First steps for a national policy is its socialization among all central as well as decentralized departments to allow ample space for adjustments, alterations and refinements.
An even more mature national policy is consequently shared with the wider group of stakeholders, which comprises the private sector and the civil society. Media campaigns and public hearings are regarded important means for additional improvements and adjustments which among others derive from specific situations within particular cities. Participation of the citizens and the dissemination and public feedback of the national policy is a crucial step for gaining nation-wide acceptance, without which implementation cannot get realized.
From the moment the policy becomes mature and widely accepted, city specific transport plans are set up in accordance to the policy.
Parallel to the planning process, national – inclusive of “minimal service standards” - and locally specific regulations, which are based on the general national regulations, are compiled.
Interim measures and early activities will concentrate on the improvement in quantity and quality of the existing public transport system:
• The extensions of BRT corridors, of feeder bus lines and the adjustments of micro-bus lines creating a seamless integrated network system based on clear regulations and the future integration of the mass rapid transit network.
• Increasing bus headways
• Improving bus comfort by partly providing air-conditioned coaches, comfortable seating and climatically sound shelters
• Providing safe, shaded, flood-proof and wide pedestrian access walks to bus shelters
During the inception phase of one year, while the policy is widely disseminated, adjustments and concretizations for respective city contexts are made, leading to the cities’ transport master plans, which will need another year for completion.
As the basic concepts and major long-term goals for each city will have been set-up during the inception phase, the ongoing public transport improvements with their concentration on the bus rapid transit and its feeder related system will continue to get boosted,yet with the growing emphasis on the alignment of these measures with the complete system to come.
City governments as autonomous authorities define their inner city limits in appropriate accordance. They may commence with single non-motorized-streets, adding these up successively into urban quarters and later into a larger central business district.
One of the major components for the future mobility in Indonesian cities is that reclaim of public space, including road space, by pedestrian friendly walking facilities, the process of which gets started from the earliest moment. Large funding schemes are required there and an intense mobilization plan for the allocation of required financial support will have to get addressed from the earliest phase and onwards.
City governments as autonomous authorities are empowered to define the appropriate time frame too. Early activities could comprise the car-free-days as these had successfully been implemented in several towns before.
Once sufficient (in quantity as well as quality) public transport facilities are available, cities are encouraged to start pricing and consequently banning car use during certain hours daily, e.g. 6:00 to 9:00am and 4:00 to 7:00pm.
Pedestrianization schemes take future developments of the reclaim of private vehicle occupied streets into account and their planning and realization during the transition phase must build on these perspectives to prevent from wasting investments.
Graphically visualized:
Chronographic succession from inception to transition via strengthening and building up PT network systems and phasing out of private vehicles in the core, the center, the CBD and the inner city by push and pull / TDM measures to the state when inner cities become livable
The transition phase from the present near-gridlock-stages in some Indonesian cities through to the envisioned new urban mobility will take up to 25 years, during which some medium or smaller sized town have the chance to accomplish this earlier.
The competition of Indonesian cities in achieving these goals will be supported and enhanced by incentives.
Acknowledgements and prizes which are connected to achievement indicators will add funds to the cities’ budget, a substantial part of which needs to get allocated for the initial steps.
~Priorities and timelines during the transition phase (graphic rendering):
PT extension: BRT etc
MRT Planning, Installation, Operation, etc
NMT construction of wide networks of walkways and bicycle lanes
Parallel: successive disengagement of private vehicle use by TDM measures (push and pull):
Parking management; Road pricing (by stickers or where applicable by high investment installations of ERP ) for private vehicles entering CBDs;
Further reduction of vehicle lanes in favor of BRT lines and the extension of pedestrian and bicycle lanes;
Installation of P&R facilities at the city’s fringe stations etc~
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