JAKARTA - The discussion of the Transjakarta tariff increase has again become a discussion after the DKI Jakarta Provincial Government (Pemprov) reviewed the adjustment of the public transportation service tariff.
The tariff of Rp3,500 for all Transjakarta and Transjabodetabek services is being tweaked in line with the DKI Jakarta Provincial Government's plan to implement a tariff based on characteristics and route length.
DKI Jakarta Governor Pramono Anung emphasized that the local government was finalizing the new Transjabodetabek tariff scheme, which had been using a single tariff without distinguishing the distance traveled. For information, the current system, Transjakarta passengers pay the same tariff for both short and long distance routes.
However, the discussion of the Transjakarta tariff increase has raised pros and cons. The Indonesian Transportation Community Advisory Council (MTI) Djoko Setijowarno said that the discussion of the Transjakarta tariff adjustment has multidimensional implications.
"This policy will be a double-edged sword that will affect the fiscal health of the region as well as the purchasing power of urban people," said Djoko in a statement received by VOI.
Rumors about the plan to increase the Transjakarta and Transjabodetabek tariffs have resurfaced. The DKI Jakarta Provincial Government plans to adjust the Transjakarta tariff, which has been launched since 2004 to the present is still Rp3,500.
According to the news circulating, there is a possibility that the tariff will increase to Rp5,000 or Rp7,000. In addition, the DKI Jakarta Provincial Government is also considering an increase in the Transjakarta bus tariff for the Bogor, Depok, Tangerang, and Bekasi areas. From the original Rp3,500, later the tariff will be adjusted to the distance traveled and the quality of service. The highest tariff can range from Rp10,000 to Rp15,000 for one way.
The adjustment of the Transjabodetabek tariff, of which one is certain to be carried out for the Blok M-Soekarno Hatta Airport route. According to Pramono, the amount of the tariff is still very affordable when compared to other transportation such as Damri buses and taxis. For comparison, Damri from the Blok M terminal is priced at Rp80,000, far from the figure of Rp3,500.
The plan to adjust the Transjabodetabek tariff is being considered because the DKI Provincial Government bears a very large subsidy burden, one of which is that DKI also bears the cost of maintaining stops outside the Jakarta area.
In the 2026 fiscal year, the DKI Jakarta Provincial Government allocated a total of Rp. 4.77 trillion for public transportation subsidies. Specifically, the funds were distributed to Transjakarta Rp. 3.75 trillion, MRT Jakarta Rp. 700 billion, and LRT Jakarta Rp. 325.28 billion.
With the DKI Jakarta Regional Budget (APBD) for 2026 officially set at Rp. 81.32 trillion, this fiscal commitment reflects that approximately 5.8 percent of the capital's APBD posture is allocated specifically to support subsidies for mass transportation services.
Nominally, the existing Transjakarta tariff of Rp3,500 is in a range that is almost the same, or even lower, compared to similar public transportation systems in other major cities in Indonesia. However, if viewed from the aspect of route integration, corridor coverage, reliability of the feeder network, and travel time efficiency, the tariff is actually much cheaper and valuable for its users.
The discussion of adjusting the Transjakarta tariff from the Rp3,500 lat tariff that has lasted for two decades since 2004 to a range of Rp5,000 to Rp7,000 is believed to have multidimensional implications.
"This policy will be a double-edged sword that will affect the fiscal health of the region as well as the purchasing power of urban people," said Djoko.
Carrying Social ImpactDjoko said that the increase in the Transjakarta tariff could have a direct impact on fiscal management and regional expenditure budgets. Currently, the value of the subsidy per ticket (cost recovery gap) borne by the DKI Jakarta Provincial Government has reached above Rp. 9,000 per passenger.
"With the significant adjustment of tariffs, it will reduce the pressure on the allocation of subsidies for maritime and land transportation in the APBD, so that the regional fiscal space can be diverted to other priority programs," he said.
This policy, said Djoko, can also have a direct impact on operational aspects and service quality. The adjustment of tariffs is expected to be able to fund the rejuvenation of outdated fleets, increase bus frequencies to reduce waiting time (headway), and improve physical integration facilities between modes, such as the Pedestrian Crossing Bridge (JPO) which connects Transjakarta with MRT, LRT, and KRL.
"In addition, this new tariff will create a more competitive and equal public transportation tariff ecosystem in Jakarta, considering the tariffs of other modes, such as the Commuterline KRL currently range from IDR 3,000 to IDR 6,000 for medium to long distance travel," he explained.
On the other hand, this policy has a significant social impact on people's purchasing power. For low-income groups, the tariff increase of Rp. 1,500 to Rp. 3,500 per trip will directly erode their remaining disposable income. This is because the group is highly dependent on the BRT and non-BRT corridors.
Therefore, this tariff adjustment policy requires consistency and effectiveness of the Rp0 tariff scheme for 15 certain groups of people, such as the elderly, students, people with disabilities, and workers with a Jakarta KTP to prevent an increase in urban poverty due to mobility constraints.
Not a Black and White PolicyThis price adjustment policy also has an impact on the overall urban transportation ecosystem. If the increase in tariffs is not immediately offset by improvements in service quality, such as punctuality and fleet comfort, there is a risk of a shift in micro-modes.
In this scheme, according to Djoko, users of the short-distance corridor have the potential to choose to return to using motorcycles, which will ultimately add to the burden of traffic congestion and air pollution in Jakarta.
Meanwhile, for adjustments to the Transjabodetabek routes, the integration of tariffs is a challenge in itself so as not to discourage the interest of commuters from buffer areas, such as Bogor, Depok, Tangerang, and Bekasi to switch to public transportation.
"The increase in tariffs in the agglomeration corridor presents a complex tariff integration challenge. If the formula is not right, commuters from Bogor, Depok, Tangerang, and Bekasi can lose economic incentives to switch to public transportation," he said.
The discussion of adjusting the Transjakarta tariff is not a black-and-white policy option. As a vital instrument in the urban macro-ecosystem, this tariff reform requires a precise meeting point between the correction of the fiscal posture of the region and the guarantee of social justice for all levels of society.
"The success of this transition should not only be measured by how much budget efficiency or ticket revenue is achieved, but by the government's consistency in ensuring social safety nets, such as expanding the effectiveness of the Rp0 tariff for vulnerable groups, as well as real proof of improved operational quality on the highway. Only with this commitment, the modernization of Jakarta transportation can move forward without having to sacrifice people's purchasing power and disturb environmental sustainability," he concluded.
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