Don't Give Up, Transjakarta

Kompas/Wawan H Prabowo

The subscribed Transjakarta X Higher Electric Bus enters the Blok M terminal, Jakarta, Friday (17/9/2021).

A series of accidents involving Transjakarta buses have spotlighted safety concerns over public transportation in Jakarta. At its launch on 15 Jan. 2004, Transjakarta was projected as a public transportation system within the macro-transportation framework in Jakarta. The launch of the bus service more than 17 years ago was the subject of debate in the mass media over the benefit it would bring.

Although not all the public agreed, the Jakarta governor at the time, Sutiyoso, launched the Transjakarta bus to serve the 12.9-kilometer Blok M-Kota Station route. In addition to the problem related to bus stops, special lanes and stairways, the operation of feeder buses and the ticketing system were also not optimal. (Kompas, 15/1/2004)

During the launch, Sutiyoso said that for more than four decades, Jakarta had failed to develop an integrated transportation network pattern, and the public transportation had never been improved. "Transjakarta buses are the answer to the current traffic condition, as well as the starting point for a total overhaul of the public transportation system in the macro transportation framework," said Bang Yos, Sutiyoso's nickname. (Kompas, 16/1/2004).

This model changes undisciplined habits, such as passengers waving their hands everywhere along the road, and city transportation cars stopping, regardless of signs.

In practice, Transjakarta pioneered modern transportation patterns. One of them is ensuring that only passengers lining up at a bus stop can board the bus. This model changes undisciplined habits, such as passengers waving their hands everywhere along the road, and city transportation cars stopping, regardless of signs.

Kompas/Wawan H Prabowo

Journalists try out the Transjakarta X Higher Subscribed Electric Bus from Blok M terminal to DKI Jakarta City Hall, Friday (17/9/2021).

Transjakarta buses have used a cashless system for a long time. Passengers must use an e-money card to enter the bus stop. This allows passengers to enter the bus stop in an orderly fashion and is an effective barrier for those with bad intentions, such as pickpockets.

Today, Transjakarta is still the transportation artery for the capital city. As of 2019, 80 percent of Jakarta residents were able to access Transjakarta services, which serve 247 routes, with 85 integrated MRT and LRT routes. As of the end of 2019, there were 262.7 million Transjakarta bus customers. The number has continued to increase since 2004, indicating public trust.

From January to October 2021, there were 502 accidents involving Transjakarta buses.

It is not surprising that the recent Transjakarta bus accidents worried many parties, especially passengers. From January to October 2021, there were 502 accidents involving Transjakarta buses. More accidents occurred in November and early December. There were injuries and even death. A number of buildings were damaged and a number of buses were scratched and wrecked. (Kompas 9/12/2021)

Based on the Kompas team's investigation, the accidents were mostly triggered by a lack of concentration of the drivers. Many drivers are not in ideal condition while on duty because of problems with working hours.

Kompas/Heru Sri Kumoro

Transjakarta buses drop and pick up passengers around Palmerah Station, Jakarta, Monday (17/5/2021).

The public's trust in Transjakarta should be balanced with a good service. The problem of recurring accidents during 2021 must be addressed thoroughly, especially before it celebrates its 17th birthday on 15 Jan. Don't give up, Transjakarta.

(This article was translated by Hendarsyah Tarmizi).