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Traffic Restraint in Jakarta: stagnant after 14 years

Traffic Restraint in Jakarta: stagnant after 14 years. D. A. Rini (Jakarta Transport Dept) & Heru Sutomo (PUSTRAL UGM). BAQ Pre-event: Road pricing Seminar , 12 December 2006, Mercure, Yogyakarta, Indonesia. Background. Rapid motorization during economic recovery from crisis

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Traffic Restraint in Jakarta: stagnant after 14 years

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  1. Traffic Restraint in Jakarta: stagnant after 14 years D. A. Rini (Jakarta Transport Dept) & Heru Sutomo (PUSTRAL UGM) BAQ Pre-event: Road pricing Seminar, 12 December 2006, Mercure, Yogyakarta, Indonesia

  2. Background • Rapid motorization during economic recovery from crisis • Vehicle population 4,9 million, private vehicles (motorcycles+cars) dominating: 98% • Mobility share: 44% public, 56% private of 17 million trips/day • Declining patronage of public transport mainly buses. • Vehicle growth at 11% per annum, infrastructure only 1% • Congestion cost est. Rp. 12,8 Trillion (US$1.4 billion)/year

  3. 50 45 40 Road 35 30 Area (mio m2) Vehicle 25 20 15 1998 2000 2002 2004 2006 2008 2010 2012 2014 1994 1996 Year Road length vs vehicle growth Prediction Sumber: Dishub, 2005

  4. Travel time increases up to 60% in 15 years in CBD

  5. 3 IN 1 Corridors Simpang BEOS St. KA Kota • Introduced in 1992 • Two busiest arterial corridors • Manual police enforcement • Morning: 06:30 – 10:00 • Afternoon: 16:00 – 19:00 • [Starting 2004 after busway opened] • Taxis & buses excepted FO Taman Ria Senayan Simpang Kuningan – Gatot S CSW

  6. 3 in 1 3 in 1 Traffic Performance: reduce flow Sumber: Dishub, 2005

  7. Problems : • Inconsistent (manual) enforcement • Co-ordination amongst field enforcers • Weak legal support • Inadequate number of enforcer • “Jockey”: 3rd passenger ride for money

  8. “Jockey”: 3rd passenger:[taken in to pass entry gate]

  9. Plans • Applying stronger TDM: upgrading 3 in 1 to ERP • Selecting suitable technology • willingness to pay and ability to pay & public acceptance • Complement the BRT plans • Develop in line with land use planning and control

  10. Local act: 6/99 Land use Plan RED Zone: Traffic restraint: 75%, MODAL SPLIT 85:15 YELLOW Zone : Traffic restraint 50%, MODAL SPLIT 70:30 BLUE Zone : Traffic restraint 25%, MODAL SPLIT 60:40 GREEN Zone : Traffic restraint 10%, MODAL SPLIT 50:50 Traffic restraint & Modal split target

  11. IV. Potensi kelemahan Constraints • Regulatory back up for road pricing: Not available (except toll) • Ear-marking mechanism to use revenue for improving public transport is not permissible under current act • High cost of investment for trouble free/ robust system

  12. Points to consider in applying ERP • Legal basis: - RP justification; - Charging mechanism - Enforcement - Basis for fines on violation 2. Comprehensive Planning 3. Technological assessment 4. Institutional setting : implementing agency, enforcement, flow of money, 5. Business Plan

  13. Private Participation • Presidential Decree 67/2005 on ppp. • Private may participate in provision of (transport) infrastructure • Mutual cooperation may be developed • Private investors/operator with government control • Some private sectors’ interest

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