TRANSPORTATION DEMAND

MANAGEMENT (TDM)MANAGEMENT (TDM)

IN INDONESIA

BY: ISKANDAR ABUBAKAR

Directorate General of Land TransportationDirectorate General of Land Transportation

Ministry of Transportation

REPUBLIC OF INDONESIA

February 2008

CONTENTS

� Backgroundg

� Problems

C t P ti� Current Practices

� Future Policies

� Conclusion

BACKGROUNDBACKGROUND

CONCEPT

� Transportation Demand Management (TDM� Transportation Demand Management (TDM,

also called as Mobility Management) refers to

various strategies that change travel behaviorvarious strategies that change travel behavior

in order to increase transport system

efficiency and achieve some planningefficiency and achieve some planning

objectives

Demand management measures can include:

� Parking controls and management

� Regulatory controls such as “odd-even” schemes and its variants

� Physical measures such as pedestrianization, bus priority, etc.

P i i & h th h f l l t t� Pricing & charges, through fuels, annual taxes, etc.

� Congestion charging, through cordon pricing or area licensing/pricinglicensing/pricing

� Restraint through land use development controls

PROBLEMS

1. Expansion of Urbanized Area

Drastic increase of commuting trips to Jakarta

2. Economic Loss Due to Transportation (1)

60

50

60n

)

30

40

Tim

e (

min

10

20

Tra

ve

l

0Pasar Minggu to

Manggarai

TB Simatupang to

Monas

Ciledug to Mayestik Kalideres to Gajah

Mada

Travel Time in 1985 Travel Time in 2000

Longer travel time

2. Economic Loss Due to Transportation (2)

30

35r)

20

25

ed

(km

/ho

u

10

15

vera

ge S

pee

0

5

Av

Pasar Minggu to

Manggarai

TB Simatupang to

Monas

Ciledug to Mayestik Kalideres to Gajah

Mada

Average Speed in 1985 Average Speed in 2000

Decreasing Average Speed

3. Low Accessibilityy

2.6%

52.6% 12.6% 30.8%

4 1%

1.4%

High Income

17.5% 23.6% 52.8%

4.1%

Middle Income

21.9% 64.5%

4.7% 6.4%

2.0%

Low Income 21.9% 64.5%

2.5%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Low Income

Modal composition by income level

Private Car Motorcycle Bus Train Ojek (Motorcycle Taxi)/Others

Modal composition by income level

4. Environmental Deterioration

Negative impact of traffic on

environment has beenenvironment has been

increasingly drawing

attention.

In particular, CO2 emission

due to increasing traffic is a CO

2e

mis

sio

ns

g

major cause of global

warming.

C

Securing smooth traffic

significantly contributes to g y

the improvement of

environment.Source : Reference No.141 of the National Institute for Land and

Infrastructure Management “ Basis of automobile emission coefficient

calculations” (Japan)

5. Land Transport Accident

2.983

3.5

2

2.5

1

1.5

0.5

0

0.5

0

Developed Country Jabodetabek

Fatality rate on toll roads (fatality per milion vehicle km)

CURRENT PRACTICESCURRENT PRACTICES

Traffic Restraint

Previous System Current System

Restricted Zone Jl. Sudirman - Jl. Sudirman –

Harmoni, Jl. Gatot

Subroto

Harmoni, Jl. Gatot

Subroto and Kuningan

Restricted Time From 06 30 to 10 00 From 07 00 to 10 00 &Restricted Time From 06.30 to 10.00 From 07.00 to 10.00 &

from 16.30 to 19.00

Day of Week Monday Friday Monday FridayDay of Week Monday - Friday Monday-Friday

Condition Only vehicles with

three or more

Only vehicles with

three or morethree or more

passengers were

allowed to enter the

restricted road section

three or more

passengers were

allowed to enter the

restricted road sectionrestricted road section restricted road section

Existing 3-in-1 Area

Intelligent Transport System

� Jakarta

� Bandungg

� Surabaya

� Batam� Batam

Bus Rapid Transit (BRT)

Corridor Route Length Station Commenced

I Blok M Kota 12 9 km 20 15 February 2004I Blok M – Kota 12.9 km 20 15 February 2004

II Pulo Gadung - Harmoni 14.3 km 23 15 February 2006

III Kalideres Harmoni 14 0 km 11 15 February 2006III Kalideres – Harmoni 14.0 km 11 15 February 2006

IV Pulo Gadung – Dukuh Atas 11.5 km 18 27 January 2007

V Kampung Melayu Ancol 13 5 km 21 27 January 2007V Kampung Melayu – Ancol 13.5 km 21 27 January 2007

VI Ragunan – Kuningan 13.3 km 20 27 January 2007

VII Kampung Melayu Rambutan 12 5 km 14 27 January 2007VII Kampung Melayu - Rambutan 12.5 km 14 27 January 2007

92 km 127

BRT Jakarta Network

Park and Ride

2

3

2

3

1

Modal IntegrationModal Integration

Pedestrianisation

Non Motorised Transport

Sustainable Transport Modes:

CNG Vehicles

4 944

6.633

6.000

7.000

3.889

4.503

4.8814.944

4.660

4.000

5.000

1.479

2.000

2.565

3.000

2.500

1 5001.7552.000

3.000

300 300500 551

1.017

1.479 1.500

500 500 500

0

1.000

40 40 40 25 18 51 37

1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

Year

Remark :

BBG Vehicles Bus BBG PPD Bus Way

Gas for Transport (CNG and LGV)

T i i S bMik l t i J k t Taxis in SurabayaMikrolet in Jakarta

Biofuel

� BIO FUEL USE FOR PUBLIC VEHICLES

� BIO FUEL USE FOR GOVERMENT VEHICLES

WORLD BEST PRACTICES (1)WORLD BEST PRACTICES (1)

Technique Descriptions Cities/Countries where

Implemented

Traffic Restrictions

for Residential

On-street parking controls, street closures,

road humps, elimination of curbs, etc. are

Copenhagen, Netherlands

(Harlem, Delft, Enschede),for Residential

Areas

road humps, elimination of curbs, etc. are

used to improve the residential environment

(Harlem, Delft, Enschede),

Sweden (Vasteras)

License-Plate

Numbering System

Vehicles with odd-numbered plates are not

permitted to enter controlled areas on

Nigeria (Lagos), Seoul,

Greece (Athens)g y p

oddnumbered working days and Vehicles with

even-numbered plates are not permitted to

enter on even-numbered days.

( )

Planned

Congestion

Capacity restrictions and time delays using

traffic signals are applied to achieve planned

congestion.

Nagoya, Nottingham, Ottawa

- Carleton

Traffic Cell System Division of an urban area into zones which are

only mutually accessible by public

transportation or by a circuitous route.

Gothenburg, Besancon,

Dijon, Nottingham, Gronigen,

Delft, Geneva, Nagoya,

Pedestrian streets are used to prevent

vehicular traffic from passing through an area.

Bremen, Ottawa

WORLD BEST PRACTICES (2)

Technique Descriptions Cities/Countries where

I l t dImplemented

Auto-Restricted

Zone in CBD

Zones where automobiles are totally

eliminated; a new circulation system for

buses, pedestrians, taxis and delivery

Boston

p y

trucks with priority given to buses.

Area-Licensing/

Congestion

Charging

Vehicles are charged for entering a

congested area during peak periods,

excluding public and emergency vehicles

Singapore, London

Charging excluding public and emergency vehicles.

Vehicles

Ownership

Restraints

Vehicle ownership is inhibited by high

import taxes, purchase taxes, vehicle

registration fees and annual licensing fees.

Hong Kong, Singapore, Seoul

User Taxes Vehicle use is restrained through user

taxes imposed on fuel, tires, spare parts,

etc., thus adding to the operating cost in

relation to the distance traveled.

Seoul

relation to the distance traveled.

WORLD BEST PRACTICES (3)

Technique Descriptions Cities/Countries where Implemented

WORLD BEST PRACTICES (3)

q p p

Cordon Toll Gates Toll gates installed at cordons

around a controlled area.

Bristol, Bergen, Oslo, Trondheim1

Tolls placed at Toll gates are placed at New York, Southampton, Seoul, Hong Kong

Particular facilities

to control

movement

particular facilities, like tunnels

and bridges, to control

movement

Pedestrian Streets Selected streets are closed to UK (London Nottingham Glasgow NorwichPedestrian Streets Selected streets are closed to

vehicles to promote pedestrian

use and safety and a pleasant

environment

UK (London, Nottingham, Glasgow, Norwich,

Liverpool, Leeds, Durham Coventry),

Germany (Mainz, Munich, Stoved, Essen,

Stuttgart, Cologne Dusseldorf, Hanover,

Frankfurt)Frankfurt),

France (Paris, Besancon),

USA (Boston, Minneapolis, Madison,

Minnesota, California),

Netherlands (Hague Gronigen)Netherlands (Hague, Gronigen),

Copenhagen, Brussels, Ottawa, Tokyo, Rome,

Geneva, Vienna, Gothenburge.

Pedestrian/Bus

St t

Pedestrians and buses share

d t d t ffi

Germany (Trier), UK (Derby, London,

L d )Street road space to reduce traffic

congestion and to promote a

pleasant environment.

Leeds)

FUTURE POLICIES

1. Increasing of Smooth Traffic

Flow and Minimize Traffic Jam

a. Reutilization of road network function

b. Reducing of private vehicle use

c. Transport Managementp g

d. Development of Area Traffic Control System (ATCS)

e. Law Enforcemente a o ce e t

El t i R d P i i (ERP)Electronic Road Pricing (ERP)

Pricing scheme is more promising scheme thanPricing scheme is more promising scheme than

the current 3-in-1 policy because of :

Fle ible Arrangement� Flexible Arrangement

� Opportunity to Raise Funds for the Whole

Transportation System Development

Type of Road Pricingyp g

DescriptionType

Target section

Vehicles passing certain

Trunk roads are charged

Road Pricing

V hi l t i thC d

Trunk roads are charged

Cordon line

Vehicles entering the

restricted area

Cordon

Pricing

All vehicles passing/drivingArea Pricing

are charged Toll gate

CheckAll vehicles passing/driving

in the restricted area

are charged

Area Pricing Check

point

are charged

2. Development of Public Transport

a. Promote Mass Transportation

b. Improve quality of public transport (reliable, accessible, sustainable) while it consumes efficient energysustainable) while it consumes efficient energy

c. Reasonable Fare

3. Improvement of Roadworthiness for Motor Vehicles

a. Enhancing the quality and quantity of emision control testing by unit of vehicle inspection facilites

b. Development of capacity buildingp p y g

c. Implement emission control testing for private vehicles

Emission Estimation in JakartaEmission Estimation in JakartaCO HC NOx PM CO2

grams/vehicle-km 3.0 1.7 13.0 0.32 963

Busway avg pass 55Busway avg pass

g/pass-km 0.05 0.03 0.24 0.01 18

grams/vehicle-km 23.8 3.5 2.7 0.20 293

Car avg pass

55

1 2Car avg pass

g/pass-km 19.8 2.9 2.3 0.17 244

grams/vehicle-km 17.0 10.0 0.1 0.50 118

Motorcycle avg pass

1.2

1 2Motorcycle avg pass

g/pass-km 14.2 8.3 0.1 0.42 98

grams/vehicle-km 29.1 4.3 2.7 0.20 293

Taxi avg pass

1.2

0 5Taxi avg pass

g/pass-km 58.2 8.6 5.4 0.40 586

grams/vehicle-km 12.5 7.8 0.1 0.50 150

Bajaj avg pass 0 5

0.5

Bajaj avg pass

g/pass-km 25.0 15.6 0.1 1.00 300

grams/vehicle-km 12.0 3.4 13.0 1.10 1408

Bus avg pass

0.5

55 0Bus avg pass

g/pass-km 0.22 0.06 0.24 0.02 26

55.0

a Support Fuel-saving Technology

4. Improvement of Motor Vehicle Technology

a. Support Fuel-saving Technology

b. Using Catalytic Conventer

c. Implementation EURO Standardp

d. Electric Cars

5. Energy Diversificationgya. Gas for Transport (CNG and LGV)

b. Bio Fuel (Bio-solar and Bio-ethanol) for motor vehicles

c. Electric Cars

6. Encourage the Use of Non-Motorized

Vehiclesa. Preparing facilities for pedestrian and bicyclist

b. Advocate bicycle using

NOx Emissions of 40,000 Daily

Jakarta Trips

0 029

Emissions of 40,000 Daily

Jakarta Trips

0.271

0.200

0.250

0.300

Metric Before

0.029

0.020

0.025

0.030

Metric Before

0.076

0.000

0.050

0.100

0.150Tonnes /

Day

e o e

After

0.002

0.000

0.005

0.010

0.015Tonnes /

Day

Before

After

0.000NOx PM-10

Emission Estimation in Jakarta Before andEmission Estimation in Jakarta, Before andAfter Inspection and Maintenance Program

37

Conclusion

An effective traffic demand management policyAn effective traffic demand management policy

will play an active role in the promotion of

efficient transportation and the reduction ofefficient transportation and the reduction of

air pollutant emission and energy

consumptionconsumption

THANK YOU