When you think of Bogor, crowded commuter trains come to mind. In 2024, commuter trains serve over 26,000 daily passengers from Bogor who travel to and from Jakarta for work. In Bogor itself, since 2022, commuters have been served by the Trans Pakuan bus service, launched by the Ministry of Transportation, which has served over 10,000 passengers daily. In addition, intercity buses and angkots (minivans) have become the main modes of transport for the locals. However, do these services truly meet the mobility needs of Bogor’s residents? 

Bridging the Gap in Accessing Public Transport Systems 

Over the past few years, as a suburban city, Bogor has taken various steps to improve public transportation for its residents. One example is the Trans Pakuan bus service, managed by the Ministry of Transportation through the Buy the Service (BTS) program, known as BisKita. BisKita operates four main corridors within the city. Over time, 147 existing angkots have been converted into 49 BisKita buses to reduce the number of angkots operating. In addition to the BTS services, Perumda Trans Pakuan (Bogor’s Regional-Owned Public Transport Enterprise) runs the Trans Pakuan Non-BTS service, which includes one main route to Bogor Regency and two feeder routes for the Jabodebek LRT. Moreover, in the context of battery-powered transport services, the city of Bogor also conducted a small-scale trial of Bogor’s Electric Angkots (Alibo) in 2024. Bogor also plans to reroute angkots to areas lacking public transport services and discontinue operating permits for ageing angkots to optimize feeder services. 

A key factor in achieving a sustainable urban transport system is ensuring people can easily access public transportation for local and intercity travel. Easy access to public transport stations is crucial in influencing transportation choices. Yet, not everyone has the same level of accessibility. For example, online motorcycle taxi prices are rising and becoming less affordable. As such, first mile last mile connectivity must be prioritized when developing public transportation systems. Focusing on sustainability, first mile last mile connectivity aims to provide convenient access to public transportation through well-maintained, high-quality pedestrian infrastructure and/or bike lanes. 

An effective first/last mile connectivity can enhance the efficiency and attractiveness of public transport services, particularly in cities like Bogor that serve larger metropolitan areas. Without proper pedestrian/walking infrastructure and bike lanes, there can be negative consequences such as limited access to essential services, unsafe conditions for users, decreased public transport usage, and wider issues like economic disparity and health risks. 

Why Do Walking and Cycling Facilities Important for Bogor? 

As a metropolitan area and a central hub for commuters traveling to and from Jakarta, Bogor faces several urban challenges, including severe traffic congestion—which even led to it being ranked as the fifth most congested city in Indonesia in 2017—and worsening air quality, partly due to the high volume of vehicle traffic. To address these issues, the Central Government developed a strategy to reduce congestion and pollution through Presidential Regulation No. 55 of 2018 on the Jabodetabek Transportation Master Plan. This plan aims for 60% of all movements in the Jabodetabek area (modal share) to rely on public transportation by 2029. 

However, despite its vital role as a transportation hub and a priority city for improving public transportation, Bogor still faces significant challenges in providing adequate walking and cycling infrastructure. Surveys and discussions held by ITDP Indonesia, with the Bogor City Government, Bike to Work Indonesia, and Bogor residents show that access to public transportation is neither inclusive nor pedestrian-friendly, while cycling facilities around stations are still lacking. Additional barriers, such as street vendors occupying sidewalks, parking on sidewalks, and vehicles using bike lanes, further diminish safety and comfort. Residents also complain about the difficulty of crossing streets and inadequate lighting. At the same time, the lack of a comprehensive bike network makes many cyclists feel unsafe and hesitant to ride. 

Moving Towards an Integrated Mobility System in Bogor   

The Bogor City Government needs to start preparing a more integrated urban mobility system. This supports the national goal of achieving 60% public transportation usage in the Jabodetabek area by 2029, along with the target of public transport electrification by 2030. Establishing clear goals for walking and cycling infrastructure development up to 2030 will be essential in supporting these initiatives. 

The development of walking and cycling infrastructure should be planned gradually and thoroughly, considering various city conditions and needs. Key indicators that can be used to prioritize roads include: 

• Regional policies at the city, provincial, and national levels  
• Current condition of walking and cycling facilities  
• Access to stations and public transportation services  
• Plans for cycling network  
• Road function and authority  
• Proximity to public facilities (e.g., educational, health, and recreational spaces) 
• Inputs from the public

Using these indicators, the government can develop an assessment system to identify the roads that require the most immediate improvements. These indicators must also be aligned with other ongoing development plans, such as mass transportation and major events (e.g. sports championships or international conferences), to ensure the infrastructure supports these activities. With a clear timeline, the Bogor Government can create an annual roadmap to build an interconnected, sustainable pedestrian- and bike-friendly road network.  

Based on ITDP Indonesia’s recommendations*, this assessment system will be implemented for 30 priority road sections outlined in Bogor City Regional Regulation No. 6 of 2021 on the 2011–2031 Spatial Plan (RTRW). Roads with the highest urgency for improvement will be identified and categorized into annual phased development packages.  

This infrastructure development will begin with preparations for the Provincial Sports Week (Pekan Olahraga Provinsi) in 2026, especially on Ahmad Yani Street, which is considered the highest priority. In 2027, the focus will be improving access around Bogor Station and expanding pedestrian-friendly pathways around Bogor Botanical Gardens.  

In 2028, improvements will continue along the Trans Pakuan route to address the gap in first- and last-mile access to public transport. In 2029, the focus will shift to outer ring roads, and by 2030, improvements will be directed back to the city centre and access to the city limits.  

The government must also implement a sustainable approach to street design by prioritizing walking, cycling, and public transportation. This design follows national standards and takes into account different road types. 

Example of Road Space Intervention: Pajajaran Street (Cikuray Intersection – Simpang Lodaya Segment)

	Current Conditions Pedestrian pathways are present but lack consistency Uneven vehicle lane widths create traffic bottlenecks Narrow median
	Proposed Improvements Adjusting vehicle lane widths to make it more organized Adding bike lanes on both sides with protective barriers Median widened Pedestrian pathways and green lanes are maintained

In addition, Trans Pakuan bus stops need to be upgraded to enhance accessibility for everyone, including individuals with disabilities and cyclists. These upgrades involve identifying physical barriers at each stop and determining the ideal physical solutions. 

Efforts to improve road infrastructure, especially in urban areas, must be planned carefully and thoroughly. Government institutions as stakeholders should collaborate and coordinate on any improvement plans. Furthermore, the main perspective in improving road spaces should be more oriented towards sustainable transportation. 

*ITDP Indonesia developed the “Roadmap for Walking and Cycling Infrastructure Improvement in Bogor” to guide the Bogor City Government and other stakeholders in developing pedestrian and cycling facilities that enhance public transport accessibility. This report is based on various data collection methods, both primary and secondary. It involves the government, communities, and residents of Bogor. The Bogor City Government, as the main stakeholder, has also validated the drafting process.