The proposal to adjust Transjabodetabek fares has re-emerged amid the growing fiscal burden borne by the Provincial Government of Jakarta (DKI Jakarta). While the service continues to play a vital role in connecting Jakarta with surrounding cities, its current fare structure is becoming increasingly difficult to sustain.
At present, passengers pay a flat fare of IDR 3,500, while the actual operating cost reaches approximately IDR 15,758 per passenger. This means that more than 75% of the cost—around IDR 12,258 per trip—is subsidized by the DKI Jakarta Government. In 2026 alone, the subsidy allocated for Transjabodetabek is estimated to have reached IDR 401 billion, with no direct operational contribution from neighboring municipalities.
A system under growing demand
Demand for the service continues to grow significantly. By April 2026, Transjabodetabek had expanded to 18 routes, serving more than 71,000 passengers daily, or approximately 30.2 million passenger trips since operations began. This demonstrates that the system has become an essential component of daily commuting across the Greater Jakarta metropolitan area.
“More than 75% of the cost—around IDR 12,258 per trip—is subsidized by the DKI Jakarta Government.”
A subsidy scheme under pressure
However, maintaining the existing subsidy scheme is becoming increasingly challenging. Between 2021 and 2025, operating costs grew by 12.46%, outpacing revenue growth of 10.22%. At the same time, DKI Jakarta faces mounting fiscal pressure due to a substantial reduction in central government transfers, which declined from IDR 22.3 trillion in 2024 to IDR 11.1 trillion in 2026. Under these circumstances, continuing the current subsidy model without reform may no longer be financially sustainable.
Toward a fairer fare structure
Although fare increases are politically sensitive, they may become unavoidable. Rather than applying a uniform increase across all services, a distance-based or zonal fare system would provide a fairer alternative. Short-distance trips within Jakarta could retain the affordable fare, while longer intercity routes and airport services could be charged at higher rates that better reflect their operating costs. Such an approach would allow subsidies to be allocated more efficiently while preserving affordability for the majority of users.
In addition, transport subsidies should become more targeted by prioritizing low-income and vulnerable groups, while passengers with greater purchasing power contribute a larger share of the service cost.
A shared responsibility
More importantly, financing Transjabodetabek should not remain the sole responsibility of the DKI Jakarta Government. As a metropolitan transport system serving multiple jurisdictions, it requires a collaborative funding model. DKI Jakarta and Transjakarta should continue to manage operations, fleet, and service quality; neighboring local governments should contribute through supporting infrastructure, feeder services, and local transport subsidies; while the central government should provide fiscal support and long-term investment for metropolitan public transportation.
Ultimately, fare adjustment should not be viewed simply as an increase in ticket prices, but as part of a broader reform to establish a more equitable, financially sustainable, and regionally integrated public transport system for Greater Jakarta.