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Sustainable Urban Transport Development in Indonesia

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Sustainable Urban Transport Development in Indonesia Transport and Climate Change Week: SUSTAINABLE URBAN TRANSPORT DEVELOPMENT IN INDONESIA Ikhwan Hakim Director of Transportation Ministry of National Development Planning Indonesia Presented at Transport and Climate Change Week Berlin, 18-20 September 2017 Sustainability Issues in Urban Development (1/2) REPUBLIK INDONESIA High UrbanisaFon Rate 76% Environmental Impacts 100% 59% 64% 68% 72% 41% 36% • 50% 32% 28% 24% The transport sector accounts for 27% of CO2 emissions. In developing countries, CO2 0% emissions from transportaon will increase 2015 2020 2025 2030 2035 by two 7mes in the period 1980 - 2030. Urban Populaon Rural Populaon • In DKI Jakarta (2008-2013) indicators of In 2015: Indonesia (2.69%), India (2.38%), China (2.3%) urban air quality such as PM10 increased by 20%, CO increased 70%, and NO2 increased Rapid MotorizaFon by 350%. 100,000,000 92,976,240 50,000,000 12,599,138 - Massive Urban Land Conversion 1954 1964 1974 1984 1994 2004 2014 • Rapid changes of low density areas into Private Car Bus Truck Motorcycle high densi7es. Agricultural land and green areas turned into residen7al areas. High Traffic Fatality • In Jakarta Metropolitan Area, within • Traffic fatality in 2016 1985-2002, the residen7al land use was almost 26.000. increased from 11% to 22% (2 7mes) and • In 2016, 72% of traffic industrial land use increased from 4.75% accidents involve to 7.5%. While, agricultural land use motorcycles. decreased from 45% to 24%. Sustainability Issues in Urban Development (2/2) REPUBLIK INDONESIA Deterioraon of Urban Public Transport (current share is around 20%) URBAN GRIDLOCK V/C Rao 2020: > 1.2 DKI Jakarta (2010) 2% 19% 62% 23% Hong Kong (2011) 25% 63% 11% Tokyo (2009) 48% 3% 12% 37% Singapore (2011) (2011) 19% 29% 29% 23% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Rail Non-Rail Public Transport Private Transport Others Severe Traffic Congeson • Economic losses due to traffic conges7on in Jakarta reach USD 3 billion in 2016. (Source: World Bank) • In 2020, most network in Jakarta Metropolitan will reach V/C Rao > 1.2 • The current rao of roads in Jakarta is 6% and decreasing which is not propor7onal to the number of private vehicles. Lack of Modern Mass Public Transport System • Urban public transport system has relied on tradi7onal mini, medium, and large buses (with ren7ng system and poor management and operaon) • BRT was introduced in 2004 in Jakarta and some major ci7es (not full BRT). • Among 11 large ci7es, 15 medium ci7es and 52 small ci7es in Indonesia, only 5 ci7es have urban railway system (developed in colonial era). Jakarta MRT and Palembang LRT are s7ll under construc7on. UNRELIABLE PUBLIC TRANSPORT REPUBLIK Towards Modernized Mass Transport System INDONESIA Exisng Current Efforts Modernized Transport • • MRT Jakarta Phase I (operaon in 2019): • Individual ownership Railway Commuter Line (Jakarta Metropolitan) Ø Currently up to 1 million passenger / day. Ø 15.7 km, with 13 staons (6 staons serving the • License system Ø Issue: network developed in colonial era, only 1 CBD). • Rent system staon serves CBD. Ø Project investment: 1.1 billion USD • Poor management: • BRT Jakarta (2004) and some major ci7es Ø Funding scheme of MRT Jakarta: 49% central individually managed. Ø BRT Jakarta heavily subsidized, not all lane are government, 51% local government (no private • Poor service: no 7metable, segregated, no newly developed lane (except sector funding). low capacity, no fixed rate, corridor 13), currently 400 thousand • Palembang LRT (operaon in 2018): no segregated lane and no passenger / day. Ø Project investment: 750 million USD designated stop. Ø Other ci7es are mostly semi-BRT, not Ø 100% central government funding • Low ridership due to poor segregated. • Proposals from other ci7es for 100% support from service -> unreliable public Ø Central government provide bus fleet to some central government to develop LRT: Medan, Batam, transport mode. ci7es to support BRT system. Surabaya, Makassar, Bandung. • • Compete among others. Ø Many ci7es are not ready in terms of ins7tu7on No established framework for central government to and financial scheme to support BRT. support urban mass transport system development (currently unequal treatment. Strategy: Institution Financing and Support Framework REPUBLIK INDONESIA BEST PRACTICE (EXAMPLE MEXICO) NATIONAL PROGRAM FOR URBAN TRANSPORT DEVELOPMENT 1 1 Beneficiary Criteria • Economic (gDP contribu7on, fiscal capacity); • Regional regulaon (Transport and Spaal Plan); • City Size (populaon, density, geography); • Share of exis7ng public and private transportaon. 2 1 SelecFon of Mode of TransportaFon • Technology and Type of Transport Mode • Integrated planning with Exis7ng Transportaon and Transit Oriented Development Facility (TOD). • Pool of Fund (source: donor, grant, and loan); 3 1 • Criteria: City form, technology mode, planning; Funding and InsFtuFonal Framework • Central government support not include operaons; • Minimum funding share from local government and • Maximum fund sharing from central government, minimum sharing private sector; from municipal government and private sector. • Regional transportaon ins7tu7onal framework. Source: World Bank, 2017 5 THANK YOU [email protected] .
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