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Gerakan Protes Sosial Krlmania Dalam Menyikapi Kualitas Pelayanan Pt

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Gerakan Protes Sosial Krlmania Dalam Menyikapi Kualitas Pelayanan Pt GERAKAN PROTES SOSIAL KRLMANIA DALAM MENYIKAPI KUALITAS PELAYANAN PT. KAI DI JABODETABEK TAHUN 2011- 2013 Gusti Raganata dan Gumilar Rusliwa Somantri Ilmu Politik, Fakultas Ilmu Sosial dan Ilmu Politik, Universitas Indonesia, Kampus UI Depok, 16424, Indonesia E-mail: [email protected] Abstrak Skripsi ini merupakan penelitian yang ditujukan untuk menggambarkan gerakan protes sebuah komunitas atas suatu kebijakan korporasi. Studi kasus yang diambil adalah protes krlmania atas kebijakan yang diterapkan oleh PT. KAI seperti kenaikan tarif KRL Jabodetabek dan penerapan Standar Pelayanan Minimum (SPM).Permasalahan dalam skripsi ini adalah bagamana bentuk pola protes dan dinamika gerakan yang dibangun serta dampaknya terhadap kebijakan PT. KAI mengenai KRL Jabodetabek setelah protes tersebut. Penelitian bersifat deskriptif dengan penggunaan metode kualitatif. Teori urban social movement (Manuel Castells), privatisasi dibidang transportasi, serta pelayanan publik akan menjadi kerangka yang digunakan untuk menganalisis pola gerakan dan respon yang diambil oleh PT. KAI. Penelitian ini menunjukan bahwa protes krlmania berdampak pada respon PT. KAI dan pemerintah dengan menunda kenaikan tarif serta mengeluarkan perarturan terkait untuk penerapan SPM. Terdapat pula faktor privatisasi dari pemerintah dalam pelaksanaan kebijakanya serta tata kelola perkeretapian yang buruk sehingga menyebabkan munculnya protes tersebut. Kata Kunci: urban social movement; krlmania; PT. KAI; pelayanan publik; privatisasi Krlmania Social Protest Movement Responding PT. KAI Quality Service in Jabodetabek Area in the Year of 2011-2013 Abstract This thesis describes community protest movement on a corporate policy.The study case in this thessis is krlmania protest onPT. KAI policy such as KRL Jabodetabek tariff increase and implementation of Minimum Service Standard.This thesis examine how protest pattern and the effect of protest to PT. KAI policy in KRL Jabodetabek. This research is a descriptive research using qualitative methods. Theory of urban social movement(Manuel Castells), privatization in transportation and public service becomes the framework to analyze the process. This thesis identifies that there are krlmania have effected to PT. KAI and government responds to suspend tariff increase and make new regulation for implementation of minimum service standard. There is also another protest factor like privatization from government and poor railway governance. Keywords: urban social movement; krlmania; PT. KAI; public service; privatization Pendahuluan Pekerja di Jakarta memilih untuk bermukim di wilayah penyangga yaitu di Bogor, Tangerang, Depok, Bekasi. Di kawasan ini alih fungsi lahan pertanian menjadi pemukiman Gerakan Protes Sosial Krlmania dalam ..., Gusti Raganata, FISIP UI, 2014 dan alih fungsi dilakukan dengan skala masif.1 Fenomena ini melahirkan apa yang dikenal dengan masyarakat komuter yaitu masyarakat yang bekerja di Jakarta tetapi bertempat tinggal dikawasan pinggirannya. Pada tahun 2012, dalam studi dari Masyarakat Transportasi Indonesia (MTI) menunjukan 9,6 juta jiwa komuter menuju Jakarta setiap harinya. Menurut studi ini, jumlah presentase warga kota yang menggunakan transportasi publik hanya 13%.2 Artinya, warga kota yang menggunakan kendaraan pribadi untuk fungsi menuju tempat bekerja sangat signifikan. Hal ini, menyebabkan transportasi Jakarta lumpuh. Pemerintah harus mempunyai solusi bersama berupa transportasi massal, salah satunya yaitu KRL. KRL dikenal sebagai angkutan umum massal yang termasuk murah dan cukup cepat ini dapat dilihat di Tabel 1.2.3 Dari tabel 1.2 di atas terlihat Transjakarta merupakan angkutan umum yang cukup nyaman (AC), relatif cepat dan relatif murah, namun kapasitasnya belum dapat mengakomodasi kebutuhan pergerakan yang ada, sehingga pelayanan angkutan ini semakin lama terasa semakin menurun. Tetapi berkaca dari 1.2 KRL merupakan solusi atas transportasi massal yang murah dan cepat. Tabel 1.2 Tarif dan Waktu Tempuh Rata-Rata Perjalanan Angkutan Umum Rata-Rata Tarif Rata-Rata Waktu Perjalanan Perjalanan Moda Angkutan Umum Perjalan Perjalan Semua Semua Tujuan Komuter Komuter Tujuan Trans Jakarta 566669,3 40,0 46,5 6127,9 Bus Besar (AC/Patas AC) 9412,4 55,4 51,4 2888,9 Bus Besar (Patas) 5569,4 35,1 76,6 5077,6 Data tidak Data tidak Bus Besar (Biasa) 6977,2 50,2 Tersedia Tersedia Bus Sedang (metromini,dll) 35,39,8 29,9 45,9 3548,0 Bus Kecil (angkot, dll) 2630,5 25,3 34,3 2930,8 Kereta Api (ekspress) 8836,2 40,3 53,0 14609,4 Kereta Api (Ekonomi AC) 10055,3 49,2 81,0 8305,1 Data tidak Data tidak Kereta Api (Ekonomi) 5523,0 51,5 Tersedia Tersedia 1 Jeff Turner, “Urban Mass Transit and Social Sustainability in Jakarta, Indonesia”, diakses dari: <http://www.unhabitat.org/grhs/2013>, hlm.4. 2“Stepping Stones Transportation System”, diakses dari: <http://www.thejakartapost.com/news/2014/01/02/stepping-stones-transportation-system.html> pada 10 Januari 2014. 3Najid, “Potensi Angkutan Jalan Rel Sebagai Angkutan Umum Kota Jakarta”, Indonesia Railway Institute review, Juni 2013, hlm.6 Gerakan Protes Sosial Krlmania dalam ..., Gusti Raganata, FISIP UI, 2014 Sumber: Najid, “Potensi Angkutan Jalan Rel Sebagai Angkutan Umum Kota Jakarta”, I ndonesia Railway Institute Review, Juni 2013 Guna menunjang perkembangan pembangunan KRL Jabodetabek dan perkeretaapian Indonesia, Pemerintah mengeluarkan UU No.23 Tahun 2007. Pada pasal 27 dan 31 Undang- Undang No.23 Tahun 2007, tertulis bahwa pihak swasta dapat mendanai proyek kereta api.4 Dengan adanya pihak swasta maka muncul indikasi terjadinya privatisasi barang publik. Akan tetapi indikasi swastanisasi/privatisasi sebetulnya sudah terihat dari sebelum keluarnya undang-undang tersebut seperti, perubahan bentuk tata kelola PT. KAI sebagai operator dan regulator KRL dari perumka menjadi perseroan, Pemisahan subsidi tiket, asset milik negara, dan pembiayaan infrastruktur (PSO, IMO, TAC) dari Kementerian Keuangan ke Kementerian Perhubungan, pengadaan kebijakan kereta ekonomi AC pada 2010, kenaikan tarif KRL Jabodetabek pada 2011 dan 2012, sampai penerapan satu kelas kereta pada 2013.5 Tata kelola PT. KAI kemudian dirombak untuk mendukung keberhasilan proyek-proyek dalam revitalisasi perkeretaapian Indonesia serta meningkatkan efektifitas layanan dan pengelolaan aset lebih baik, untuk itu dibentuklah PT. KAI Commuter Jakarta (PT. KCJ), sebagai Badan Usaha Prasarana Perkeretaapian (BUPP).6 PT. KAI dan PTKCJ memiliki pembagian tugas dan wewenang. Antara lain, PT. KCJ memiliki kewenangan dalam pelayanan di stasiun dan pelayanan informasi tentang KA Commuter serta aset yang dimiliki KCJ hanya stasiun- stasiun yang murni dilewati KRL Commuter, serta beberapa set KRL AC. Sementara itu, PT. KAI masih mengoperasikan sarana, merawat sarana dan memiliki dipo serta sebagian besar rangkaian KRL. Sehingga terdapat tiga pihak yang berbeda dalam sistem pengelolaan KRL Jabodetabek, dimana stasiun dan pusat informasi dimiliki PT. KCJ, PT. KAI memiliki dan mengoperasikan sarana, pegawai, pengaturan operasional c.q. DAOP 1, dan dipo, sementara rel dan jembatan dimiliki pemerintah. Ketidakjelasan kebijakan perkeretapian menyebabkan dampak dalam pelayanan KRL Jabodetabek. Penuh sesaknya gerbong kereta dan sering terlambatnya jadwal KRL merupakan dampak ketidakjelasan kebijakan tersebut. Akibatnya, para pengguna kereta merasa membutuhkan sebuah wadah untuk berkumpul yang kemudian membentuk sebuah komunitas yang dikenal dengan nama Krlmania.7 4 Undang Undang RI No.23 tahun 2007 tentang Perkeretapian Nasional 5Santoswana, “Analisis Perjanjian Kerjasama Operasi Sarana Perkeretaapian di Wilayah Jabotabek” (Depok:Skripsi Program Studi S1 Ilmu Hukum UI, 2010), hlm.26. 6 Suyono Dikun, “The Indonesia Railway: What Lies Ahead and How to Get There”, Indonesia Railway Institute review, Juni 2013, hlm.26-28. 7 Sri Indriyastutik, “KRL Mania: The Internet Based Consumer Movement of the Electric Railway Train Users in Indonesia”, diakses dari: <www.pria.org/Docs/KRL-Mania_Indonesia.pdf> pada 12 Januari 2013. Gerakan Protes Sosial Krlmania dalam ..., Gusti Raganata, FISIP UI, 2014 Krlmania sebagai komunitas pengguna KRL Jabodetabek terbesar melakukan protes dan selalu kritis dalam setiap kebijakan yang diterapkan oleh PT. KAI. Salah satu contoh yang mereka kritisi adalah kenaikan tarif di 2011. Mereka melakukan protes dikarenakan selama ini pelayanan dianggap tidak sesuai dengan tarif baru yang akan diterapkan. Namun, PT. KCJ tetap memaksa untuk menaikan tarif dengan alasan untuk menutup kerugian sekaligus meningkatkan pelayanan. Peningkatan pelayanan yang mereka maksudkan antara lain adalah peningkatan layanan di stasiun, seperti peremajaan stasiun, peron, jumlah petugas keamanan, petugas operasional hingga pembelian kereta dari Jepang . Krlmania sebagai komunitas pengguna kereta api mengkoordinir protes untuk menolak kenaikan tarif ini. Salah satunya menyebarkan petisi online untuk menolak kenaikan tarif serta audiensi dengan PT. KAI berupa tuntutan kepada PT. KCJ untuk menerapkan Standar Pelayanan Minimum (SPM).8 Pelayanan KRL Jabodetabek selama periode 2011-2013 dianggap belum memuaskan oleh sebagian besar pengguna KRL Jabodetabek. Akan tetapi, kewajiban atas implementasi peraturan hukum yang baru, membuat PT. KAI melakukan kebijakan untuk menaikkan tiket dengan dalih meningkatkan layanan. Padahal, selama ini tidak ada penerapan SPM atas pelayanan KRL Jabodetabek. Akibatnya, kebijakan tersebut mendapat perlawanan dari Krlmania. Periode 2011-2013 merupakan periode perlawanan Krlmania untuk menentang kenaikan
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