Revision of SITRAMP Transportation Master Plan

March, 2012

The Coordinating Ministry of Economic Affairs

Republic of Indonesia
 Table of Contents

1 Evaluation of the Progress of SITRAMP Master Plan........................................................... 1

1.1 Progress of SITRAMP Projects...................................................................................... 1
1.2 Causes of Delay in Project and Program Implementation Proposed in SITRAMP ....... 3
2 Socio-Economic Changes between 2002 and 2010 ............................................................... 7
2.1 Changes of Household Income 2002 - 2010 .................................................................. 7
2.2 Changes of Vehicle Ownership 2000 -2010 ................................................................... 7
2.3 Changes in Modal Share................................................................................................. 9
2.4 Land Use Changes between 2000 and 2010 ................................................................. 10
3 Future Perspective and Travel Demand ............................................................................... 13
3.1 Future Perspective of Jabodetabek Region................................................................... 13
3.2 Growth of Transportation Demand in Jabodetabek...................................................... 14
4 Fundamentals of Transportation Master Plan for Jabodetabek ............................................ 15
4.1 Goals for Urban Transportation System Development ................................................ 15
4.2 Regional Trunk Transportation System Development Strategy ................................... 17
5 Urban Transportation Policy and Strategy ........................................................................... 19
5.1 Public Transportation Use Promotion Policy ............................................................... 19
5.2 Traffic Congestion Alleviation Policy.......................................................................... 19
5.3 Air Pollution and Traffic Noise Reduction Policy ....................................................... 20
5.4 Safety and Security Improvement Policy ..................................................................... 20
6 Review of On-going Projects and existing Transportation System Development Plans ..... 20
6.1 Road Development Projects and Plans ......................................................................... 20
6.2 Public Transportation Development Project ................................................................ 22
6.3 Examination of Proposed Plans.................................................................................... 25
7 Urban Transportation Development Scenarios .................................................................... 25
7.1 Preliminary Analysis on Required Railway System .................................................... 25
7.2 Urban Transportation Development Scenarios ............................................................ 27
7.3 Phasing of Urban Transportation System Development Scenarios .............................. 28
7.4 Projected Demand on Transportation System .............................................................. 50
7.5 Modal Share by Transportation Development Scenario .............................................. 53
7.6 Performance Goal and Objectives of Urban Transportation System Development ..... 54
8 Revised SITRAMP Master Plan .......................................................................................... 55

Appendix 1: Progress of the Proposed Projects to be implemented by 2010 in SITRAMP........ 75

Revision of SITRAMP Transportation Master Plan
1 Evaluation of the Progress of SITRAMP Master Plan
1.1 Progress of SITRAMP Projects

The central and local governments in the Jabodetabek region have made efforts to develop
transportation system to alleviate traffic congestion in the urbanized area. In 2004 the Study
on Integrated Transportation Master Plan for Jabodetabek (hereinafter referred to SITRAMP)
prepared the urban transportation master plan for the target year 2020. SITRAMP
recommended variety of policy measures to tackle with urban transportation problems in the
region. They include not merely transportation facility developments but also regulatory
framework, fund raising mechanism and institutional set up. In order to revise the SITRAMP
master plan, it is of great importance to understand the progress of the proposed projects and
programs by SITRAMP and to understand causes of delay in implementation.

Progress of the projects recommended to be implemented by 2010 in SITRAMP was reviewed.

Only 21 percent of the proposed projects have been implemented on schedule as of 2010 and
27 percent of the projects have been started with delay as shown in the table below. More
than 50 percent of the projects however have not yet implemented.

Table 1.1.1 Progress of projects proposed by SITRAMP

Unit: Number of Projects
Sector A B C Total
Road Network Development 2 8 16 26
Traffic Control System and TDM 4 5 2 11
Bus and Intermodal Facility 3 2 8 13
Railway System 2 3 11 16
Safety, Security & Environment 5 1 2 8
Urban Planning, Institution & Finance 2 4 6 12
Total 18 23 45 86
21% 27% 52% 100%
Note: Rank A: Implemented as scheduled, Rank B: Partly implemented/Implemented with some
delay, Rank C: Not implemented
Source: JICA, Jabodetabek Urban Transportation Policy Integration Project

Examining progress of the projects by sub transportation sector, lower progress can be
observed for the infrastructure development sectors such as road network development,
Railway system development and bus and intermodal facility development as illustrated in
Figure 1.1.1.

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 Figure 1.1.1 Progress of Project by Transportation Subsector

The projects completed during the period from 2004 to 2010 or being in progress are listed
below,

- Railway Serpong Line Double Tracking

- Railway Bekasi Line Double Double Tracking and Electrification Project
- Addition of Electric Cars for Jabodetabek Railway
- TransJakarta Busway Corridor 1 to Corridor 10 ( Bus Rapid Transit)
- Jakarta Outer Ring Road, W1, E1, E3 Sections
- Cenkareng Access Road – Addition of 2-lane elevated road per direction
- Tg. Priok Access Road (Phase 1)
- Bogor Outer Ring Road
- Flyovers and Underpasses (See Table 1.1.2)
- Privatization of PT KA and Establishment of Jabodetabek Commuter Railway
Corporation (PT KCJ)
- Compressed Natural Gas Bus Fleet (Transjakarta Busway Corridor 2 to Corridor 10)
- Allocation of Security Guards on board of TransJakarta busway
- Traffic Surveillance System for Arterial Road Network (Dinas Perhubungan, Traffic
Police)
- Traffic Surveillance System for Toll Roads (Jasa Marga, Citra Marga)
- Establishment of Traffic Accident Database System

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 - Traffic Safety Education Program at Schools

Table 1.1.2 Development of Flyovers and Underpasses in 2004-2010

Location of Flyover and Underpass Year of Completion Implementing Agency

Underpass Tomang May2005 Public Works Agency, DKI

Underpass Senen September 2005 Public Works Agency, DKI

Flyover Raya Bogor (Ps. Rebo) 2005 Ministry of Public Works

Underpass Pondok Indah 2005 Private (Metropolitan Kencana)

Flyover Kamal 2005 Public Works Agency, DKI

Underpass Pasar Minggu December 2006 Public Works Agency, DKI

Flyover Pesanggrahan October 2006 Public Works Agency, DKI

Flyover Martadinata June 2007 Public Works Agency, DKI

Underpass Kebayoran Lama (3 UPs) December 2007 Public Works Agency, DKI

Flyover Pramuka - A. Yani 2007 Ministry of Public Works

Flyover Roxy December 2007 Public Works Agency, DKI

Underpass Aangkasa November 2007 Public Works Agency, DKI

Flyover Yos Sudarso December 2007 Public Works Agency, DKI

Flyover Latuharhari (sisi barat) November 2008 Public Works Agency, DKI

Flyover Suprapto - A. Yani 2007 Ministry of Public Works

Flyover Cengkareng 2009 Ministry of Public Works

Flyover Tubagus Angke (Railway) On-going (starting from 2009) Public Works Agency, DKI

Flyover Bandengan (Railway) On-going (starting from 2009) Public Works Agency, DKI

Non-Toll Elevated Road Kampung Public Works Agency, DKI

On-going (starting from 2010)
Melayu – Tanah Abang (Phase 1)
Non-Toll Elevated Road Antasari – Public Works Agency, DKI
On-going (starting from 2010)
Blok M (Phase 1)

Underpass Trunojoyo On-going (starting from 2010) Public Works Agency, DKI

1.2 Causes of Delay in Project and Program Implementation Proposed in SITRAMP

Causes for the delays of project and program implementation proposed by SITRAMP can be
classified into three categories; regulatory aspect, financial aspect and institutional aspect.

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1.2.1 Causes of Delay in Regulatory Aspects

1) Lack of Legal Basis for the Master Plan

The SITRAMP urban transportation master plan was supposed to be Presidential Decree but it
has not obtained such as legal basis; thus, it is difficult to implement the projects. No
officially approved transportation master plan exists for the Jabodetabek region; therefore,
many projects have been added in ad-hoc manner.

2) Difficulty in Land Acquisition

Difficulty of land acquisition has resulted in delay of transportation infrastructure

development. The difficulty of land acquisition is due to opposition of residents who
complains that the compensation price based on evaluated land value is often lower than
market price.

3) Lack of Coordination with Urban Planning Regulation

Floor area ratio for building in the detailed spatial plan has been set without examining the
impact on trip production and attraction in the surrounding area. Although the recent urban
planning regulation request agencies in charge of spatial planning of local government should
prepare the floor area ratio in the urban area of each jurisdiction, merely DKI Jakarta has
determined the floor area ratio for plots in the jurisdiction.

4) Need for Legal Basis for Transportation Demand Management (TDM)

Electric Road Pricing (ERP) has been proposed by DKI Jakarta for long time but legal
framework for this car restraint scheme has not been approved by the Central government.
Justification for local government to collect congestion charges from road users and
earmarking of the charge to utilize for the transportation infrastructure development is of
concerns of the Central government. Possibility of congestion charging by the local
government should be examined quickly and if it is not allowed, the appropriate methodology
for the road pricing shall be sought.

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 Figure 1.2.1 Floor Area Ratio in DKI Jakarta indicated in RTRW

Figure 1.2.2 Floor Area Ratio for DKI Jakarta and Surrounding Area

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1.2.2 Causes of Delay related to Financial Aspects

Shortage of financial resource leads to delay of the transportation system developments.

1) Insufficient Financial Resources of Governments

Compared with developed countries, the investment for the transportation sector is low in the
region. The shortage of funds is fundamental cause for slow progress of infrastructure
development.

2) Delay in Fund Raising

New revenues for transportation system development such as road pricing, urban development
tax and fuel tax were proposed in SITRAMP but no additional funds have been materialized.

Reduction of the fuel subsidy could be regarded as another potential financial resource for
transportation system development. Road fund has been proposed for increasing financial
sources for road maintenance but the regulation has not been materialized.

1.2.3 Causes of Delay related to Institutional Aspects

1) Lack of Metropolitan-wide Transportation Administration organization

Metropolitan-wide transportation administration has not been established; thus the projects
crossing administrative boundary which require coordination among relevant local
governments have not been smoothly implemented.

2) Necessity of Coordination between Road Administrator and Bus Operators

Busway system has been developed in DKI Jakarta up to 10 corridors but extension of the
busway to Bodetabek area has not been implemented due to the delay in coordination between
local governments. Extension of busway needs road widening of an arterial road on which
busway is plying. Coordination with the road administrator such as Bina Marga in case of
national road is required.

3) Necessity of Coordination between DGR and Local Governments

Although the railway Serpong line has been double tracked, access roads to the railway station
have not been developed. DGR is responsible for railway development but the access roads is
under responsibility of local government.

4) Necessity of Coordination between Urban Planning Agency and Transportation Agency

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 Transit Oriented Development (TOD) requires coordination with urban planning agency such
as Dinas Tata Ruang of local government and mass transit developer and operator.

5) Insufficient Human Resources in Kota/Kab. Governments

Compared to the Central government and DKI Jakarta, human resources for transportation
planning and project implementation are still limited in local governments.

2 Socio-Economic Changes between 2002 and 2010

In the last decade, economic growth in the Jabodetabek region has been remarkable. Social
and economic activities related to transportation behavior are examined to understand the
changes of attributes which would influence on travel behavior in particular, on modal choice
of residents.

2.1 Changes of Household Income 2002 - 2010

During the period from 2002 to 2010, the real term household income in the region has been
increasing and household income distribution has been changed to reflect the growth of
household income as illustrated in Figure 2.1.1.

Source: SITRAMP Person trip Survey 2002 and JUTPI Commuter Survey 2010

Figure 2.1.1 Changes of Household Income Distribution

2.2 Changes of Vehicle Ownership 2000 -2010

The number of the registered cars has increased twice in the period from 2000 to 2010 while
the number of the registered motorcycles has increase 4.6 times in the same period as indicated
in Table 2.2.1 as well as Figure 2.2.1. This dramatic increase of motorcycles has brought
about rapid growth of trips made by motorcycles.

Table 2.2.1 4umber of Registered Vehicles 2000 – 2010

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 Unit: 000 vehicles

Number of Registered Vehicles Growth

2010/ 2010/
Year 2000 2002 2004 2006 2008 2010
2000 2002
Motorcycle 1,620 2,446 3,941 5,310 6,766 7,517 4.64 3.07
Passenger
1,053 1,345 1,645 1,836 2,035 2,116 2.01 1.57
Car
Source: Polda MetroJaya
Note: Number of vehicles in Jakarta, Kota and Kab Bekasi, Kota and Kab Tangerang and Kota Depok
Source: Polda MetroJaya

Figure 2.2.1 4umber of Registered Vehicles in Jakarta Metropolitan Area

In 2002 less than 20 percent of the households own one car in the household whereas around
25 percent of households own at least one car in 2010 as shown in Figure 2.2.2. In 2002
around 65 percent of households did not own motorcycles. In contrast in 2010 more than 70
percent of households own at least one motorcycle.

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 Source: JUTPI Commuter Survey 2010

Figure 2.2.2 Car and Motorcycle Ownership

2.3 Changes in Modal Share

JUTPI Commuter survey indicates drastic changes of modal share in the region between 2002
and 2010.

Figure 2.3.1 Change of Modal Share of Commuting Trips: 2002 - 2010

Table 2.3.1 Changes of Modal Share for Commuting Trips : 2002 -2010

Year Motorcycle Car Bus Others Total

2002 27.8% 15.2% 50.1% 6.9% 100.0%
2010 62.9% 17.4% 16.7% 3.0% 100.0%
Source: JUTPI Commuter Survey, 2010

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 The changes of modal share excluding non-motorized modes of transport are indicated in
Table 2.3.1. In 2002 more than 50 percent of commuting trips were made by buses while 63
percent of person trips are made by motorcycles in 2010.

The implication of the drastic change of modal share is that public transportation represented
by bus transportation is facing difficulty and it requires urgent countermeasures to relieve.
Shift from bus transport to motorcycle implies that in the future motorcyclists who are
accustomed to convenience of using private mode of transport might shift to passenger car
when they can afford to buy it, resulting in serious traffic congestion on the road network. On
the other hand decrease of public transportation demand would lead to further deterioration of
public transportation service. This would make difficult for transportation poor such as
children and the elderly who rely on the public transportation for their travel needs in daily
life.

2.4 Land Use Changes between 2000 and 2010

Urbanization has continuously undertaken in the outskirt of the DKI Jakarta, in particular, the
surrounding municipalities of Kota Tangerang, Kota Tangerang Selatan, Kota Depok and
Kota Bekasi as Figures 2.4.1.

Majority of low-density rural Kampung areas have been increasing density and have
converted into high density Kampung area whereas agriculture land and open space have been
converted into well-organized housing area which have been developed by housing
developers.

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Figure 2.4.1 Converted Area from Agriculture Land and Open Space to Residential
Area between 2000 and 2010

Figure 2.4.2 Converted Area from Low-Density Kampung Area to Residential Area
between 2000 and 2010

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Figure 2.4.3 Conversion of Agriculture Land and Open Space to Residential Area
between 2000 and 2010

F
i
g
u
r
e

2
.
4
.
4

Figure 2.4.4 Conversion of Low Density Kampung Area to Residential Area between
2000 and 2010

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3 Future Perspective and Travel Demand
3.1 Future Perspective of Jabodetabek Region

“Jabodetabekpunjur 2018” is a regional development plan for the Jabodetabek region. It

provides principal guidelines for the region’s development including transportation system
development. The plan was approved as a Presidential Decree in 2008.

The plan maintains the common planning issues, that is, 1) guiding population dispersion in
the Bodetabek area, 2) restricting development in southern water catchment areas particularly
in Bogor, 3) promoting linear development along the East-West axis (Bekasi – Tangerang),
and 4) prioritizing development such as in finance, trade and tourism within Jakarta.

The revision of SITRAMP transportation master plan should support the direction of future
regional development indicated in the “Jabodetabekpunjur 2018”.

Figure 3.1.1 Development Zoning in Jabodetabekpunjur 2018

(1) Concentration of Job Opportunity in the Central Area of Jakarta

DKI Jakarta will continue to play a significant role as a gateway for international trade and
business and social communication. DKI Jakarta also provides a variety of services as a
national activity center and the primary center of the region.

Up to the present time a considerable number of industrial estates have been established in
Bodetabek and further developments of industrial estates are being planned even outside of
Jabodetabek. It is expected that the manufacturing industry will take a leading role for

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 providing job opportunity in the Bodetabek area. In contrast, agriculture will decrease its
share in economic activities under the pressure of urbanization. The present function of the
service sector is still weak in Bodetabek and it does not absorb employed population from
local communities. At most it provides population-related services, including local
government services in suburbs and rural areas. As many as 70% to 80% of workers in the
surrounding areas in Bodetabek, except those working in manufacturing and neighborhood
services, commute to Jakarta every day.

(2) Importance of Sub-Center Development

If urban centers in Bodetabek will not provide sufficient job opportunities for surrounding
communities, many people still should commute to Jakarta for their working place. In this
regard, fostering of urban centers in Bodetabek is of great importance not merely for balanced
and sustainable regional development but also for alleviating excessive concentration of
economic activities and travel demand to Jakarta.

3.2 Growth of Transportation Demand in Jabodetabek

In accordance with the anticipated growth in population and vehicle ownership in the next two
decades, total number of person trips is expected to grow rapidly.

Unit: 1000 trips

Figure 3.2.1 Trip Generation in Jabodetabek

At present, the modal share of public transport is about 22 % (excluding non-motorized modes
of transport). The share of public transport is 18 % including non-motorized modes of
transportation.

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 It is expected that the current motorcycle own households might purchase private passenger
cars as household income increase; therefore, the share of motorcycle would decrease and the
share of passenger cars would increase on the other hand. It is also expected that the share of
public transportation would increase from 18 percent to about 27 percent with the
improvement of public transportation services.

Figure 3.2.2 Estimated Modal Share: 2010 - 2030

4 Fundamentals of Transportation Master Plan for Jabodetabek

4.1 Goals for Urban Transportation System Development

Review of progress of the projects and programs proposed in SITRAMP in Chapter 1 provides
the lessons for project implementation. Analysis on the changes of socio-economic activities
and relevant factors related to transportation during the period from 2002, which is the base
year for SITRAMP master plan, to the year 2010 gave insight on the trend of urban
transportation phenomena. Through the review and understanding on the progress and
changes confirm that the goals for urban transportation system development identified in the
previous master plan formulation are still valid for the present revision of the transportation
master plan.

(1) Efficiency in Transportation System to Support Economic Activities

Traffic congestion leads to a considerable amount of economic loss to the society due to
increasing vehicle operational cost, longer travel times, unpunctuality and the deterioration of
the environment.

Efficiency in transportation can be achieved by balancing transportation demand and

transportation network capacity. Alleviation of traffic congestion can be dealt with by the
following three ways:

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 1) by increasing road capacity through the development and improvement of the road network;

2) by optimizing utilization of the existing road capacity by using a traffic control system and
providing traffic information; and

3) by decreasing excessive vehicular traffic demand through transportation demand

management (TDM) and diverting private mode users to public modes of transportation.

At the same time, the promotion of public transportation would also contribute toward
economic efficiency by reducing vehicular traffic demand on the congested road network.
Mass transit systems have an advantage over private modes of transport in terms of travel costs
and lesser consumption of space in the context in urban area.

The combination of both approaches mentioned above will create an efficient transportation
system.

(2) Equity in Transport to All the Members in the Society

A minimum level of transportation service should be provided to all members of the society in
order to secure a civil minimum. In Jabodetabek, the mobility of the low-income group is
limited due to their insufficient income.

The role of public transportation is thus of great importance in providing affordable means of
transport for the lower income people to access urban services. At the same time, it is
necessary to develop transportation facilities for the physically challenged. Such facilities
are seldom seen in Jabodetabek at present time and a gradual improvement of the
transportation facilities is needed.

(3) Environmental Betterment related to Transport

Air pollution caused by motorized vehicles should be minimized through emission control of
automobiles, promotion of public transport and traffic demand control, especially in the
congested areas. Countermeasures to reduce PM10 should be the main focus particularly in
the Study area.

Noise at roadsides and residential areas shows unacceptably high levels except at midnight.
Noise pollution caused by automobiles also should be targeted through frequent and
appropriate vehicle maintenance and driving manners improvement.

(4) Transportation Safety and Security

Since lives are invaluable and death and injury due to traffic accidents will bring great grief to
family members and friends, traffic safety should be enhanced and the number of accident
victims should be minimized through the enforcement of laws and regulations, intensive

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 public campaigns, and training and education for drivers as well as the general public.
Improvement of traffic facilities through engineering design would contribute to the reduction
of traffic accidents. Railway accidents should also be minimized by improving the signal
facilities as well as by disseminating information regarding the danger of riding on the roof of
trains, and enforcing closed-door operation.

4.2 Regional Trunk Transportation System Development Strategy

A trunk transportation system should be established in the context of regional development.

The regional development plan demands support by transportation system for formulating a
desirable regional structure and supporting the direction for development in the region.

(1) Development of Primary Transportation System to Support Inter-regional Cargo and

Passenger Transport Demand

Inter-regional cargo transportation demand will increase as the regional economy grows and
interactions with other regions are amplified. The primary transportation network system,
which serves inter-regional commodity movements, should be enhanced to meet increasing
demand and to improve access to important transportation facilities such as the primary
centers, seaport, namely, Tanjung Priok Port, the airport, and industrial estates.

For inter-regional passenger travels, access to the international airport, intercity bus terminals
and the Manggarai central railway station should also be enhanced.

Improvement of access to the Tanjung Priok port in accordance with its expansion plan is an
urgent task for regional economic development, whereas a robust access to the Soekarno-Hatta
international airport should also be provided by developing a railway airport access line.

At present a new international airport development plan is being studied due to the capacity
constraint of the existing Soekarno-Hatta international airport.

New port development plan is also being studied to increase additional cargo handling
capacity carried by vessels to/from the region. Coordination with the airport and the seaport
development plans is of great importance to establish land transportation system development
master plan.

(2) East-West Strategic Transport Corridor Development

Urban development axes has been placed in the east and west direction for long time to prevent
urban development in the southern part of Jabodetabek region for water resource

To support the urban development policy of Jabodetabek’s east-west direction, which aims to
preserve the southern part of the region from transportation system development should be

17
 utilized as a tool for guiding urban development in the desired direction. Special attention
should be paid to the east-west direction to induce urban development in the designated area.

(3) Strengthening Accessibility between Urban Centers in Jabodetabek

The development of urban centers in Bodetabek should be regarded as a long-term measure for
decreasing the commuter flows from Bodetabek to Jakarta. Accessibility between the urban
centers in Bodetabek should be enhanced to achieve sustainable development of urban centers
in Bodetabek by augmenting mutual interaction between centers. Accessibility to/from
Jakarta should also be strengthened to support the social and economic activities in the urban
centers in Bodetabek.

Sub Center Development

Sub Centers in Bodetabek shall be developed at intersections of Bodetabek Ring Road (Outer
Outer Ring Raod, or Second JORR) with radial highway; namely, Tangerang, Serpong, Cinere,
Depok(Cimangis), Setu and Cibitung. These sub centers are supported by mass transit
system such as Jabodetabek railway as well as the Planned MRT lines.

Transit Oriented Development (TOD)

Priority shall be given to TOD developments at the locations with availability of land and
possibility of high dense urban developments.

1) Interchange point of mass transit can be regarded as candidate locations;

Manngarai when workshop for electric rail cars are relocated to Depok and workshop for
cabin are relocated to the other location, the area will be able to used for urban facilities
such as office building, convention center, hotels and commercial facilities.

Dukuh Atas (or Sudirman) will be interchange station of Jabodetabek railway west line,
MRT North South line and possibly with Monorail Green line.

Kampung Bandan can be developed as integrated commercial and residential facilities

with MRT and Jabodetabek train depots.

Senen will also be the interchange point of Jabodetabek railway East line and MRT East
West Line 2 and when Pasar Senen and Senen bus terminal are renovated, large scale
urban re-development can be undertaken.

Duri Pulo is planned to be interchange point of the Jabodetbaek railway West line and the
MRT East West Line 1. At present vacant land is available in front of the planned
railway station.

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 Blok M also will be interchange point of MRT North South Line and MRT East West Line
4 and also connected with the existing Blok M bus terminal. Even at present
accumulation of the shopping mall and commercial facilities attract people for shopping
thus this location can be TOD area in the southern part of Jakarta.

2) Locations where already high-densely developed urban areas with high-rise apartments
and commercial buildings but not yet served by mass transit systems; those include
Kemayoran and Kelapa Gading

5 Urban Transportation Policy and Strategy

In the previous SITRAMP urban transportation master plan, to achieve the different four goals
for transportation system development, the following four transportation policies were
identified for the Jabodetabek region and these four policies remains as essential ones for
revision of the master plan:

1) Promotion of Public Transportation Use

2) Alleviation of Traffic Congestion
3) Reduction of Air Pollutants and Traffic Noise
4) Reduction of Transportation Accidents and Improvement of Security

5.1 Public Transportation Use Promotion Policy

Strategies for Public Transportation Use Promotion Policy include the followings;

Increase of Railway Transportation Capacity and Improvement of Service

Enhancement of Maintenance System for Electric Train Cars

Improvement of Management of Railway Operation

Railway Operation Financial Reform

Enhancement of Inter-modality

Provision of Extensive Public Transportation Network

High Intensity Land Development in the Surrounding Area of Railway Stations

Giving Priority for Public Transportation

Reformation of Bus Operation Regime

Public Transportation Fare Policy Reform
5.2 Traffic Congestion Alleviation Policy

Strategies for Traffic Congestion Alleviation Policy include the followings;

Efficient Use of the Existing Road Network

Construction of Flyovers and Underpasses and Connecting Missing Links

Clearing of Illegal Occupants on the Road

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Transportation Demand Management (TDM)

Traffic Control Improvement

Secure Lands for Road Development

Separation of Heavy Vehicles from General Traffic

5.3 Air Pollution and Traffic 4oise Reduction Policy

Strategies for Air Pollution and Traffic Noise Reduction Policy include the followings;

Establishment of Environmental Management Scheme

Implementation and Enhancement of Air Pollutant/Noise Emission Standards

Enhancement of Vehicle Inspection and Maintenance Program

Low Sulfur Diesel Program

Promotion of Biodiesel

Environment-Friendly Driving Behavior
5.4 Safety and Security Improvement Policy

Strategies for Safety and Security Improvement Policy include the followings;

Inspection of Private Vehicles

Proper Maintenance of Roads

Rehabilitation and Installation of Traffic Signal System

Rehabilitation of Railway Signal System

Grade Separation between Railway and Road and Provision of Railway Crossing

Analysis on Causes of Traffic Accidents

Improvement of Security

Enforcement of Laws and Regulation

6 Review of On-going Projects and existing Transportation System Development Plans

Several transportation projects have been proposed since the SITRAMP urban transportation
master plan was prepared in 2004. These include the following projects;

6.1 Road Development Projects and Plans

(1) Six Inner Toll Roads

Development of the six inner toll roads was proposed by DKI Jakarta to increase road network
capacity in the CBD by viaduct structure as shown in Figure 6.1.1. The toll road projects
were approved by Ministry of Public Works and are in the PPP handbook but details are not
clearly mentioned, in particular; with regard to connection with the existing toll road and
arterial road network.

1) Sunter – Pulo Gebang – Tambelang toll road

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 2) Sunter – Rawa Buaya – Batu Ceper toll road
3) Kemayoran – Kampung Melayu toll road
4) Duri Pulo – Kampung Melayu toll road
5) Ulujami – Tanah Abang toll road
6) Pasar Minggu – Casablanca toll road

Legend
Toll Road
Outer Ring Roan (Plan)
Outer Outer Ring Road (Plan)
Six Inner Toll Road Development Plan
Four Non-Toll Elevated Road Development Plan
Kalimarang Toll Road Development Plan
Arterial Road Development Plan
Arterial Road
Railway

Figure 6.1.1 On-Going and Planned Road Development Projects

(2) Four 4on-Toll Elevated Roads

DKI Jakarta plans to develop four non-toll elevated roads in the jurisdiction by increasing road
capacity to alleviate traffic congestion as illustrated in Figure 6.1.1 as well. The four non-toll
elevated roads include the followings;

Kampung Melayu - Tanah Abang, along Jl. Casablanca

Pangeran Antasari – Blok M
Pasar Minggu - Manggarai
Ciledug – Tendean

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 Antasari - Blok M and Kampung Melayu – Tanah Abang elevated roads are under
construction at present.

(3) Arterial Road Development Parallel to Jakarta – Merak Toll Road

An arterial road development plan is proposed parallel to Jakarta – Merak toll road
within Kabupaten and Kota Tangerang. There is a sufficient space along the Jakarta –
Merak toll road and this land can be utilized for the road development as well as MRT
development.

(4) Kali Malang Toll Road Development Plan in DKI Jakarta

There was a project to develop a toll road from Bekasi via Cawang to Kampung
Melayu, and construction was started along Jl. Kalimalang for the purpose to alleviate
traffic congestion of Jakarta – Bekasi corridors. The project was, however,
suspended due to Asian financial crisis in 1997. Although legal as well as technical
aspects have to be reviewed, land and structures could be utilized for elevated busway
or other public transportation projects.

(5) Kali Malang Arterial Road Development Plan in DKI Jakarta

In addition to Kalimalang Toll Road development plan, there is also a plan to widen
the existing Jl. Kalimalang to 4 lane plus 2 lane road. With parallel one-way street,
these arterial roads will serve for two directions.

6.2 Public Transportation Development Project

(1) TransJakarta Busway

Transjakarta busway is already operated on 10 corridors and DKI Jakarta has a plan to
develop a total of 15 corridors within DKI Jakarta.

Table 6.2.1 Average 4umber of Daily Passengers

Accumulated 4umber of Buses
Passengers per
Year BRT Corridor Route Distance
day
(km)
2004 43,634 C01 12.1 56
2005 56,984 C01 12.1 91
2006 106,332 C01 - C03 37.3 161
2007 168,346 C01 - C07 82.6 329
2008 204,438 C01 - C07 82.6 339
2011 335,725 C01 - C10 147.4
Source: PT Trans Jakarta

22
Source: PT Trans Jakarta

Figure 6.2.1 Daily Average 4umber of transjakarta Busway Passenger by

Corridor

Some articulated buses were installed on Corridors 5 and 9 and additional articulated
buses are to be installed onto Corridor 1, which has the largest passenger demand.
Thus, expansion of bus shelters on Corridor 1 was already installed to accommodate
longer articulated buses.

While installation of BRT to adjacent Bodetabek region was proposed in SITRAMP, it

has not been implemented yet. This is probably due to capacity constraint of arterial
roads in Bodetabek region as well as lack of coordination between DKI Jakarta and
Bodetabek authorities.

Figure 6.2.2 Existing Transjakarta Busway 4etwork and Development Plan

23
(2) Monorail

The Monoorail project was approved by DKI Jakarta and already started construction in 2004.
In the beginning, Green line which serves in the loop of the CBD and the Blue line from Tanah
Abang to Kampung Melayu via Jalan Satrio and Jalan Casablance were proposed. The
construction work of the Green line started but stopped due to the financial problem of
investor and has been suspended up to date. The government attempted to support the project
but the problem has not been solved. The project of the Blue line was cancelled and the
non-toll elevated road is being developed currently.

(3) Airport Access (Rail Link)

The Airport Rail Link begins at the Manggarai station and extend westward to
Soekarno-Hatta international airport with 7 stops on the way. The train service is
expected to provide an alternative way to reach or return from the airport within 30
minutes.

The Airport Link aims to serve air passengers to the Soekarno-Hatta international
airport. The alignment alternatives are: (i) Manggarai - Dukuh Atas - existing Western
Line - along the existing Cenkareng Access Toll Road (Jalan Tol Prof. Soedyatomo),
or (ii) Manggarai – Dukuh Atas – existing Western Line – existing Tangerang Line -
9.3 km of new railway track from Kalideres to the airport. Dukuh Atas is planned to
be a City Air Terminal (CAT) and the MRT System will interchange with Airport Link
Railway at the station.

(4) Jabotabek Railway Circular Line

Circular operation of the Commuter Jabotabek Lines was studied by several entities. A
Korean Consultant, for example, proposed in 2005: (i) flood control, (ii) vertical
separation to remove level crossings, (iii) improvement of track layout, and (iv)
upgrading of existing stations and increasing 4 new stations to enable circular
operation in an efficient manner.

With DGR and PT. KA’s own effort, circular operation started in November, 2007
under the name Ciliwung express. The line passes Manggarai – Sudirman – Karet -
Tanah Abang – Duri – Angke - Kampung Bandan – Kemayoran – Senen – Sentiong –
Kramat - Pondok Jati – Jatinegara - Manggarai. The operation was made in both
directions, but recently reduced to counterclockwise rotation only due to the shortage
of rolling stock after the re-opening of Tg. Priok Line.

Now PT. KA Commuter Jabotabek is planning to renovate track alignment to avoid

24
 switch back operation, increase the number of second-hand trains by 500 cars, and
reduce headways to as short as 5 minutes. Rehabilitation and relocation of some
stations are also considered. PT. Commuter Jabotabek estimates that ridership will
increase substantially (from 325,000 in 2009 to 1,500,000 in 2015) after the
implementation of those programs.

(5) Railway Electrification and Double-Double Tracking of Java Main Line Project (I)

The Project aims to increase the transport capacity and operational efficiency by
double-double tracking on Bekasi Line. The project will enhance transport capacity
and increase operational efficiency of two railway lines by eliminating the level
crossing and double-double tracking to separate Jabotabek Railway line (commuter
line) from the Java Main Line (long-distance line) in the section where the two lines
share the same rail tracks. The bidding procedures for civil works are currently
underway.

6.3 Examination of Proposed Plans

Several transportation development plans have been proposed separately and some of them are
overlapped. When transportation net

1) Six Inner Toll Road

2) NonToll Elevated Road

3) Busway Development Plan

4) MRT Development Plan

7 Urban Transportation Development Scenarios

7.1 Preliminary Analysis on Required Railway System
(1) Capacity Expansion of Jabodetabek Railway by Line

Future requirement of Mass Transit System has been examined at cross section of Jakarta
Outer Ring Road. First of all, the capacity expansion of the existing Jabodetabek railway is
estimated based on the improvement plan studied by JICA. It proposed 8 car operation at 3
minute headway. Thus it is calculated maximum cross sectional capacity at 204,88 pax per
day for one direction. Capacity expansion of each Jabodetabek railway line is shown in
Table 7.1.1.

25
 Table 7.1.1 Planned Capacity Expansion of Jabodetabek Railway
unit: 000 person trips per day

Capacity
2010 2030 Note
Increase
Tangerang Line 20 204 184 West Section
Serpong Line 55 248 193 South Section
Bogor Line 119 248 129 South Section
Bekasi Line 64 248 184 East Section
Note: Tangerang Line will be a part of MRT East West Line (Karawaci - Tangerang - Kemayoran - East Primary
Center)

(2) Shortage of Capacity

Compared with the estimated passenger demand at the cross sections of JORR with calculated
railway line capacity, shortage of capacity has been estimated in Table 7.1.2.

Table 7.1.2 Shortage of Capacity

unit: person trips per day per direction
Additional Increased Pax per # of Lines
Shortage
Demand Capacity Line Required
West Section 513 184 329 204 1.6
South Section 536 322 214 204 1.1
East Section 226 184 42 204 0.2

(3) Required Railway Line by Direction

The west section of JORR requires two MRT lines in addition to the Tangerang Line, or its
connected MRT line. The south section also needs two additional railway lines. On the
other hand the east section of JORR requires one additional line.

Table 7.1.3 Proposed Additional MRT Line

MRT East West Line

West Section (Balaraja – West Primary Center - Tanah Abang - Senen - Bekasi -
Cikarang)
MRT East West Line
(Kunciran - Ciledug - Blok M - Cawang - Kali Malang - Bekasi)
South Section MRT North South Line (Lebak Bulus - Bunderan HI - Kota - Kp Bandan)
Monorail Extension (Kuningan - Ragunan)
MRT East West Line
East Section
(Balaraja - Ciledug - Tanah Abang - Senen - Bekasi - Cikarang)

26
 MRT East West Line
(Kunciran - Ciledug - Blok M - Cawang - Kali Malang - Bekasi)

7.2 Urban Transportation Development Scenarios

Three urban transportation system development scenarios have been prepared to examine
efficiency and appropriateness of development scenarios.

These include

1) Intensive Highway Network Development Scenario

2) Intensive Public Transportation System Development Scenario

3) Intensive Highway and Public Transportation Development Scenario

1) Intensive highway network development scenario includes six inner toll roads and
non-toll elevated roads however when those roads are overlapped, non-toll elevated roads
are given priority. Another alternative for intraurban tollway is East West link between
Jakarta Merak Toll Road at Tomang and on the Jakarta Intraurban tollway N-S Link at
Cempak Putih.

2) Intensive Public Transportation System Development Scenario includes all the proposed
rail-based public transportation system including three East - West MRT system.
Furthermore Monorail Green Line is included with its extension to Ragnan zoo.

3) The most intensive transportation system development accelerates both highway network
development and public transportation system development. In this scenario, when the
alignment is overlapped then toll road will be elevated and MRT will be underground
structure. The integrated structure and separated structure for this kind have been
already materialized for several subways in Tokyo where land is limited for transportation
infrastructure development.

27
 Separated Structure Intergrated Structure

ｍ ｍ
0 5 10 15 20 0 5 10 15 20

Toll Road (Elevated Structure) Toll Road (Elevated Structure)

MRT (Underground)

MRT (Underground)

Figure 7.2.1 Combined Elevated Road and Underground Railway

7.3 Phasing of Urban Transportation System Development Scenarios

Urban transportation system development scenarios have been prepared for short term,
intermediate and long term development plans.

The target year for the short term plan is 2015, the planning year for the intermediate plan is
2020 and the planning horizon is 2030.

Urban transportation system development plans have been prepared with combination of
intensive/moderate public transportation system development scenario and intensive/
moderate highway network development scenario as illustrated in Figure 7.3.1 to Figure
7.3.19.

28
 Year Up to 2020 Up to 2030 After 2030

Area Jabodetabek Central Jabodetabek Central Jabodetabek

Area
Area

Highway Intensive ● ● ● ● ●
Network
● with all six
Inner Toll
Roads

Moderate ● ● ● ● ●

Public Intensive ● ● ● ● -
Transport
Network
Moderate ● ● ● ● -

29
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang
Sunter Rorotan
Rawa Buaya
Duri pulo
Kebon Jeruk Karet Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulijami Kp Tendean Bekasi

. Cibitung
Pondok Ranji Antasari Jati Asih

Setu
Cinere (Cikampek)
Jagorawi

Bojong Gede

Legend
Existing Toll Road
Toll Road (Short / Intermediate Term)
Non-Toll Elevated Road (On-Going)
10 5 0 10 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.1 Intensive Highway 4etwork Development Scenario up to 2020

30
 Tanjung Priok

Sunter
Rorotan
Rawa Buaya

Tanah Abang
Kebon Jeruk
Karet
Manggarai

Kp Melayu
Ciledug Blok M
Kp Tendean
Ulujami

Legend Ps Minggu
Toll Road (Short / Intermediate Term) Antasari
Jati Asih
Pondok Elevated Road (On-Going)
Non-TollRanji
Non-Toll Elevated Road (Planned)
3 1.5 0 3 Km
Existing Toll Road

Figure 7.3.2 Intensive Highway 4etwork Development Scenario up to 2020 in Center Area

31
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang Sunter
Rawa Buaya Rorotan
Tanah Abang
Kebon Jeruk Karet Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulujami Kp Tendean Bekasi

Ps Minggu
Antasari Cibitung
Pondok Ranji Jati Asih

Setu
Cinere (Cikampek)
Jagorawi

Bojong Gede

Legend
Existing Toll Road
Toll Road (Short / Intermediate Term)
Non-Toll Elevated Road (On-Going)
10 5 0 10 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.3 Intensive Highway 4etwork Development Scenario up to 2030

32
 Sunter
Rorotan
Rawa Buaya

Tanah Abang

Kebon Jeruk
Karet
Manggarai

Kp Melayu
Blok M
Ciledug
Kp Tendean
Ulujami

Ps Minggu
Antasari
Legend Pondok Ranji
Existing Toll Road
Toll Road (Short / Intermediate Term)
Non-Toll Elevated Road (On-Going)
3 1.5 0 3 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.4 Intensive Highway 4etwork Development Scenario up to 2030 in Central Area

33
 Sunter
Rorotan
Rawa Buaya
Duri pulo

Tanah Abang

Kebon Jeruk
Karet
Manggarai

Kp Melayu
Blok M Casablanca
Ciledug
Kp Tendean
Ulijami

.
Legend Antasari
Existing Toll
Pondok
RoadRanji
Ps Minggu
Toll Road(Short / Intermediate Term)
Toll Road (Long Term)
Non-Toll Elevated Road (On-Going)
3 1.5 0 3 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.5 Intensive Highway 4etwork Development Scenario up to 2030 in Central Area (incl. Six Inner Toll Road)

34
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang Sunter
Rawa Buaya Rorotan
Tanah Abang
Kebon Jeruk Karet Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulujami Kp Tendean Bekasi

Ps Minggu
Antasari Cibitung
Pondok Ranji Jati Asih

Setu
Cinere (Cikampek)
Jagorawi

Bojong Gede

Legend
Existing Toll Road
Toll Road (Short / Intermediate Term)
Toll Road (Long Term)
Non-Toll Elevated Road (On-Going)
Non-Toll Elevated Road (Planned)
10 5 0 10 Km
Arterial Road

Figure 7.3.6 Intensive Highway 4etwork Development Scenario After 2030

35
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang
Sunter Rorotan
Rawa Buaya
Tanah Abang
Kebon Jeruk Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulujami Kp Tendean

Ps Minggu
Antasari Cibitung
Pondok Ranji

Setu
Cinere
Jagorawi

Legend
Existing Toll Road
Toll Road(Short / Intermediate Term)
10 5 0 10 Km
Non-Toll Elevated Road (On-Going)

Figure 7.3.7 Moderate Highway 4etwork Development Scenario up to 2020

36
 Tanjung Priok

Sunter
Rorotan
Rawa Buaya

Tanah Abang
Kebon Jeruk

Manggarai

Kp Melayu
Ciledug Blok M
Kp Tendean
Ulujami

Ps Minggu
Legend Antasari
Pondok Toll Road
Existing Ranji
Toll Road(Short / Intermediate Term)
3 1.5 0 3 Km
Non-Toll Elevated Road (On-Going)

Figure 7.3.8 Moderate Highway 4etwork Development Scenario up to 2020 in Central Area

37
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang
Sunter Rorotan
Rawa Buaya
Tanah Abang
Kebon Jeruk Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulujami Kp Tendean

Ps Minggu
Antasari Cibitung
Pondok Ranji

Setu
Cinere
Jagorawi

Legend
Existing Toll Road
Toll Road(Short / Intermediate Term)
Non-Toll Elevated Road (On-Going)
10 5 0 10 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.9 Moderate Highway 4etwork Development Scenario up to 2030

38
 Sunter
Rorotan
Rawa Buaya

Tanah Abang

Kebon Jeruk

Manggarai

Kp Melayu
Blok M
Ciledug
Kp Tendean
Ulujami

Ps Minggu
Antasari
Legend Pondok Ranji
Existing Toll Road
Toll Road(Short / Intermediate Term)
Non-Toll Elevated Road (On-Going)
3 1.5 0 3 Km
Non-Toll Elevated Road (Planned)

Figure 7.3.10 Moderate Highway 4etwork Development Scenario up to 2030 in Central Area

39
 Soekarno Hatta Int'l Airport
Tanjung Priok
Kota Tangerang
Sunter Rorotan
Rawa Buaya
Tanah Abang
Kebon Jeruk Pulo Gebang
Manggarai
Kunciran Kp Melayu
Ciledug Blok M
Ulujami Kp Tendean

Ps Minggu
Antasari Cibitung
Pondok Ranji

Setu
Cinere
Jagorawi

Legend
Existing Toll Road
Toll Road(Short / Intermediate Term)
Toll Road (Long Term)
Non-Toll Elevated Road (On-Going)
Non-Toll Elevated Road (Planned)
10 5 0 10 Km
Arterial Road

Figure 7.3.11 Moderate Highway 4etwork Development Scenario after 2030

40
 ÀKalideres


À

Poris Plawad
À


ÀPulo Gebang



Ciledug
À

Lebak Bulus
À ÀJati Asih


ÀKp.Rambutan

Legend ÀJatijajar


MRT
Monorail
À

Bus terminal
Busway(Existing)
Dedicated Bus Lane
Bus Priority Lane ÀBubulak


Feeder Bus Route
Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
10 5 0 10 Km
Railway Line

Figure 7.3.12 Intensive Public Transport System Development Scenario up to 2020

41
 st. Jakarta Kota

ÀKalideres

st. Gambir

st. Tanah Abang À

st. Manggarai
st. Jatinegara ÀPulo Gebang

Legend
ÀCiledug


MRT
Monorail
À

Bus terminal
Busway(Existing)
Dedicated Bus Lane
Bus Priority Lane
Feeder Bus Route
Jati Asih
À
ÀLebak Bulus


Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
1.5 0 3 Km
Railway Line
Kp.Rambutan3
À
Figure 7.3.13 Intensive Public Transport System Development Scenario up to 2020 in Central Area

42
Legend
MRT
Monorail
Busway(Existing)
Dedicated Bus Lane
Bus Priority Lane
Feeder Bus Route
Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
10 5 0 10 Km
Railway Line

Figure 7.3.14 Intensive Public Transport System Development Scenario up to 2030

43
 st. Jakarta Kota

st. Gambir

st. Tanah Abang

st. Manggarai
st. Jatinegara

Legend
MRT
Monorail
Busway(Existing)
Dedicated Bus Lane
Bus Priority Lane
Feeder Bus Route
Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
3 1.5 0 3 Km
Railway Line

Figure 7.3.15 Intensive Public Transport System Development Scenario up to 2030 in Central Area

44
 st. Jakarta Kota
ÀKalideres


À

Poris Plawad st. Gambir
st. Tangerang st. Tanah AbangÀ


st. Manggarai
ÀPulo Gebang


st. Jatinegara

Ciledug
À st. Bekasi

ÀLebak Bulus

ÀJati Asih


st. Serpong ÀKp.Rambutan

st. Depok
Legend ÀJatijajar


MRT
Monorail
À

Bus terminal
Busway(Exsting)
Dedicated Bus Lane
Bus Priority Lane ÀBubulak


Feeder Bus Route st. Bogor
Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
10 5 0 10 Km
Railway Line

Figure 7.3.16 Moderate Public Transport System Development Scenario up to 2020

45
 st. Jakarta Kota

ÀKalideres

st. Gambir

st. Tanah Abang À

st. Manggarai st. Jatinegara ÀPulo Gebang

Legend
ÀCiledug

MRT
Monorail
À

Bus terminal
Busway(Exsting)
Dedicated Bus Lane
Bus Priority Lane
Feeder Bus Route ÀJati Asih


ÀLebak Bulus


Access Road to Railway Station
Railway Station (Exsisting)
Railway Station (Plan)
1.5 0 3 Km
Railway Line
Kp.Rambutan3
À
Figure 7.3.17 Moderate Public Transport System Development Scenario up to 2020 in Central Area

46

Kalideres
À

Poris Plawad
À
À



Pulo Gebang
À

Ciledug
À

ÀLebak Bulus


Jati Asih
À
ÀKp.Rambutan

ÀJatijajar


Legend
MRT
Monorail
À

Bus terminal
Busway(Exsting)
Dedicated Bus Lane
Bubulak
À
Bus Priority Lane
Feeder Bus Route
Railway Station (Exsisting)
Railway Station (Plan)
10 5 0 10 Km
Railway Line

Figure 7.3.18 Moderate Public Transport System Development Scenario up to 2030

47

Kalideres
À

À

À

Ciledug
À

Legend
MRT
Monorail
À

Bus terminal
Busway(Exsting) À


Dedicated Bus Lane À

Lebak Bulus

Bus Priority Lane

Feeder Bus Route
Railway Station (Exsisting) ÀKp.Rambutan


Railway Station (Plan)
3 1.5 0 3 Km
Railway Line

Figure 7.3.19 Moderate Public Transport System Development Scenario up to 2030 in Central Area

48
(1) Development of Transportation 4etwork

The length of railway network will increase by about 200 kilometers and the length of
busway also increase twice from 172 km to 324 km.

Road ratio will increase slightly from 8.1 % to 9.1 % during 20 years while the ratio for
Bodetabek increase very slightly since the area of Bodetabek is wide.

Table 7.3.1 Development of Road, Railway and Busway 4etwork

Unit: km
Length 2010 2020 2030
Railway 166 239 354

Busway 172 324 270

Table 7.3.2 Road Ratio

Unit: percent
Ratio 2010 2020 2030
DKI Jakarta 8.1 8.7 9.1
Bodetabek 2.5 2.6 2.6

(2) Coverage of Public Transportation: Railway and Busway

Based on the phased development, coverage of the public transportation system in 2010,
2020 and 2030 are estimated s follows;

Table 7.3.3 Population Coverage by Railway and Busway

2010 2020 2030

Population 27,920 30,261 33,511
Covered
4,803 10,956 12,241
Population
Coverage Ratio 17.2% 36.2% 36.5%
Source: JUTPI Estimate 2011

49
7.4 Projected Demand on Transportation System

Passenger demand on the planned public transportation network and vehicular demand on the
planned road network have been forecast by transportation development scenario for the year
2030 respectively. The estimated passenger demand and vehicular demand are depicted in
Figures 7.4.1 to 7.4.4.

50
Figure 7.4.1 Passenger Demand for Intensive Public Transportation System Development and
Intensive Highway Network Development Case in 2030 (Central Area)

Figure 7.4.2 Passenger Demand for Intensive Public Transportation System Development and
Intensive Highway Network Development Case in 2030 (Jabodetabek Region)

51
Figure 7.4.3 Private Passenger Car Vehicular Demand for Moderate Public Transportation System
Development and Intensive Highway Network Development Case in 2030 (Central Area)

Figure 7.4.4 Private Passenger Car Vehicular Demand for Moderate Public Transportation System
Development and Intensive Highway Network Development Case in 2030 (Jabodetabek Region)

52
7.5 Modal Share by Transportation Development Scenario

Estimated modal share by urban transportation system development scenario are illustrated in
Figures 7.5.1, 7.5.2 and 7.5.3 respectively. Without any improvement of transportation
system, the share of public transportation would decrease to 20 % from 27 % in 2010.

In the case of intensive public transportation system development scenario, the share of public
transportation would increase to 36 % in 2030. Even intensive highway network
development case, we assume some public transportation system such as MRT would be
developed in the future, thus the share of public transportation is estimated at 30 % in 2030.

Figure 7.5.1 Modal Share of Without Improvement Case

0% 20% 40% 60% 80% 100%

2010 20% 53% 27%

2020 24% 42% 34%

2030 26% 38% 36%

Car Motorcycle Public Transport

Figure 7.5.2 Modal Share of Intensive Public Transportation System Development Case

0% 20% 40% 60% 80% 100%

2010 20% 53% 27%

2020 25% 43% 32%

2030 28% 42% 30%

Car Motorcycle Public Transport

Figure 7.5.3 Modal Share of Intensive Highway Network Development Case

53
7.6 Performance Goal and Objectives of Urban Transportation System Development

Taking the present situation into consideration, the goals of urban transportation system
development by objective was set as listed in Table 7.6.5.

Table 7.6.1 Performance Goals for Urban Transportation System Development

Target
Objective Indicator 2010 2020 2030
Average Travel Speed from Suburb
Transport Efficiency to CBD in Morning Peak Period 7 15 18
(km/hour)
Coverage of Railway and Busway in
Transport Equity 27 45 60
Urbanized Area (%)
% Adoption of Universal Design at
0 60 100
Public Transport Facilities
Number of Fatality in Traffic
Transport Safety 1047 750 500
Accidents
Number of Severe Injuries in Traffic
3476 2500 1700
Accidents
Environmental Betterment CO2 Emission per Capita (kg/day) 0.73 1 1.25
PM10 Emission per Capita 0.25 0.22 0.2

54