Modernization of Angkot Management to

Increase Community Productivity

Written by :

Schoolars of Communication Science 1D Singaperbangsa Karawang University

Andryartono Sulistyo, Rahmi Kurnia Mu’immah, Putri Rifiani, M. Ichza Mahendra,

Friska Merdyanti, Ghama Fadhila Ramadhan, Achmad Ramdhany Irdiansyah, Ayu Desi
Sapitri

In the face of the 4.0 industrial revolution era, full support from all aspects is needed both
in terms of regulations and policies, to the supporting aspects such as education, infrastructure,
and social security. One of the main things that support economic acceleration is infrastructure.
The infrastructure itself is not only about building. Moreover, infrastructure also addresses the
issue of public transportation services as supporting community activities. Public transportation
is one of the many public transportation available. Angkot is a local public transportation facility
that can reach almost all areas in a city / district.

Public transportation which stands for City Transportation has existed in Indonesia in
1970. Public transportation is widely used by people both students and workers. This
transportation is given the convenience to raise or lower passengers anywhere. But then, this
seems to add to the new problem of congestion. In addition, many public transportation
conditions circulating in cities in Indonesia are far from feasible. Passengers also do not get their
rights to get a sense of security and comfort. Therefore, many people are reluctant to use public
transportation such as public transportation and choose to use private transportation.

Based on the research of UGM Transportation and Logistics Study Center, one common
reason that is often asked about the trend of increasing private car use is the poor quality of
public transport services available. In fact, the increased convenience of using a private car
compared to public transportation, for example, actually has to be paid for by increasing
congestion and spending more on fuel. Research shows that the travel time of public
transportation is still longer than the travel time of private vehicles (Saputra, 2016). This
certainly has a negative impact on worker productivity and has a direct effect on the production
process.

Therefore, broader arrangements are needed so that public transportation, especially

angkot, is re-sought by the public. The way that we think is the most effective way to manage
public transportation is to take all ownership of angkot in Indonesia. Why should we take all
ownership of angkot? Because, the key to all the problems that angkot has is its management
pattern. The owners of public transportation do not have a good knowledge in managing public
transportation services. They do not have enough knowledge about business strategies. This
causes some technical matters to be ignored. If this is allowed to continue, it is not impossible for
angkot to erode the times. Because, the standards and demands of the people will continue to
increase.

Actually, in Law No. 22/2009 on Road Transport Traffic (LLAJ), it was explained that
all public transport must be under a legal entity whether it is Cooperatives, BUMD or BUMN.
Moreover, Article 141 explains: "Public Transport Companies must meet minimum service
standards which include, (a) security, (b) safety, (c) convenience, (d) affordability, (e) equality,
and (f) order. However, in practice, this rule has been largely ignored by angkot owners. Low
law enforcement is also one of the reasons why the community has not felt the benefits of this
rule throughout Indonesia.

By monopolizing angkot in Indonesia, the government control on modernizing public

transportation will be even wider. Similar to Transjakarta owned by the DKI Jakarta Provincial
Government, angkot should have its own BUMD in each region. The establishment of BUMD is
absolute because many cooperatives (koperasi) are less successful in managing public transport
because there are still individual ownership in that cooperative. BUMD will also increase angkot
competitiveness with private mass transportation such as taxis and motorcycle taxis online (ojek
online).

The government can start by making ministerial level regulations on the establishment of
public transportation enterprises in all provinces in Indonesia. After each region has its own
BUMD, all public transportation owned by the community must be purchased by the BUMD.
Furthermore, public transportation that has been purchased must be repaired both the interior,
exterior and engine. Angkot drivers must also be in the data and selected according to the
standards of the criteria for public transport drivers and given training in serving passengers.
Angkot drivers will become employees and get a fixed salary. Angkot drivers no longer need to
wait for passengers for a long time and sacrifice other passengers' time. That way, the standards
of safety, comfort, and order will be fulfilled.

In the process of public transportation monopolization, there will certainly be resistance

from various parties, especially the Angkot owners who feel disadvantaged by selling their assets
to the government. Angkot owners who object to selling their assets may defect and hold
demonstrations. Therefore, there must be strict sanctions and very rational explanations to
minimize these events. One way is to provide strict sanctions for those who reject and prohibit
all "illegal" angkot operations. The government also demands to provide equal compensation
with assets owned and provide credit facilities for affected public transportation entrepreneurs to
be able to build other businesses. There will always be chaos. However, this is a natural thing in
every policy change.

Region governments must also rearrange angkot routes and create public transportation
systems that are integrated with each other. All public transportation must not compete with each
other, but work together so that people can easily reach. Angkot should operate on secondary
collector roads and local roads. While the bus operates on the path of the primary collector and
arterial road. Local governments can imitate the Jak Lingko program initiated by the DKI Jakarta
Provincial Government in integrating general transportation. Structuring supporting
infrastructure such as shelters on arterial roads, sidewalks and stopping points every 200 meters
on local roads & housing road is also needed in this process. That way, more equitable
development will be created. Angkot can go faster with a stop and people will become more
orderly.

The public transportation payment system must also be more modern. All public
transportation must start using a non-cash payment system. This payment system is more
effective and efficient because drivers no longer need to bother to give change. The impact of the
resulting congestion will be more minimized because payments are made independently by
angkot users. This system must also be applied to all existing public transportation. In the future,
the government can create an integrated payment system between modes so that people no longer
need to make repayments for each transportation change within a certain period of time.

Modernizing public transportation management will have a significant impact on

economic growth. Because, economic development will be demonstrated by the high mobility
supported by adequate and smooth transportation facilities and infrastructure. Angkot are still
needed by the community as a transport for feeders or the main transportation to get to work
because they can access roads with one lane which is mostly in a residential area. The role of
angkot cannot be replaced by other vehicles such as micro buses or online motorcycle taxis.

If angkot is managed by a system of monopoly by the local government, then angkot will
be controlled easily. The more comfortable and orderly angkot, the more people will use it. The
better and regular operation of angkot, the more it will increase the productivity of the
community. If productivity increases, then indirectly Indonesia's competitiveness increases in the
eyes of the world.

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