ remains to be the sale of tickets for the commuter trains. PT-KA still performs the core functions of railway operation, including train operation, traffic control, signaling and dispatching in stations services, and maintenance of facilities and rolling stock. 3) Fare System The economy fare is set extremely low at Rp. 1,000-2,500 per trip. The fare system of the economy train is zonal, where Jabodetabek is divided into six zones, as shown in Figure

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2.4.2. The commuter line fare is fixed each line (Rp. 6,000-7,000 per trip).

Figure 2.4.2 Fare System

Source: PT Kereta Api

2.4.2 Railway Projects and Plans 1) Improvement of Existing Railway Preparatory Survey for JABODETABEK Railways Capacity Enhancement Project to formulate a transportation master plan for the next twenty years based on estimated travel demand. The master development plan is divided into three phases. The components of each phase are outlined next: short term (Table 2.4.2), medium term (Table 2.4.3), and long term (Table 2.4.4) and provide a synopsis of works to be completed.

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Table 2.4.2 PT Kereta Api Short Term Development Plan Short Term Plan – Project Description ・Long/Middle Distance Trains Terminated at Manggrai St. ・Depok Workshop Construction ・Improvement of Track Layout at Kota St. Central & Bogor Lines ・Manggarai St. Grade Separation ・Procurement of New Cars/ rolling stock to overcome shortage of trains ・Installation of Siding at University Pancasila St. ・ATS Installation ・Through Operation to East/ West Line ・Double-Double Tracking of Jatinegara – Bekasi section Bekasi Line ・Depot and Stabling Yard Construction at Cikarang ・ATS Installation ・Electrification of Bekasi - Cikarang ・Through Operation to Bekasi Line East/ West Lines ・Kampungbandan - Kota Out of Operation ・Turn Back Operation at Tanahabang St. ・Double Tracking of Serpong – Rankasbitung section Serpong Line ・Depot and Stabling Yard Construction at Maja ・Electrification of Maja – Rankasbitung section ・Replacement of Conventional Trains with Electric Cars ・Turn Back Operation at Duri St. Tangerang Line ・Double Tracking of Duri – Tangerang ・Connecting Kota St. to East/ West Lines Tanjung Priok Line ・Passenger Train Operation : 4-10 trains/day (at the same level as existing) ・Line Restoration

Table 2.4.3 PT Kereta Api Medium Term Development Plan Medium Term Plan – Project Description ・Facilities Improvement for 10 Car Train Operation Central & Bogor Lines (Depot, Track, Platform, Power Supply, Signaling, etc.) ・Modernization of Depot and Stabling Yard ・Bekasi – Serpong Through Operation via West Line Bekasi Line ・Double-Double Tracking of Bekasi – Cikarang East/ West Lines ・Turn Back Operation at Manggarai St. (Jatinegara – ・Depot and Stabling Yard Construction on Tangerang Line or elsewhere kanpungbandan – Tanahabang – Manggarai) ・Bekasi – Serpong Through Operation via West Line ・Improvement of Block Train System of Serpong Line West/ Serpong Lines ・Depot and Stabling Yard Construction on Tangerang Line or elsewhere ・Short Cut Construction from Sudirman to Palmerah ・ATS Installation ・Turn Back Operation at Duri St. Tangerang Line ・Depot and Stabling Yard Construction on Tangerang Line or elsewhere ・Connecting Kota St. to East/ West Lines Tanjung Priok Line ・Depot and Stabling Yard Construction at Jakarta Kota

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Table 2.4.4 PT Kereta Api Long Term Development Plan Long Term Plan – Project Description ・Facilities Improvement for 4 Minute Headway Operation Central/ Bogor Lines (Depot, Power Supply, Signaling, etc.) ・Through Operation to Serpong line via West Line Bekasi Line ・Enhancement of Depot and Stabling Yard ・Semi Circular Operation Ease/ West Lines ・Double-Double Tracking Sudirman – Manggarai (Jatinegara – ・ATS Installation Kanpungbandan – ・Track Separation from Bekasi/Serpong Line Jatinegara) ・Short Cut Line Construction between Pondokjati and Manggarai ・Through Operation Serpong to Bekasi via West Line (Medium to Long term) West Serpong Line ・Track Separation from East/ West Line Semi Circular Operation ・Turn Back Operation at Duri St. (Medium to Long term) Tangerang Line ・ATS Installation ・Connecting Kota St. to East/ West Lines (Medium to Long term) Tanjung Priok Line ・ATS Installation

2) MRT (North – South & West – East Lines) Several Mass Rapid Transit (MRT) corridors were planned in the SITRAMP urban transportation master plan. The first priority corridor proposed in the master plan is Lebak Bulus – Dukuh Atas – Kota corridor; namely, the Jakarta MRT North – South Line. At present preliminary design has been prepared for the section between Lebak Bulus and Dukuh Atas. For the MRT east - west line of JABODETABEK, 5 alternative alignments were proposed by JICA Project team “Preparatory Survey for Jakarta MRT System North-South Line Extension Project”. The alignments are 1A, 1B and 2 connect, these run between Balaraja and Cikarang stations along different corridors. The option 3 connects Roxy station with Pondok Kopi station, Whereas option 4 connects Balaraja station with Setu station. As a result of comprehensive evaluation based on demand forecast, capital costs, and land acquisition, the middle section of route 1B is considered as the high priority section for implementation. The proposed MRT alignment options are shown in Figure 2.4.3. 3) Monorail There were two monorail projects in Jakarta, namely the Green Line and Blue Line. Green Line is a loop line connecting Semmangi – Casablanca – Kuningan – Sudirman - Karet - Semmangi. Its total length is 14.8km and is designed to have 17 stations. Blue Line would serve Kampung Melayu – Casablanca – Karet – Tanahabang – Roxy – Mall Taman Anggrek, will be 12.2km long and have 13 stations. The system will have two interchange stations between the Green & Blue lines at Casablanca and Karat. The Blue Line project was canceled due to unknown reasons and the Green Line construction has been suspended due to lack of financial resources. 4) Other Rail Based Mass Transit Projects The (PTM) Master Plan 2009, JABODETABEK proposed rail based projects for connecting CBD to Soekarno-Hatta International Airport. A Circular Light Rail line running between Pulogebang - Kp. Melayu – Casablanca – Tomang - Sentra Primer Barat; and upgrading some of the Busway corridor to railway based corridor. However, these projects

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are conceptual and require further planning.

Figure 2.4.3 MRT Alignments

Source: The Preparatory Survey for Jakarta MRT System North-South Line Extension Project Final Report, December 2009

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