Busway, pinnacle of sustainable environmental degradation

The Jakarta Post

Nirwono Joga,
Chairman, Indonesian Landscape Architecture Study Group, Jakarta

The current debate about the busway project has dealt with the muddled transportation system and worsening traffic. Its impact on environmental degradation, however, has escaped our attention. Jakarta's arbitrary urban management makes its concept of sustainable urban development mere rhetoric, triggering an environmental crisis and leads to ecological suicide.

The Jakarta provincial administration has introduced various environmental conservation programs, beginning with its 1970 urban regreening drive to its Green Jakarta Program last year. What has come of these schemes?

In fact, a complicated procedure is required for the felling of a single tree in the city. Based on Article 8 of Regional Regulation No. 11/1988 on public order within Jakarta city limits, offenders are liable to three months in prison or a Rp 50,000 fine, besides millions to billions of rupiah of law enforcement fees, as in the case of tree felling on Bank Indonesia premises. What, then, if trees are cut down by the Jakarta administration?

In the 2000-2010 Jakarta Spatial Master Plan, the city government calculates that Jakarta still needs to plant 6,202,816 trees out of the 2010 target of 10,812,500. Meanwhile, the daily felling rate of 10 trees remains uncontrolled and without significant punitive measures.

The city's regreening program is not supported by professional tree management activities. As a component of green spaces, trees obviously need serious maintenance instead of frequent neglect, and this effort should be thoroughly planned. The city administrations of Boston, New York, Melbourne and Sydney allocate 85 percent of their annual budget for 3 to 5 years' maintenance of trees, with the remaining 15 percent used for planning and construction.

The busway system, which cost Rp 118 billion last year, plus another Rp 120 billion this year and Rp 15 billion for the road widening project has obviously affected the median strip with its shady trees.

Why do trees deserve protection and conservation in a city? Trees constitute long-term and potential assets and investment of a city, while at the same time they possess economic, ecological, educational and certainly esthetic values.

Trees are capable of holding underground water deposits at a rate of 20 liters daily, whereas men need two liters of water daily. At a price of Rp 400 per liter of water, a single tree saves water costs by Rp 800 a day, Rp 24,000 a month or Rp 292,000 a year per person.

As a producer of oxygen (O2), trees absorb carbon dioxide (CO2) and air pollutant gases, a function that is as yet irreplaceable. Every hour, a hectare of green foliage can absorb 8kg of CO2, equivalent to the amount of CO2 exhaled by around 200 men within the same time span. A 1,600m2 plot can produce 14,000 liters of oxygen per person. If one liter of oxygen costs Rp 10, a tree has again saved oxygen costs by Rp 140,000 a day, Rp 4.2 million a month or Rp 51.1 million a year.

What does the busway system have to do with the environment? The absence of accurate planning is apparent in the construction of bus shelters and pedestrian bridges. Dozens of trees were sacrificed for these structures and the ongoing road widening project has also destroyed the median strip. Latest reports say at least 10 trees have been felled for the road widening.

The busway project has thus considerably degraded the quality of air from the Sudirman-Thamrin corridor, alternative lanes, to the extended 3-in-1 zones.

Jakarta's environmental management agency reported in 2003 that Pondok Indah, Gelora Bung Karno (GBK) Senayan and Jl. Casablanca topped the ranks in air pollution. The three areas actually retain green spaces and sufficient numbers of trees, but have now been incorporated into the busway route, as in the case of the GBK, and three-in-one alternative roads, as with Pondok Indah and Casablanca.

Thirty vulnerable points of congestion and limited capacity alternative lanes have experienced an increase in jams, causing traffic to be stagnant long enough to emit air pollutants to adjacent locations that are anyway dry and hot without adequate greenbelt corridors. The air quality of alternative roads like Kota, Grogol, Slipi, Tanah Abang, Warung Buncit, Fatmawati, Pasar Minggu and Lebak Bulus is predicted to be worsening.

Apart from the increasingly congested traffic, the declining number of trees reduces their capacity to absorb and process carbon dioxide, sulfur dioxide (SO2), ozone (O3), nitrogen dioxide (NO2), carbon monoxide (CO) and lead (Pb), which comprise 80 percent of Jakarta's air pollutants.

To a certain extent, air pollution can cause infertility, upper respiratory infections, nausea, vomiting, headaches and skin cancer.

From 1965 to the present, various regional policies have slashed open targeted green spaces, felling hundreds of thousands of trees. From the 37.2 percent green space target in Jakarta's 1965-1985 Master Plan, the figures have declined to 25.85 percent in the 1985-2005 Master Plan and even further to 13.94 percent, or a mere 9,545ha in the 2000-2010 scheme. In actuality, open spaces constitute only 9.04 percent, or 6,190ha of the 66,152ha city area.

Compared to the planned 7.81m2 of open space per person, a 2003 study by the Landscape Development Institute, School of Landscape Architecture and Environment Technology, Trisakti University, calculated the city's need for open space to control air quality through CO2 and pollutant absorption at 23,500ha, or 36 percent. As the target for 2010 is set at only 13.94 percent, this means that Jakarta can only survive with half of the open space requirement or, in physiological terms, akin to a person surviving with only one lung.

Meanwhile, the School of Forestry at the Bogor Institute of Agriculture, in a 2003 study that calculated planted open spaces as water catchment areas, determined that Jakarta needs 15,897ha, or 21.45 percent, of such areas. Based on the 2010 Master Plan target of 13.94 percent, the water resorption capacity will only reach about 54 percent and the remaining unabsorbed water will flood the city.

Regional Regulations No. 11/1988 on public order and No. 9/1999 on environmental preservation and cultural heritage conservation thus need to be improved. The provincial administration can also formulate a regulation on urban landscape conservation to protect the continuity of open spaces as Jakarta's long-term and potential asset and investment.

With the "success" of the controversial transportation and other urban projects so far, the one-way concept of city development will remain a trademark of the Jakarta administration, brushing aside for management and control programs for natural disasters and environmental crises like floods, clean water shortage, contaminated air and water, neighborhood sanitary problems and garbage management issues.
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Congestion charges and proper traffic planning

The Jakarta Post

Michael Garc¡a, Ph.D. Candidate, Cornell University, Jakarta

The city's integrated three-in-one and TransJakarta Busway plan is certainly worth a try. It is evidence that the city administration is willing to do something about Jakarta's traffic problems though Jakartans are wondering why the three-in-one plan and the Busway project were chosen over other options and why no alternative proposals were put before the public.

If well administered a congestion charge would fare better in popularity and effectiveness than the three-in-one part of the new policy. There are no perfect and final solutions but future transportation improvement plans in the capital city must be even more comprehensive than the current temporary fix.

The fundamental goals of setting traffic policy are many: To ease congestion in busy areas, to optimize the rate of traffic flow, to encourage the use of mass transportation, to lower pollution and noise levels, to lower the number of vehicle accidents.

But there are other issues that affect traffic flow that are too easily dismissed because they seem marginal or are considered separate issues. Assimilating pedestrian traffic, bajaj use, and parking are among the interrelated issues.

Two-lane roads such as Jl. Kemang -- a feeder road and oft-used shortcut to Blok M -- are often reduced to one lane because businesses lining the corridor are not encouraged to provide recessed parking lots for their customers.

The dearth of city parking garages makes regulating traffic flow almost impossible by increasing the number of men in orange jumpsuits blocking traffic so that their fare can back into the road whether there is oncoming traffic or not.

Parking garages can be designed so that vehicles reentering traffic must yield the right of way instead of disrupting heavy traffic flows.

The restriction of bajaj to certain roads has been a helpful policy as their erratic darting to and from the curb in search of fares also disrupts smoothly-flowing traffic. But no solutions have been offered to deal with the frequent curb stops and sudden turning of opelet. The opelet are a much more vital part of public transportation than the bajaj -- which travel only very short distances that are often walkable -- but they also cause a great many traffic jams, particularly on the narrower roads they tend to serve.

If the sidewalks were safer and the air in the streets cleaner and quieter more people would be encouraged to walk. Maintaining pedestrian sidewalks that are shady during the day but well-lit at night might currently be cost prohibitive but enforcing emissions standards -- only beginning with buses, trucks and bajaj -- would not be. Enforcing acceptable noise levels on all vehicles would also encourage more people to walk to work, school, or shopping areas when possible.

If the government were to subsidize biodiesel, as it does gasoline and diesel, the new fuel might stand a chance of being adopted by a significant number of users.

In addition to considering more parts of the puzzle traffic policy must influence commuter behavior in positive ways. Effective policy must target long-term, fundamental goals rather than burdening Jakartans with superficial changes that will only be effective for a very short time -- one election term? -- if at all. There are 5-year plans for the economy; is there a 5-year or a 10-year plan for transportation infrastructure? If there is why has the public never been apprised of it? And when will the next public session on future traffic policy be held?

Both the rider policy and the tolls are largely useless or detrimental if they don't contribute to the fundamental goals of easing traffic congestion or encouraging more people to mass commute -- though the tolls can still contribute needed revenue, assuming most of it gets returned to the community in the form of new roads and other infrastructure.

Citizens are told that other forms of public transportation are too costly. A subway or an elevated train are ruled out -- barring the miraculous emergence of a foreign investor -- as mass transportation options for this reason.

And it is because of prohibitive costs that the current solution was modeled on the Bogota bus system rather than on Mexico City's subway or Singapore's combination of subways, fast and clean buses, and restrictive vehicle ownership. If revenue is the issue then why not generate revenue from those who use the roads the most?

No integrated system from another city can be imported directly. Singapore's system works well only for a much more affluent city of about half the size of Jakarta. But Singapore does have one very smart policy that would work in Jakarta -- congestion charging.

The Nobel Prize committee thought the idea of congestion pricing was such a good one that they awarded the 1996 prize in economics to William Vickrey, then a professor of economics at Columbia University, for his work on it.

One common version of congestion pricing involves simply charging a fee from those who are willing to pay a little more for the convenience of using a faster traffic lane, bridge, or tunnel.

Ideally an extra lane can be added instead of appropriating an existing lane. Instead of -- or in addition to -- a Busway in Jakarta an express lane would be opened to anyone willing to pay the toll.

Not only do those who pay the toll get to their destinations faster and with greater ease, but the remaining traffic in the non-toll lanes is reduced, freeing up congestion there as well.

But often another lane cannot be added -- there is simply no room because buildings are in the way or because the congestion zone is a bridge, tunnel, or other expensive structure. Vickrey argued for peak-period tolls in such instances. By Vickrey's account peak-period tolls don't significantly reduce traffic but simply redistribute traffic more evenly to the benefit of all motorists.

The congestion charges motivates drivers among the other three-fourths to be more flexible about when they will enter congested zones or thruways.

The hidden key to the success of congestion pricing is obvious to any Jakartan who has ever been caught in one of the frequent traffic jams at existing toll plazas. Success depends on where the collecting area is located and how fast toll collection is.

London and Singapore are two cities who have put the theory of congestion pricing into praxis. Every vehicle in Singapore is equipped with a debit card reader.

When a driver passes one of the many congestion zone borders a congestion charge, or toll, is automatically deducted from a debit card that must be inserted in the reader during peak hours. Failure to do so results in a fine, one that is swiftly and efficiently enforced with the aid of high-tech ERP (Electronic Road Pricing) detectors mounted on gantries over the road.

Jakarta could not afford such technology, it is argued. But the initial investment in the system and equipment to enforce collection of congestion charges in London will pay for itself in three years. Will the cost of the TransJakarta Busway pay for the cost of new buses and road construction in three years? Will it generate any revenue for future transportation infrastructure improvements?

Congestion pricing would alleviate traffic congestion and generate revenue for future infrastructure. Nevertheless, politicians might be afraid of congestion pricing because they fear their constituents will see it as an unnecessary tax and an unbearable operations burden on sectors of the economy affected by transportation costs.

But, if effective, congestion charges would actually benefit both drivers and industries with high transportation costs.

The writer is currently a Fulbright Researcher in Indonesia.
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The Busway's pebble

The Jakarta Post | It is obviously unfair to judge whether the busway scheme has been successful in saving the capital's public transportation system from greater madness, as it is only eight days old.

However, no one can turn a deaf ear to complaints that the new system is already having problems, despite the public's enthusiasm in enjoying their free rides from Blok M to downtown Kota until Feb. 1, when passengers will be charged Rp 2,500 one-way.

Ordinary motorists and Busway drivers must be extra careful, as there are several points where their paths cross. The situation could become worse if every driver thinks he has a right to race on the roads.

Many newspapers have been critical of the development of the busway system. Only one day after its kickoff, several buses were in trouble: Some had trouble with their automatic doors, others suffered engine problems.

The feeder bus services also posed a problem, as the city administration had yet to make available feeder lines for those living in Ciledug, Lebak Bulus and other parts in southern Jakarta wanting to take the TransJakarta to Kota.

One bus was damaged after hitting an old overhead railroad bridge in Jatinegara, East Jakarta, when the driver tried to skip the established route because he had no money for the toll. The driver said the operator had failed to give him money for the toll and he had no spare money of his own.

While elation among city officials over the successful Jan. 15 launch of the Busway remains palpable, drivers have emerged the main problem in its service.

Wise men say that dealing with people is always complicated. And city officials, trapped as they are in their determination that the dream must become reality, have apparently forgotten that drivers can be a liability to the success of the system.

Five drivers have already been fired for turning up late and for their involvement in accidents, despite their brief training and courses in discipline and driving ethics.

Smart uniforms and a Rp 2 million monthly salary are not enticing enough for several drivers, who had enjoyed take-home pays of between Rp 2.5 million and Rp 2.7 million per month from their previous jobs at regular bus companies.

No wonder several drivers have protested the salary.

The drivers' lack of punctuality has also emerged as a serious problem. A few days ago, 15 drivers decided to go home after the next shift failed to show up on time.

The disgruntled drivers, who had stayed up from 5 a.m. to 1 p.m. without a break, said they could no longer tolerate their fellow drivers' failure to show up for work on time. They became even more disappointed after they failed to find anybody from the city transportation agency or the busway operator who could settle such "trivial" problems.

"We need time to eat. It is difficult for us to find even a few spare minutes to relieve ourselves. If such a situation is not properly handled, there is the possibility that we drivers will go on strike," a local paper quoted a driver.

On Thursday, dozens of TransJakarta buses were stuck in a jam after one bus stalled in the corridor. Officials blamed the driver for shifting gears incorrectly.

Looking for new drivers is not difficult in Jakarta, as most job seekers can drive. So it is understandable that Governor Sutiyoso will soon recruit new drivers to replace those leaving. But this also shows that the administration was unprepared in anticipating such driver-related matters.

For Sutiyoso personally, the Jan. 15 launch of the Busway could be politically prestigious, although it cannot get him reelected for a third term -- the maximum allowed by law is two.

City officials, especially Sutiyoso, were determined to realize the Busway -- amid strong public criticism -- merely to prove that they could provide Jakartans with better public transportation -- an effort that obviously deserves a thumbs-up.

However, from the start, the administration's methods in pushing the busway plan triggered much criticism and complaints.

Now that the Busway is running, however, all we can do is wait and see if the administration can maintain what it has achieved.

Given the drivers' complaints and the series of accidents that have occurred, the administration would be well advised to undertake some introspection about whether or not it did the right things before launching the Busway.

Worried about the possibility of bigger problems to come, such as public protests, the administration has deployed hundreds of security officers, including policemen, to guard the 12.9-kilometer Busway route. But the officials' fears has made them miss the problem that has emerged from the inside: The drivers.

City officials should have paid attention to an old Chinese saying: People stumble over a pebble, not over a mountain.
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Sang Bayi Prematur Bernama Busway

Majalah Tempo Edisi. 47/XXXII/19 - 25 Januari 2004
Nasib sebuah kota bukan hanya ditentukan segumpal cita-cita. Nasib sebuah kota juga bukan ditentukan hanya karena sang gubernur ingin dikenang-kenang
sebagai pemimpin yang berjasa. Ada banyak hal yang melibatkan penataannya: perencanaan, perencanaan, perencanaan. Studi lapangan dan perbandingan bagaimana sebuah sistem itu bisa diterapkan di sebuah kota sebesar, segemuk,dan serumit Jakarta.

Transportasi busway adalah sebuah cita-cita untuk menyelesaikan problem transportasi di Jakarta. Sebuah keinginan besar (yang memang terpuji) untuk menciptakan transportasi publik agar penduduk Jakarta tak melulu memenuhi jalan-jalan ini dengan ego dalam bentuk pameran mobil mewah. Tapi marilah tengok sebentar hari-hari awal peluncurannya.

Sejak Kamis pekan lalu, wajah Jakarta segera berubah. Lima puluh enam buah bus Transjakarta berwarna kuning-merah menghiasi koridor Blok M— Kota sepanjang 12,9 kilometer. Iring-iringan bus berlambang burung garuda itu melaju tanpa hambatan. Kontras dengan pemandangan ruas jalan di kiri-kanan yang mengapitnya: ratusan kendaraan merayap, tersendat, bahkan macet total. Mungkin lama-kelamaan para OKB (orang kaya baru) yang mengoleksi sampai delapan buah mobil di rumahnya akan mulai malas memamerkannya di jalan-jalan yang sungguh macet ini.

Sebagai barang baru di kota yang ruwet ini, bus Transjakarta menggairahkan. Para calon penumpang rela ber- desakan sejak pagi di halte dan langsung "menyerbu" busway itu tanpa antre. Karena muatannya melebihi kapasitas, bus ber-AC itu tetap terasa gerah. Penumpang berjejalan, berimpitan, nyaris tak bisa bergerak. Alhasil, bus yang idealnya hanya berpenumpang 55 berdiri dan 31 duduk itu menjadi kian supersesak. Mirip dengan pemandangan di kereta rel listrik kelas ekonomi pada jam sibuk.

Selain perilaku penumpang yang belum disiplin, beberapa sopir bus Transjakarta juga tampak belum mahir mengendalikan kendaraannya, terutama saat bus berhenti di halte. Sejumlah bus harus maju-mundur untuk mencari posisi agar pintunya terbuka. Kekacauan itu menunjukkan ketidakmatangan peluncuran busway. Bagai seorang bayi yang lahir prematur. Amat tergesa.

Kendati tergesa-gesa, Gubernur DKI Jakarta Sutiyoso berprinsip, the show must go on. Tiada yang boleh membatalkan "pentas teater busway" yang telah tergelar. Sutiyoso berambisi menjadikan busway sebagai satu di antara tulang punggung transportasi massal Jakarta di masa depan. Ia ingin menggiring masyarakat untuk terbiasa menggunakan angkutan umum, bukan mobil pribadi.

Nurdin Kalim
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Transportation woes

The Jakarta Post | Jakarta Governor Sutiyoso, basking in the "achievement" of launching the Trans-Jakarta busway service on Thursday, may well qualify as this week's most boastful official.

For the governor, the launching of the project, despite its shortcomings, was like the lifting of a heavy burden from his shoulders. The project was proof of his compassion for the little people, he said during the busway launching ceremony, his face beaming with self-righteous pride.

The euphoria remains

Because the busway system is only two days old, it is too early to tell whether it is a solution to Jakarta's traffic woes, regardless of the controversial construction phase of the project, which included the chopping down of some of the city's few remaining trees to make way for busway stations.

There are some things that both Jakarta residents and the authorities should take into account as the busway officially opens for business on Feb. 1, when passengers will be required to buy tickets to ride the Trans-Jakarta buses between Blok M and Kota.

Several points along the route where the Trans-Jakarta buses and other vehicles meet seem likely to become permanent bottlenecks, including at the Pemuda Statue, the Hotel Indonesia traffic circle and the Olimo intersection.

For residents, the busway will reintroduce some of the old habits of commuting; passengers will have to buy their tickets before getting on the bus, something that disappeared from the capital more than 10 years ago.

As Jakarta officials have worked all out to make the busway a success, they must also think about the practical future of the system, particularly maintenance. Many people say that maintaining a project is more difficult than starting it up.

Vandalism must be prevented and security aboard the buses must be maintained. Many people are already skeptical about the chances of a police officer always being around to keep the criminals at bay.

In fact, the busway is only part of the overall transportation system for the increasingly chaotic capital, which is chronically lacking in a grand and integrated transportation system.

Sutiyoso has said that by 2010, Jakarta will have a macro-transportation system with another 14 busway corridors, a monorail connecting Tangerang in the west and Bekasi to the east, a subway linking the southern and the northern parts of the city, as well as a river transportation network.

All this within the next six years, with another Rp 120 billion provided by the city administration for the next busway project -- in addition to the Rp 120 billion the administration spent for the first busway.

To many, Sutiyoso's statements sound like pure fantasy, but what the city needs is an intermodal transportation system. We need an integrated plan to connect all modes of transportation, starting from the outlying residential areas to the central business district where people work.

Currently, each mayoralty has its own transportation plan. Operation permits are issued to motorcycle taxis, minibuses and other transportation providers with no overall vision for a larger, intermodal system.

This means the feeder lines for the busway have not been taken into account by the city administration. If the feeder lines are lacking, how can people get to the busway stations? And if these feeder lines remain congested, what is the use of clear busway lanes?

As even Sutiyoso has acknowledged the busway will not solve the city's traffic woes, the administration should begin a grand integrated transportation system to encourage people to get to work by public transportation, instead of in private cars.

One more thing: with Sutiyoso's term ending in 2007, the next governor must have a clearer vision of the city's transportation system.
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Harmoni - Pulo Gadung 2005

Koridor Busway Pulo Gadung-Harmoni Beroperasi 2005
15 Januari 2004

TEMPO Interaktif - Pemerintah Provinsi DKI Jakarta berencana membangun koridor busway untuk jalur Pulo Gadung-Harmoni.

“Infrastrukturnya tahun ini, 2005 kami harapkan sudah jalan,” kata Sekretaris Daerah Provinsi DKI Jakarta Ritola Tasmaya, sebelum acara peluncuran busway di Jakarta, Kamis (15/1).

Ritola menambahkan, pembangunan jalur ini merupakan bagian rencana untuk menjadikan Jakarta kota yang baik dan nyaman di tahun 2010. “Better city, better life,” katanya.

Selain akan membangun jalur busway untuk koridor Pulo Gadung-Harmoni, Pemprov DKI juga terus melakukan pembenahan sarana dan prasarana sepanjang koridor busway. “Terutama untuk perbaikan trotoar,” katanya.

Nantinya, trotoar yang berada di sepanjang jalur Blok M-Kota akan dilebarkan. Rencananya pelebaran akan dibuat seperti di depan Hotel Nikko. “Pengennya 5-6 meter lebarnya, tapi kita juga lihat kondisi jalannya,” ujarnya.

Selain membenahi trotoar, taman-taman yang tadinya rusak karena pembangunan halte busway juga akan dibenahi. Menurut Ritola, proyek pembenahan di sepanjang jalur busway merupakan proyek prioritas. “Anggaran yang digunakan anggaran PU,” ujarnya. [Dewi Retno - Tempo News Room]
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Gratis selama dua minggu

Busway Gratis Mulai Hari Ini
15 Januari 2004

TEMPO Interaktif - Gubernur DKI Jakarta Sutiyoso hari ini akan meluncurkan program busway koridor Blok M-Kota dari Pintu Satu Senayan. Peluncuran itu menandai uji coba 54 dari jumlah total 140 bus merek Hino dan Mercedes-Benz selama dua pekan mulai hari ini.

Selama masa uji coba, warga Jakarta dapat menikmati bus ber-AC dengan tarif Rp 2.500 itu secara cuma-cuma. Warga hanya diminta datang ke halte di sepanjang jalur Blok M-Kota untuk mengambil tiket dengan sistem magnet.

Adapun kendaraan pengumpan sebagai pendukung proyek busway, menurut Sutiyoso kemarin, hari ini belum dioperasikan. Rencananya, kendaraan pengumpan akan dioperasikan dalam 16 trayek. Para penumpang bisa menumpang kendaraan pengumpan dari terminal yang paling dekat. Tiket yang diberlakukan oleh kendaraan pengumpan akan menjadi satu bagian dengan tiket bus Transjakarta (busway).

Dalam peluncuran hari ini, lima bus akan melaju dari halte Senayan hingga Stasiun Kota. Sebelum meluncur, bus-bus itu siaga di tempat parkir di gedung Departemen Luar Negeri. Setelah sampai di Stasiun Kota, rombongan turun dari bus Transjakarta, lalu menuju Kafe Batavia dengan lima bus pengumpan Blue Bird. Di kafe tersebut akan dilakukan pemaparan program busway oleh Gubernur Sutiyoso dengan bantuan layar monitor.

Kepala Dinas Perhubungan Rustam Effendy menyatakan, pihaknya telah menyiapkan 15 derek. "Ini untuk mengantisipasi jika bus mogok di tengah jalan," ujarnya kemarin.

Busway merupakan program yang selama ini menjadi prioritas Sutiyoso untuk mengatasi masalah transportasi di Jakarta. Selain itu, Sutiyoso juga menetapkan perpanjangan waktu aturan three in one dan pembatasan kendaraan pribadi di koridor busway berdasarkan pelat nomor.

Dalam enam bulan pertama, kata Kepala Badan Pengelola Transjakarta Irzal Djamal, pengoperasian proyek busway diperkirakan akan menimbulkan defisit anggaran. Ini karena pihak pengelola harus memberi subsidi Rp 500 dan Rp 2.000 kepada setiap penumpang. "Defisit ini diharapkan bisa tertutup oleh subsidi yang diberikan penumpang yang turun dalam jarak dekat," katanya.

Setelah peluncuran tahap pertama, Sutiyoso juga akan menentukan kelanjutan proyek kereta rel tunggal (monorel) senilai Rp 3-4 triliun. [Mawar Kusuma/Lis Yuliawati/Dewi Retno - Tempo News Room] more