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Minggu, 02 Maret 2014

Street vendor relocation back to square one

         Street vendor relocation back to square one       

Bambang Nurbianto  ;   A staff writer at The Jakarta Post
JAKARTA POST,  01 Februari 2014
                                                                                                                        
                                                                                         
                                                      
It seems the Jakarta administration’s attempts to relocate street vendors — one of the landmark programs of Governor Joko “Jokowi” Widodo — is facing a serious challenge, if not a setback, now that many of the traders have reclaimed the sidewalks from pedestrians.

Hopefully, Jokowi, former mayor of the Central Java city of Surakarta, more commonly known as Solo, will not give up his bid to emulate the efforts he took forward in his hometown, where he successfully resettled thousands of street vendors and earned international recognition years later. The governor should renew his efforts to make the program a success.

In Jakarta, the high profile relocation started from the hustling and bustling Tanah Abang market in Central Jakarta last September when the administration herded about 900 street vendors into the Blok G cluster of the market.

Jokowi’s initial success was widely appreciated not only by pedestrians, but also road users who cherished the improved traffic in the Tanah Abang area. Then the relocation focus shifted to other parts of the city.

Regrettably, however, many of the street vendors were uncomfortable with their new places and returned to familiar locations. Their justification for doing so was the low number of visitors, which hit their businesses. 

The return of street vendors to the sidewalks of Jl. Palmerah Barat, West Jakarta, has proved to be another lesson for the city administration.

The relocation took place on Sept. 27 last year. That day, all street vendors, along with their tents and carts, were cleared from the sidewalks. For several days following the clearance, Public Order Agency (Satpol PP) officers stood guard to prevent the vendors from returning. As time went by, the officers resorted to parking their cars near the market without showing up. They thought it was enough to scare off the street traders, but they were wrong.

In the absence of the Satpol PP officers, several vendors reopened their street business. One fruit vendor, for example, resumed trading next to the fence of Palmerah market a few days after the relocation. Having been reprimanded, she moved a step closer to the roadside in front of the market until finally she reclaimed her old territory at the expense of pedestrians. Many other vendors followed suit and succeeded.

The relocation was purely for the good of the public and for the sake of law enforcement, without ill intent to negatively affect the business of the street vendors.

The city administration did help former street vendors relocated in Blok G of Tanah Abang sell their goods. The fact that the vendors abandoned their new places should cast doubt on whether the government has done enough to assist the micro entrepreneurs. Or perhaps it is impossible to relocate the street vendors.

 Of course, Solo is easier to manage than Jakarta. There are only about 7,000 vendors in the sultanate city, as against 100,000 in Jakarta, according to the Jakarta Cooperatives and Medium, Small and Micro Enterprises Agency.

The problem facing Jakarta is that the city administration has not explored all opportunities to sustain the relocation program. In Palmerah for example, another market located a few hundred meters from the traditional market is in place to keep vendors from trading on the sidewalk.

Known as pasar pisang (banana market) because the traders mostly sell bananas, the two-story market has failed to attract the street vendors to set up shop. The second floor of the market is nearly empty. A food vendor said she had been relocated to the market from sidewalk but returned to the street after a few days as she lost many customers.

The banana market stands a great chance of accommodating more street vendors, provided there are extra efforts, such as a makeover of the front part of the building just to make it more attractive to potential customers. More importantly, the city administration may consider changing the market into a fruit center, which Jakarta lacks. This specialty can help traders develop their business.

Street vendor relocation is not merely intended to restore pedestrian rights, which have been long denied. It will also help the local government renovate the poor condition of most sidewalks across the city.

Better sidewalks will enable public transportation users to easily change modes of transport.  As seen in many developed cities, people enjoy walking to nearby bus stops or railway stations, which has a good impact on their health.

Jokowi cannot completely address annual flooding and traffic congestion within the five years of his tenure. However, he must not fail in the street vendor relocation because it is only a matter of commitment. Of course, Jokowi needs help from his subordinates to discover possible places to resettle the vendors.

The governor is now very busy. Sooner or later he may start to consider running for the presidency given the various surveys that see him as the most electable candidate.

But whatever his future political choices, he is still the Jakarta governor who is responsible for the resolution of all the city’s problems, as promised during his election campaign.

If Jokowi fails to impress with his efforts to ease traffic gridlock and mitigate floods, he stands a good chance of making the street vendor relocation program his legacy if he does choose to contest the presidential election. ●

Senin, 17 Februari 2014

Motorists to sacrifice more

                       Motorists to sacrifice more

Bambang Nurbianto  ;   A staff writer at The Jakarta Post
JAKARTA POST,  15 Februari 2014
                                                                                                                        
                                                                                         
                                                      
Like it or not, Jakarta’s motorists must face facts: Road lanes will close to allow the construction of the 15.7-kilometer MRT. 

One lane near the Hotel Indonesia (HI) traffic circle on Jl. M H Thamrin in Central Jakarta has been closed since late January and more will follow to assist the ongoing MRT project, which will stretch from Lebak Bulus in South Jakarta to the HI traffic circle and is slated to be finished within four years.

Unfortunately, the city’s other mass transportation project — the Transjakarta busway, which has been an ongoing project for the last 10 years, has not convinced motorists to switch to public transportation because it fails to offer either a reliable or convenient service.

“I gave up riding the Transjakarta two months ago. It was too crowded, it made me so tired and it affected my concentration at work,” a resident of Pejaten, South Jakarta, said. “Driving was similarly exhausting. Now I take an ojek [motorcycle taxi],” said the employee who works in Palmerah, Central Jakarta. 

So for now, at least, commuters have no better choice. 

Back when the busway was first introduced by then governor Sutiyoso in 2004, he and transportation experts predicted that if people’s dependency on private transportation was not reduced the city would be in a state of total traffic gridlock by this year. 

Their prediction that motorists would only move meters from their homes before being trapped in congestion has not exactly come true. However, complaints of longer waiting times in traffic jams have increased, which is down to the growth in the number of cars and motorcycles being notoriously unequal to road growth. 

In trying to reduce the impact of lane closures, the Jakarta city administration has introduced several measures, such as directing motorists to find alternative roads and improving public transportation.

Last week, Governor Joko “Jokowi” Widodo launched a new Transjakarta route, connecting housing complex Pantai Indah Kapuk (PIK) in North Jakarta to the Monas Transjakarta bus stop in Central Jakarta, to encourage the well-off to take public transportation. It was one of the 20 Transjakarta routes to be opened to connect plush residences to existing busway lanes.

It sounds good. 

However, these new routes just connect the residential areas to downtown, which would unlikely meet their needs. Therefore, expecting the rich to shift to public transportation is unlikely to reap results any time soon. 

Therefore, the only way to ease the daily gridlock is to upgrade Transjakarta’s services. 

Governor Jokowi may need to carry out blusukan (impromptu visits) to Harmoni Central Busway (HCB) in Central Jakarta to see what passengers have to go through daily: The condition of this transit point may represent the services in general as it serves passengers from nearly all corridors. 

There, he would see hundreds of people standing for up to one hour before boarding buses. An officer on duty said she and her friends had to go to the nearby shopping center — some five minutes on foot from HCB — if they needed to use rest rooms. She said she often guided passengers asking to do the same thing. 

After eventually boarding, many passengers are forced to stand due to overcrowding. One passenger shared her experience on Facebook and described how people had to push onto the already overcrowded buses. As a recent stroke victim, she said she had to get off at the next stop.

The founders of Transjakarta expected that it would be as successful as the bus rapid transit (BRT) in Colombia’s capital city of Bogota, the TransMilenio, which opened in December 2000. It managed to change the image of what was once a second-class mode of transportation into one that motorists were happy to leave their cars at home for. 

Transjakarta has the potential to be successful. Currently, it has 12 corridors connecting major parts of the city, with three others to be developed. 

It is the job of the current city administration to change this potential into a real solution to overcome the gridlock. Thus, the city has reportedly allocated Rp 4.64 trillion (US$392.19 million) from this year’s budget to purchase some 1,000 large- and 3,000 medium-sized buses to be feeder vehicles to transport passengers to residential areas.

In the coming months, however, the MRT project will mean that motorists and other road users must make sacrifices: Prepare for worsening traffic jams because even if the bus procurement process takes place smoothly, they will not likely be delivered until later in the year. 

Hopefully, our sacrifices will be equally compensated when Jakarta finally has its MRT. ●

Kamis, 16 Januari 2014

A key year for city public transportantion

A key year for city public transportantion

Bambang Nurbianto  ;  A Staff Writer at The Jakarta Post
JAKARTA POST,  04 Januari 2014
                                                                                                                        


Traveling alongside a congested road in an empty Transjakarta busway lanes makes one sympathize deeply with the hundreds of thousands of motorists using the regular roads, struggling against worsening traffic gridlock on a daily basis.

On a recent Saturday, most of the motorists, including myself, patiently passed through congested roads from the Harmoni intersection in Central Jakarta to the Tomang underpass in West Jakarta. Only a few motorists wanted to risk a fine of Rp 1 million (US$82.10). 

The empty bus lanes are always tempting motorists, who are trapped in gridlock for hours during morning and evening peak hours. The enforcement of maximum fines — Rp 500,000 for motorcyclists and Rp 1 million for car drivers — since late November could significantly reduce the number of motorists entering the Transjakarta bus lanes. 

But lately, more and more motorists have returned to these bus lanes. Perhaps they cannot bear worsening congestion, or maybe they know that police officers no longer tightly watch them. They may also think that persistently sticking to congested roads doesn’t make sense, as the bus lanes are unoccupied.

It is the task of the city authorities to set regulations and it is the task of good citizens to respect them. But it is naïve to enforce rigid bans on motorists entering Transjakarta bus lanes while the Jakarta government has not been able to use most of the 12 existing Transjakarta corridors optimally.

Citing a statement by Jakarta Deputy Governor Basuki “Ahok” Tjahaja Purnama, each Transjakarta bus lane needs at least between 120 and 150 buses for optimal use.

Meanwhile, existing buses only total 669, according to the Transjakarta busway website.

Don’t get me wrong. I am a regular user of public transportation and am one of the beneficiaries of the strong commitment of the city government to improve public transportation.
It is good to hear that the city government has allocated Rp 4.64 trillion in this year’s city budget to purchase 1,000 large buses for the Transjakarta busway and some 3,000 medium-sized buses, to try to double the number of passengers from 360,000 last year to 700,000 this year. 

This is because this frustrating congestion can only be solved by providing alternatives to motorists for their daily trips to their workplaces.

In fact, thousands of motorists have given up driving to work, shifting to commuter lines, following improvements by state-owned railway operator PT Kereta Api Indonesia (KAI). They prefer to park their vehicles at home or at railway stations near their houses, rather than persistently fight their way along congested roads.

Like commuter trains, Transjakarta buses have great potential to increase passengers, if they reach their optimal capacity. 

The total length of the 12 Transjakarta corridors is about 185 kilometers. The city government plans to construct another three corridors to complete the busway project introduced in 2004.

For years to come, both commuter trains and Transjakarta buses will still be the backbone of Greater Jakarta’s public transportation because we still don’t know when the government will develop the Mass Rapid Transit (MRT) system that could serve major parts of the city. Although the city plans to develop a 110.8-kilometer MRT network across the capital, it has so far only constructed 15.7 kilometers, scheduled for completion in 2016. 

Therefore, the Jakarta city government’s efforts to improve the services of Transjakarta are commendable because the existence of convenient, reliable and affordable public transportation is a prequisite for the government to encourage motorists to shift to public transportation.

With the existence of good public transportation, the government could introduce even tougher policies than simply banning motorists from entering Transjakarta lanes.

It could introduce electronic road pricing (ERP) or vehicle-license plate restriction to reduce the burden on the city’s roads. If this still doesn’t work, it could impose high parking fees like in other developed cities, to force more motorists to shift to public transportation. 

However, while the city government has not been able to provide a sound alternative to motorists, it is unfair to be too tough on them, given their long-standing suffering from the traffic chaos on Jakarta’s roads.

Perhaps the government could still partially impose rigid bans along certain Transjakarta lanes that are optimally used, like the Blok M-Kota corridor, the first corridor operating in the city. Public order officers or police officers in certain areas could be placed to guide motorists on when they can or cannot enter Transjakarta lanes. 

But requiring motorists to keep using congested roads, while the Transjakarta bus lanes are unoccupied is certainly not sensible. Meanwhile, forcing them to shift to Transjakarta buses or other public transportation modes will only add misery to existing public transportation users, who must use overcrowded buses and trains.

To conclude, the city government’s move to deploy about 4,000 large- and medium-sized buses this year is a breakthrough in a bid to improve public transportation and a starting point to ease daily congestion. 

However, while all of its efforts are yet to succeed, it is better for the government to delay any policies that could add to motorists’ frustrations. ●