Social Context Mobile on Public Transportation Information in

Cashless Environment: The Case of Jakarta, Indonesia

Deni Danial Kesa

Vocational Education Program, Kampus Universitas Indonesia, Depok, Indonesia

Keywords: Regional Development Planning and Policy, Cashless Society, Social Context Mobile

Abstract: This study aims to explore how people of Jakarta-Indonesia demand for public transportation with a cashless

society. Based on qualitative methodology, 151 respondent data collected were analysed descriptively.

Findings from the study provide empirical support that facility, information, various kinds of public

transportation, urban and spatial planning, price, Safety Procedure are the key antecedents to the role of

Government and people’s trust to implement the cashless system on public transportation. This paper presents

recent research on public awareness of public transportation associated with socio-economic vulnerability and

capacity. At the same time, there are substantial evidence and causal links between policy implementation of

the equitable development of public transport and growth in the deployment process, the adoption of the

sophisticated policy by implementing public transportation in priority, urban problems and lack of financial

literacy especially on cashless payment in technology with digital platforms. In this respect, the study fills the

research voids by raises some essential results concerning how people of Jakarta-Indonesia demand for public

transportation in proper information, including information computer and technology (ICT). The article

provides a digital framework to support government policy about the development of public transportation in

Indonesia.

1 INTRODUCTION

Megacity has been growing faster recently, and the

contemporary world has been dramatically built and

transferring to a new gigantic system of urban

development (Yeung, 2009). In this new world of

today, socio-economic issues and urban planning

have been redefined experts and practitioners in terms

of global understandings and explanations.

Perspective and analysis are developed into a typical

example of the classic modern major country, and this

implies the massive involvement of Indonesia in

international trade, investment, and production.

Indonesia’s political and economic structure has been

affected by the global economy.

People of Jakarta facing urban social disparities

with the economy, Indonesia’s urban system

produces more crucial processes that grow to a large

urban economic pattern. The argument here is that

Indonesia’s population is mostly made up by rural-

urban migrants, who live in the vast low-income

neighbourhood (Abeyasekere, 1989). The modern

city of Jakarta was initiated by former Indonesian

founding fathers who have a strong vision to build

Jakarta in the most magnificent city (Cybriwsky and

Ford, 2001). The urban economic development with

Social Context Mobile scope is mostly absorbed into

the informal sectors of the economy and the marginal

part of the formal industry. They are geographically

mobile within the city following their initial rural to

urban areas with commuting. Urban economic

development in Indonesia can be seen as a

commercial process functioning as a significant force

behind the social changes taking place in Indonesia,

including the payment system to their services.

In this context, we identify that Indonesia’s

commuters are the major actors and reactors in the

city’s transformation. The urban problems are made

up as an attempt to solve the issues related to public

transportation to facilitate the commuters. The sample

survey was carried out in Jakarta Indonesia,

comprising 151 respondents. The paper is divided

into four main parts: the first defining Jakarta

spatially demographic, geographical, and economic

structure related to Social Context Mobile scope, The

second describing the impact and implications of

public transportation. The third, Integrating public

transportation in Jakarta and the fourth representing

Danial Kesa, D.

Social Context Mobile on Public Transportation Information in Cashless Environment: The Case of Jakarta, Indonesia.

DOI: 10.5220/0010700300002967

In Proceedings of the 4th International Conference of Vocational Higher Education (ICVHE 2019) - Empowering Human Capital Towards Sustainable 4.0 Industry, pages 501-510

ISBN: 978-989-758-530-2; ISSN: 2184-9870

501

the role of Government to realise the dream of Jakarta

as a megacity.

2 METHOD

Research questions were formulated exploratorily to

allow future research. It aims to provide insight into

questions. In general, this paper is primarily

descriptive involving an analysis of data obtained

from 151 individual interviewees in Jabodetabek

(The Greater Jakarta) Indonesia. The participants.the

respondents all spoke the Indonesian language, aged

from 20 to 40, and all commuted.

Figure 1: Framework analysis

Study participants were asked a variety of

questions related to commuting purposes, such as

what kind of transportation they preferred, and their

expectation of good public transportation (Figure 1).

The interviews consisted of structured questions as

well as ad hoc follow up questions. Research

questions to encourage the interviewees to express

themselves (Neuman, 1997) freely, interviews were

conducted in the Indonesian language.

3 DISCUSSION AND FINDINGS

3.1 Social Context Mobile Scope

Social context mobile is the principle of organisation

of a region around several political, social or financial

centres. A county is said to be polycentric if its

population is distributed almost evenly among several

centres in different parts of the county. The theory of

polycentrism was coined by Palmiro Togliatti

(Agarossi and Zaslavsky, 2011).

Based on the results of our study, it can be shown

that many lower-class Indonesians have carried out

several moves within the city. Seventy-four per cent

of the respondents have changed jobs more than once.

In contrast, respondents who have carried out an

urban economic development only once are

comparatively few; this category is represented by

twenty-six per cent of the total respondents (Table 1).

Table 1: The population of Jakarta in 2018.

Name of re

enc

Male Female Total

Seribu Islan

10,711 10,371 21,082

South Jakarta

1,043,675 1,018,557 2,062,232

East Jakarta

1,372,300 1,321,596 2,693,896

Central Jakarta

453,591 445,924 899,515

West Jakarta

1,164,446 1,117,499 2,281,945

North Jakarta

824,480 821,179 1,645,659

DKI Jakarta Province

4,869,203 4,735,126 9,604,329

Source: DKI Jakarta Province Central Bureau of Statistic

on national survey 2018

Based on this data, we conclude that the

majority of respondents were geographically mobile,

with a total of 9,604,329 people based on 2018

national survey data. This is understandable

concerning Jakarta urban reality, which is

characterised by the presence of dramatic numbers of

new commuters in the urban labour force. Peoples

moved into the city as labour migrants attracted by

the economic growth of Jakarta and comparing a

large number of passengers in Jakarta in 2011 was

approximately 5.6 million people every day (Central

Board of Statistics DKI Jakarta province, 2012).

DKI Jakarta province central bureau states on

national survey 2018, that a city with the commuting

process will experience significant population growth

from Jakarta buffer areas, namely Bogor, Depok,

Tangerang, and Bekasi (Bodetabek). Based on

population statistics, the addition of Bodetabek buffer

zone residents was about 1.5 million people or

increased more than five times (350 percent) the

addition of Jakarta residents since 2017-2018 (Table

2).

This concept has been used to identify the

migrant urban labour force, which is integrated into

the urban economy through their carrying out of

informal economic activities. The commuters of

Jakarta are highly mobile, about places of work and

residence, and also concerning their different kinds of

occupations in the large scale of the population. The

increase of the industrial sectors, which is one of the

driving factors in economic growth, is a pull factor

for migrants hoping for a better job opportunity.

ICVHE 2019 - The International Conference of Vocational Higher Education (ICVHE) “Empowering Human Capital Towards Sustainable

4.0 Industry”

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Table 2: Greater Jakarta population.

Administrative

division

(With province)

Area

(km²)

Population Population

density

(/km²)

DKI Jakarta 664 10,187,498 15,343

Bogo

Municipality

109 952,406 8,737

(West Java)

Bekasi Municipality

210 2,378,211 9,905

(West Java)

Tangerang

Municipality

164 1,797,715 9,342

(Banten)

South Tangerang

Municipality

151 1,303,569 8,646

(Banten)

Bogor Regency

2,664 4,779,578 1,791

(West Java)

Tangerang Regency

960 2,838,621 2,958

(Banten)

Bekasi Regency

1,270 2,629,551 2,071

(West Java)

Depo

Municipality

200 1,751,696 7,053

(West Java)

Jabodetabe

Region 6,392 28,618,845 4,477

Source: DKI Jakarta Province Central Bureau of Statistic

on national survey 2018

3.1.1 Direction of Urban Economic

Development

DKI (Daerah Khusus Ibukota) Jakarta, or Jakarta city,

is the capital city of Indonesia. Jakarta consists of five

municipalities and one regency. This place lies in the

lowland on the north coast of the western part of Java

Island. The city occupies an area of 640 km2 or 0.03

percent of the national land area. Jakarta has a flat

terrain, and the land gradually rises from 5 to 50 m

above mean sea level.

Social Context Mobile scope and direction of

urban economic development is seen in three

indicators. The first is the geographical distance

between the people’s origins and the place where they

are working. The second is the relative geographical

distance from the Monas square to the old and new

residential localities. This is based on the argument

that almost every commuter knows the square. For

many people, the square is considered as the centre

point of the city because the national unity monument

(150 meters high) is located there. Around the

monument are located the presidential palace, central

railway station, offices of ministries, the central

Indonesia mosque, and shopping centres. The third is

the comparative social and physical conditions of the

new and old communities based on subjective

measurements as well as evaluations by individual

actors. This finding leads us to the conclusion that, for

many people, short distance residential movement

can be considered as a commuter (the local term for

temporary migration to the urban area). Although

they move an insignificant degree in the distance,

socially, they enter a new local environment. In many

cases, adjacent communities separated by busy

streets, a large-river or railway-tracks can be

considered as different localities.

3.1.2 Cashless Society in Public

Transportation in Jakarta

The situation of public transportation in Jakarta is

related to significant economic and cultural

differences generated by their daily life in particular

urban spatial niches or localities. Similarly, working

and living conditions are different in so far as they

relate to the established patterns of daily life in certain

areas. For instance, they use transportation and face

conditions in the high congestion of traffic jam. The

people have specific socio-economic ties with their

working places, family, friends. The traffic

congestion in Jakarta is associated with a high growth

rate of vehicle ownership, nine to eleven percent per

year.

This situation is not supported by the growth of

road development which shows only less than one

percent per year. The construction of new roads will

never meet the high growth rate of vehicle ownership.

A new highway or a widened road only alleviates

traffic congestion for a short period. After a few

years, any new road will be filled with traffic that

would not have existed if the highway had not been

built. Similarly, any widened road fills with more

traffic in just a few months. Such a phenomenon is

called a cashless system on social. Mobile context

impedes economic growth. Because of this prevents

economic growth, neither building new roads nor

widening roads are viable long term solutions to

traffic congestion and the new pattern of the urban

economy.

Jakarta residents have to implement as many

ways as possible to alleviate traffic congestion,

including mass rapid transportation strategy and

building a cashless economic system. Mass rapid

transportation as the commuting public vehicle

system is another way to reduce a polycentric

analytical framework removes Government as a locus

of ultimate knowledge and final authority (Wagner,

2005) by using technologies (Table 3).

Social Context Mobile on Public Transportation Information in Cashless Environment: The Case of Jakarta, Indonesia

503

Table 3: Day trip to Jakarta based on origin using Cashless

Card.

Region 2017 2018

Tan

eran

847,750 1,578,663

Bekasi 545,310 1,193,099

Bogor and

Depo

620,702 1,191,295

DKI Jakarta 5,302,194 8,384,949

Total 7,215,956 12,348,000

Source: Traffic management control, Jakarta metro police

department, 2018

Development of an area, accompanied by the

ongoing social and economic level of the city, directly

will lead to remarkably high mobility for meeting the

increasing complexity of their needs. The availability

of existing transportation will primarily determine the

development of an area because transport plays a role

in support of mobility activities of the communities in

the area. The condition requires the availability of

better facilities, particularly about the transport

payment system, to support the growth in demand.

The realisation of the payment system is to

support increased traffic movements as a result of the

growth of an area. This move should be coupled with

careful planning, which significant considerations of

the geographical conditions and local topography,

traffic conditions, the availability of cost, and

resource potential of existing areas, urban economic

information on social and mobile context. These

factors will be built to maximise technology and

developed transportation system properly.

3.2 Cashless Society and Growth

State of the world’s cities 2012-2013 mention that the

capital of Indonesia, Jakarta is one of the cities with

the second category of robust prosperity factors. With

approximately 10 million inhabitants (UN-Habitat

report, 2012). Furthermore, over 28 million people, or

ten percent of the population of Indonesia, currently

live in the wider metropolitan region of the greater

Jakarta, frequently referred to as Jabodetabek, which

is composed of 6 independent municipalities; Jakarta,

Bogor, Tangerang, Bekasi, Depok and South

Tangerang (Turner, 2012). This data means that as the

patron city; Jakarta will contend a lot of potential and

management challenges. Social Context Mobile

scope has developed in a long transformation process,

which was marked by the integration of some satellite

cities. Nowadays, as the result of that historical

process and the massive expansion of the growth

economy, up to this point, this research analyses the

regional division of labour in the commuter context.

Urban planning treats Jakarta’s urban system as being

divided into three areas according to a spatial division

of information on social, mobile context core areas,

the semi-periphery, and the periphery.

In this connection, the primary urban centre

(central square) is seen as the core, the secondary

urban centres are considered as semi-periphery

regions, and the tertiary urban centre, as well as the

rural areas, is seen as peripheral regions. The central

city of Jakarta became the centres of development and

place of capital circulation. The core of Jakarta, as the

centre of urban economic growth, is made up of very

modern structures. These areas are surrounded by a

vast expanse of low and middle-class neighbourhoods

(Table 4).

Table 4: Authors’ data related to the Cashless type used by

the commuter

Type of

trans

ortation Fre

uenc

Percenta

Car

82 46%

e-Wallet 60 37%

Both on occasion 9 17%

Total 151 100

The discussion of the geographical distance and

the types of transportation can influence people using

Tap card or cashless system. Using public

transportation as the orientation point suggests the

question of what is the general direction of urban

economic development. Some respondents said in

table 4. It is more convenient if they are using Tap

Card (46 percent) rather than using an e-wallet to go

to their workplace (37 percent). These data

demonstrate the fact that in most cases of urban

economic development using public transportation,

transportation variety is the directional pattern

characterised by commuters cashless already (Figure

2). Jakarta development represents both a socially

traditional and physically deteriorated feature of the

city’s urban sprawl, and historically it does not seem

to be disappearing as part of the modernisation

process. These areas have become slums behind the

skyscrapers of Jakarta, which are one of the most

apparent symbols of Indonesia’s involvement in the

scaffolding of the world economy.

The economic growth of Jakarta is presented in

Figure 1. In 2013 the growth was 6.23 percent lower

than that in 2015 when the Government raised fuel

price and electricity in 2015. The impact remained in

ICVHE 2019 - The International Conference of Vocational Higher Education (ICVHE) “Empowering Human Capital Towards Sustainable

4.0 Industry”

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2018, with the economic growth only 5.02 percent. It

was the lowest in the last five years. Middle-class

workers made up a significant segment of the urban

commuter labour force to handle the crisis. They

integrated themselves into larger communities and

maintained socio-economic relations.

Figure 2: The economic growth rate of Jakarta and

Indonesia.

Source: DKI Jakarta Province Central Bureau of Statistic

in (BPS) year 2018, compared with the national

commercial growth rate from 2013 until 2018

Investment and economic development in more

significant Jakarta areas characterised with local

economic potential have not been well developed.

Lack of support for the investment climate in favour

of satellite cities was caused by the low capacity of

municipal government officials in the development

and management of the urban economy (Kesa, 2017).

Data on GDP (gross domestic product) at current

prices in 2013-2018 shows that most of the GDP

(Gross domestic, regional product) growth was still

present in cities of metropolitan.

Jakarta’s GDRP contributed 6.53 percent to

Indonesia’s GDP in 2013. It was a decrease of 0.03

percent from 2014 and 0.20 percent from 2015.

Indonesia’s economic growth of the financial and

business sector in 2016 was 261,8 trillion rupiahs, and

this situation became one of the most significant

contributors as 6.53 percent of the total Indonesian

GDP. Transportation and communication ranked first

from overall, reaching 11,79 percent. Services came

as the second sector with 7,58 percent; trade, hotel

and restaurant next with 7,21 percent; and

construction 6.85 percent.

Most agronomic characteristics, such as

agriculture and agro-industry of Jakarta, only

contributed 0.83 percent to Indonesia’s growth in

2018. The figures indicate that the city influenced and

dominated urban development sectors in Indonesia’s

economic development. Manufacturing and

construction of Jakarta developing a new way of

technology, support by new infrastructures such new

highway connecting northern to the southern part of

Java. These situations show that Jakarta began

changing from an industrial city to megacity focused

on services business. Manufacturing plants in Jakarta

transformed and relocated, to buffer zones areas such

as Bogor, Depok, Tangerang, Bekasi, Karawang and

north coast of Java.

The rapid growth was due to the increased

revenue of the country as a result of the successful

implementation of development programs in various

fields, particularly the manufacturing sector in the

form of large-scale manufacturing and export-

oriented, the tourism industry and export crops.

Growth in the services sector, trade and non-

manufacturing industries has also increased

dramatically following the growth of the industrial

base. Migration to large cities and production centres

meet the demand for labour supply was unavoidable.

This urban economic development provided a

logical consequence of the increasing demand for the

development of the physical cashless system on

mobile social context, facilities which in turn led to

increased demand for a new model of an integrated

public transportation system. We argue, developing

integrated public transportation connecting to the

payment system is significant as part of the ideology,

the development will inevitably be carried out, in

addition, to spur further growth in the country’s

economy and increase the employment. It has also put

pressure significantly on transportation cashless

system on social, mobile context and facilities, which

in most cases, have not yet been appropriately

designed. Urban and spatial planning will serve and

accommodate the burdens of the additional traffic

generated by the presence of previous implication

concept. Although these issues are growing in the

most urban centre, the problem also influenced the

national payment gateway.

3.3 Cashless Payment Purposes

The fact shows that the people in Jakarta have literally

used cashless payment. Table 5 indicates around 20,6

million trips per day; the highest frequency is for the

trips to workplaces. It is also understandable in

relation to our previous analysis of geographical

distances of Social Context Mobile scope because

nowadays the majority of commuters continued to use

public transportation system to build a centre of

business around the core and the essential central

places of greater Jakarta (Table 5).

Social Context Mobile on Public Transportation Information in Cashless Environment: The Case of Jakarta, Indonesia

505

Table 5: Cashless Card Usability.

Destination Fre

uenc

Business 1,672,600

Private 3,657,138

Work

lace 6,633,581

Shopping 2,381,637

School 6,271,556

Total 20,616,512

Source: DKI Jakarta Province Central Bureau of Statistic,

2018

They tended to move to new areas close to the

facility of the megacity. This situation is closely

connected to their needs as commuters to get involved

in urban economic activities. Thus, the patterns of

their moves relative to a certain point in the central

area of the city revealed a universal tendency. They

had daily activities from one place to another in the

centre related to their job.

A commuter who dwelled in the various satellite

cities of Jakarta tended to use public transportation in

a circular pattern about the facilities and

conveniences. This condition supports the argument

that seeing Jakarta as the central part of the humane

megacity is strikingly significant. This area is the core

of the urban reality of Indonesia, whereas the other

areas support the systems with peripheral zone

functions.

Table 6. The satisfaction level using Cashless Services.

Satisfaction level Frequenc

Percenta

Satisfie

82 51%

ot satisfie

8 14%

Moderate 61 35%

Total 151 100

Source: Authors of data collection

The other aspect of the direction of urban

economic development in Indonesia can be drawn

from subjective comparisons of the economic and

physical conditions of public transportation. The

majority of respondents (51 percent) stated that they

were satisfied with the physical environmental

conditions (e.g. Quality, safety, affordability). It was

also found that 35 percent of the respondents were in

between satisfied and not satisfied, which means

moderation. Whereas, the percentage who said they

were not satisfied using public transportation was

14% respectively.

The data presented (Table 6) can be compared

with the respondents’ subjective evaluation of

preference in choosing public transportation.

According to the data collected (Table 8), it can be

clearly observed that only a small number of

respondents (seven percent) said that they would be

using minibus as one alternative vehicle to go to the

workplace

The data show that 44 percent of the respondents

would choose a bus as vehicle choice. However, the

majority of respondents (49 percent) preferred to use

trains as their transportation. The preferences of using

public transportation means will ensure social,

economic sustainability (Turner,2012 ).

Table 7: Public transportation preference.

Public Transportation

Type Frequenc

Percentage

Train 101 70%

Bus 39 25%

Mini bus (Angkot) 11 5%

Total 151 100

Source: Author’s data collection

Based on these data (Table 7), we conclude that

respondents were generally willing to use good public

transportation. This findings reflects the subjective

evaluation of respondents of actual conditions in their

collective experience. This paper observed the

benevolent results of the urban transformation

process influenced by Social Context Mobile scope,

which is characterised by the emergence of many

economic opportunities leading to socio-economic

mobility for creating business centres.

Discussing the various public transportation, we

can refer to the urban economic development of

workers around the greater Jakarta. In recent years,

the Government as the primary stakeholders take on

the role try to regulate in order to reduce congestion

with macro transportation pattern, which is more

integrated and efficient

3.4 Integrated Public Transportation

and Cashless Services

Three macro transportation patterns, including

cashless system development, create more mass rapid

transportation systems equipped with regulation. To

enhance the implementation of various policies, the

Government should pay attention to the needs of the

users of public transportation and applied new

emerging cashless technology on payment.

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4.0 Industry”

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Table 8: Respondents’ expectation of public transportation

to the Social Context Mobile scope.

Expectation Frequenc

Various Public Services 25

Securit

Sim

licit

Lower Price 28

Tren

Total 151

According to the data presented in Table 8, we

found that the majority of the respondents have been

commuting mainly in connection to seeking better

public transportation with excellent facilities (27,4

percent respectively). The respondents in this

category considered better public transportations in

terms of their physical and environmental conditions

and business location. They expected to be in a

convenient station while they were waiting to

commute. Many respondents who used public

transport, also expected free from flooding facility.

(22,4 percent).

The percentage of respondents who had based

their transportation needs for public transportation in

their life cycle and daily workplace comparatively

needed various kinds of public transportations (19,6

percent respectively). Expected by the users who

were most of the workers, there should be an

excellent spatial arrangement that can organise the

city and transportation services that can support

economic growth and is more equitable (13,6 percent

respectively). 8,8 percent of the respondents expected

low ticket price for public transportation. Finally, 8,2

percent of the respondents regarded security as

necessary in public transportation.

As a common feature of the old established

megacity in the central part of Jakarta, the physical

environments of cashless system s is characterised by

severely deteriorated condition, and improvements

are required. According to the master plan of the

Jakarta province, the following action can be done for

improvements (Table 9).

After a certain period, the Government has

become more open to new ideas of integrating public

transportation. Jakarta already has pioneered urban

transportation system and developed a more

comprehensive network of social relations besides the

existing transportation through the provision of

busway or bus rapid transit (BRT) or a mass transit

system (MRT). Construction of the busway is one of

the strategies of the macro transportation pattern to

improve services and provision of transport services

that are safe, integrated, orderly, smooth,

comfortable, economical, active, efficient and

affordable by the community. The busway is in the

facilitation of exclusive bus lanes and cashless system

. Until 2010 the hall had been constructed with the

number ten corridors, and 545 bus fleet reached and

215 stops (Jakarta central statistic board, 2012).

Table 9: Jakarta macro transportation strategy.

The fact that commuter trains were insufficient

for migrant workers or commuters and Jakarta citizen

can lead to their demands to start an autonomous

preference using more bus-way and commuter line

train, water-way, monorail, MRT and Sub-way. Land

transport modes that can also be relied upon in Jakarta

is the train. It is seen that the number of passengers

has generally increased each year. However, in 2011,

the number decreased because, at that time, the

Indonesian train company (PT.KAI) increased the

ticket price and made some improvement: The

transportation system has been released on several

routes. There is now a Jabodetabek train commuter

route serving the areas of Jakarta, Bogor, Depok,

Tangerang, and Bekasi.

Two classes serve this pathway are economy

class and business class commuter line. The

Jabodetabek commuter line passes several significant

stations such as Jakarta Kota, Gambir, Gondangdia,

Jatinegara, Tanah Abang, Pasar Senen, and

Manggarai. In addition, there is also a train

Jabodetabek train with a destination outside the city,

which departs from Gambir Station or Pasar Senen

station. Furthermore, the development of modern rail-

based mass transit transport systems and networks

can be part of integrated public transportation.

To explain the data that many respondents will

use alternative public transportations, we can refer to

the dramatic process of urban transformation going

on in Jakarta during recent years. The influx of capital

from multi policies into the implication of

restructuring and development during the transition

between Fauzi Bowo’s era to Anies Baswedan’s has

Planning Ite

• Mass Ra

id Transit

(

MRT

)

Network;

• Loop line and feeder network in the city;

• Network rail commuter Jabodetabek;

• Railwa

network traffic towards the air

ort;

• Railwa

network su

ortin

the

ort;

• Improvement of level crossings between railway

and Busway corridor;

• Develo

the existin

railwa

line into multi-track.

• Cashless

ment s

ste

• Broaden Respondent and comparing with

quantitative methodology

• Mass Ra

id Transit

(

MRT

)

Network;

Social Context Mobile on Public Transportation Information in Cashless Environment: The Case of Jakarta, Indonesia

507

been accompanied by the remarkable increase in

demand from the business sectors, as well as from the

state, for urban land.

It was also crucial to use the lands in the central

zone of Jakarta appropriately; to construct office

complexes, to build cashless system, to plan

electronic cashless system, to regulate parking

outdoor and vehicle use limitation, to provide park

and ride areas, to develop integrated zone commercial

for business and housing focusing on transit section.

Therefore, the acceleration of cashless system

development plays a vital role in improving the

competitiveness of the domestic economy, especially

with the national economy. The fourth factor is a

series of system elements that have an integrated

policy in order to increase the competitiveness of the

domestic economy based on public transportation and

Social Context Mobile scope.

The state wanted to develop and modernise

Jakarta. These efforts were intended to make the city

the locus of the modernisation process for Indonesia

as a whole as well as to design Jakarta to be the main

window for Indonesian international trade and

economic processes. It is evident that the private

sector often functions as the ‘counterpart’ of the state

in building the economic structure. In this case, both

the state and private business need urban zones for a

business near an integrated transportation system to

realise their programs of urban development for

business.

Both the state and private sectors must first carry

out initial scheme and land appropriations and

acquisitions in the proposed development project

locations. This process is commonly associated with

the eviction of the commuters. The concept of making

new Jakarta in Joko Widodo and Basuki Tjahya

Purnama-era is not new, developing by new Governor

Anies Baswedan. Nevertheless, the most interesting

to be analysed, is that more people of Jakarta believe

in their ability to cover every problem in Greater

Jakarta.

The cashless system is the wheel of economic

growth. Sector activities and transportation system

are the backbones of the distribution patterns of both

goods and passengers. Other infrastructures such as

electricity, national payment gateway and urban

spatial planning related to the modernisation efforts

of the nation and its provision are one of the most

critical aspects to improve the productivity of the

production sector. Availability of housing and

settlement, water and sanitation, and the management

of sustainable technology resources determine the

level of social welfare (Table 10).

Table 10: Citizen of Jakarta opinion to Government’s

ability.

Although the process may invite public

resistance, consistency from the stakeholders can

support its implementation. For instance, lower-

income groups of Indonesians in greater Jakarta are

forced to pay part of the cost of the development with

their loss of local networks of social relations,

economic life and daily routines. In other words, the

building of an integrated transportation system would

disrupt more great Jakarta social life and survival

patterns associated with public transportation

management.

An integrated public transportation system

creates a new concept of economic development

distribution. In this context, it is seen as a localised

manifestation of the dramatic urbanisation process in

Jakarta. However, regulation from the Government to

commuter or Jakarta citizen also reflects local

political processes based on Indonesia’s urban

communities. Although we see a certain degree of

relevance of the definition of urbanisation as the

urban economic pattern of spatial forms, we must also

consider the specific models of local spatial

structures. Economic processes through

transportation in Jakarta, like the modern urban

development in response to commuter and citizen

Jakarta behaviour, seem to be based mainly on the

poor classes’ economic conditions and on the

individualistic survival situation, in which

Government’s

ability

Yes

(%)

Undeci

ded

(%)

Total

The

government

will provide

good

transportation

stem

(63%)

(22%)

(15%)

151

The

government

will muddle

through

Modernization

infrastructure

(47,3%)

(49,2%)

(3,5%)

151

The

government

will create

Mobile

Information

(66,2%)

(25,2%)

(8,6%)

151

The

government

will overcome

Campaign for

Cashless

130

(94,6%)

(3,2%)

(2,2%)

151

ICVHE 2019 - The International Conference of Vocational Higher Education (ICVHE) “Empowering Human Capital Towards Sustainable

4.0 Industry”

508

Government should give them transportation

subvention. In this sense, we see that every public

transportation users resist and carry out collective

actions which are mainly based on hopes of gaining

more compensation with services, rather than

organising to achieve institutional changes and goals

which would guarantee and provide them with long

term socio-economic access and gathered benefit as

communities. Theories of planning are said

occasionally to be irrelevant to planning the

implementation. Furthermore, the diversity of

practices in planning and different types of

stakeholders in different contexts complicates the

relevance of theories of planning as standard practice.

According to the data collection, almost all

respondents regard the people of Jakarta need leaders

profile (96,8 percent) who can provide space for

businesses in all segments of society, and bring the

city to compete in the global economy to exploit the

potential of the local social economy, culture and

creativity. Making plans is quite simple for anybody,

but implementing and maintaining consistency to

make changes for the better in Jakarta is those that not

everyone can do. They require a lot of smart and

humane cooperations from all stakeholders.

With new Government leading the efforts to

implement and execute the plans and support solution

for new Jakarta, all the people of Jakarta and all

parties can support a variety of solutions, to realise

the dream of the Jakarta megacity. In relation to

security problems in the development of the public

transportation system, 94,4 percent respondents

believed the Government could handle this matter.

66,2 percent of the respondents thought that the

Government could provide jobs and cover social

problems. Improving the quality of the physical

environment, social, cultural and realignment of

services public facilities, was also believed to be able

to be done by Government (63 percent). However,

only 47,3 percent of the respondents thought that the

Government could anticipate the flooding problems.

4 CONCLUSIONS

This paper research findings challenge the adequacy

of the prevailing view that ignores a significant

contribution of the integrated public transport to

urban economic structural transformation in terms of

Social Context Mobile scope. In this context, we

would argue that people in Jakarta and greater Jakarta

share similar value and contributions in turning the

city into a megacity as a result of their high level of

mobility within the city bottlenecks. First rapid

urbanisation in Jakarta must be slowed down to

reduce the problems within Social Context Mobile

scope. One possible way to reduce urbanisation in

Jakarta is to redistribute the central functions in

Jakarta to other areas and to strengthen other urban

agglomerations around greater Jakarta or even in

Indonesia to pull urban growth away from the capital.

Congestion problem in the capital is a significant

issue that must be resolved by the Jakarta provincial

government together with the central Government of

Indonesia. Two of the essential agendas as an effort

to overcome the congestion is to suppress and control

the number of private vehicles and to create

integrated public transportation. The second,

integrated public transportation for commuters must

be built.

The adequate urban economic development will

be created and run well when there is revamping of

urban and spatial planning related to public

transportation options. Integrated solution based on

user expectation, such as various public

transportations, with good and free disaster facilities,

should be a consideration in building public transport

embedded with national payment gateway and

cashless support system. As a consequence,

commuters would have to develop new social

relations, networks, and integrate themselves into the

new behaviours. This process is partly associated

with the developmental plan of Jakarta and more

significant Jakarta socio-economic strategies.

In the case of Jakarta, Social Context Mobile

scope still exists. Government still has a role and final

authority, to formed community which has of

consciousness. The Government of Jakarta should

pay attention to the citizen’s expectation of an ideal

urban and spatial planning concerning public

transportations, to win the citizen’s trust. This way,

they can work hand in hand to realise their dream, a

stable form of integrated public transportation for

economic development.

ACKNOWLEDGEMENTS

This research was supported and funding by the

Ministry of Research Technology and the Higher

Education Republic of Indonesia, PDUPT

056/SP2H/PPM/DRPM/2019. We thank our

anonymous reviewers and colleagues from banking

and finance laboratory Vocational Education

Program Universitas Indonesia, who provided insight

and expertise that greatly assisted the research.

Social Context Mobile on Public Transportation Information in Cashless Environment: The Case of Jakarta, Indonesia

509

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