Improving Bus Services in Jakarta: Issues and Priorities Richard Iles

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Focus of TransJakarta Improvement Program Sub-Activity B

• Assistance to Dishub in improving bus services in Jakarta, excluding BRT services operated by TransJakarta– this is the focus of Sub-Activity A

• Sub-Activity B complements Sub-Activity A and focuses mainly on:– large buses (but not BRT)– medium-sized buses– angkots or mikrolets

• But there are some areas of commonality including– ticketing– information– integration and complementarity with BRT and other modes (MRT,

taxis, bajajs, ojeks)• This workshop is concerned mainly with non-BRT buses, but

some topics will cover the broader public transport spectrum

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The Scale of the Problem

• In 2002 there were 37 million person trips per day in Greater Jakarta : 40% of all trips were on foot or by non-motorised means and of the 60% of motorised trips:

50% were by bus, minibus, etc 25% were by car, taxi, etc 25% were by motor-cycle

By 2011/12 it was evident that: Total number of trips had increased substantially Number of car & m/cycle trips had increased dramatically –

especially motor-cycles Number of bus trips had remained constant

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Growth in Registered Vehicles in Jakarta 1975-2008

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Mode Change – 2002-2010• Significant growth in motor-cycle use• Corresponding decline in % bus usage• The figures for GREATER Jakarta are:

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Growth in Passenger Movement(Greater Jakarta - 2002-2012)

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Key statistics

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Total Person Trips within DKI Jakarta

Within DKI Cross Border

Total

Public Transport

4,823,00026%

1,724,00024%

6,547,00025%

Motor Cycle 9,613,00051%

3,490,00049%

13,103,00051%

Car 4,338,00023%

1,861,00026%

6,199,00024%

Total 18,775,000 7,075,000 25,850,000

• in 2012, there were almost 26 million person trips per day with DKI Jakarta area (including cross-border)• Approximately half were by motorcycle, with a further 25%

each by PT and car

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Public Transport – Passenger Numbers

• There were around 4.8 million daily public transport trips in DKI Jakarta in 2012• Of these, the BRT system carried 350,000 passengers – or

around 7% of the total• The remaining 4.4 million trips used the other PT services

– including large buses, medium buses, angkots, mikrolets, taxis, bajas & ojeks

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Deficiencies of the Existing non-BRT Bus System• Poor travelling conditions• Inconvenient services• Poor safety standards• Contribution to congestion and pollution– real or perceived

• Lack of information• Difficult to regulate• Unsustainable without substantial changes

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Public Transport as an Alternative to Private Transport

• A stated Government objective• PT must be attractive to car users and motorcyclists– simply providing a service will not ensure that it will be used

•Must be easy to understand•Must be convenient– easily accessible– seamless transfers

•Must be reliable•Must be quick– total journey times comparable with car/motorcycle

• Comfort standard must be acceptable• Restriction of private transport use– most car users will be reluctant to use PT, however good the

service

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Key Issues and Priorities

• Need for a coherent policy for public transport• Reform of bus industry • Rationalisation of bus fleet • Rationalisation of route network• Coordination/integration of services and modes• Infrastructure development• Fares– levels – structure

• Ticketing• Information• Enforcement

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Dishub’s Role

• Planning an adequate public transport system• Securing delivery of all planned services • Ensuring compliance with standards• IndII can help