BTS Urban Public Transportation Service Program Needs Regional Government Support

JAKARTA The urban public transportation service program with the Buy the Service (BTS) scheme is still not running optimally until now. Many regional heads do not respond positively.

In fact, according to Deputy Chairperson of the Regional Strengthening and Development Division of the Indonesian Transportation Society (MTI) Djoko Setijowarno, the existence of public transportation is now an important point in overcoming various problems.

"In fact, you could say transportation has become a basic need for people besides education and health," Djoko told VOI on June 5, 2023.

See economic losses due to traffic jams. In Jakarta, the results of the analysis can reach IDR 65 trillion per year. Then, in the city of Semarang, Surabaya, Bandung, Medan, Makassar has reached IDR 12 trillion per year, exceeding the city's Regional Revenue and Expenditure Budget (APBD).

Also look at the increase in the demand for fuel oil (BBM) due to the massive use of private vehicles. To make fuel subsidies and fuel subsidies from the state budget less, one of the best ways is to increase public transportation services in all corners of the country.

Of the total fuel needs, at least about 3 percent is allocated for public transportation. Imagine, junior high school children in small cities alone have ride motorbikes for school. Not to mention the problem of air pollution and so on," Djoko continued.

The BTS scheme is a mechanism for purchasing mass transportation services by the government (Kemenhub) to operators, with an auction mechanism based on minimum service standards that meet aspects of comfort, security, safety, affordability, equality, and meeting health aspects. This scheme is in accordance with Permenhub Number 9 of 2020 concerning the Provision of Public Passenger Transport Subsidies.

According to Djoko, the program has been triggered since the first period of Jokowi's administration and has been included in the national medium-term development plan. The initial plan was implemented in 32 cities, at least in the capital city of each province.

Unfortunately, it didn't work yet. Only in 2020 it will be restarted. Starting from 5 cities to 11 cities that will receive assistance in transportation operations in 2022.

A total of 10 cities of the Teman Bus Program are subsidized by the Directorate General of Land Transportation, namely Medan, Palembang, Bandung, Purwokerto, Yogyakarta, Solo, Surabaya, Banjarmasin, Denpasar, and Makassar. Have 48 corridors with 741 bus fleets and 111 feeder vehicles (feeders).

Meanwhile, 1 other city was subsidized by the Jabodetabek Transportation Management Agency (BPTJ) with the Bis Kita program for Trans Pakuan in Bogor City. Have 4 corridors with 49 bus fleets.

Karena ada persoalan komitmen politik kepala daerah, anggaran subsidi juga dikurangan, program akhirnya tidak bisa berjalan maksimal. Padahal, membangun transportasi publik adalah membangun sistem. Hasilnya tidak bisa terlihat 1 atau 2 periode kepemimpinan. Berbeda dengan membangun fisik. Mungkin itu yang membuat sejumlah pihak tidak bersir, kata Djoko.

The results of the evaluation of the Directorate General of Land Transportation on the Teman Bus program, the number of passengers has indeed experienced an increasing trend of up to 62 percent.

But on the other hand, said Djoko, BTS support infrastructure in the regions is still inadequate, such as sidewalk access and bus stops. Bus stop design does not provide convenience for access; and bus stop/mark signs for bus stops are not visible/installed.

The route chosen is still not in accordance with the demand. There is still a BTS Teman Bus route adjacent to the existing public transport route, and conflicts with other operators in several cities/provinces served by BTS are still happening. When peak conditions for busy hours, most of the headway andon time performance plans were not fulfilled due to traffic jams.

The implementation of efforts by the local government to support the Teman Bus service has not been optimal because it is still limited to socializing the use of public transportation.

In addition, several cities/provinces do not yet have public transportation management institutions. In some areas, existing operators are mostly still individuals (owners and drivers), making it difficult to form a consortium of operators and invited to join the system.

Another evaluation regarding the transfer of BTS management and operation from the central government to the local government. The provision of subsidies for the purchase of services/BTS has provided benefits for people who are service users.

"Unfortunately, there is no clarity regarding the sustainability of the program, the period of funding by local governments in the future. There has been no budget commitment from the Regional Government and DPRD (Province / City / Regency). Of the 10 local governments who were asked to hand over the BTS management (takeover), not all regional heads responded," said Djoko.

Armed with the results of the evaluation, Djoko noted that the program can run optimally:

First, the selection of route/rute, must be based on the number of passengers/demand and the readiness of existing operators to be included. The BTS program must be in line with the master plan for the planning and development of public transportation in the regions.

Second, collaboration and synergy with local operators. Existing public transport operators must be involved in the BTS system, because they are not competitors but as partners.

Third, coordination between regional stakeholders (DPRD, Bappeda, Department of Public Works, Disdik, Police, Organda, existing operators, private sector and media) to ensure the sustainability of BTS programs, especially in implementing the push & pull policy and providing BTS supporting infrastructure.

Fourth, commitment, financial readiness, and local government readiness. Local governments need to prepare stages of implementation and funding schemes for BTS programs, as well as technical assistance related to urban public transportation development.

Fifth, improving BTS minimum service standards (SPM) to ensure improvement in service quality. In addition, operators are also able to improve cooperative performance and service proportionally.

Sixth, monitoring, monitoring, and ongoing evaluation are needed to improve services and to assess service efficiency. Including operational improvements and IT technologies used for BTS systems.