Ahead of Lebaran, Konde.co published 3 (three) special edition series #MenagihTransumAman which aired on March 24, 25 and 26, 2025. This second article is the result of Konde.co’s coverage in Java which is summarized from 8 cities in Indonesia.
Safe, inclusive and affordable public transportation is a feminist issue.
Why is it a feminist issue? Because so far the gender imbalanced patriarchal system has imposed domestic and care work on women, which has made it more difficult for them to access public transportation (Transum).
This makes women more miserable with public transportation that is not sufficient in number, nor in good condition. They have to be in a hurry because they are doing domestic work that not many men do at home. They struggling with multiple fatigue when going to the market, taking children to school, visiting and caring for sick parents, going to work, and others.
Not to mention, the unsafe situation and the threat of gender-based violence in public transportation (Transum) that can happen at any time.
In the provision of public transportation, the government should provide safe and inclusive public transportation for its people. This obligation is outlined in Article 21 of Law No. 25/2009 concerning Public Services. One of the important elements is the service standard component that must be fulfilled by state organizers of public services. Namely, guaranteed service security and safety. Therefore, public transportation should provide a sense of security, free from danger and risk of doubt.
Jabodetabek Transum Condition
Far from the fire, that is the saying that can describe the target and achievement of the use of public transportation in Jabodetabek (Jakarta, Bogor, Depok, Tangerang, Bekasi).
The government targets the use of public transportation to reach 60% by 2029. However, the latest data from the Institute for Transportation and Development Policy (ITDP) Indonesia states that the use of public transportation in Jakarta has only reached around 10%.
The ITDP Indonesia study (2023) also mapped the barriers to using public transportation. Including comfort (crowded, hot), longer travel time, and reliability (not on time, etc.).
Every day, people in Jabodetabek have to travel at least 10.5 km to do their activities in Jakarta. Meanwhile, the coverage area of mass public transportation services is still concentrated in Jakarta which has reached 78% of the area. Its compared to Bodetabek whose respective cities are still in the range of 8% to 29%.
“The existing gap in the provision of public transportation affects the mobility of city residents. In cities that still lack public transportation, residents depend on private transportation ownership,” said Odelia
Humaira from the Jakarta Transportation Discussion Forum (FTDJ) to Konde.co, at the end of January 2025.
Read More: Introducing Mary Wollstonecraft, the ‘Mother’ of First-Wave Feminism
As an illustration, the Electronic Registration and Identification (ERI) data of the Korlantas Polri as of November 2024 noted that there were around 19.4 million motorcycle units and 3.9 million car units in Jabodetabek.
ITDP said that the unintegrated authority is the main cause of the inequality in service coverage. In addition, the priorities of each region are different so that they cannot necessarily provide reliable public transportation services. Groups affected by this gap in access to transportation in Jabodetabek include women, people with disabilities, the elderly, and other vulnerable groups.
In the context of Jabodetabek, the transportation landscape generally has a variety of road and rail based services. The routes serve within cities, between cities, and even between provinces. Its management is regulated by several governments with different authorities.
An overview is as follows:
| Service category | Covered location | |||
| Within the city | Intercity | Interprovincial | ||
| Road based | Minibus | JAK 10a (Jakarta), K03 (Bekasi) | T16 (Banten), D05 (Jawa Barat) | D01 (Banten – Jakarta), T20 (Jawa Barat – Jakarta) |
| Bus | Trans Patriot (Bekasi), Trans Anggrek (Tangerang Selatan), Trans Tangerang Ayo (Tangerang), Trans Margorda (Depok) | Transjakarta BRT and Non-BRT services | Transjabodetabek, JR Connexion, JA Connexion, Royaltrans, Swoop | |
| Rail-based | – | LRT Jakarta, MRT Jakarta | KRL Commuter Line, LRT Jabodebek (July 2023), Railink (Airport train) | |
| On – Demand Based | Conventional taxi (Bluebird, Taxiku, Express), Passenger service (Gojek, Grab, Maxim) | |||
| Managed by the municipal government |
| Managed by the provincial government |
| Managed by the BPTJ |
(Source: Institute for Transportation and Development Policy)
In total, there are at least 13 different government bodies that have the authority to manage public transportation in Jabodetabek. In Jakarta, the provincial government of DKI Jakarta and its Regional Owned Enterprises (BUMD) are tasked with physically integrating public transportation, starting with the revitalization of station areas.
In addition to the city/regency (pemkot/pemkab) and provincial (pemprov) governments, there is the Ministry of Transportation (Kemenhub) that is tasked with managing the transportation sector at the national level. The Ministry of Transportation consists of multi- sectors including the Jabodetabek Transportation Management Agency (BPTJ).
The ‘holes’ in public transportation issues in Jabodetabek occur because policies are not gender-friendly.
Tiara Sophie Trinita, a female public transportation activist who is now active in urban issues, Rujak Center for Urban Studies, shared her experience in her research around the Transjakarta Bus. Sophie does not deny the changes in the Transjakarta busway protocol lanes which are now equipped with elevators, this is useful for minorities such as people with disabilities who have easier access when taking public transportation. Compared to having to go through the Pedestrian Bridge (JPO), which is often difficult: long lines, darkness, dead lights, and vulnerable to crime and sexual harassment.
Read More: Is Our Public Transportation Gender Responsive and Inclusive? Konde.co Research Results (1)
Sophie once had an unpleasant experience when crossing the Transjakarta JPO. This situation still exists at some busway stops.
“I once walked to the Cawang Junction bus stop, the JPO had a blackout. The sound at the JPO cannot be heard from below. That’s what I think needs attention. JPOs make pedestrians more dangerous,” Sophie told Konde.co, Sunday (9/3).
Currently, Sophie is also questioning the designs of Transjakarta bus stops that are very long, but narrow. As a Transjakarta user, she is uncomfortable, especially now that commercialization at Transjakarta bus stops is increasingly massive, such as spots selling food or drinks. Not to mention if there are events and program promotions.
“So it’s not good.”
Read More: Period Pain for Women is Real, How to Deal With It?
From her observations, she also highlighted the security officers or waiters on Transjakarta buses, which are increasingly minimal in number. In the past, she could find at least one officer, but nowadays, there are often none. This is certainly crucial, because they have a role to help priority groups to respond quickly if there is sexual harassment.
“There used to be one pramusapa on the bus (Transjakarta) to monitor, usually they went around the corridor. Increasingly here, there is no pramusapa. If there is no such thing, criminal acts or harassment are saved using cellphones for documentation.”
Sophie in her research titled The Roots are Routines: Transjakarta as a Phenomenon of Collective Liberation of Jakarta Women’s Bodies through Maurice-Ponty’s Phenomenological Mobility of Bodies, also highlights the experience of women’s bodies when accessing Transjakarta public transportation.
Sophie then brings up a thought that cites Merleau-Ponty’s phenomenology of embodiment and dissects it by presenting the experience of the feminine body in motility and space. This concept was also discussed by American-born thinker Iris Marion Young in her journal article uploaded in the Journal of Human Studies 3, 137-156 in 1980 entitled Throwing Like a Girl: A Phenomenology of Feminine Body Comportment Motility and Spatiality.
Read More: From Obligation to Right: Rethinking “Sex as Duty” for Muslimah
In her writing, Young explains that women have a tendency to be introspective and careful with their bodies, which leads to a sense of inadequacy in themselves. This sense of inadequacy does not happen by itself, but is rooted in socialization and upbringing, how girls are confined in the categorization of what activities women are ‘supposed’ to do. This creates doubt and fear in movement and space, making them internalize the limitations of their physical abilities.
In addition, objectification and the male gaze are also highlighted by Young as she says “An important part of the situation of being a woman is to undergo the ever-present possibility that she will be seen as a mere body, as form and flesh that presents itself as a potential object of other subjects’ intentions and manipulations, rather than as a living manifestation of actions and intentions” (Young, 1980, p. 154).
That is, how women are often viewed and treated as objects of the male gaze contributes to women’s reluctance to conform to society’s expectations of femininity and avoid being perceived as too ‘strong’ or ‘assertive’. It was this theory that she then put into her research on public transportation.
Sophie’s interview with a female Transjakarta user named Rini, as exposed in the research, mentioned the need for a women-only space in the Transjakarta service. This is because many perpetrators of sexual harassment against women workers and school children are vulnerable during crowded buses. That is the first step of a safe space, how in everyday life it becomes an iteration (repetition).
Read More: “Long Live Indonesian Women!” Gazing into the Realities of Women Workers’ Rights
Transjakarta users came to recognize that women are vulnerable to sexual violence in public transportation. Like the women who every day drive away male users who occupy the “Women’s Only Space”, also when someone mistakenly boards the “Women’s Only Bus” to move to the general bus area or regular buses, making a repetitive training will recognize the insecurity of women in transportation.
But through this, as Young says, there is a restriction of movement, and it is manifested through ‘safe’ spaces. The origin of this is that there is no safe space in Transjakarta, so it creates a new barrier, which becomes a new barrier for women to be able to actively participate in their daily lives.
Sophie also explored Rini’s story about safe access to Transjakarta. She also highlighted the issue of “horrific” JPOs to Transjakarta bus handrails that are not inclusive. The handrail for passengers in Transjakarta is generally too high, for passengers whose height is below 165 cm, it will be difficult to hold on. Even though Indonesians have an average height of 155-160 cm.
“The JPOs that I mentioned earlier are really horrible, Harmoni, Semanggi, that’s God, I don’t think I need to get fit again. What’s the point of being so long?! In the past at Sarinah, if I’m not mistaken, there was an elevator, if it’s good for the elderly, but when I went up, the JPO elevator was broken. I think we need an elevator. (…) Once the bus I was on had a high handrail so there was a woman who held onto me because she couldn’t reach it.” (Interview with Rini, May 31, 2024).
Read More: International Women’s Day 2025: A Call to Action to Accelerate Progress towards Gender Equality
Although Transjakarta and KRL have campaigned to stop sexual violence, these public transportation passengers still face discrimination and negative stereotypes when they show their gender expression in public. This data is captured in Komnas Perempuan’s CATAHU Report 2024.
For example, Komnas Perempuan received a report that there was an art group consisting of gender identity minorities as users of theKRL. Next, They complained about the discrimination that occurred on the KRL. Forms of gender-based discrimination such as, not being allowed to ride trains, experiencing verbal harassment, being questioned about their gender, having their KTP / identity card checked and so on.
“Komnas Perempuan responded by writing to PT Kereta Api Indonesia / KAI Indonesia, saying that everyone has the right to be free from discriminatory actions and treatment in accordance with the mandate of article 28 paragraph (2) of the 1945 Law,” said Olivia C Salampessy, Commissioner of Komnas Perempuan in a presentation followed by Konde.co, Friday (7/3).
The act of discrimination, according to her, has a traumatic impact on using the Commuter Line KRL, which is a gender and sexuality minority.
Read More: From Obligation to Right: Rethinking “Sex as Duty” for Muslimah
“(They) are afraid to use the KRL Commuter Line, afraid to use the KRL commuter line and the toilet at the train station.”
In this regard, her party also emphasized that the Ministry of SOEs instructs public transportation service managers, especially PT KAI, to make policies and socialization of services and prohibitions on degrading dignity, especially against gender minorities.
In addition, the problem in public transportation in Jabodetabek that has been highlighted is the prevalence of sexual harassment. For example, in the case of sexual harassment on electric rail trains (KRL). Data from PT KAI Commuter from January to October 2024 alone, there were at least 57 cases of sexual harassment that occurred.
Read More: Femicide Crisis in Iran: Unveiling the Shadows of Gender-Based Violence
The sexual harassment that occurred on the KRL was like what happened to Keenan (not her real name). She experienced sexual harassment around the end of February 2025, she reported to the officer and the alleged perpetrator was declared blacklisted, but in fact the alleged perpetrator is still free to roam. Keenan has reported to the KAI, but there has been no firm action to date.
Read More: Femicide Crisis in Iran: Unveiling the Shadows of Gender-Based Violence
At the time of the incident, Keenan returned home late from college. She took the KRL from Sudirman station to Bekasi at around 6:30 pm. From the first moment she boarded, she actually felt that someone was staring at her from afar. At Manggarai station, the alleged perpetrator got closer because of the increasingly dense passenger accumulation.
Arriving at Cakung station, many passengers had already gotten off. Keenan, too, prepared to get off the KRL after passing through two more stations. She was facing the exit. The alleged perpetrator, who was still behind Keenan, suddenly felt someone groping and even squeezing her buttocks.
The incident took place twice. The first time it happened, she let it happen. But the second time, she had time to look back.
“When my back was groped, I was still thinking, oh I was nudged or something. Because I just felt like I was groped. Usually when it’s crowded, it’s like being nudged or something.
Read More: The Orgasm Gap: Why Do Women Climax Less Than Men? Calling Out Unrealistic Images of Women’s Pleasure
So, it seemed natural. Well, but suddenly there was another grope. This groping is to the point of squeezing,” said Keenan when talking with Konde.co, Sunday (9/3).
In that situation, Keenan could not immediately respond. There were thoughts raging when she wanted to confront the alleged perpetrator directly. There was fear that she would be blamed and scolded by other passengers. However, she reflexively activated the camera on her cell phone.
“I immediately video-in. So I immediately opened the video. I opened the video, afraid that for example he would dare to squeeze again. I immediately highlighted his face. When I opened the camera, he (the alleged perpetrator) immediately moved away,” she said.
Keenan recorded for about 15 minutes until she finally reached her destination station, Bekasi. She had wanted to chase the alleged perpetrator. She then reported the incident of sexual harassment experienced to the security guard on the station platform. However, Keenan received an unfavourable reaction.
Read More: Why Are Men So Obsessed with Sex? The Urgency of Getting Out of Toxic Masculinity
“The response was like ignorant. Like ‘look for the culprit’ but after that when I gave them a look at his face (from the video recording), they were like “oh” just like that. It was like nothing happened.”
About 5 minutes Keenan tried to find the alleged perpetrator was not seen. She also switched from the escalator to the manual stairs. That’s where, she asked another security guard. Keenan said that she had just been sexually harassed by this man, while she showed the face of the alleged perpetrator from her video footage.
This second security guard was more responsive than the first. He was then helped to find the alleged perpetrator who was still not far away. Sure enough, finally Keenan accompanied by the security guard found the alleged perpetrator.
“After that I immediately got angry there. At first, he didn’t want to confess. But I bluffed, I said I had the evidence video where he tried to grope me.”
Keenan’s bluff succeeded in making the alleged perpetrator admit to the sexual harassment he had committed. Keenan could not understand that the alleged perpetrator actually committed physical sexual harassment against her when the KRL passengers were free. That is, he was deliberate and she worried that the alleged perpetrator was indeed a predator of sexual violence.
Read More: Love Languages Are Hugely Popular. Are They Real?
“I was finally asked by the security. Is this going to be peaceful or handled by KAI? Well, I immediately asked for the second option to be handled by KAI.”
At that time, Keenan decided to only report to KAI because she thought KAI would seriously handle her case with standard operating procedures (SOP) in favor of the victim. She would not report her case to the police because of trust issues if her report was not responded to and had a long tail.
“I have trust issues with the police. So like, I thought it was useless to report to the police. So okay, if for example KAI can respond, I leave it to KAI.”
Keenan and the alleged perpetrator were then taken to the security post room. There the alleged perpetrator was interrogated and asked to sign a statement on stamp duty. The alleged perpetrator and the victim were then separated in different rooms.
However, only then did Keenan realize that there was something odd in the chronology of events. Not from the victim, the chronology of events was actually written by the alleged perpetrator who reduced the sexual harassment that occurred. He wrote “touched the back of another passenger 1 time”. This is different from what the victim experienced, that the alleged perpetrator had actually “groped and squeezed the buttocks 2 times”.
Read more: Four Fundamental Critics of the Inadequate Implementation of Law on Sexual Violence Crimes
Unfortunately, the difference in chronology was only realized by the victim after arriving home. After she checked the video footage from her cellphone which highlighted the statement signed by the alleged perpetrator. Before finally being prohibited by security officers from recording.
“There I was confused, like yes, it’s different from what the victim said. So, they seemed to write the statement according to the perpetrator’s chronology, not the victim’s chronology,” she said.
“The victim here is me, but they (KAI security officers) even use the (alleged) perpetrator’s chronology.”
According to information from KAI security officers, the alleged perpetrator will be blacklisted as a KRL passenger in the future. However, there was a moment a few days after the incident, Keenan actually accidentally met the alleged perpetrator again when she got off at Bekasi KRL station.
At that time, Keenan saw the alleged perpetrator tap the KRL card and leave the station. He didn’t seem to be wearing a mask, so Keenan could easily recognize him.
“Like I immediately thought, this is a blacklist, how come the person can still wander around, still be free.”
Read more: Five Reasons for the Problematic of the Draft Law on the Welfare of Mothers and Children
After that, Keenan posted a status about what she experienced on her social media story. At that time, one of her mutual friends, who is a machinist on the KRL, had commented on her story, “Well, security doesn’t only take care of one person. Maybe just wears a mask (the alleged culprit),” Keenan imitated his friend’s reply which made her even more disappointed.
“If security doesn’t see many passengers, that’s in my opinion impossible. Because the alleged perpetrator is first, not wearing a mask and second, not at rush hour,” said Keenan.
The post about Keenan’s case was also responded to by the KAI social media admin. KAI had contacted her personally (Direct Message) and continued to Whatsapp. At that time, Keenan was asked about the chronology of the incident and urged to contact KAI again if there was a similar incident.
However, when Keenan met the alleged perpetrator again at the same station where the sexual harassment occurred, Keenan felt that it was not as expected.
“I chat (KAI), the one who answers is like a bot (robot). The answer was a template and there was no follow-up at all.”
Read more: Four Fundamental Critics of the Inadequate Implementation of Law on Sexual Violence Crimes
Not long after that, Keenan also experienced online gender-based violence (KBGO) which was still related to the sexual harassment case she experienced. It started when a KRL passenger on the day of the sexual harassment incident without consent took a video of Keenan and the alleged perpetrator when dealing with KAI security officers.
In the video uploaded to social media including Tiktok, a caption was written which basically said “Be careful there are perpetrators of harassment and others. So it’s like she (the uploader) is actually providing awareness, but what makes it strange is that the comment column corners me (the victim) more than the alleged perpetrator.”
Many comments have emerged that harass and re-victimize victims of sexual harassment. Instead of supporting victims who dare to report their cases. Some of the comments Keenan remembers were:
“I think that the perpetrator has motherly aura”
“She (the victim) actually likes it, just because it doesn’t fit, the alleged perpetrator is not her type. So she got angry”
Read More: ‘Divorce Because of Different Political Points of View Until Sexual Violence’: Women Violence in Election
“It’s just a matter of being taken out, then taken to the room”
There are also those who say “I support the perpetrator, yes”
From there, Keenan admitted that she was mentally down. It was because of the complexity when she reported the sexual harassment case she experienced and sought justice for herself, to revictimization and KBGO which she actually experienced again as a victim.
“As you can see, many victims of harassment on public transportation choose not to speak up or dare to report their cases,” said Keenan.
What Keenan said about the reluctance of victims of sexual harassment on public transportation to report their cases is not nonsense.
One of the KRL passengers with the initials RK (22) experienced this. She did not report, even though she had experienced sexual harassment on public transportation 5 times. A total of 4 times on KRL and 1 time at the Transjakarta bus stop. This happened in the period 2024 to early 2025.
Read More: Rape Survivor From Cilacap Drop Out Of School, But The Rapists Are Free
The cases of sexual harassment that occurred to RK ranged from catcalling, rubbing on the hands, thighs to the buttocks, being stared at with sensual nuances, to being followed from inside the train to outside the KRL carriage.
There are many factors that cause RK as a victim to not easily report the sexual harassment case she experienced. Starting from experiencing freeze (the victim’s response is like freezing), confusion and denial, lack of evidence and officers on guard, to distrust of victim-perspective handling.
“I feel, how severe does sexual harassment have to be for serious action to be taken? If only reprimanded, the perpetrator will be free tomorrow. They could do it (sexual harassment) to other people again. Meanwhile, the victim is traumatized and always afraid to ride the train,” RK told Konde.co, Tuesday (11/3).
The most severe case of harassment on the KRL she felt was the fifth case. At that time, she was leaving for work, and an unknown person suddenly grabbed her buttocks while on the escalator. At that moment her feelings were mixed: upset, angry, embarrassed, afraid of victim blaming, as well as disappointed.
Read More: The Story of Ria, Tiko, and Erni: The Challenge of Transgender to Have Social Security
When she arrived at the office, RK’s tears broke out. Until her boss and coworkers in the office found out about her case. Fortunately, her office supported her and did not judge her. She was allowed to not work from the office (WFO) for a week and ordered online transportation home.
After case of sexual harassment, RK still likes to experience anxiety when taking public transportation. It’s like she always has to be paranoid of her surroundings. Although, her fear has decreased because inevitably, public transportation is still her foundation for daily activities.
“If I’m afraid, I won’t be able to work,” she said.
Even so, RK also emphasized that there should be serious efforts in mitigating the handling of violence and sexual harassment in public transportation. That, for example, can be seen in the socialization of the prevention of sexual violence announced to the public, can include strict sanctions that are socialized to the public. So, not just an appeal.
No less important, she also proposed a system that can be used in real time by victims to report cases of sexual harassment they experience. For example, by using a button connected to an officer or operator. It can also be an emergency button that is accessible for victims to report.
“There can be an effective system if it happens (sexual harassment), victims can report in real time. There is a kind of bell that can be pressed in each carriage that can signal the officer or operator.”
Conditions Around Bodetabek, Access Inequality and Unintegrated Transum
Another condition is experienced by Transum users in areas around Jakarta, such as Bogor, Depok, Tangerang and Bekasi (Bodetabek). Although the distance is close, it is sometimes difficult to reach with Transum’s lack of integration.
Every morning at seven o’clock, Lia (29) waits for public transportation (angkot) to take her to a carton factory in Tangerang district.
She must first walk or take a motorcycle taxi from her home in the Tigaraksa area. Her house is almost 1 km away from the highway where the angkot is located. There are only angkots around the house. The Pinang to Citra Raya route is most often used for her work mobility.
The distance from the Kereta Rel Listrik (KRL) is more than 13 km. There is also no bus stop around her house. The closest bus stop to her house is on the Poris-Jatiuwung route which passes through Tangerang City, not the regency. In other words, access to public transportation in her area is not well integrated. But since Lia can’t ride a motorcycle, public transportation is her mainstay.
“I live in Tangerang district, there are no buses here. Access to public transportation is far and must be connected,” Lia told Konde.co, Tuesday (1/28).
Read More: ‘My Dream To Be A Football Player To Get Citizenship’: Stories Of Immigrant Children In Malaysia
For the past four months, Lia has moved to work at a factory whose location is more difficult to reach. There is no angkot that can go directly to the factory, so she has to take an online motorcycle taxi that costs at least Rp 30 thousand (round trip). In fact, the previous angkot fare was Rp 10,000 (round trip).
With a factory worker’s salary of around Rp 4 million, her transportation costs to work are around Rp 600 thousand just for online motorcycle taxi (ojol). Moreover, factory workers with a short contract status per 6 months like her can easily be threatened with contract termination and job loss.
Read More: Rape Survivor From Cilacap Drop Out Of School, But The Rapists Are Free
Not to mention, the cost of her mobility apart from the workplace. For example, on weekends, when she visits friends or needs to go to Tangerang City, she spends Rp 40,000 to take transportation such as shuttle elf (round trip).This is all on top of her daily needs, which include helping her younger siblings with school. It also helps with the family income because her father is now retired.
“I wish there was a subsidized bus, so the fare would be cheaper. I can use it for other needs,” she said.
In her experience while riding public transportation (angkot), she complained that the transportation facilities were poorly lit and stuffy, some were noisy with loud music. There was also a pickpocketing crime one time when Lia was riding angkot with her mother. In addition, the lack of road infrastructure makes it unsafe.
“If we take public transportation, sometimes it’s very late in the afternoon and at night, and there are no bus stops. It is prone to harassment, especially in dark areas or with few people,” she explained.
The lack of connected access to public transportation is also felt by Olla (30), a woman who lives in Pamulang, South Tangerang. She chose to take ojol to get to Sudimara station to connect the KRL to work in the Palmerah area, West Jakarta.
Read More: From Stereotypes to Struggles: How Age Discrimination Hits Women Harder
This is because the nearest angkot from her house is about 3 km away with a Ciputat route through Jombang market to Sudimara. To be able to take the Ciputat Transjakarta bus, the distance is not much different and still has to connect with a rotating route. In addition, according to her, many public transportation facilities are inadequate. For example, the condition of the angkot is old, stuffy, and smells of cigarette smoke.
“Access is also difficult and the hours are uncertain. Not if the angkot stops for a long time,” said Olla when met on Wednesday (1/29).
Olla, who has lived in Tangsel for several years, admits that there is a noticeable gap in public transportation with Jakarta. When she previously lived in Jakarta for more than five years, she relatively preferred to take public transportation with many alternatives. She has tried various kinds of public transportation ranging from Kopaja, Jaklingko, angkot, KRL, MRT to LRT.
“Because they connect each other, it’s easier. It’s different if here (Tangsel) is like taking a private vehicle or ojol whether you want it or not,” she added.
Read More: The Portrait Of Waria Religious: They Are Not Immoral
Although it seems more integrated, public transportation in the capital city is also not without gaps.
Konde.co’s search along the Sudimara to Tebet KRL route on Friday (24/1) found that the government’s claims (government-owned enterprises via the official KAI Commuter website) were not in accordance with field conditions. For example, about the lactation room for mothers and babies, the ease of getting pregnant pins, to female security officers.
As of August 2024, KAI Commuter was quoted by Kompas.com, detailing 27 KRL stations that provide mother and baby lactation rooms. One of them is Tanah Abang station. When Konde.co, came to the location it was not available. One of the security officers directed to the health room.
“This can only (pumping) if there are no sick people, yes,” said one of the female officers to Konde.co.
There were no sick people who entered the room for almost 30 minutes of pumping. But the amount of traffic from other KRL officers, many of whom were male, was quite uncomfortable.
Read More: My Story Visiting Kampongs In Jakarta: Masculine Development Makes Women Poor
Taking care of maternity pins for priority seats on the KRL, Konde.co observed, is also still a “PR” matter of convenience and accessibility. Mainly, about information that is not well socialized. This can be seen in the officer’s unresponsiveness in explaining the flow of processing pregnant pins. When I went to Sudimara station, the counter officer said I had to go to Tanah Abang station to take care of it. But after arriving at Tanah Abang Station, the officer said it had to be processed via the application and waited a few days. With this confusing flow, women in a pregnant condition seem to be “pushed around” to take care of a pregnant pin that should be taken care of at the nearest station.
Along the KRL line observed by Konde.co, there were also no female security officers. So technically, public transportation is still so masculine that it is often gender insensitive.
Read More: Annual Report Of Sexual Violence At University: Mostly From Sexist Jokes
One of the KRL passengers at Tanah Abang station, Emi (35), who brought her two children, had to join the jostling down the stairs. Arriving at the place where she was waiting for the train to Manggarai station, she was also seen sitting with her two children.
“There were no officers earlier, so no one arranged for priority. Not everyone is sensitive to passengers,” Emi told Konde.co.
At Kebayoran Lama station, a middle-aged man with a visual disability was also seen limping alone with the help of other passengers getting off the KRL. There were no officers to help him. He looked confused looking for an elevator for him to go down to the ground floor.
“I want to go to the market, where is the elevator?” she asked, greeted by a concerned passenger.
The public transportation gap in the Jakarta and bodetabek areas has also been photographed by ITDP Research. The inequality can be seen in the types of modes, public transportation stops and tariffs and payment methods.
Read More: Two Fish and a Plate of Rice: Wagini’s Story
“In Indonesia, public / mass transportation has not been a priority for some policy makers in cities and regions to provide inclusive public transportation for all groups, this affects the subsidies and policies given to public transportation making it difficult to realize inclusive public transportation,” said Odelia from ITDP.
Bandung: An ‘Inclusive City’ that’s Only a Discourse
What about the condition of other cities in Java? Konde.co then mapped what happened in Bandung.
On Tuesday, January 27, 2015, around 11 am, a number of people sat waiting for the arrival of buses and angkot at the Bandung Square bus stop.
The area is not devoid of public transportation. Several angkots stopped waiting for passengers not far from the bus stop, while two buses in tandem opened their doors for people to get on and off. The light blue bus is the DAMRI Cibiru – Leuwi Panjang bus, while the smaller dark blue bus is the Trans Metro Pasundan (TMP) that serves corridor 2D on the Bandung Square – Kota Baru Parahyangan route.
Irma (43) is one of the passengers of the TMP 2D bus at the Alun-Alun bus stop. She had some difficulty climbing the stairs of the bus because her legs were hurting and the stairs were quite steep.
Helped by other passengers, Irma finally sat on the passenger seat. The bus drove on, heading from Bandung Square to Kota Baru Parahyangan.
Read More: Period Pain for Women is Real, How to Deal With It?
Irma’s destination was her home in Kebon Kopi, Cimahi.
“I got off at Kebon Kopi bus stop, then I took Cimindi public transportation,” Irma told Konde.co.
Along the way, the bus stopped several times to pick up and drop off passengers. Not all stops were in the form of bus stops with seats and protective roofs like in Alun-Alun. Instead, most were just bus stop bars on broken sidewalks or crowded by motorcycle parking. Several times, elderly passengers had to be assisted to enter and exit the bus. This is because there is only one bus door with a small staircase that can be accessed.
In general, Irma claimed to be comfortable using the TMP bus. However, she still prefers to use angkot for daily mobility because of its easier access. “If I use angkot, I can also pass through small streets. My bus has to walk further to my house,” Irma said. “But angkot is also difficult anyway, have to change.”
As far as Konde.co is concerned, Bandung’s Alun-Alun bus stop is perhaps one of the few well-organized bus stops with seats and shelters. Whereas in many other places, the bus stop is only a bus stop sign without shelter or other adequate facilities.
Read More: ‘What I Inherited, What I Refused’ Reflections About Overcoming Misogyny
Read More: From Obligation to Right: Rethinking “Sex as Duty” for Muslimah
Djoko Setijowarno, a transportation observer and lecturer at Soegijapranata Catholic University, believes that the condition of public transportation in Indonesia is not in line with the government’s 2045 Golden Indonesia vision. Instead of getting better, public transportation in Indonesia is actually getting worse. In addition to the disappearance of rural transportation, the number of public transportation fleets has been reduced.
“All developed countries have good public transportation. There is not a single developed country with bad public transport like Indonesia,” Djoko told Konde.co, Thursday (30/1/2025).
According to Djoko, public transportation is closely related to people’s lives and livelihoods in other sectors. Therefore, poor transportation in Indonesia, especially in rural areas, has an impact on school dropout rates. This is because children have difficulty reaching schools from where they live and not all parents can afford to pay more to use other modes of transportation, such as ojek or online transportation. Minimal and inadequate public transportation also has an impact on the high rate of child marriage and stunting.
“Stunting is not only due to malnutrition. One of them is also due to child marriage,” said Djoko.
Read More: The Orgasm Gap: Why Do Women Climax Less Than Men? Calling Out Unrealistic Images of Women’s Pleasure
He added that transportation costs in Indonesia are relatively expensive. The average cost of transportation in Indonesia is more than 30% of people’s income. In fact, many countries have tried to reduce transportation costs to below 10%. Even in France and Singapore, transportation costs are only 3% of average income.
“Then the government builds houses. Build houses, many of which are stalled. There are thousands of them, in the regions, that are stalled. They don’t sell, why? Yes, because the transportation assets are not there.”
The condition of public transportation in Indonesia is also not safe for women and vulnerable groups such as disabilities. Women who use public transportation are still vulnerable to sexual harassment. The existence of women-only spaces or carriages on buses and trains is an affirmative action that is more of a short-term solution, because the area is only two cars at the end of the train or a small space on the bus. Meanwhile, many public transportation users are women. Instead of protecting, the limited space actually makes women have to fight each other to be able to access these special areas.
Read More: When a Bear is More ‘Bearable’ than a Man: on Collective Experience of Feeling Unsafe Around Men
Meanwhile, public transportation modes and supporting facilities are not yet inclusive for people with disabilities.
Based on Konde.co’s monitoring in Bandung, there are still many pedestrian paths to the nearest bus stop or station with guiding blocks that are inadequate or even damaged. In fact, this path is intended to help access blind disabilities. There are also tree obstacles, road dividers, and motorbikes and cars that are parked carelessly and driven on the sidewalk. Many of the pedestrian crossing paths (JPOs) to bus stops and stations are steep, dark, and do not have elevators for pregnant women, the elderly, and the disabled.
In Bandung, almost all bus entrances are stairs, making it difficult for pregnant women and the elderly, not to mention the disabled. There are no lower deck doors or ramps to help wheelchair-using passengers enter the bus. On the one hand, the Bandung government has actually launched bus transportation for users with disabilities. However, a number of parties consider that this step actually excludes people with disabilities, contrary to Bandung’s ‘inclusive city’ jargon.
Read More: Why Are Men So Obsessed with Sex? The Urgency of Getting Out of Toxic Masculinity
Read More: Love Languages Are Hugely Popular. Are They Real?
Djoko also noted that many public transportation users are women, children, the elderly and disabled. He encouraged the use of regional and central budgets to optimize better public transportation access facilities for them.
“The elderly, women, and people with disabilities should get special attention,” said Djoko. He cited the example of public transportation in Singapore, which is inclusive despite being a small country. “People only have to go down the stairs – how many? It’s only 5 meters.” He added, “Provide facilities for people, when designing, always pay attention. I see that Singapore is extraordinary. When they design anything, they only pay attention to disabilities.”
Djoko also warned that there are only 20 years left to the title of ‘Golden Indonesia 2045’. “20 years is a short time,” he said.
“I reflect on Transjakarta. Transjakarta has been around for 20 years, and the results are visible. Even then, people don’t want to switch, right? That’s 20 years. If Indonesia is to move forward, we need to move now, not just with political promises of ‘we will make it free’.”
Yogyakarta: Minimal Public Transportation, Vulnerable Group Friendly but Unequal
Yogyakarta is a city with very minimal public transportation, most Jogja residents use motorcycles. People prefer to ride motorcycles because of the lack of public transportation.
Vivi, 26, gave birth to her first child in 2024. During her pregnancy, she still worked back and forth from her rented house around Jalan Kusumanegara in Yogyakarta City to her workplace in the Maguwoharjo area, Depok District, Sleman Regency by motorcycle.
Although she was previously familiar with using Trans Jogja transportation since 2020, she chose to avoid it during her pregnancy.
“The driver was speeding,” Vivi told Konde.co, Monday, January 27, 2025.
She still remembers very well when the day entered the afternoon and the streets were wet after the rain. The woman from Magelang, Central Java, had just entered the bus from a portable stop in the slow lane in the northern ring road area. The bus was sped up to quickly exit the slow lane, which is usually used by motorcycles, to the fast lane.
Read more: Four Fundamental Critics of the Inadequate Implementation of Law on Sexual Violence Crimes
Read more: Five Reasons for the Problematic of the Draft Law on the Welfare of Mothers and Children
Suddenly a motorcycle entered from the fast lane to the slow lane. The driver was shocked and braked suddenly. The bus body almost grazed the motorcyclist. Vivi held her breath. The 4-5 passengers cried out.
“Astaghfirullah!” they exclaimed over and over again while beating their chests in shock.
None of the passengers immediately rebuked the reckless driver. Meanwhile, Vivi tried to send a complaint report via WhatsApp chat. The complaint service number is listed on the back of the bus.
“But there was no response at all,” Vivi complained.
The bus driver’s habit of speeding while driving Trans Jogja was not a one-time occurrence. And inevitably, when her motorcycle is being used by her husband, she uses this mode of public transportation.
“For me, who was not pregnant (at the time), I was quite nervous about riding Trans Jogja,” said Vivi.
Read More: ‘Divorce Because of Different Political Points of View Until Sexual Violence’: Women Violence in Election
Another reason why she didn’t take Trans Jogja during her pregnancy was because the portable bus stop near her workplace had no roof and no seats.
“During the rainy season, there is no shelter. For me, it was quite a struggle, especially when I was pregnant,” she said.
The waiting bench at the bus stop near her house was hard and uncomfortable to sit on. The base is also made of iron. Not to mention that the bus often arrived late. If it is only 5-10 minutes late, Vivi still tolerates it. But the bus is often late by 30-45 minutes, making her late for work.
Read More: Rape Survivor From Cilacap Drop Out Of School, But The Rapists Are Free
Getting home from work is one of the busiest traffic times in Yogyakarta. At certain points of the road travelled, there is certainly congestion. Not as flexible as riding a motorcycle, which can slip between the snaking crowds of cars, Vivi must also linger on the bus because the bus has too many detours and takes too much time, unlike the motorcycle, which is relatively fast to the destination.
After giving birth, Vivi has never ridden Trans Jogja again. She often rides her motorcycle or is driven by her husband. In Jogja, there is now a battery-fuelled purple electric bus that is being tested and is free for this year.
“I want to try it too (electric bus). Moreover, the passengers (Trans Jogja buses) are rare. There is a desire to run,” she admitted, then chuckled.
However, there are considerations that make her think twice about riding Trans Jogja.
“It’s more about the schedule (of bus arrival),” which according to Vivi is often late.
Read More: The Story of Ria, Tiko, and Erni: The Challenge of Transgender to Have Social Security
Unlike Kuni Fatonah, who became an impromptu passenger of Trans Jogja in mid-October 2024.
The Solider Inclusion Project Officer of Sasana Inclusion and the Disability Advocacy Movement (Sigab) was invited to be a participant in a focused discussion on the accessibility of Trans Jogja held by the Yogyakarta Transportation Agency. Meanwhile, he had never ridden the government-subsidized mode. Before Trans Jogja started operating in 2008, she used the Damri bus service. But on a daily basis, the physically disabled person usually uses a three-wheeled vehicle and a wheelchair for mobility.
Although she was not a resource person at the discussion, Kuni wanted to gather input from people with disabilities to convey to the government. This included trying out the public transportation provided by the government.
The weekend before the forum was held, she took a day to travel with Trans Jogja. It took 3-4 hours to follow one bus route from Monjali (Monument Jogja Kembali) bus stop to the same bus stop.
Kuni invited a deaf friend to ride Trans Jogja together. The friend also helped to capture Kuni’s activities accessing Trans Jogja from the bus stop to inside the bus through camera photos.
Read More: From Stereotypes to Struggles: How Age Discrimination Hits Women Harder
“People are easier to hear (ed. care) if there are visuals,” Kuni said, starting the story of her experience riding Trans Jogja to Konde.co, Monday, January 27, 2025.
Read More: The Portrait Of Waria Religious: They Are Not Immoral
The first problem arose when Kuni crossed the ramp or sloping area leading from the sidewalk to the bus stop platform. She struggled even though both hands were resting on the metal on either side of the inclined plane to push her up.
“It’s dangerous, too sharp,” Kuni said.
The universal design of the ram is 1 meter high and 10-12 meters long. One of the bus stops with a standardized inclined plane is at Malioboro bus stop. The inclined plane rotates from the back of the bus stop to the side door of the bus stop, making it sloping.
In addition, there are no guiding blocks to guide the visually impaired at the bus stops. As a rule, guiding blocks have a vertical pattern, which means go straight, and a circular pattern, which means be careful.
Deaf people need signage in the form of directions, such as arrows. Especially to show the direction of the entrance and exit at the bus stop.
Read More: My Story Visiting Kampongs In Jakarta: Masculine Development Makes Women Poor
Inside the narrow space of the bus stop, while waiting for the destination bus, Kuni tried to access the bus lane map taped to the glass wall. She had difficulty reading and accessing the barcode because the map sheet was taped too high.
“It should be taped parallel to the wheelchair. And there are Braille letters so that visually impaired people can access it too,” she explained.
The next issue is the distance between the bus stop floor and the bus floor to access the uneven bus door. The bus stop floor is higher than the bus floor. There is also a gap between the two planes of the floor that is wide, because the bus cannot close to the bus stop.
“This is also dangerous for wheelchair users and crutch users,” says Kuni.
The solution is that there needs to be a board that connects the two planes so that they are accessible.
While on the bus, there is already a location for wheelchair users between the passenger benches facing the door. There is a marker in the form of a picture of a wheelchair symbol on the floor of the bus.
Read More: Annual Report Of Sexual Violence At University: Mostly From Sexist Jokes
The location is not that large. If the position of the wheelchair is facing towards the front, it is only enough to fit one wheelchair. If the wheelchair is facing sideways like the other benches, two wheelchairs can fit.
“But it’s dangerous because it faces the door,” said Kuni.
When the bus is moving or braking, the wheelchair sways. At one point, the wheelchair Kuni was using moved forward until it was close to the passenger bench in front of her. Even though she was already holding on to the iron beside him.
“There should be a rope or buffer to keep the wheelchair from moving. So I don’t fall forward if the bus stops suddenly,” said Kuni.
In certain conditions, Kuni admits that the bus crew is expected to help. For example, helping passengers with visual disabilities or wheelchair users to cross from the bus stop to the bus and vice versa. The driver also does not rush to drive the bus when he sees a prospective passenger with visual impairment getting into the bus.
Read More: Two Fish and a Plate of Rice: Wagini’s Story
The problem is that not every bus has a crew. There is only one driver, so there is often a rush between helping disabled passengers get on the bus and immediately driving the bus.
Read More: Restorative Justice Should Have The Victim’s Perspective, But Reality Shows Otherwise
“Indeed, the crew and driver must be patient. It builds intimacy with our disabled friends. It’s not that they don’t want to be independent, but sometimes they can’t do it themselves so they need more services,” said Kuni, who was grateful that the crew who helped him at that time were friendly.
According to Kuni, although she does not have data, there are still many people with disabilities who rely on Trans Jogja for daily mobility. Especially the visually impaired. It is quite satisfying to ride the bus from end to end with the cheap ticket fee of only IDR 2,700 via electronic card and IDR 3,600 for cash.
“If my workplace is passed by Trans Jogja, I choose to take this bus. It’s much more economical,” Kuni admitted.
The accessibility of public transportation should be encouraged and improved from time to time. Given the need for mobility by public transportation is needed to overcome congestion.
“With accessibility and affordable prices, it can be an alternative for those of us who work to be more effective, efficient and safe,” hoped Kuni.
Read More: Forgotten in Translation: How Women Contribute in Knowledge?
Tuesday, January 28, 2025, Konde.co visited a number of Trans Jogja bus stops around Sleman Regency and Yogyakarta City.
The long holiday of Isra Miraj Commemoration and Chinese New Year Celebration from January 25 to 29, 2025 makes Yogyakarta ‘hot’. As usual, tourists flocked to tourist attractions, especially in the city’s iconic economic centre, Malioboro.
The heavy traffic flow is certain to occur around the area, both at the entrance to Malioboro, such as Jalan Abu Bakar Ali and Jalan Mataram. As well as the exit routes from Malioboro, such as Jalan KH Ahmad Dahlan, Jalan Panembahan Senopati, Jalan Pasar Kembang and Jalan Jlagran Lor. And of course congestion in Malioboro itself, namely along Jalan Malioboro and Jalan Margo Utomo (previously named Jalan Ahmad Yani).
You don’t have to wait for a long holiday. Even on weekends, it is certain that the area is congested. Not surprisingly, if they don’t have an interest, the people of Yogyakarta choose to avoid the area.
Read More: International Women’s Day 2025: A Call to Action to Accelerate Progress towards Gender Equality
In the midst of the traffic density, Trans Jogja buses struggled to move between other four-wheeled and two-wheeled vehicles, the majority of which were private vehicles. There were even three Trans Jogja buses that almost met and got stuck in the middle. One bus from Jalan Abu Bakar Ali and one bus and trolleybus from Jalan Mataram.
Meanwhile, along Malioboro Street and Margo Utomo Street, there are three bus stops that are actually not too far apart. Malioboro 1 bus stop is near the DIY DPRD Building, Malioboro 2 bus stop is near the DIY Governor’s Office, and Malioboro 3 bus stop is near the Vredeburg Fort Museum or near Malioboro Zero Point.
During this long holiday, the three Trans Jogja bus stops are almost always full of waiting passengers. Meanwhile, Trans Jogja buses arrive in groups of two to three. Buses with high entry doors at the same height as the bus stop will stop in front of the bus stop. However, the gap between the bus floor and the bus stop floor appears to be around 30-40 centimetres wide, meaning that the bus does not fit snugly against the bus stop.
Read More: From Obligation to Right: Rethinking “Sex as Duty” for Muslimah
Konde.co observed that female passengers had to take a wide step to get into the bus. Of course, it is quite worrying for the elderly and pregnant women when crossing. Likewise, a man with visual impairment was seen holding out his cane to the crew on the bus. Then he was guided to step inside by the bus stop staff and crew.
Buses with a low-entry floor design or slightly above the asphalt will stop at the end of the bus stop. Passengers exiting or entering go directly to the sidewalk, not through the bus stop. Although simpler, the bus entrance design is quite difficult for wheelchair users, at least, the wheelchair must be lifted to get in.
The facilities of the three bus stops are also more complete. Both ends of the entrance use stairs, also equipped with an inclined plane that is friendly for wheelchair users because it is made to slope and rotate from the back of the bus stop to one of the bus stop entrances. Even the sidewalks in the Malioboro area, which are equipped with guiding blocks for the visually impaired, are also integrated with the direction of the entrance to the bus stop.
Read More: Femicide Crisis in Iran: Unveiling the Shadows of Gender-Based Violence
In addition to the bus route map displayed high on the glass wall inside the bus stop, there is also a map mounted on the sloping railing. Wheelchair users and people with dwarfism can reach it.
There is also a digital information board with the real time arrival schedule of Trans Jogja buses called Public Transport Information System (PTIS) at the end of the bus stop entrance. There are also two bus stop attendants, in charge of ticketing and recording. On average, Trans Jogja buses that pass through Malioboro are also equipped with a crew, either stewards or flight attendants.
However, the narrow waiting room at the bus stop cannot accommodate all passengers, especially wheelchair users. They choose to wait outside the bus stop. Moreover, along Malioboro there are also long chairs for travellers who just want to sit down after sightseeing there.
Read More: Femicide Crisis in Iran: Unveiling the Shadows of Gender-Based Violence
However, the ‘luxury’ and inclusiveness of bus stops in the Malioboro area is not felt in many other Trans Jogja bus stops. The story of Vivi and Kuni can be found in many of these bus stops. Let alone disabled-friendly, Konde.co found many bus stops without any staff. Even the building is left empty. There is only one long iron chair to wait and a map of the bus route taped.
There are also bus stops without walls. Although there is a roof, prospective passengers who wait when it rains are sure to get wet too.
Not to be overlooked are the bus stops without walls or roofs. They are simply trapezoidal platforms with steps at both ends, or consist of steps and steep slopes. Waiting passengers would either stand on the bus stop or sit on the steps. Some bus route maps are still hanging on the metal handrail. Few of them already disappeared. This is a portable bus stop that can be moved around, just like Vivi said.
Read More: The Orgasm Gap: Why Do Women Climax Less Than Men? Calling Out Unrealistic Images of Women’s Pleasure
Shelters without officers or portable shelters are more numerous. There are almost all along the big roads. Especially on the ring road. They are not inclusive of vulnerable groups. And these bus stops are relatively quiet, rarely have prospective passengers waiting, even empty.
Read More: Why Are Men So Obsessed with Sex? The Urgency of Getting Out of Toxic Masculinity
On the other hand, the community does not care about the existence of these portable bus stops. It is not uncommon for them to park their cars in front of the bus stops, even though signs have been posted prohibiting parking. Like the car parked in front of the portable bus stop that Konde.co encountered in front of Lempuyangan Station.
The left and right sides were lined up with cars picking up train passengers. When the Trans Jogja bus arrived, it was forced to stop about 1.5 meters from the bus stop. A number of waiting passengers had to get off the bus stop platform and walk to the bus door.
This condition is also a result of the fact that there is no dedicated Trans Jogja lane like in Jakarta. Given that the roads in Yogyakarta are not wide, only ranging from 3 meters to 7 meters, it is not possible to make a special lane. Trans Jogja buses that blend in with other vehicles get stuck in traffic. Other vehicles often do not want to give in when Trans Jogja wants to pull over to the bus stop lane.
Wulan Sapto Nugroho, Head of Public Transportation of Yogyakarta Transportation Agency, admitted that there are limitations in providing Trans Jogja facilities to vulnerable groups. Especially the bus stop facilities, which are not all disabled-friendly.
Read More: Love Languages Are Hugely Popular. Are They Real?
“We are constrained by land. If we ram with a standard wheelchair slope, we need a large enough land,” said Sapto when contacted by Konde.co, Tuesday, March 11, 2025.
Even portable bus stops, which are a solution to land limitations, also experience obstacles. Efforts to provide services to the community often clash with the community itself.
“Those who are placed (portable stops) don’t want to be moved. This is our dilemma,” said Sapto.
As a compromise, his office installed bus stop signs at a number of locations to replace the bus stops. Inevitably, the buses that stop at these points are those designed with low entry.
In addition, by maximizing existing human resources. PT Anindya Mitra Internasional (PT AMI) as the operator is asked to provide special training to serve the elderly and disabled by inviting the community and their companions.
“There is no ram to ride, so it is assisted by being lifted. Or those with visual disabilities are accompanied. So we provide training to the crew so that they know the protocol,” he explained.
Read more: Four Fundamental Critics of the Inadequate Implementation of Law on Sexual Violence Crimes
On the one hand, the emotional relationship between the bus crew and a number of passengers is well established. The crew memorized which bus stop the disabled passengers departed from and got off at, including what time they left.
So what about the buses that don’t have flight attendants or stewardesses?
“Oh that’s the BTS (Buy The Service). That is subsidized transportation from the Ministry of Transportation whose contract has been completed (end of 2024). Others have the attendants,” said Sapto.
Regarding buses with high entry that cannot be close to the bus stop, Sapto admitted that this is because the expertise of each driver is different. The solution is that the bus crew must accompany passengers who move from bus stop to bus and vice versa.
“We told the operator, if possible, the bus should be close with the lane of the bus stop. Even though (passengers) are not elderly and disabled, if they are close to the lane, it will not be dangerous. It’s comfortable too. So we ask the driver to be smoother,” he said.
Read more: Five Reasons for the Problematic of the Draft Law on the Welfare of Mothers and Children
While other forms of service, as of February 1, 2025, the DIY Transportation Agency launched the Trans Jogja Card for the Elderly and Disabled. Its function is like the Trans Jogja Student Card, that once registered will get a Rp50 thousand voucher with a card worth Rp50 thousand as well. The difference is that students riding Trans Jogja only pay Rp60, which is an insurance premium, while the elderly and disabled pay Rp2,000 from the normal tariff of Rp3,500 for the public.
“This is a form of government concern. It also makes it easier for people to use public transportation,” said Sapto.
Although the requirement to get a card by showing a photocopy of an identity card (KTP), it does not mean that the elderly and disabled outside Yogyakarta cannot register. The results of the data update as of March 11, 2025, the number of disabled people who accessed the card was around 100 people and the elderly reached 500 people.
The special cards for the elderly, disabled and students, according to Sapto, are also intended to attract them as target users of Trans Jogja services. The elderly, for example, have the highest life expectancy in Yogyakarta nationally.
Read More: ‘Divorce Because of Different Political Points of View Until Sexual Violence’: Women Violence in Election
“Maybe their children are no longer allowed them to ride their own vehicles for safety. So they take Trans Jogja,” said Sapto.
The same goes for people with disabilities. Meanwhile, students are also targeted because Yogyakarta is a student city. Especially students of elementary school age to junior high school or who are not yet eligible to ride their own motorbikes.
“And the 60 rupiah voucher is really cheap. Used from kindergarten to junior high school, it will not expired,” said Sapto with a chuckle.
The number of public transportation in the Special Region of Yogyakarta (DIY), in terms of numbers, is still very minimal. To travel around Yogyakarta City to the outskirts of Bantul Regency and Sleman Regency, the DIY Government has provided a fleet of 128 Trans Jogja buses and two electric buses. Unfortunately, with a limited number of fleets, Trans Jogja has not been able to reach other areas in four regencies, namely Sleman, Bantul, Kulon Progo and Gunungkidul. Finally, people are more familiar with relying on private vehicles, both cars and motorcycles.
Read More: Rape Survivor From Cilacap Drop Out Of School, But The Rapists Are Free
Based on data from the Yogyakarta Central Statistics Agency (BPS), the number of motorized vehicles as of 2022 was 3,274,030 units. The number was dominated by motorcycles with 2,720,573 units, followed by 415,368 units of four-wheeled vehicles and the rest in the form of buses and trucks. And that number continues to increase every year.
Janabadra University Yogyakarta Transportation Modeling Expert, Nindyo Cahyo Kresnanto, indicated that in 2024 there were 2.8 million motorcycles and 433,000 four-wheeled vehicles. Meanwhile, the population of Yogyakarta in 2023 reached 3.7 million people. This means that about 75 percent of DIY residents own motorcycles and 11.53 percent own cars.
The trend in Yogyakarta is that one person has two motorcycles. Meanwhile, Yogyakarta’s population growth is 1.44 percent per year.
“Don’t be surprised, Yogyakarta will be jammed in 2030. Because 1 person (has) 1 motorcycle. Even babies have motorcycles, 90-year- olds have motorcycles. It will happen,” said Nindyo in the DIY Five- Year Transportation Reflection Discussion – Sustainable Mobility Towards Special Yogyakarta on September 11, 2024 on the DIY Transportation Agency’s YouTube account.
Read More: The Story of Ria, Tiko, and Erni: The Challenge of Transgender to Have Social Security
This is because the growth of motorized vehicles is not proportional to the growth of the road network, which is only 0.2 percent. This means that the supply is not growing, but the demand continues to grow. Narrow roads and traffic jams make people prefer to ride motorbikes instead of public transportation in Yogyakarta.
“It becomes an unbalance. No wonder, morning afternoon and evening are jammed. For example while try to enjoy Tugu Jogja, we will see it with motorcycles. If you want to see Tugu Jogja that is deserted, quiet, dramatic, and spiritual, go at one o’clock at night,” said Nindyo half-jokingly.
Congestion is also contributed by the presence of motorized vehicles carrying tourists entering Yogyakarta. Tourist visits reach 7.4 million a year.
“So the growth of tourists is more than the population growth in Yogyakarta,” said Nindyo.
Tourist vehicles vary. There are those who use private vehicles. There are also groups of tourist buses that carry tourists in groups as well. To go to Malioboro, the buses are parked at Abu Bakar Ali Parking Lot on the east side of Malioboro. Not to mention those heading to other tourist attractions.
Read More: ‘My Dream To Be A Football Player To Get Citizenship’: Stories Of Immigrant Children In Malaysia
According to an expert from the Center for Transportation Studies (Pustral) of Gadjah Mada University (UGM), Ikaputra, the Yogyakarta Regional Government has proposed a ban on tourist buses entering Yogyakarta to reduce congestion. One of them is by placing the tour buses in the Maguwoharjo area, Depok District, Sleman Regency.
After there, tourists go to the intended tourist location by riding an electric train or by 6 units of electric buses. However, the number of electric buses that have been operated and tested for free during 2025 is only two units. The budget for the procurement of the two purple buses and the Electric Vehicle Charging Station (SPKL) in the Adisutjipto Airport area amounted to Rp7.4 billion with the Adisutjipto-Malioboro Airport route and vice versa from 08.00-16.00 WIB.
Read More: Rape Survivor From Cilacap Drop Out Of School, But The Rapists Are Free
“The hope is that the electric buses will support green transportation that is pro-public,” said Ikaputra, who hopes that there will be an increase in the number of electric buses.
According to Sapto, only two electric buses are currently in operation because his office is still assessing public interest in the buses. In this year’s trial, although it is still non-tariff, each passenger is still asked to tap their electronic card without reducing the value of the voucher.
“That is to record the number of passengers. Until now, there have been around 1,500 people,” said Sapto.
In addition, electric bus operations must take into account battery capacity and mileage. That with a battery capacity of 100 percent can be used six times round trip Adi Sutjipto-Malioboro Airport. And the battery must be charged immediately when the percentage has reached 20 percent. One full charge takes about 1-1.5 hours at the SPKL in the Adi Sutjipto Airport parking lot.
“So we are calculating how many times a day there are PPs, charging them. That is an evaluation material,” he added.
Read More: From Stereotypes to Struggles: How Age Discrimination Hits Women Harder
Given the concept of the subsidized electric bus is environmentally friendly transportation to serve passengers who pass through the axis of Yogyakarta’s philosophy.
“So it supports the implementation of a low emission zone to fulfil UNESCO’s provisions related to the philosophical axis as a world heritage,” he explained.
The birth of Trans Jogja, which was originally called Bus Patas, began with the Executive Transport Feasibility Study in 2004. The plan was for the operator to be a consortium of members of a previously existing public transportation cooperative.
Given the presence of the Patas Bus at that time, it would slowly ‘eliminate’ the old public transportation. Such as Aspada, Kobutri, Damri, Kopata, and so on.
The plan to operate the bus in 2006 was postponed due to the earthquake on May 27, 2026. It was then operated in 2007 under the name “Trans Jogja”.
Read More: The Portrait Of Waria Religious: They Are Not Immoral
On April 3, 2027, an MoU was signed between the DIY Government and the Yogyakarta City Government numbered 6/KES.BER/GUB/2007 (04/NKB 2007) concerning Improvement of Services for Transportation of People on Roads by Public Vehicles in Urban Areas of Yogyakarta Special Region Province.
The Memorandum of Understanding was based on the Yogyakarta City Government’s desire to participate in improving public transportation services in the urban area of Yogyakarta. The city government also received assistance of 10 units of buses from the Directorate General of Land Transportation of the Ministry of Transportation which will be incorporated in the management of Trans[1]Jogja Bus.
The municipal government will build infrastructure in the form of 34 units of bus shelters in the city of Yogyakarta, while 42 other units will be built by the Yogyakarta Regional Government. Meanwhile, the operator is a consortium that has been merged into PT Jogja Tugu Trans (JTT).
Initially there were 54 bus units operated, including 8 reserves that passed 76 units of bus stops. The Grand Launching of Trans-Jogja Bus was held on August 26, 2008 at Adi Sutjipto Airport Parking Lot by Minister of Transportation Jusman Syafii Djamal and Deputy Governor of Yogyakarta, the late Sri Paku Alam IX.
Read More: My Story Visiting Kampongs In Jakarta: Masculine Development Makes Women Poor
In its development, the DIY Regional Government terminated PT JTT’s contract in 2015. It then appointed PT Anindya Mitra International (AMI), a DIY BUMD, to replace it.
Quoted from the DIY Transportation Agency website, as of 2025, the number of Trans Jogja buses increased by 128 units, including 116 operated units and 12 spare units. Trans Jogja buses are short- distance public transportation with the Bus Rapid Transit (BRT) scheme.
It is operated with the DIY Regional Government’s subsidized budget, which increased to Rp 87 billion this year. Hundreds of buses operation 18 lines and 267 bus stops in Yogyakarta City, Sleman Regency and Bantul Regency from 05:30 to 20:30 WIB.
So far, the number of Trans Jogja users is still fluctuating. It had decreased during the Covid-19 pandemic in 2020-2022. And increased again in 2023.
Sapto hopes that with the improvement of Trans Jogja services, people will want to use public transportation, both online and non- online. After all, the development of the times cannot be stopped by limiting ourselves from technological sophistication.
Read More: Annual Report Of Sexual Violence At University: Mostly From Sexist Jokes
“The important thing is to use public transportation wisely. If it is clearly subsidized, use Trans Jogja. If you want to go online, be careful to use the provisions,” said Sapto.
Surabaya’s transportation still has a lot of homework and is not evenly distributed
On Saturday morning, January 29, 2025, Konde.co visited Blauran Market, a place famous for its culinary in Surabaya.
Read More: Two Fish and a Plate of Rice: Wagini’s Story
After ordering an online motorcycle taxi to the nearest bus stop, Konde.co continued the journey on the Suroboyo Bus by sitting in the women-only seats. Although during rush hour, there is no longer a separation of male and female passengers.
Inside the bus, a middle-aged man wearing a backpack with a cane in his hand tried to get on carefully. He smiled kindly and told me that he was a ring stone trader from Mojokerto.
Read More: Much Forgotten: Women Farmers as Neglected Dual Workers
His long journey, which began with the Trans Jatim bus and continued with this bus, made him grateful that the fare was more affordable than other transportation. However, he also expressed his complaint, often having to stand during rush hour when the bus is full of passengers. This condition should serve as a reminder for all of us, especially transportation managers, to provide a more inclusive and humane system for all.
Read More: Restorative Justice Should Have The Victim’s Perspective, But Reality Shows Otherwise
Surabaya has developed various modes of public transportation to improve the mobility of its citizens, including Suroboyo Bus, Wira Wiri, and Trans Semanggi. Suroboyo Bus, which began operating in 2018, offers affordable fares: Rp5,000 for the public, Rp2,500 for students, and free for senior citizens over 60 years old, and has attracted an estimated 1.2 million passengers by 2024.
Wira Wiri, launched in March 2023, serves as a feeder transit that reaches areas not covered by Suroboyo Bus and Trans Semanggi. Trans Semanggi, in operation since mid-2022, serves routes with operating hours from 05:30 to 22:00 WIB.
Although these modes of transportation have been operating, there are still a number of complaints from the public. Some passengers complain about the inadequate condition of bus stops and suboptimal intermodal integration.
In addition, although Suroboyo Bus and Wira Wiri have been integrated, passengers who want to transit to Trans Semanggi still have to pay additional fares due to differences in management between the Surabaya City Government and the Ministry of Transportation.
Read More: Forgotten in Translation: How Women Contribute in Knowledge?
The history of public transportation in Surabaya began in 1886 with the establishment of the Oost-Java Stoomtram Maatschappij (OJS), a steam tram company that served the Ujung-Sepanjang, Mojokerto-Ngoro, and Gemekan-Dinoyo areas. In 1923, OJS introduced electric trams, with the main route being rerouted through the city centre. After Indonesia’s independence, in 1959, all railways and tramways were nationalized and managed by Djawatan Kereta Api Republik Indonesia (DKA). After the discontinuation of trams, Surabaya City Government in cooperation with Perum DAMRI launched a regular city bus service in 1975 with 20 buses produced by Robur, which later expanded to 168 buses serving nine routes in 1982. To improve safety, on 30 April 2012, the Surabaya City Government in cooperation with Perum DAMRI operated a women-only city bus service to minimize cases of sexual harassment.
During the 1950s to 1970s, oplet was one of the most popular modes of public transportation in Surabaya. Oplet is a vehicle that uses an old car chassis such as Morris which is modified by adding a long bench at the back for passengers. Then the role of oplet began to be replaced by other modes of transportation such as city buses and city transportation (angkot).
With a population of around 3.02 million in 2024, Surabaya is one of the largest cities in Indonesia. However, if we look at the availability of public transportation, there is a huge gap between the needs of the community and the number of available fleets.
Read More: “Long Live Indonesian Women!” Gazing into the Realities of Women Workers’ Rights
Suroboyo Bus, the mainstay of public transportation in the city, only has approximately 40 buses in operation. With a population of this size, one bus must serve more than 75,500 residents. When added to the Trans Jatim fleet that connects Surabaya with agglomeration areas such as Sidoarjo and Gresik, the total fleet becomes 62 units. However, that number still leaves a big challenge, because the ratio is still far from the needs of the population.
Compare this with Jakarta, which has various modes of public transportation ranging from Trans Jakarta, MRT, to KRL. With a more complex system and extensive network, public transportation in the capital city is able to distribute passengers more evenly.
The Ministry of Transportation has cut the allocation of urban bus mass transit subsidy funds in 2025 by more than 50 percent, from Rp 437.9 billion in 2024 to only Rp 177.5 billion this year. Local governments are asked to independently meet the costs of mass bus transit programs in their respective cities.
In Surabaya, the budget for public transportation in 2024 reached Rp108.3 billion. Despite an increase compared to the previous year, this amount is still far from the need to provide adequate public transportation services for Surabaya’s 3.02 million residents.
Read More: International Women’s Day 2025: A Call to Action to Accelerate Progress towards Gender Equality
Ratu Fitri, part of the Bersama di Jalan community, said that Suroboyo Bus was not originally intended as mass transportation. This was due to route limitations and lack of integration. Therefore, at the beginning of its appearance, Suroboyo Bus did not charge or collect money from passengers, this was intended to change the habits of people to recognize buses as transportation. For this reason, Suroboyo Bus at that time was still a bus with a red plate, which means a government vehicle, instead of using a yellow plate as a public vehicle.
Ratu also highlighted the importance of transportation development that should be more inclusive. Ratu said about 80% of passengers are women, but not many routes reach women’s needs such as markets or health centres. Public transport routes in Surabaya are more concerned with big roads and shopping centres. Many shopping centres are passenger drop-off and pick-up points but not traditional markets.
“80 percent of passengers are women. But the routes for women’s needs are lacking. If it’s for the mall, you can get off right in front of it. In addition, mass transit should ideally be affordable to serve night workers. I think they should return to the pool at least by 11:00 p.m. Human resources can also be improved to deal with vulnerable groups. For example, on disability day: we had an event on Suroboyo Bus. The helper and driver didn’t know how to open the brake for wheelchairs, and there was no seat for wheelchairs,” Ratu said.
Read More: From Obligation to Right: Rethinking “Sex as Duty” for Muslimah
In the digital era, the elderly also face new challenges in their daily mobility, especially with the decline of conventional modes of transportation such as angkot and taxis that were once easily accessible.
This change requires the elderly to adapt in order to continue traveling comfortably and independently. However, not all of them have an easy understanding of technology, so often need the help of family or loved ones to access transportation services that are now digital-based.
Ibu Yayuk (65 years old) shared that she struggled to adapt to public transportation that now relies on digital access.
“In the past, there were many angkots, Orenz taxis, and Bluebird taxis that passed by. Or I would call a taxi from home. Now I have to order an online motorcycle taxi or take the Suroboyo Bus,” she said.
She admits that it took her a long time to understand how to use public transportation apps and her son had to help her use them smoothly.
Read More: Femicide Crisis in Iran: Unveiling the Shadows of Gender-Based Violence
In Surabaya, stories of bus stops that are too far away, incomplete routes, and overcrowded buses during peak hours are a daily experience for many residents. The presence of Suroboyo Bus, Trans Semanggi, Trans Jatim, and Wira Wiri is a step forward that should be appreciated.
However, for users like Teta, a Surabaya native, traveling on public transportation in the city still poses challenges that are often frustrating.
Teta told konde.co (1/25) that the Gobis application used to monitor transportation in Surabaya is often confusing.
“Even I, a Surabaya resident, am confused, let alone a newcomer. The route map uses colors and dots, making me dizzy. Sometimes you have to go a long way to get to a place that is actually close,” she complains, while comparing her experience using public transportation in Singapore.
“When I went to Singapore, as a newcomer, I easily accessed the public transportation application. For example, where I want to go, and where I am now, the information immediately appears, it is clear which bus stop, what ride and how long the estimated time is,” she added.
The problem does not stop there. Poorly integrated routes and lack of bus stop infrastructure are also major complaints.
Read More: The Orgasm Gap: Why Do Women Climax Less Than Men? Calling Out Unrealistic Images of Women’s Pleasure
“Sometimes I have to walk really far to the bus stop, whereas if the route was more complete, this wouldn’t have to happen,” said Teta.
Many bus stops are also inadequate, with no roof, seating, information, or even just a bus stop sign.
When Teta had to cross from the bus stop on Jalan HR Muhammad to the opposite building, she faced difficulties. There is no adequate pedestrian bridge or zebra crossing, forcing her to walk hundreds of meters just to find a path that still feels dangerous. “If there is a bus stop, access to the crosswalk should also be considered,” she says.
Read More: How The Playboy Bunny Suit Went from Uniform to Halloween Costume
Some important areas such as Surabaya’s office locations and tourist attractions are still underserved. Only a few tourist attractions and large malls are bypassed. Public transportation management in Surabaya also shows many weaknesses, especially in terms of communication and service management.
A clear example can be seen when the Trans Semanggi Corridor 3 electric bus stopped operating from January 1 to 17, 2025. This important announcement was only conveyed through social media Teman Bus and Surabaya Transportation Agency, without any information provided at bus stops or through direct communication channels to users. According to Teta, not all passengers use or monitor social media regularly. To make matters worse, no alternative services were provided during the shutdown, making it difficult for people to manage their mobility. Many residents ended up having to find other, more expensive transportation.
Limited bus operating hours also make it difficult for users. According to him, public transportation should consider the needs of night workers who are out until 10:30pm, such as in malls.
“I thought the last bus was running at 10pm, but it turns out that’s when it stops, at 9pm it’s gone. So I waited for a long time and it turned out that the bus was no longer there,” Teta complained.
Read More: Why Are Men So Obsessed with Sex? The Urgency of Getting Out of Toxic Masculinity
Teta also provided input on the policy of prohibiting eating and drinking on the bus. She cited the example of her mother-in-law, who is in her 60s and needs mineral water for her health, especially when coughing. “Let’s at least drink water, especially since it’s so hot in Surabaya during the day,” she added.
This story further illustrates the gap between the city government’s good intentions and the reality on the ground. Teta’s complaints and suggestions are not just the voice of one person, but a reflection of the hopes of many Surabaya residents for better public transportation.
Finally, while Surabaya has made positive strides in the development of its public transportation system, there is still a long way to go.
The existence of Suroboyo Bus, Wira Wiri, and Trans Semanggi is a good start, but issues such as lack of intermodal integration, limited bus stop facilities, and limited operating hours are still challenges that need to be resolved.
Surabaya has great potential to create transportation that is not only friendly for its citizens, but also for migrants.
Konde’s Team:
Coordinator: Nurul Nur Azizah
Reporter: Nurul Nur Azizah (Jakarta, Tangerang Selatan), Salsabila Pertiwi (Bandung), Pito Agustin (Yogyakarta), Ika Ariyani (Surabaya), Ifa Fachridini (Makassar), dan Anna Djukana (NTT)
Graphic: Ardiles
Research and Data: Luthfi Maulana dan Laras Ciptaning Kinasih
Editor: Luviana Ariyanti
