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| Bike Sharing Station Illustration in front of Bundaran HI |
Jakarta is undeniably has transformed into automobile city, where city infrastructures mostly constructed to support automobile use. In this case, existing public transportation is potential infrastructures to be integrated into Bike Sharing system. Future projects of this scale, however, would face numerous obstacles from land acquisition to shortage in funding. Thus, a bike-share policy is an ideal alternative to larger capital projects since it can potentially yield huge benefits while imposing little environmental and financial impact on the City.
Jakarta as the capital of Indonesia is greatly potential in developing public infrastructure that accommodates the needs of its citizens. Jakarta has a population exceeding 10 million people which creates a high mobility and urgency of improving public transport services to support its citizen's activities.
Bike Sharing policy is larger capital projects since it can potentially yield huge benefits while imposing little environmental and financial impact on the City.
Bike Sharing is one of the modes brings up a cost-effective system which can be integrated to other transportations. Bike Sharing is a supporting mode of transport which complementing other existing public transportation where this program has been implemented in other countries and to proven to successfully reduce congestion in saturated areas. Majority of the system in the world integrate the system to support other public transport such as buses, trains, MRT, and is used as a tool to serve the last mile which usually done by commuters. Below are objectives of Bike Sharing:
- Acts as a feeder system to public transport (KRL, Transjakarta)
- Solves the ‘last mile’ problem
- Justifies and encourages investment into bicycle infrastructure
- Solves ‘the chicken or the egg scenario for bicycle improvement in the city
Based on survey, ITDP proposed a plan to establish a system of 100 stations with 2,000 bikes and 2,200 bike racks. With 2,000 stations, some origin-destination points can be paired becoming a dense network and accessible to every 300-500 m. Simply ideal especially in congested areas such as Senayan, Kuningan and Sudirman.
The proposed network of bike stations also consider:
- transit points (locating 1 or 2 stations in each bus stop and train station,
- areas with high demand, which is represented by the number of paratransit (taxi / bajaj) around the office and commercial area, (Sudirman, roundabout),
- important buildings such as the National Monument, the National Palace,
- streets with on-street parking (Sabang, Wahid Hashim)
The system is expected to be expanded in several stages of development. 3 phases of development are prepared for Jakarta implementation. The stages of development include following:
Phase 1:
- Introduce Bike Sharing system to Jakarta society
- Creating awareness about bicycle as a mode of sustainable transportation
- Ensure the system can operate independently without the use of long-term investment
- Target: Area HBKB (Sudirman-MH. Thamrin) and surrounding mix-used development & Residential area
- Estimated scale: 100 stations with 2000 bikes
- Facilitate access to the public transport within walking distance of transit points
- Target: bus stop, train station, MRT or monorail stations
- Estimated scale: 200 stations with 4000 bikes
- Facilitate a short trip from popular spots & origin-destination points
- Target: residential area,, malls, schools, colleges, offices, residential complexes, apartment
- Estimated scale: 200 stations with 4000 bikes
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