History of Indonesia

Indonesia is an archipelagic country of 17,508 islands (6,000 inhabited) stretching along the equator in South East Asia. The country's strategic sea-lane position fostered inter-island and international trade; trade has since fundamentally shaped Indonesian history. The area of Indonesia is populated by peoples of various migrations, creating a diversity of cultures, ethnicities, and languages. The archipelago's landforms and climate significantly influenced agriculture and trade, and the formation of states.

Fossilised remains of Homo erectus, popularly known as the "Java Man", suggest the Indonesian archipelago was inhabited two million to 500,000 years ago. Austronesian people, who form the majority of the modern population, were originally from Taiwan and arrived in Indonesia around 2000 BCE. From the 7th century CE, the powerful Srivijaya naval kingdom flourished bringing Hindu and Buddhist influences with it.
The agricultural Buddhist Sailendra and Hindu Mataram dynasties subsequently thrived and declined in inland Java. The last significant non-Muslim kingdom, the Hindu Majapahit kingdom, flourished from the late 13th century, and its influence stretched over much of Indonesia.
The earliest evidence of Islamised populations in Indonesia dates to the 13th century in northern Sumatra; other Indonesian areas gradually adopted Islam which became the dominant religion in Java and Sumatra by the end of the 16th century. For the most part, Islam overlaid and mixed with existing cultural and religious influences.
Europeans arrived in Indonesia from the 16th century seeking to monopolise the sources of valuable nutmeg, cloves, and cubeb pepper in Maluku. In 1602 the Dutch established the Dutch East India Company (VOC) and became the dominant European power. Following bankruptcy, the VOC was formally dissolved in 1800, and the government of the Netherlands established the Dutch East Indies as a nationalised colony.
By the early 20th century Dutch dominance extended to what was to become Indonesia's current boundaries. The Japanese invasion and subsequent occupation during WWII ended Dutch rule, and encouraged the previously suppressed Indonesian independence movement. Two days after the surrender of Japan in August 1945, nationalist leader, Sukarno, declared independence and was appointed president.
The Netherlands tried to reestablish their rule, but a bitter armed and diplomatic struggle ended in December 1949, when in the face of international pressure, the Dutch formally recognised Indonesian independence.

An attempted coup in 1965 led to a violent army-led anti-communist purge in which over half a million people were killed. General Suharto politically out-manoeuvred President Sukarno, and was formally appointed president in March 1968. His New Order administration garnered the favour of the West whose investment in Indonesia was a major factor in the subsequent three decades of substantial economic growth. In the late 1990s, however, Indonesia was the country hardest hit by the East Asian Financial Crisis which led to popular protests and Suharto's resignation on 21 May 1998. The Reformasi era following Suharto's resignation, has led to a strengthening of democratic processes, including a regional autonomy program, the secession of East Timor, and the first direct presidential election in 2004. Political and economic instability, social unrest, corruption, natural disasters, and terrorism have slowed progress. Although relations among different religious and ethnic groups are largely harmonious, acute sectarian discontent and violence remain problems in some areas.

Concerted steps to disentangle Jakarta traffic congestions

Many policies have been offered by the central government and the Jakarta city administration to disentangle the Jakarta chronic traffic congestions. Vice President Boediono, after the meeting with several ministers and the Jakarta Governor Fauzi Bowo on September 2, 2010, offered 17 policies to alleviate the Jakarta worsening congestion. Those policies include (1) the application of electronic road pricing (ERP), (2) the sterilization of Transjakarta lanes, (3) the improvement of on-street parking management, (4) multiyear contract for road maintenance, (5)the addition of two more Transjakarta routes by the end of 2010, (6) subsidies for natural gas usage by public transportation modes, (7) incentives for converting old minivans into new buses, (8) reactivation of commuter train routes in Jabodetabek, (9) punishment for illegal public transportations, (10)MRT, monorail and railroad access to the airport should be prioritized, (11) the creation of Transportation Authority of Jabodetabek, (12) the revision of the Integrated Transportation Master Plan of Jabodetabek, (13) the hastening of double tract project in Jakarta’s suburb areas, (14) development of the Jakarta inner-ring railroad, (15) the development of six new inner city toll road, (16) limitation of vehicles on the road, and (17) the provision of parking lots around Transjakarta stations and commuter train stations (The website of the Indonesian Vice President Office, September 2010). At the meeting, Vice President Boediono appointed the head of the Presidential Work Unit for Development Monitoring and Control (UKP4), Kuntoro Mangkusubroto, to head the team addressing the Jakarta’s transportation problems (The Jakarta Post, September 3, 2010).

Late Traffic in Jakarta

In addition to the long list of policies from Vice President Boediono, the Jakarta city administration added some more policies to alleviate the traffic congestion in Jakarta including changing traffic regulations in some areas (The Jakarta Post, September 24, 2010), staggering office hours according to municipality (The Jakarta Post, November 3, 2010), and forming a task force to be deployed to traffic congestion hot spots (The Jakarta Post, November 6, 2010).

The development and expansion of mass transportations including MRT, monorail, Transjakarta, train to the airport and commuter trains in inner-city and suburbs of Jakarta, as recommended by Vice President Boediono, are the fundamental key to disentangle traffic congestions in Jakarta. Such developments should be prioritized and expedited. The traffic congestion management including the application of ERP, the traffic law enforcement and the deployment of task forces to traffic congestion hot spots will also support the effectiveness of mass transportation in alleviating the transportation problems in Jakarta.

The Jakarta Transportation Agency has planned to apply the ERP in major thoroughfares which currently use the three-in-one system (The Jakarta Post, September 23, 2010). The ERP is used to impose automatically a demand sensitive congestion toll when the congestion level in the restricted zone exceeds a preferred threshold level. Only drivers with the high value of their trips will pay the charge. As a result efficient use of the road and redistribution of trips spatially, temporarily and modally will occur (Albalate and Bel 2009; Goh 2002).

Jakarta needs to learn from the success of Singapore that has implemented the ERP since April 1998. The ERP in Singapore is the upgrade system of the previous congestion measure, Area Licensing Scheme (ALS) that was introduced in 1975. The implementation of ALS reduced the traffic by 45 percent during the morning peak and another 15 percent after the introduction of the ERP. One of the contributing factors to the success of the ERP implementation is the strong commitment of the Singaporean authorities to develop and expand public mass transportation alternatives (Albalate and Bel 2009). Other cities including London and Stockholm that have successfully implemented traffic congestion charging measures also have reliable, accessible and affordable public transportation alternatives.

Jakarta Traffic

Among the policies proposed by Vice President Boediono and the Jakarta city administration, I found two policies that could be counterproductive to the development and expansion of mass transportation system: the development of six new inner-city toll roads and the staggering office hours. Both policies could ease the traffic congestions in the short run, but could cause more traffic congestions in the long run. The policies will not encourage drivers to convert from their vehicles to mass transportation as their primary transportation modes. They will only undermine the efforts of developing the mass transportation system in Jakarta.

Alternatively, many possible policies could be implemented in Jakarta in order to alleviate the traffic congestion including shuttle services, carpool matching services, telecommuting and downzoning. Instead of staggering office hours, the Jakarta city administration should encourage private and public companies to expand their shuttle services and develop carpool matching services for their employees.

Telecommuting is a way to reduce commuting by using telecommunications technologies. Employees can work outside the traditional office at remote work locations including their homes. A study in the US shows that telecommuting can reduce commuting for about 10.4 percent of the labor force (Cullingworth and Caves 2009). Downzoning is a measure to reduce allowable development on land zoned for service, retail or commercial development. Such a measure is mostly directed to areas along busy streets to reduce traffic congestions.

In order to support the development and expansion of mass transportation system, Jakarta also needs to develop more multimodal transportation districts. Such districts provide a mix of land uses, an interconnected network of streets designed to encourage walking and bicycling, and appropriate densities and intensities of land uses within walking distance of transit stops (Cullingworth and Caves 2009).

Jakarta is estimated to lose $3 billion a year because of traffic congestions. Concerted steps are needed to reduce the Jakarta’s traffic woes. These steps must be implemented with a strong commitment to develop and expand an integrated, reliable, accessible and affordable mass transportation system in Jakarta.

(This article also appeared at The Jakarta Post on November 13, 2010)


References:

  1. Albalate, Daniel and Bel, Gelma. (2009). What local policy makers should know about urban road charging: Lessons from worldwide experience. Public Administration Review 69(5): 962-975.
  2. Cullingworth, Barry and Caves, Roger W. (2009). Planning in the USA: Policies, Issues and Processes. London and New York: Routledge.
  3. Goh, Mark. (2002). Congestion management and electronic road pricing in Singapore. Journal of Transport Geography 10: 29-38.

Jakarta needs Metro to avoid traffic gridlock

After reading the Economist magazine September 2010 issue, I realized that Jakarta had a new call: the largest city in the world without a metro. The Economist reported that the car ownerships in Jakarta have increased by 10-15 percent a year. Motorcycles are ubiquitous and can be acquired with a down payment of as little as $30. On the other hand, the growth rate of Jakarta’s road is less than 1 percent a year. The daily jams in Jakarta are getting worse. Jakarta is estimated to lose $3 billion a year due to transport delays and attain total traffic gridlock in 2014.

lalulintas jakarta metromini

Metrominis used the busway lane in Jalan Urip Sumohardjo, Jatinegara, Jakarta

The acute traffic congestion in Jakarta has also prompted President Susilo Bambang Yudhoyono to revisit the idea of capital relocation out of Jakarta. Relocating the capital out of Jakarta could reduce urbanization and the rate of car ownership in Jakarta and its surrounding areas, but it will not completely address the traffic congestion in Jakarta. Jakarta needs a fundamental change in the management of public transportation. The current public transportations have not been able to alleviate the acute traffic congestion in Jakarta. Jakarta now needs the Mass Rapid Transit (MRT) or also popularly known as Metro to address its transportation problem.

Most metropolitan areas in the world with the population of over 10 millions have operated metros for years. New York City opened the first underground line of the subway in 1904 and the subway has been the backbone of New York City transportation system since then. Two major cities in Japan, Tokyo and Osaka built their metros in 1927 and 1933 respectively. The Tokyo Metro is the world’s most extensive rapid transit system with more than eight million passengers daily. The second largest city in the world, Mexico City, has built a metro since 1969 and now the Mexico City Metro is the second largest metro system in North America after the New York City subway. Two major cities in China, Beijing and Shanghai opened their metro systems in 1971 and 1995 respectively. Major cities in Southeast Asia which have fewer population than Jakarta have also had their metro systems for years, including Manila (1984), Singapore (1987), Kuala Lumpur (1995) and Bangkok (2004) (Wikipedia, 19 October 2010).

The MRT would become the most expensive public projects in Jakarta’s history, but it is the answer to avoid the total traffic gridlock in Jakarta. For at least 20 years, the proposal of MRT in Jakarta has been discussed by the Jakarta city administration and the government of Indonesia. The activists and non-governmental watchdogs have seen the MRT proposal as a possible bonanza for corrupt politicians and contractors (Economist, 4 February 2010).

Trafic Jam - Jakarta

Acute traffic jams in Jakarta

Eventually, the government secured a $1.6 billion loan agreement with the Japanese International Cooperation Agency (JICA) in 2009 for funding the Jakarta's MRT project. Vice President Boediono has also asked the JICA to expedite the design and construction of MRT project to alleviate the traffic congestion in Jakarta. The final project designed was expected to be completed in 2011. The first tract of the MRT project was expected to connect the Hotel Indonesia traffic circle and Kota in 2016 (The Jakarta Post, 20 October 2010).

I would suggest two fundamental steps for the Jakarta city administration in order to effectively address the acute transportation problem in Jakarta. First, integrate the MRT project with the current public transportation modes including including the Transjakarta Busway, Metromini, Kopaja, Angkot, City Bus, and Mikrolet. The reliability, accessibility and affordability of the public transportation system should be improved for all levels of Jakarta residents. The development of public transportation system should also consider the needs of residents in the Jakarta’s hinterlands including Tangerang, Bekasi, Depok and Bogor.

Second, convert car riders and motorcyclists into public transport riders/MRT riders. This would be the critical key for the Jakarta's success in overcoming the traffic congestion. Without the conversion of car riders and motorcyclists into public transport riders/MRT riders, the traffic congestion in Jakarta would never be resolved and the MRT project would be an ineffective investment.

Going Home

Metro in Montreal

The conversion of car riders and motorcyclists into public transport/MRT riders is not an easy thing to accomplish. A careful and comprehensive planning that involves various stakeholders is needed. The Jakarta city administration also needs to learn from the experience of the Transjakarta Busway operation particularly on how to effectively convert car riders into the Transjakarta Busway riders. Last but not least, the inconvenience of car riders and motorcyclists due to the acute traffic congestion in Jakarta could be considered as a great asset for converting them into public transport/MRT riders. The public transport and MRT system should offer reliable, accessible, punctual, comfortable, safe and affordable transportation modes in order for car riders and motorcyclists to leave their vehicles and ride public transport and/or MRT as their primary transportation modes.

(This article also appeared at The Jakarta Post on October 24, 2010)

Foto Cewek SMa Klaten Narsis



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