A year of commercial operation of the Jakarta MRT marks the beginning of a new chapter. A new chapter for the DKI Jakarta Government to make the MRT a reliable mode of mass transportation.
Despite its young age, PT MRT Jakarta is facing many challenges. In addition to being a reliable mode of transportation, MRT must even be able to respond quickly when Jakarta is hit by problems, such as demonstrations, floods, or even during the spread of the COVID-19 virus.
An increase in ridership is important, but it's not everything for the Jakarta MRT. The company must be able to meet their service standards so that the technology is capable of being a reliable and sustainable mode of transportation.
Sustainability is key for MRT Jakarta as it enters its second year. In addition, this year MRT Jakarta targets to carry 110 thousand passengers per day. Last year, MRT Jakarta passengers averaged 90 thousand people per day. Two determinants of sustainability in the second year of MRT operation are the increase in passenger numbers and the development of an integrated transit area or TOD(transit oriented development).
Increasing the Number of Passengers
An increase in the number of passengers can reduce the value of subsidies that must be issued by the local government for the operation of the MRT. In 2019, the DKI Jakarta Government spent Rp 672 billion to subsidize MRT tickets. The subsidy is issued so that MRT passengers can enjoy the fare they pay now. The more passengers, the less subsidy the government needs to bear.
However, an increase in passenger numbers is impossible without two things. First: inter-modal integration. The government should make the Jakarta MRT the main network (trunk). The MRT serves to transport passengers coming from the feeder network. Increasing the number of feeder transportation routes such as Minitrans and Jak Lingko to MRT stations will certainly increase the number of MRT passengers.
Inter-modal integration signifies the meeting points of public transportation passengers. Apart from transportation business matters, the outbreak of the COVID-19 virus is a valuable lesson for public transportation managers. Because, moving passengers also means that they must think about their health aspects. Public transportation service standards are no longer just about punctuality, but also ensuring that their modes do not become a means of spreading disease.
Second: between the main network and the feeder network, there are still supporting facilities around the station that should be taken into account. This is because transportation managers often neglect to improve the areas around their stations or bus stops. Uneven and bumpy sidewalks outside the station and unmaintained bus stops will create an unpleasant experience when using public transportation and make those who are used to using private vehicles reluctant to switch to public transportation.
Improving MRT service standards is imperative. Reliability of public transportation operating schedules and convenience are the main attractions for people who are used to driving door-to-door. In this case, the government and transportation managers must make time certainty the main exchange rate for people to switch to public transportation.
Develop integrated transit areas (TOD)
Furthermore, the increase in the number of MRT passengers also needs to be supported by the development of TOD areas. The establishment of five TOD areas along the MRT corridor should be a momentum for the formation of mixed zoning and an increase in density. High density and compact building masses allow for vertical residential development in TOD areas.
Compact city planning is directly proportional to the increasing number of rail-based mass transportation lines. This is also in line with the second phase of the MRT construction plan. It is no longer the time for Jakarta to determine urban planning partially. The preparation of TOD planning must also be able to measure trends that will develop in the coming years.
TOD is not a project, but a general approach that should be applied throughout the city. Don't just stop at 5 TODs. Jakarta needs to have more high-density areas connected to mass public transportation. All parts of Jakarta should be oriented towards the use of public transportation. It is time to stop talking about TOD and start making it happen.
As the main and feeder networks become larger and more integrated, and as TODs are built and MRT ridership increases, the parking policy needs to be revised. Currently, the DKI Jakarta government sets the upper and lower limits for parking rates in Governor Regulation No. 31/2017. In fact, Governor Regulation No. 31 should only regulate the lower limit of parking rates and not the upper limit, especially for rates in MRT station areas.
The high cost of parking, especially in congested areas such as city centers, serves as a disincentive that will be felt directly by private vehicle users. The effect will encourage them to use public transportation. Through the revision of parking tariff regulations, the government is creating justice for its citizens. The reduction of parking capacity in buildings in TOD areas must be done gradually. This policy can only be carried out on the condition that TOD is built and the MRT network has increased. This is because at this stage, people have more choices for public transportation.
The development of the TOD area requires the support of all stakeholders because of the integration. The role of the DKI Jakarta Government as a referee determines the dynamics of its implementation. The implementation is certainly not easy, but it is also not a reason not to start.