How Transjakarta became the biggest bus network in the world

With enduring Rp3500 fare since 2004, it’s also one of the cheapest

Today’s average Jakartans might not remember what commuting in the city was like before Transjakarta. The public transportation system has become the backbone of the city, serving an annual ridership of over 371 million (that’s 3.5 million people every day) - making it the biggest Bus Rapid Transit (BRT) network in the world.

But let’s take a step back and think about how far Transjakarta has come. What began as a controversial experiment two decades ago has evolved into what it is today. For a city notorious for its traffic jams and private cars, Transjakarta represents one of the most enduring and tangible public-sector reforms in modern Indonesia.

Much like Indonesia’s healthcare reform story we’ve covered before (read here), Transjakarta’s journey shows how reforms can succeed when driven by political courage, institutional continuity, financial commitment, and long-term vision.

This edition of The Reformist will probe into the contributing factors that made Transjakarta a successful reform - and what can we learn from it when thinking about future reforms.

A reform of this magnitude requires strong political will

The first chapter of Transjakarta’s story was written under then-Jakarta governor Sutiyoso’s leadership in 2004. After visiting Colombia to see Bogotá’s TransMilenio system, he became determined to create a similar network at home. Nine months later, his administration finished building the first corridor from blueprint to completion. For an infrastructure project of that scale, that pace was almost unheard of.

Residents initially resisted this project, complaining about road closures and reduced car lanes. The backlash delayed the launch, but Sutiyoso persisted. By 2007, the network had expanded to seven corridors, serving more than 74 million passengers in its first two years.

It’s hard to argue that Transjakarta would have succeeded without Sutiyoso’s stubborn determination. His top-down, risk-tolerant approach was often controversial, but scholars have argued that it was exactly what allowed the project to break through Jakarta’s bureaucratic inertia. Big reforms rarely happen without a political figure willing to take the heat and push through resistance.

Successors’ commitments are key to lasting change

While Bogotá’s TransMilenio stagnated under later mayors (mainly due to the project being too closely associated with former mayor Enrique Peñalosa) Jakarta’s BRT system continued to expand. Every governor since Sutiyoso has built upon his legacy by adding something new to Transjakarta, a proof that institutional resilience matters as much as individual vision.

Fauzi Bowo introduced an Intelligent Transport System with GPS tracking and smart traffic lights to improve bus operations. Though, it may be noted that he was criticized for not prioritizing building new corridors.

Joko Widodo, during his brief tenure as governor, focused on restoring public trust and professionalizing management by turning Transjakarta into a city-owned company (BUMD). He also introduced feeder services connecting the elite neighborhoods of North Jakarta to Transjakarta main corridors to persuade upper-middle class to switch from riding their cars to taking public transport.

Meanwhile, Jokowi’s successor, Basuki Tjahaja Purnama (famously known as Ahok), emphasized improving quality over expansion. He launched Corridor 13 (Jakarta’s first elevated BRT corridor) and began planning the integration of feeder fleets into the Transjakarta network, introducing formal Minitrans that replaced older bus systems with a buy-the-service model. His administration also laid the groundwork for the angkot (microbus) integration that was realized under the next administration.

Under the next governor Anies Baswedan, the city shifted focus from building new corridors to multimodal integration through what he dubbed Jak Lingko. He expanded the buy-the-service concept to angkots (Mikrotrans) and revitalized the passenger experience by improving service standards and eliminating the culture of ngetem (idling to wait for passengers). Anies’ administration also connected Transjakarta with MRT and LRT networks while also introducing the first electric bus fleet.

Acting Governor Heru Budi Hartono has since built on Anies’ foundation, targeting 200 e-buses by 2024.

What’s remarkable is that despite changes in leadership and political agendas, Transjakarta remained a shared civic priority. Each administration treated it not as a partisan legacy project but as essential urban infrastructure.

Clear and stable funding policy is critical

Jakarta’s financial commitment has been just as important if not more. The city continues to heavily subsidize Transjakarta through an annual Public Service Obligation (PSO), as of 2022 covering roughly 80 to 90 percent of its operating costs. In 2024, this amounted to Rp4.2 trillion, funding a fleet of over 4,300 buses.

The city’s consistent support has kept fares remarkably affordable. Since opening in 2004, ticket prices have risen only from Rp2,500 to Rp3,500, making Transjakarta one of the cheapest BRT systems in the world.

Last June, the administration announced that this year’s subsidy budget for Transjakarta would be increased by around Rp400 billion, which would go into adding inner city routes and electric bus fleets. However, the latest news reported that the Jakarta administration is now planning to increase the Transjakarta fare following regional transfers cut (from the state budget) that may impact public transport subsidies.

Nonetheless, heavily subsidizing public transport is not just a fiscal decision; it is a policy statement that mobility should remain accessible to everyone.

Flexible governance makes way through rigid bureaucracy

Transjakarta’s endurance also came from its ability to adapt institutionally. Initially managed as a Public Service Agency (BLU) under the city’s Department of Transportation, after years of advocacy, it was restructured in 2014 into PT Transportasi Jakarta, a city-owned enterprise (BUMD) with greater managerial autonomy.

This shift gave the agency more freedom in budgeting, hiring, and long-term planning while maintaining public ownership. The new structure allowed it to implement a “buy-the-service” model, where private bus operators are paid under fixed contracts tied to performance standards. This replaced the old “per passenger” system that once encouraged dangerous competition between drivers.

By balancing public oversight with private-sector efficiency, Transjakarta was able to professionalize operations without losing its social mandate.

The devil’s in the details: First and last mile integrations can’t be neglected

Between 2015 and 2020, Transjakarta’s routes expanded by over 850 percent, now covering more than 82 percent of Jakarta’s area. Much of this growth came through Jak Lingko (was OK-OTrip under the preceding administration), which unified Jakarta’s once-chaotic network of angkot (microbuses) and minibuses. Operators signed formal contracts with standardized routes and fares, all integrated with the BRT, MRT, and LRT through a single card system.

The city also invested in walkability and cycling infrastructure to support first- and last-mile connectivity. Between 2019 and 2021, it built or upgraded 87 kilometers of sidewalks near BRT stations, along with 63 kilometers of bike lanes and an 11-kilometer protected cycleway along Sudirman–Thamrin that links nine BRT and six MRT stations. These physical improvements helped propel Transjakarta’s role from a standalone bus system into the spine of a multimodal urban mobility network.

There’s always room for improvement

Transjakarta still faces growing pains. With just 4,388 buses serving roughly the same daily ridership as Singapore’s 5,800-bus public transport system, Jakarta’s BRT network often struggles with overcrowding and long wait times. Dedicated lanes are regularly encroached upon by private vehicles, eroding speed and reliability.

Notably, safety and inclusivity remain pressing issues. A survey by the Safe Public Space Coalition recorded over 3,500 cases of harassment in public areas, nearly a quarter of which occurred on public transport. Accessibility also needs improvement, as some stations have misplaced braille buttons and confusing gate layouts that make them difficult to navigate for visually impaired users.

Jakarta’s next phase of reform must focus less on expansion and more on quality: safer, cleaner, and more inclusive services that reflect the dignity of the millions who rely on them every day.

Two decades after its launch, Transjakarta stands as proof that persistence, not perfection, drives reform. From Sutiyoso’s stubborn determination to the steady improvements made by later governors, the system has evolved without losing its purpose: moving people, not just vehicles.

Jakarta still has a lot of homework ahead to make its transport system safer, more reliable, and more accessible. But Transjakarta’s story shows what is possible when a city keeps its eyes on the long game; when each administration builds on what came before instead of starting over.

In a city with veins often clogged by gridlock, that consistency might just be Jakarta’s most radical achievement.

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Writer, Researcher: F. Pasaribu

Editors: Nea Ningtyas, Nathaniel Rayestu

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What other groundbreaking city-level reforms can we cover next? Comment below!