Suryani Eka Wijaya

Supervisors:

Dr Imran Muhammad, Dr Jeffrey K McNeill

School of People, Environment and Planning Massey University, New Zealand

Urban public transport governance in Indonesia: A case of Bus Rapid Transit (BRT) development

in Bandung City, Indonesia

Development Network (DevNet) Biennial Conference 2014 University of Otago, Dunedin, New Zealand

27-29 November 2014

• Issues on public transport in Asian and Indonesian cities • Bus Rapid Transit (BRT) development • Socio-political challenges • Lessons learnt for urban transport development

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• Growing economic role of Asian cities • LIA cities have over 80% share in national GDP (UNHABITAT, 2010)

• Growing urbanisation in Asian cities • 3.5% average urban population growth rate per annum (1975-2000) (Marcotullio et al., 2003)

• Over 200 medium-sized cities (over one million) in Asia in 2010 (Cohen, 2006)

• Compact physical structure in Asian cities • 3 times higher population density than European cities (Barter and Kenworthy, 1997)

• Mixed land uses

• City structure contribute to a higher proportion of walking, cycling, and public transport (Barter and Kenworthy, 1997)

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City Walking, cycling and PT trips (%)

Private transport trips (%)

Shanghai 93 7

Mumbai 90.7 9.3

Chennai 86.2 13.8

Guangzhou 83.5 16.5

Manila 80.4 19.6

Beijing 75.7 24.3

Jakarta 71.9 28.1

Bangkok 54.2 45.8

Seoul 52.7 47.3

Ho Chi Minh City 45.9 54.2

Kuala Lumpur 31.2 68.8

Source: Kenworthy (2011)

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Urban governance Climate change

governance

Transport governance

Public transport governance

Theoretical framework

Semi-structured interviews

Planning and policy documents

Media/ newspapers

Snowball sampling

Socio-political power

Financial dependencies

Discursive power

Analysis of policy tensions

Transport planning policy

Transport planning science

Transport planning practice

Community participation

Socio-cultural power Communication

Practical and theoretical results

Literature review

Significance

Results

Data Collection

Source: http://maps.google.co.nz/maps

Data Bandung City

Total area 167,27 Km2

Population 2010 Census (BPS, 2010)

2,4 Million

Population density 14,125 People/Km2

BRT development stage Implementation stage 6

http://www.urbanindy.com/2013/01/03/defining-success-for-indy-brt/

DAMRI – city buses

Angkutan kota (Angkot or minibuses)

Motorcycle taxi

Multi-level governance framework

Policy tensions Urban governance

Transport governance

Climate change governance

Public transport industry

Population

Urbanisation

Mitigation Adaptation

Transport Infrastructure

Institutions

Taxi

Bus Rapid Transit (BRT)

Minibuses / Angkot

Motorcycle taxi Railway

City Characteristics

Regular Buses (DAMRI)

Government (Ministries,

Departments, Agencies)

Non government

organisations/ Academics/Experts

International development

agencies

Private sector

Civil society

organisations and media

National level

Provincial level

City level

National level

Provincial level

City level

National level

Provincial level

City level

National level

Provincial level

City level

Source: Pikiran Rakyat (2008b)

Revenues Department of Bandung City

PT Bianglala Metropolitan

Command line

Coordination line

Mayor of Bandung

Budgeting Committee for

Legislative

The House of Representative of

Bandung City

PERUM DAMRI

UPT TMB of Transport

Department of Bandung

Transport Department of Bandung City

Ministry of Public Works

Ministry of Transport

ORGANDA

KOPAMAS KOBUTRI KOBANTER

BARU

Planning Agency of Bandung City

(BAPPEDA)

Budgeting Committee for

Executive

Procurement Committee

Project Manager

PT Horison

PT Maju Mapan

PT Arkindo

ITDP

Experts (transports,

environment, planners)

Civil society organisations, media, NGOs

Source: (Pikiran Rakyat, 2008b) (Pikiran Rakyat, 2008a) (Pikiran Rakyat, 2008c) (Pikiran Rakyat, 2008b) (Pikiran Rakyat, 2009a) (Pikiran Rakyat, 2009b) (Pikiran Rakyat, 2010) (Pikiran Rakyat, 2011) (Robin, 2012) (The Jakarta Post, 2009)

Timelines Details

2005 a. MoU signed between Bandung City Government and Central

Government

b. After the Central Government initiative, Bandung City sent proposal for

BRT Project to Central Government (BSTP) by - passing the West Java

Provincial government

2006 DAMRI won the tender for the procurement and operation of BRT

2006 - 2008 BSTP provided 10 buses for BRT Corridor 1 and trial started in April 2007

on unfinished infrastructure. Designated lanes for BRT buses were

requested for the middle of roads; where not permitted, the left lane was

used.

September

2009

BRT Corridor 1 is in operation

Detail Corridor 1 Corridor 2 Corridor 3

Distance 20 KM 12 KM 10 KM

Operational time 06.00 – 18.00 06.00 – 20.00 06.00 – 20.00

Headway 20 – 30 Minutes 10 – 15 Minutes 10-15 Minutes

Fare per trip (IDR) 1,500 (student)

3,000 (public)

1,500 (student)

3,000 (public)

1,500 (student)

3,000 (public)

Bus size Medium Big Big

Operator PT.Bianglala

Metropolitan

Perum DAMRI n/a

Source: Transport Department of Bandung City, 2013

Resistance by ORGANDA The public transport industry was already in a difficult situation, and with the introduction of BRT project, it decreased the incomes, which threatened the livelihood of the drivers (The Chairwoman of ORGANDA, 2013). Angkot (minibus) drivers

BRT system is perceived as a competitor that will threaten the livelihood of Angkot’s drivers (The Chairwoman of ORGANDA, 2013) and the existing identity of Angkot as the main provider of public transport services in Bandung.

Commitment of local political leaders

Dada Rosada, the mayor of Bandung City, decided to pull back the BRT project’s launch. He attempted to conciliate the protesting drivers and decided to postpone the operation of BRT for many months (Pikiran Rakyat, 2008d).

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Complexity of local politics Mayor would like to proceed BRT projects in the light of central government direction, on the other hand he does not upset local people who voted him to lead the city. Angkot’s versus BRT values

Angkot is valued as an identity and part of the daily life of the people in Bandung City, while the recent BRT development in 2008 has not gained such an identity within these communities and their networks.

Pressures from the House of Representative

The operational failure of TMB Corridor 1 included the shelters’ operation and the procurement processes that had to be repeated again. We considered that the management of TMB failed, due to the repetition of the procurement processes, which impacted upon the services and reduction of operational vehicles on daily basis (Robin, 2012).

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https://twitter.com/DiskominfoBdg/status/509574502066307073

http://www.bandung.go.id/index.php?fa=berita.detail&id=1685

2011 - Mayor Dada Rosada 2014 - Mayor Ridwan Kamil

• The whole BRT development process neglected Bandung’s socio-political situation in which local politicians were keen to carry on BRT project while local transport operators resisted this initiative forcefully.

• BRT project was moved to serve urban periphery which make the project unattractive for residents.

• Bandung BRT causes horizontal disintegration which is reflected in the poor negotiations of city government with local actors such as ORGANDA and DAMRI. ORGANDA and DAMRI have long standing role in providing public transport in Bandung.

• Vertical disintegration is reflected in the urban transport strategies and tactics being implemented by central government in Bandung City, particularly the negotiation for more financial coverage for BRT project

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