Successful bike lanes: More than just paint

The recent announcement that North Jakarta plans to develop fifty kilometers of bike lanes is hopeful news indeed. Multitudes of Jakartans have shown their enthusiasm for cycling on Car Free Days and at untold numbers of funbikes; many others depend on cycling to earn their livelihood. Also, among other benefits, bicycling represents a practical way to commute and to run errands that reduces the toxicity of Jakarta’s air and Indonesia’s contribution to global warming. So let’s hope that funding is provided.

But the new bike lanes will suffer the same neglect as those in Blok M, Bekasi, and Bandung unless the government and cycling groups take specific steps to ensure the lanes’ popularity among cyclists.

First and foremost, physical obstacles must block motorbikes and other vehicles along the entire length of the bicycle lane – thus making it a bicycle “path.” The mayor of North Jakarta stated that barriers will be erected at dangerous locations, but motorbikes will endanger cyclists anywhere they can travel without hindrance.

Experience shows that Jakarta cannot rely on community spirit, drivers’ goodwill, or police enforcement to curb motorcyclists’ selfishness: a physical barrier is necessary. Happily, a variety of easy ways exist to keep motorcycles at bay. In short, motorcyclists in Jakarta balk at lifting their vehicles to get onto another path, and they avoid routes with frequent obstacles that require them to slow down and maneuver carefully. The bike path on the UI campus has one type of barrier that has proven effective; so has a low, steel railing that protects pedestrians outside Stasiun Kota.

Second, the police must prevent vendors from establishing themselves in the bike path. The same magic that is at work along most of Jl. Thamrin must be applied. Possibly non-governmental groups, including businesses, could work with police to “adopt” vigilance over a stretch, somewhat like the “Adopt-a-Mile” programs in the United States.

Third, the bike paths should be covered. My observations show that Jakartans will go to great lengths to avoid being hit by direct sunlight or, especially, rain. Motorcyclists stop under bridges and police officers abandon their posts when it rains. Likewise, shoppers at Margo City walk considerably out of their way to avoid the direct, sunny path away from the main entrance, and many women in jilbabs and long sleeves still use umbrellas against the sun. Shade of the sort found around Taman Suropati takes many years to develop and still does not prevent rain from falling. A roof such as the one over the sidewalk near Stasiun Sudirman would greatly encourage cycling as a regular transportation option.

The roofless prototypes of bike lanes displayed a few months ago in Kelapa Gading appear to derive from U.S. and European models. But, unlike most Jakartans, many Westerners enjoy lying almost naked in the sun, and rain does not deter them from continuing about their business. Bike paths for Jakartans, in contrast, must take into account their aversion to direct sunlight and rain, or they are less likely to use them. The Indonesians who already bike for transportation might feel differently, but attracting new bikers requires addressing such common concerns.

Fourth, perhaps the most obvious issue: The bike paths should include routes useful for ordinary transportation – not simply recreation. Otherwise, people will continue to use motorized vehicles at the same rate and use their bicycles only for fun.

Fifth, parking facilities for bicycles must be provided along the route. The lack of bicycle parking and the uncertainty regarding its availability are big obstacles for cyclists here. It is especially important to have racks at major shopping areas and, above all, at mass-transit facilities. This is an easy and inexpensive improvement – but vital.

Finally, cycling groups should make manifest the new lanes’ popularity and go out of their way to encourage new users – and not just on weekends. People who already cycle to work are pioneers; research shows that, unlike them, most people need some social reassurance. So groups that promote cycling should ensure that others see them using the bike path; that is, they should fill the new path in its early days, to model its use. Moreover, these groups could give little prizes to riders who use the path, arrange commuting trips along the path, or accompany new cyclists individually.

The development of such extensive bicycle paths represents a great opportunity to reduce air pollution in Jakarta. But, to get more people out of their cars, the government and cycling groups have to do it right – in the right place, with the right facilities, and with the right support.

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