Imagine dropping your child off at a bus stop on your way to work in the morning, instead of driving all the way to school.
Then imagine leaving your car at a parking facility where you can hop on a commuter train into the city center. Once you arrive, you have time to grab a coffee before a quick stroll over to the subway platform and a 10-minute ride to your office building — all before 8 a.m.
It may sound far-fetched, but this is how city planners envision Jakarta’s transportation system in 20 years.
The mass rapid transit rail line may be the star of the entire integrated show, but planners note that Jakarta first needs an efficient way to bring commuters into the city to use it. That’s where the commuter rail line, or KRL, comes in.
The Greater Jakarta transportation master plan for 2030, drawn up by the Japan International Cooperation Agency and the Coordinating Ministry for the Economy, lists at least 27 KRL projects, including the construction of an outer ring railway running 100 kilometers around Jakarta’s satellite cities and costing Rp 20 trillion ($2.18 billion).
In addition, existing railway lines will be “double-double tracked,” or expanded to four parallel lines, while 160 extra train cars will be imported.
“We also plan to revitalize all stations, including by expanding platforms to accommodate at least two additional cars,” says Mateta Rizalulhaq, a spokesman for railway operator Kereta Api Indonesia.
The short-term aim is to triple daily passenger numbers from the current 400,000 to 1.2 million by next year.
Once inside the city center, commuters will be able to take either the MRT or the bus rapid transit network, popularly known as the busway.
The busway network now stretches 135 kilometers but will be expanded to 435 kilometers under the master plan, making it the longest in Asia. The Jakarta Transportation Office plans to add 178 buses by 2013 while the central government will build more refueling stations — a key requirement, says the Presidential Working Unit for Development, Supervision and Oversight (UKP4), which is tasked with overseeing the implementation of the master plan.
“Fifty percent of the time that buses are on the road is spent going to and from refueling stations, which is why it’s been hard to reduce headway times,” says Farchad Mahfud, from the UKP4.
For those still intent on driving into the city, the master plan offers park-and-ride facilities at some bus stops and train stations. Three are already in operation, with 20 more to be built by 2030, and the city transportation office is calling for private operators to get involved.
A final link in the envisioned integrated transportation network has been on and off the table for years: the monorail. Two lines were initially proposed. Construction on the green line was halted for lack of investment, while the blue line was scrapped and its proposed route taken over by an elevated road.
However, the master plan still lists the 14.3-kilometer green line and 7 kilometers of extensions.
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