[sustran] Role of Japanese Motorcycle in Urban Transport

Harun al-Rasyid Sorah Lubis halubis at trans.si.itb.ac.id
Fri Jul 28 11:14:00 JST 2000


We have just nearly finishing a report as part of research, funded by
Sumitomo Foundation, on the above mentioned subject.  Below is the summary,
for you who interested.

Regards,

Harun A Sorah Lubis
Center for Transport and Communication Research
Foundation for Research, ITB / Bandung


The Role of Japanese Motorcycle in Urban Transport in  Indonesia:
Past and the Future

Motorcycles form a large part of transportation modes in Indonesia. In 1997
motorcycle population has reached 11.7 millions, which is nearly 71 % of the
national motor vehicles registration (16,5 millions). In big cities the
figures vary in the range of 60 %-75%. Nowadays, motorcycle existence could
be said “inseparable from the people activities”, either as private,
freight, or even as a two-wheeler public transport called ojeg.

At the early of 20 centuries to the 60’s, the world of motorcycle was the
European and American design era. In 1962, one still could find brand like
Victoria, Ducati, Augusta, Harley Davidson, BSA, BMW, Norton, NSU, and
Triumph, all of which are rarely found nowadays The Japanese brand of
motorcycle started to dominate other brands since the late 60’s by the
winning theme of small fry. Now, in Indonesia almost all brands of
motorcycles found are Japanese motorcycle. The domination being unbeatable
after 80’s; especially since the local design and production of Japanese
motorcycles were placed in Indonesia. The brand varied from Kawasaki,
Yamaha, and Honda, to name a few.. The history of Japanese motorcycle in
Indonesia is interesting to be explored, and subject for further
investigation, especially in knowing the reasons and factors influencing the
incredibly high of its ownership. Small fry and under-bone type of
motorcycles are the most popular  type in Indonesia. Cheap in price, low
operational costs, multi-functional, and compact are the keywords to compete
in the market.

The financial crisis that hits the country recently left the country with
uncertain period for economic recovery. This affects the national car sales,
as it declines very dramatically. However, the population of motorcycle
increased at least the same rate as experienced before the crisis. From the
motorcycle market, it was observed that the trends of motorcycle production
also grew and more types, model, and size are available for potential buyers
to choose.

>From motorcycle use and ownership survey conducted it was found that overall
household’s vehicle ownership rate (including bicycles) is 1.8 vehicles per
household. Motorcycles contribute significantly to the vehicle ownership
rate. In average it reaches 1.3 motorcycles per household. The motorcycle
ownership in developed area that occupies by low to mid income household
with high household member of 5.9 peoples per household tends to have
motorcycle ownership above the average rate. However, in those areas 82% of
the household respondent do not own car yet.

Utilization rate of motorcycle in the study area were high, estimated 1.8
trips per day. In the area that close to the activity centers the rate tend
to be higher because the trips are shorter and more trips were also made.
Working trips dominated the utilization of motorcycle, estimated almost a
half of the entire trip making i.e. 46.1%. Other trip purposes, which are
also dominant, are: shopping (13.3%), school children dropping (11.1%), and
students going to campus (9.2%).

Regarding the use of motorcycle as two-wheeler public transport – ojeg --
some surveys were conducted to observe their operational characteristics and
use in the community, involving owner, operator and community. There are at
least 4 conditions that support the need for ojeg, i.e.: the topographical
constraint, road network supply, lack of public transport supply, and speed.
Ojegs are not mentioned as a public transport in the law. However, naturally
they grow, and often an informal organization was locally set up to manage
the daily operation and control.

Ojeg operation survey that had been undertaken in Bandung found that about
75% of ojeg drivers were professional. They either own or rent the
motorcycle to be used as ojeg. The rest are temporary drivers, seeking extra
incomes. The ojeg drivers commonly operate from 8 to 16 hours a day, and
work 7 days a week. Daily income of the ojeg drivers vary, ranging from Rp
15,500 (US $ 1,5) to Rp 38,500 (US $ 4,5) a day, depend on the operational
hours per day and demand in the service area.

The ojeg’s owner expenditure for maintenance in average is about Rp. 50,000
(US $ 9) monthly. The operator perceived that ojeg business is not
profitable with revenue tending just balance the operational cost,
especially during financial crisis. Two strokes are more costly to operate
than that of four strokes. The maximum profit 19.5% to costs could be gained
from operating 4 strokes motorcycle in hilly service area. The deficit could
reach minus 13.4% by operating 2 strokes motorcycle in flat area. However,
ojeg still in operation until now. This is mainly just for survival, as
currently there are no other better alternative business. From drivers’
point of view, being a driver could gain better income, at least greater
than the regional  minimum wage rate of US $ 32, and still the working hours
remain flexible.

Almost 94% of the user respondent said that ojeg service at their
neighborhood operates reasonably well and widely accepted, and 62.1% of them
also said that the existence of ojeg service had been proven useful enough
to resolve their transport problem. But they were also giving some
suggestion that ojeg service should have some advice and guidance so that  a
better service can be assured.

Two strokes motorcycles contribute more emission than 4 strokes do. The two
strokes also consume more fuel for a typical trip distance. Old cars of
under 1994 production together with motorcycles dominate the contribution to
emission level in Jakarta and Bandung, the level of which reach 90% from the
total emission. Motorcycles contribute up to 55% from the total emission, a
figure of which points to more cautious policy should be placed in the near
future for motorcycle ownership and usage in Indonesia. Old cars need to be
maintained regularly, as they also significantly contribute to the emission
level.






More information about the Sustran-discuss mailing list