Untangling overlapping transportation routes in Jakarta
This article has been translated by PwC Indonesia as part of our Indonesia Infrastructure News Service. PwC Indonesia has not checked the accuracy of, and accepts no responsibility for the content.
Investor Daily - Mengurai tumpang tindih rute transportasi Jakarta
23 December 2024
By Heru Febrianto
Jakarta, ID – The plan to eliminate TransJakarta routes that directly overlap with Jakarta Mass Rapid Transit (MRT) routes is considered inappropriate. The two modes of transportation differ in terms of customers, tariffs, and travel patterns.
Jakarta Legislative Council (DPRD) Member Sutikno has raised concerns about overlapping public transportation services in Jakarta, arguing that they do not effectively address the city's congestion issues. “For example, TransJakarta has routes that overlap with those of the MRT and LRT. This leads to redundancy,” Sutikno stated, as reported by Antara in Jakarta on Sunday (22/12/2024).
He also mentioned a study conducted by the Jakarta Provincial Government, which found that some transportation routes are less beneficial due to their overlap with others.
Sutikno pointed out that for the TransJakarta route from Lebak Bulus to Bundaran HI, there is already Jakarta MRT, which is a rail-based mode of transportation.
Sutikno continued by noting that the route tends to be congested. Meanwhile, nearly every potential Jakarta governor aims to address congestion. "Transportation requires significant funding and subsidies, yet several routes are less than effective," he emphasised.
Regarding this matter, Jakarta Transportation Agency Head Syafrin Liputo stated that TransJakarta routes overlapping with Jakarta MRT will be eliminated or stopped once the network is complete. “Corridor 1, from Blok M to Kota, will be stopped,” Syafrin said.
According to him, the elimination of the service will be implemented once the Jakarta MRT route from Lebak Bulus to Kota Station is completed, ensuring that the modes of transportation do not overlap.
He explained that, in addition to Corridor 1, Corridor 2 of TransJakarta, which runs from Pulogadung to Harmoni, will also be removed once the Jakarta MRT network is fully developed. “These routes will be diverted to other services. The same applies to other services that overlap with rail-based transportation,” he explained.
Syafrin further explained that the primary role of TransJakarta's service is to act as a feeder for rail-based modes of transportation, which serve as the backbone of mass transit. “TransJakarta essentially functions as a feeder for rail-based transportation,” he added.
He explained that the elimination of Corridor 1 of TransJakarta, which serves the Blok M-Kota route, will occur after the construction of MRT Phase 2A is completed.
He stated that this is the policy of Jakarta Provincial Government regarding mass transportation development, aiming to make rail-based transportation the backbone of the system.
“So, the service pattern is designed to act as a feeder,” he stated.
Syafrin added that the elimination plan is still some time off, as Jakarta MRT's Lebak Bulus-Kota route is expected to become operational by 2029.
Impacting the number of passengers
Djoko Setijowarno, an academician from the Civil Engineering Study Programme at Unika Soegijapranata, believes that Jakarta Provincial Government's decision to eliminate TransJakarta service routes overlapping with Jakarta MRT routes could lead to a decrease in public transportation users and an increase in the use of private vehicles, particularly motorcycles.
“The contribution of Corridor 1 in facilitating the mobility of Greater Jakarta citizens is significant, with around 66,000 people using it on weekdays. If 50% of them return to riding motorcycles because they cannot afford the MRT, it will exacerbate Jakarta's congestion,” Djoko told Investor Daily.
Djoko remarked that Jakarta Transportation Agency Head Syafrin Liputo may not fully understand the situation on the ground, including the conditions faced by Jakarta MRT and TransJakarta customers. The characteristics of MRT customers differ from those of TransJakarta customers in terms of socioeconomic aspects, tariffs, and travel patterns. Therefore, the MRT cannot replace TransJakarta, even if they share the same route.
Regarding the socioeconomic aspect, Djoko noted that Jakarta MRT customers generally belong to a higher socioeconomic class compared to TransJakarta customers. This can be observed from their more established physical appearance, branded clothing, perfumes, and bags. It is uncommon to see MRT customers carrying plastic bags or cardboard boxes, which are often used by TransJakarta passengers.
“If they are forced to switch to the MRT due to the elimination of TransJakarta’s Corridor 1 service, they are more likely to opt for motorcycles instead. This is an absurdity that cannot be justified,” he asserted.
He also explained that the Jakarta MRT's tariff is significantly higher than that of TransJakarta, as it is based on travel distance. Currently, the full Lebak Bulus-Bundaran HI route costs Rp14,000, which is considerably more than the flat TransJakarta fare of Rp3,500. Even if, by 2027, when all Jakarta MRT corridors are fully operational and the TransJakarta fare increases to Rp5,000, TransJakarta will remain more affordable for everyone.
“This is still far cheaper than the potential MRT fare from Lebak Bulus to Kota, which might reach Rp30,000. At that cost, it is clearly not affordable for TransJakarta users. The fare is more suited to those who currently use private cars,” he claimed.
Switch to motorcycles
Furthermore, Djoko suggested that, instead of removing existing TransJakarta routes, Jakarta Transportation Agency should seek solutions to encourage private car users to switch to public transportation, particularly the MRT.
For instance, policies that have been in place for over 15 years should be revamped and studied for further implementation. Examples include increasing parking tariffs in the city, prohibiting parking on the roadside, and raising fuel prices for private vehicles.
“Removing Corridor 1 is not a smart policy, as it contradicts the purpose of MRT development, which is to encourage private vehicle users to switch to public transport, not to displace other public transportation users,” Djoko stated.
He added that the travel patterns of TransJakarta users differ from those of Jakarta MRT users. According to him, the users of TransJakarta's Corridor 1 have changed since it first began operating the Blok M-Kota route 21 years ago.
At that time, most customers from Blok M boarded at Ratu Plaza Shelter (Senayan Roundabout) and travelled to Monas, with many disembarking between Dukuh Atas Shelter and Harmoni. Similarly, during peak hours in the evening, most customers travelled from Harmoni Shelter to Senayan Roundabout, getting off at Blok M.
“With such a short travel pattern, I think it will be difficult to convince them to switch to the more costly MRT. Eliminating TransJakarta’s Corridor 1 service will likely only lead to an increase in motorcycle use among former TransJakarta users,” he added.
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