Demikian ditegaskan pakar Ekonomi Sumberdaya dan Lingkungan Institut Pertanian Bogor (IPB) Dr Aceng Hidayat.
Menurutnya, situasi lalu lintas Jakarta saat ini yang sudah sangat crowded butuh alat transportasi yang bersifat massal. Jakarta Monorel cukup efektif mengurangi arus masuk kendaraan dari luar Jakarta.
Dari sisi teknis dan lingkungan, pembangunan monorel Jakarta juga dinilai Dr Aceng sangat baik, karena tidak memerlukan pembebasan lahan. Begitu pula dari sisi bisnis, ia menilai pembangunan monorel ini merupakan kesempatan besar untuk investasi.
“Jangan takut merugi. Dari sisi bisnis, proyek ini sangat potensial. Dimana demand dan akseptabilitas masyarakat akan adanya transportasi yang nyaman, aman dan memiliki kepastian kapan datang dan berangkat sangat mereka nantikan. Monorel menjadi jawaban untuk itu,” ujar Ketua Departemen Ekonomi Sumberdaya dan Lingkungan Fakultas Ekonomi dan Manajemen IPB ini.
Lebih lanjut Dr Aceng mengatakan, dampak berganda dari adaya monorel ini juga bisa langsung dirasakan, yakni memperlancar arus mobilitas dan kegiatan ekonomi di Jakarta. Selain itu, dengan berkurangnya kendaraan pribadi juga akan menghemat Bahan Bakar Minyak (BBM).
“Pastinya monorel Jakarta bisa mengurangi pencemaran lingkungan akibat polusi kendaraan, mengurangi tingkat stres karena tidak ada lagi macet, dan meningkatkan kebahagiaan karena akan lebih banyak waktu untuk bersama di tengah keluarga,” pungkas Dr. Aceng.
Senin, 05 Januari 2015
A Dream in National Transportation Day
Institutional economics literature mentions two different but similar types of resources: public goods and collective property (commons pool resources/CPRs).
The amount of public goods does not diminish as a result of utilization by people (non-subtractable) and because their availability is abundant, so there is no competition to get such goods. On the other hand, CPRs are subtractable.
Thus, the use by a person will reduce the chances of utilisation by other users. The air in the open space, natural beauty, or weather forecast information are examples of public goods. But, highways, the sea, forests, lakes, and groundwater are examples of CPRs. If we are observant, these two types of goods have different treatment implications. Treating CPRs as public goods brings about a collective tragedy, as modelled by Garret Hardin in 1967.
There are two CPRs in the perspective of institutional economics, namely natural resource CPRs and man-made CPRs. Highways are part of man-made CPRs, which are intentionally provided for public use. As a CPR, the highway has two components: space and access. Space is subtractable. Its use is reducing the opportunities of utilization for others. The more users there are, the space available will be narrower. Thus, there occurs competition because the access to the CPRs if difficult to limit.
Man -made CPRs can be provided to meet the demand but the ability to do that is very limited. Budget and land pose as the limiting factors. This is even more pronounced if the demand for road space is left to the market mechanism. That means, there are no limiting instruments, other than price, against the number of vehicles. In fact, increasing the number of vehicles leads to rising demand for road space.
If the government let the market mechanism to work in limiting the number of motor vehicles, the government is also obliged to provide roads as public space so that vehicle owners can use them comfortably. If this cannot be done, the government should use the price of a replacement instrument to limit the number of vehicles.
Highway Tragedy
The absence of restrictions on the number of vehicles will deliver a collective tragedy/tragedy of the commons on the highway just like what we feel at this time, where the rate of increase in the number of vehicles has continued to increase. Central Statistics Agency (BPS) has reported that in 1987 the number of motor vehicles in Indonesia, which consists of passenger cars, buses, trucks and motorcycles, was only 7,981,480 units.
In 2012, the number of motor vehicles in Indonesia already reached 94,373,324 units. This means an increase of almost 1,200 percent in 25 years. In Jakarta, the increase in the number of motor vehicles is more pronounced. According to traffic data from Jakarta Metropolitan Police (Polda Metro Jaya), the number of motor vehicles in Jakarta in 2013 was about 16 million units.
The rate of increase has been 11 percent per year, whereas the addition of roads is just at 0.01 percent per annum. Thus, it can be understood if Jakarta has been experiencing severe congestion in the last five years. Currently, the average speed of motor vehicles in Jakarta is about 15km per hour. If there is no smart and quick solution found, Jakarta will be in a gridlock in 2015. This is tragedy of the commons.
There are a number of solutions that can be pursued to overcome the tragedy of the commons. First, the number of vehicles can be restricted through a number of instruments, such as tightening the issuance of a driver's license, raising the vehicle tax, limiting the maximum age of vehicles in use, restricting the use of vehicles according to the even and odd numbers of their respective license plates.
Second, mass transport modes that are integrated with other modes of transport can be provided. The policy for the development of mass rapid transit (MRT) and the monorail can be a solution to the tragedy of the commons. It is predicted that the operations of the blue line and the green line of the monorail in Jakarta can reduce the number of vehicles in use by 50 thousand units per day.
If the monorail and the MRT are combined with other mass transports, the reduction in the number of vehicles in use in Jakarta will be even greater. In addition to reducing congestion, the operations of the MRT and the monorail will also positively impact the economic, environmental, and social conditions. Increased mobility and certainty in travelling (the time from departure to the destination becomes predictable) will impact well on economic activities and regional development.
Jakarta suburbs will continue to develop due to increasingly smooth connections with Jakarta, as the centre of economic and business activities. From the environmental aspect, the reduction of the number of vehicles in circulation will reduce the use of fuel oil (BBM) and carbon emissions. If the operations of the mass transport modes (the monorail and MRT) can reduce the number of vehicles in circulation by 100,000 units per day, and each unit of vehicle uses 10 litres of fuel per day, there will be savings in fuel use to the tune of one million litres per day, or approximately Rp 6.5 billion per day.
If the one million litres of BBM is multiplied by the emission factor, a significant value of CO2 reduction will be obtained. In fact, not only CO2, other greenhouse gases, such as NOx and CFCs, will also be reduced. Of course this is very supportive to the achievement of Jakarta Eco City Development programme.
Requirement of Intermodal Integration
The congestion reduction can also reduce stress levels, and at the same time can increase the sense of comfort and safety during trips. This is very good for the mental health of the population and results in work productivity. In addition, the reduction of exhaust gas emissions can reduce the risk of upper respiratory tract infections (ISPA).
Studies report that, as a whole, the citizens of Jakarta spend Rp 31 trillion to the cost of medical treatment per year. The most common diseases suffered by the people in Jakarta are those associated with air pollution.
Of course, the reduction of exhaust gas emissions is expected to reduce the number of people contracting pollution-related diseases. To achieve success, the development of mass transport modes must be integrated with other transport modes. Therefore, in their planning, there needs to be integration with the airports, seaports, railway stations, inter-city buses, city buses, taxis and others.
This will become an incentive for private vehicle users to switch to public transport. If not, it is feared that the development of the MRT and the monorail will not be effective because they will not be the choices of the middle- and upper-income classes, who seek comfort, security, and prestige.
Development of MRT and the monorail that are integrated with other transport modes can indeed serve as a solution to the tragedy of the commons on the highway. Presently, the MRT has begun to be worked on. The monorail?
Wait no more!
Aceng Hidayat
Chairman of Resources and Environmental Economics Department
Faculty of Economics and Management, Bogor Institute of Agriculture (IPB)
- See more at: http://esl.fem.ipb.ac.id/content/read/a-dream-in-national-transportation-day/#sthash.ZnqO29JP.dpuf
The amount of public goods does not diminish as a result of utilization by people (non-subtractable) and because their availability is abundant, so there is no competition to get such goods. On the other hand, CPRs are subtractable.
Thus, the use by a person will reduce the chances of utilisation by other users. The air in the open space, natural beauty, or weather forecast information are examples of public goods. But, highways, the sea, forests, lakes, and groundwater are examples of CPRs. If we are observant, these two types of goods have different treatment implications. Treating CPRs as public goods brings about a collective tragedy, as modelled by Garret Hardin in 1967.
There are two CPRs in the perspective of institutional economics, namely natural resource CPRs and man-made CPRs. Highways are part of man-made CPRs, which are intentionally provided for public use. As a CPR, the highway has two components: space and access. Space is subtractable. Its use is reducing the opportunities of utilization for others. The more users there are, the space available will be narrower. Thus, there occurs competition because the access to the CPRs if difficult to limit.
Man -made CPRs can be provided to meet the demand but the ability to do that is very limited. Budget and land pose as the limiting factors. This is even more pronounced if the demand for road space is left to the market mechanism. That means, there are no limiting instruments, other than price, against the number of vehicles. In fact, increasing the number of vehicles leads to rising demand for road space.
If the government let the market mechanism to work in limiting the number of motor vehicles, the government is also obliged to provide roads as public space so that vehicle owners can use them comfortably. If this cannot be done, the government should use the price of a replacement instrument to limit the number of vehicles.
Highway Tragedy
The absence of restrictions on the number of vehicles will deliver a collective tragedy/tragedy of the commons on the highway just like what we feel at this time, where the rate of increase in the number of vehicles has continued to increase. Central Statistics Agency (BPS) has reported that in 1987 the number of motor vehicles in Indonesia, which consists of passenger cars, buses, trucks and motorcycles, was only 7,981,480 units.
In 2012, the number of motor vehicles in Indonesia already reached 94,373,324 units. This means an increase of almost 1,200 percent in 25 years. In Jakarta, the increase in the number of motor vehicles is more pronounced. According to traffic data from Jakarta Metropolitan Police (Polda Metro Jaya), the number of motor vehicles in Jakarta in 2013 was about 16 million units.
The rate of increase has been 11 percent per year, whereas the addition of roads is just at 0.01 percent per annum. Thus, it can be understood if Jakarta has been experiencing severe congestion in the last five years. Currently, the average speed of motor vehicles in Jakarta is about 15km per hour. If there is no smart and quick solution found, Jakarta will be in a gridlock in 2015. This is tragedy of the commons.
There are a number of solutions that can be pursued to overcome the tragedy of the commons. First, the number of vehicles can be restricted through a number of instruments, such as tightening the issuance of a driver's license, raising the vehicle tax, limiting the maximum age of vehicles in use, restricting the use of vehicles according to the even and odd numbers of their respective license plates.
Second, mass transport modes that are integrated with other modes of transport can be provided. The policy for the development of mass rapid transit (MRT) and the monorail can be a solution to the tragedy of the commons. It is predicted that the operations of the blue line and the green line of the monorail in Jakarta can reduce the number of vehicles in use by 50 thousand units per day.
If the monorail and the MRT are combined with other mass transports, the reduction in the number of vehicles in use in Jakarta will be even greater. In addition to reducing congestion, the operations of the MRT and the monorail will also positively impact the economic, environmental, and social conditions. Increased mobility and certainty in travelling (the time from departure to the destination becomes predictable) will impact well on economic activities and regional development.
Jakarta suburbs will continue to develop due to increasingly smooth connections with Jakarta, as the centre of economic and business activities. From the environmental aspect, the reduction of the number of vehicles in circulation will reduce the use of fuel oil (BBM) and carbon emissions. If the operations of the mass transport modes (the monorail and MRT) can reduce the number of vehicles in circulation by 100,000 units per day, and each unit of vehicle uses 10 litres of fuel per day, there will be savings in fuel use to the tune of one million litres per day, or approximately Rp 6.5 billion per day.
If the one million litres of BBM is multiplied by the emission factor, a significant value of CO2 reduction will be obtained. In fact, not only CO2, other greenhouse gases, such as NOx and CFCs, will also be reduced. Of course this is very supportive to the achievement of Jakarta Eco City Development programme.
Requirement of Intermodal Integration
The congestion reduction can also reduce stress levels, and at the same time can increase the sense of comfort and safety during trips. This is very good for the mental health of the population and results in work productivity. In addition, the reduction of exhaust gas emissions can reduce the risk of upper respiratory tract infections (ISPA).
Studies report that, as a whole, the citizens of Jakarta spend Rp 31 trillion to the cost of medical treatment per year. The most common diseases suffered by the people in Jakarta are those associated with air pollution.
Of course, the reduction of exhaust gas emissions is expected to reduce the number of people contracting pollution-related diseases. To achieve success, the development of mass transport modes must be integrated with other transport modes. Therefore, in their planning, there needs to be integration with the airports, seaports, railway stations, inter-city buses, city buses, taxis and others.
This will become an incentive for private vehicle users to switch to public transport. If not, it is feared that the development of the MRT and the monorail will not be effective because they will not be the choices of the middle- and upper-income classes, who seek comfort, security, and prestige.
Development of MRT and the monorail that are integrated with other transport modes can indeed serve as a solution to the tragedy of the commons on the highway. Presently, the MRT has begun to be worked on. The monorail?
Wait no more!
Aceng Hidayat
Chairman of Resources and Environmental Economics Department
Faculty of Economics and Management, Bogor Institute of Agriculture (IPB)
- See more at: http://esl.fem.ipb.ac.id/content/read/a-dream-in-national-transportation-day/#sthash.ZnqO29JP.dpuf
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