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PERSPEKTIF
Available online http://ojs.uma.ac.id/index.php/perspektif
Spatial Politics: The Polemic on the Implementation of Permanent Bike Lanes on Jalan Sudirman-Thamrin DKI
Jakarta
Diah Ayu Rachma1) * & Luthfi Abh Alhakim2)
1) Master of Political Science, Universitas Airlangga, Indonesia 2) Advokat FORSETI Law Office, Indonesia
Received: January, 14 2023; Reviewed: March, 07 2023; Accepted: March, 22 2023
Abstract
The purpose of this study was to find out the politics of spatial planning in terms of the polemic on the implementation of permanent bicycle lanes on Jalan Sudirman-Thamrin DKI Jakarta. Problems with the characteristics of the rules regarding special bicycle lanes on Jalan Sudirma-Thamrin which are not accompanied by careful consideration. Instead of overcoming the chaos, traffic jams are getting worse when the bike lanes are empty. To approach this problem using Levebre's spatial reference theory. The method used in data analysis is qualitative analysis, which describes quality data in sentences that are orderly, coherent, logical, non-overlapping, and effective. The technique used in collecting research materials is library research, which includes collecting, reading, and tracing various journals, books, laws and regulations, scientific papers, literature from the internet, and other materials. All of this data is then analyzed from a political perspective where this analysis is viewed from a political perspective.
The results of the study show that the background of bicycle lanes is to equate bicycle lanes with motorized vehicle lanes to improve the safety of cyclists. The polemic that occurs with regard to Levebre's 3 theories is that bicycle lanes actually cause traffic jams instead of reducing congestion and are considered a failure even though special bicycle lanes are a division of space that unites bicycle, motorbike and car lanes. From a political point of view, there are still a lot of criticisms for the special lane for bicycles, which was originally used as a political vehicle for the government, but it did not work as it should, causing a lot of criticism.
Keywords: Politics; Spatial Politics; Space Theory; Bike Lanes
How to Cite: Rachma, D.A., & Alhakim, L.A., (2023). Spatial Politics: The Polemic on the Implementation of Permanent Bike Lanes on Jalan Sudirman-Thamrin DKI Jakarta, PERSPEKTIF, 12 (2): 449-459
*Corresponding author:
E-mail: [email protected]
ISSN 2549-1660 (Print) ISSN 2550-1305 (Online)
INTRODUCTION
Prioritizing walking, using public transport, and cycling can be good for the environment. Not only can it reduce air pollution, but it can also reduce traffic jams. DKI Jakarta continues to strive to create a better environment, one of which is by creating special bicycle lanes in Jakarta (DKI Jakarta Transportation Agency, 2021). DKI Jakarta Governor Anies Baswedan said the bike lane construction aims to make Jakarta more ecological and humane. Cyclists who used to be marginalized or overtaken by street kings such as motorbikes and cars, are now given a special place (Wiratma, 2019).
Rules regarding special bicycle lanes are regulated in Governor Regulation Number 128 of 2019 concerning Provision of Bicycle Lanes, which regulates which lanes may be used, as well as an explanation of signs and other road equipment. In addition, provisions for bicycle lanes are regulated in Law Number 22 of 2009 concerning Road Traffic and Transportation Article 62, namely: 1) The government is obliged to provide easy traffic for cyclists; 2) Cyclists are entitled to facilities supporting security, safety, order and smooth traffic (Pranata, 2021).
Regarding the construction of a permanent bicycle lane on Jalan Sudirman- Thamrin, the DKI Transportation Agency explained that the number of cyclists on this road has increased significantly. In addition, population density is also a factor causing the construction of permanent bicycle paths in this area. According to the results of a study on bicycle paths for pop-up shopping centers in this district, 3,647 cyclists/day on weekdays, and 11,320 cyclists/day on weekends. This data is based on research from June-December 2020.
The June-January 2021 study using the same research tool found 3,121 cyclists per day on weekdays and 23,464 cyclists per day on weekends (Pranata, 2021).
However, the establishment of bicycle lanes on Jakarta's main roads does not appear to have been accompanied by careful consideration. Instead of overcoming the commotion on the capital's highways, traffic jams get worse when the bicycle lanes are empty. After the grand opening, the bicycle path seemed deserted. In the morning, when people go to work, there are many streets in Jakarta, the bicycle paths look empty (Wiratma, 2019).
The talk about demolishing the permanent bicycle lanes on Jalan Sudirman- Thamrin came during a business meeting in Senayan. Deputy Chairman of Commission III of the Indonesian Parliament Ahmad Sahroni asked the National Police Chief General Listio Sigit Prabowo and the Head of the Traffic Corps (Kakorlantas) of the Indonesian National Police to check the availability of permanent bicycle lanes on Jalan Sudirman-Thamrin. Ahmad Sahrony assessed that the existence of special lanes for cyclists is equivalent to the separation of road users. Not only Ahmad Sahroni who requested that the permanent bicycle lanes be dismantled, Nasdem faction member Taufik Basari also asked the National Police Chief to change the location of the bicycle lanes in Jakarta because of the discriminatory perceptions of other road users (Irwinsyah, 2021).
On the other hand, member of the DKI Jakarta DPRD PKS faction, Abdul Aziz, disagrees with the permanent bicycle lane being dismantled on the grounds that special lanes are indeed made to maintain the security and safety of cyclists (Andayani, 2021). Meanwhile, DKI Jakarta Deputy Governor Ahmad Reza Patria responded to the discussion on dismantling permanent bicycle lanes, saying that the DKI Governor was still conducting research and had not issued a decision. Riza believes that the DKI Provincial Government's policy is the best for the benefit of the people of Jakarta (Irwinsyah, 2021).
During the construction process, the permanent bicycle path on Jalan Sudirman- Thamrin did reap a lot of controversies, including delays in the construction project.
The DKI Jakarta Provincial Government plans to complete the construction of permanent bicycle paths by the end of March 2021, in fact the construction has been delayed until May 2021. In addition, the construction of permanent bicycle paths on Jalan Sudirman- Thamrin cost Rp 28 billion (Basri, 2021).
Chairperson of Bike to Work (B2W) Indonesia Poetoet Poedarjanto said the issue of bicycle lanes was actually an executive matter, the authority to build bicycle lanes rested with the DKI Provincial Government, not the central government, the National Police Chief or Commission III of the Indonesian Parliament (Irwinsyah, 2021). Poetut also explained that the use of bicycle lanes is regulated in
Government Regulation Number 79 of 2013 concerning Road Traffic and Transportation Networks. One of them is stated in article 26 letter g, that every road used for public traffic must be equipped with road equipment, including facilities for cyclists, pedestrians and persons with disabilities (Citra, 2021).
Poetoet Poedarjanto added, the government had also committed to the Sustainable Development Goals (SDGs) Goal 11, namely building inclusive, safe, durable and sustainable cities and settlements, access to safe, affordable, easily accessible transportation systems, and improving and adding public transportation, and also pay special attention to those who are vulnerable, such as women, children, people with disabilities, and the elderly.” (Image, 2021).
Because of this, according to Poetoet Poedarjanto, the plan by Commission III DPR RI and the National Police Chief regarding the dismantling of permanent bicycle lanes was an inappropriate decision. He also estimates that the demolition of bicycle lanes will affect the process of cultivating bicycles as a means of transportation. According to Poetoet Poedarjanto, when cyclists from all walks of life feel safe and comfortable thanks to infrastructure protection, more people will use bicycles as a means of transportation.
Therefore, Poetoet Poedarjanto expects a strong political will from the authorities. He also emphasized that only the DKI Provincial Government could respond and have the authority to oversee the proposed demolition of the bicycle lane (Citra, 2021).
Several previous studies regarding the theme of this research have been carried out by previous researchers such as (Pertiwi, 2018) researching spatial politics in the City of Dumai 2012-2016. Research by (Geraldy, 2017) examines industrial capitalism in urban spatial planning politics in Gresik Regency. Research by (Umari & Indra Dewi, 2020) examines the Political Communication Strategy of Women Candidates in the 2019 Legislative Election in Malang City. From some of these studies there are still gaps, so in this study, although it raises a similar theme, from a political perspective and takes a case study in the Indonesian capital, which is considered to be very tight political competition.
Because the implementation of permanent bicycle lanes on Jalan Sudirman-
Thamrin is considered to cause quite complex problems, this is the problem that underlies the authors to follow up in a study. Therefore, the purpose of this paper is to examine how the polemic that occurred regarding the implementation of permanent bicycle lanes on Jalan Sudirman-Thamrin.
RESEARCH METHODS
This research was conducted with a literature study where the literature study was a theoretical study, references and other scientific literature related to the culture, values and norms that developed in the social situation under study (Sugiyono, 2017). The technique used in collecting research materials is library research, including collecting, reading, and browsing various journals, books, laws and regulations, scientific papers, literature from the internet, and other materials. The research data uses secondary data obtained from legislation, conceptual approaches, and historical approaches. Then an analysis is carried out from a political perspective.
All data that has been collected is then classified and analyzed using a political approach where the political approach is seen from a political perspective to produce conclusions from the materials obtained in accordance with the issues discussed.
The method used in data analysis is qualitative analysis, which describes quality data in sentences that are orderly, coherent, logical, non-overlapping, and effective. In this case, to facilitate the analysis and interpretation of data (Sugiyono, 2017).
RESULT AND DISCUSSION
Background There is a permanent bicycle path on Jalan Sudirman-Thamrin
The government is obliged to make public facilities in the form of bicycle lanes and requires regional regulations as a continuation of existing and higher regulations, namely Law Number 22 of 2009 concerning Road Traffic and Transportation as a legal basis which stipulates that every public transportation must be equipped with facilities bicycle. This law is also strengthened by Government Regulation Number 79 of 2013 concerning Road Traffic and Transportation Network which regulates cycling facilities.
Cycle lanes are lanes specifically designated for bicycle traffic, separated from motorized vehicle traffic to improve the safety of cyclists. For the use of bicycles, it is necessary to provide conditions to improve the safety of cyclists and increase the speed of movement of cyclists. In addition, the use of bicycles needs to be encouraged because they save energy and do not pollute the air (Syatauw, Fajarsari, &
Apriyadi, 2011).
In order to fulfill its commitment, in 2019 the DKI Jakarta Provincial Government began the trial phase of bicycle lanes covering Central, East and West Jakarta with a 63 km route that passed through the Jakarta protocol zone starting from City Hall, then Tamrin and Sudirman and from there a split occurred. to the east (Jl. Pemuda Rawamangun and Jatinegara), to the south (Senayan-Fatmawati Roundabout) and to the west (Cideng-Tomang) (ITDP Indonesia, 2019).
Making bicycle lanes is a symbol of dividing road space which indicates the presence of other road users besides cars and motorbikes. This spatial distribution is very important, especially when a city wants to make cyclists who are vulnerable road users a priority in the road space. Driving on the road with a significant difference in vehicle speed can pose a threat to cyclists. Therefore, special bicycle lanes must be a development priority for the safety of cyclists (ITDP Indonesia, 2019).
In many countries, bicycle lanes not only increase cycling ability but also increase cycling capacity. For example, the city of Fortaleza had 257.5 km of bicycle paths in 2019, a 280%
increase compared to 2013. Thanks to bicycle sharing, Fortaleza now has 1,242 bicycles and 2.6 million bicycle trips, an increase of 153%.
Users, which is accompanied by a reduction in the number of bicycles involved in traffic accidents by up to 40% (ITDP Indonesia, 2019).
Bike lanes can also be an alternative mode of transportation. With a high level of urbanization, there are many ways to get to Jakarta. Even BPTJ data for 2015 stated that there were 47.5 million transfers per day, with 50% of transfers from areas outside Jakarta (bodetabek) using motorized vehicles. This trip can be replaced by using a bicycle and public transportation or what is known as a mixed trip. Bike paths that are integrated with public transportation can make it easier for cyclists to
travel long distances (Bureau of Communication and Public Information, 2016).
In addition, bicycle paths that are well designed also have the potential for short trips (less than 5 km), which are currently dominated by motorbikes. BPTJ data for 2017 shows that of the 10 million car and motorcycle trips made every day in Jakarta, more than 44%
are short trips of less than 10 km (ITDP Indonesia, 2019).
The main factor in designing bicycle lanes is a location that minimizes the risk of accidents and is the safest choice for pedestrians, cyclists and motorized vehicles. But keep in mind, there is a queue for road users. Pedestrians are considered as the top priority and the highest hierarchy among other road users. In designing bicycle lanes, this priority must be considered without disturbing the movement of pedestrians and cyclists as the next priority, so that the flow of motorized vehicles is not disturbed (ITDP Indonesia, 2019).
Apart from location, typology and road conditions also have a significant influence on the design of bicycles in the future. Designing bike paths isn't just about adding one lane and painting it green. It should be noted that when bike lanes are added to roads, adjustments must be made on a wall-to-wall scale. This means that other channels will intervene to achieve modal harmony, especially in terms of safety. This could be in the form of narrowing car lanes, forming crossing islands where bicycles are waiting, installing safety signs for cyclists and bicycle traffic (ITDP Indonesia, 2019).
Bike lanes can also be an alternative mode of transportation. With a high level of urbanization, there are many ways to get to Jakarta. Even BPTJ data for 2015 stated that there were 47.5 million transfers per day, with 50% of transfers from areas outside Jakarta (bodetabek) using motorized vehicles. This trip can be replaced by using a bicycle and public transportation or what is known as a mixed trip. Bike paths that are integrated with public transportation can make it easier for cyclists to travel long distances (Bureau of Communication and Public Information, 2016).
In addition, bicycle paths that are well designed also have the potential for short trips (less than 5 km), which are currently dominated by motorbikes. BPTJ data for 2017 shows that of the 10 million car and motorcycle
trips made every day in Jakarta, more than 44%
are short trips of less than 10 km (ITDP Indonesia, 2019).
The main factor in designing bicycle lanes is a location that minimizes the risk of accidents and is the safest choice for pedestrians, cyclists and motorized vehicles. But keep in mind, there is a queue for road users. Pedestrians are considered as the top priority and the highest hierarchy among other road users. In designing bicycle lanes, this priority must be considered without disturbing the movement of pedestrians and cyclists as the next priority, so that the flow of motorized vehicles is not disturbed (ITDP Indonesia, 2019).
Apart from location, typology and road conditions also have a significant influence on the design of bicycles in the future. Designing bike paths isn't just about adding one lane and painting it green. It should be noted that when bike lanes are added to roads, adjustments must be made on a wall-to-wall scale. This means that other channels will intervene to achieve modal harmony, especially in terms of safety. This could be in the form of narrowing car lanes, forming crossing islands where bicycles are waiting, installing safety signs for cyclists and bicycle traffic (ITDP Indonesia, 2019)
Previously, Trisakti University urban planning observer Nirwono Joga told researchers that the construction of permanent bicycle lanes on the Sudirman-Tamrin section was part of the implementation of improvements to the bike-friendly city master plan developed by the DKI Jakarta Transportation Agency. by building bicycle paths/lanes throughout DKI Jakarta. The ideal width of the Sudirman-Thamrin road is one of the reasons for the creation of permanent bicycle lanes as part of optimizing the use of roads that already have wide pavements, special bus lanes and lanes for motorized vehicles (cars and motorbikes). From a political perspective, the construction of permanent bicycle lanes on the Sudirman-Tamrin protocol road shows the alignment of cyclists and the firmness of the need for bicycle lanes in the city of Jakarta that are more humane and environmentally friendly (Joga, 2022).
Polemic on the Implementation of Permanent Bike Lanes on the Sudirman- Thamrin Road Section
The construction of bicycle lanes is a symbol of the separation of road space, which means opening roads other than cars and motorbikes. This space allocation is very important, especially when the city government seeks to make drivers, vulnerable road users, a priority in road space (ITDP Indonesia, 2019).
The existence of space especially has a political value, because the existence of space is one of the values that the capital class strives for and struggles for, and this space has socio- economic value, and space that has special characteristics can be taken. and used by owners of capital to earn more money. In this case, the permanent space for bicycle production on the Sudirman-Tamrin road does not leave behind what Lefebvre calls the “three conceptual triad spaces” (conceptual triad for the production of social space), namely spatial practice, spatial representation. , and the representational space in which all three are interconnected and coexist with one another (Lefebvre, 1991).
DKI Jakarta Governor Anis Baswedan seems to have ambitions as a means of transportation and to make Jakarta a bike- friendly city. Even so, Anies' bicycle policy was often criticized by the government, but Anies still imposed bicycle snacks on the community.
So, is there any political meaning to bicycles?
(R66, 2021).
Despite the controversy, bicycles remain active, where Anies has ambitions to become a means of public transportation. It is possible that Anies was inspired by several countries that use bicycles as a means of transportation, such as Belgium, the Netherlands, Japan and Switzerland (R66, 2021).
Anies made a policy to facilitate bicycle points in Jakarta. Construction of permanent bicycle paths, bicycle lane markings and permits to enter MRT and LRT bicycles. Anies' support for bicycles was also seen in the construction of a bicycle monument on Jalan Sudirman which was criticized as expensive (R66, 2021).
Bicycles are a political symbol of Anies who argues that the aim of this cycling policy is almost the same as in Sweden. Dag Balkmar, in his article The politics of cycling: imagining a sustainable cycling future in Sweden, explains
that cycling policies are used to promote government policies to create a cycling-friendly environment in Sweden. Balkmar said bicycles are also used to raise awareness of environmental issues and create environmentally friendly mobilization (Balkmar, 2020).
Anies also gave several suggestions to encourage cycling habits that had not been implemented. Anies suggested that the agency provide bicycles for workers, asked employers to provide incentives for workers who cycle, and build bicycle lanes on toll roads. The third proposal was rejected by the DPR because it contradicts Law No. 10.22 of 2009 concerning Traffic and Transportation (R66, 2021).
Anies' cycling ambitions are often criticized by the Indonesian People's Representative Council (DPR-RI) and the Regional People's Representative Council (DPRD). The head of the DKI DPRD faction, Gembong Warsono, said that Jakarta is not yet ideal for cycling. He alluded to the chaotic condition of Jakarta and security issues.
Gembong urged Anies to focus on mass transportation instead of bicycles (R66, 2021).
Despite receiving criticism, Anies' partnership with cyclists has received support from the capital's bicycle community. This support was expressed by Lefebvre as the result of spatial practices where social space involves the involvement of every member of the community, in this case the cycling community has several connections or relationships with ownership of the space (Lefebvre, 1991). Representatives of the Jakarta Collaboride bicycle community, Harto and Satrio, said that Jakarta Collaboride supports Anies' program to make bicycles a means of transportation. Jakarta Collaboride also participated in this campaign (Harto &
Satrio, 2021).
In addition to various polemics about bicycles, bicycles as a political symbol can carry political meaning in people's lives. Bicycles have become a tool for the government to achieve its policy agenda of promoting healthy and environmentally friendly lifestyles that are essential to urban life (R66, 2021). According to Lefebvre, spatial politics is politics that theoretically allows citizens to become an important part of the political space (Azzuhri, 2018).
The DKI Jakarta Transportation Agency has now installed 63 kilometers of bicycle paths. An 11.2 kilometer permanent bicycle path has been made on Jalan Sudirman- Thamrin. Initially, the bike lanes on the track were only separated by cones. The installation of concrete boxes indicates that the bicycle path is permanent (Nuriah, 2021).
The DKI Jakarta Provincial Government has allocated funds of up to 28 billion rupiah to install 4,000 seed boxes along 11.2 kilometers.
This amount also includes the budget for the construction of the bicycle monument at a cost of Rp. 800 million. As of March 31 2021, 500 planter boxes have been installed. The funds used come from corporate social responsibility (CSR) which is a third or private party (Simanjuntak, 2021).
Although construction only started last February, the existence of a permanent bicycle lane on Jalan Sudirman-Thamrin has caused controversy. After the trial, the issue of dismantling permanent bicycle lanes began to surface before the public (Nuriah, 2021). The issue of dismantling permanent bicycle lanes on Jalan Sudirman-Thamrin arose during a work meeting at Senayan. Deputy Chairman of Commission III DPR RI Ahmad Sahroni asked the National Police Chief General Listio Sigit Prabowo and the Head of the Traffic Corps (Kakorlantas) of the Indonesian National Police to check the availability of permanent bicycle lanes on Jalan Sudirman-Thamrin. Ahmad Sahroni assessed that the existence of special lanes for cyclists is equivalent to the separation of road users. Ahmad Sahroni not only asked for the permanent bicycle lanes to be dismantled, member of the NasDem Faction Tawfiq Besari also asked the National Police Chief to relocate the bicycle lanes in Jakarta because of the discriminatory perceptions of other road users (Irwinsyah, 2021).
One of the main points is the existence of a permanent planting box. The presence of a box for flower pots will give the cyclist a feeling of security and comfort. Motorized vehicles are not easily hacked. However, the existence of a planter box is also considered dangerous and increases the risk of death if an accident occurs on the track, such as a collision between a vehicle and a concrete planter box. The existence of permanent bicycle lanes is also considered a cause of discrimination between
cyclists and motorized vehicle users, as well as between other cyclists (Nuriah, 2021).
The Provincial Government of DKI Jakarta has a long-term goal to continue to improve, perfect and integrate environmentally friendly modes of transportation. Of course, this must be balanced with an increase in compatible tools, such as increased bicycle lane safety. Bicycle lanes that are already permanent show that the DKI Jakarta Provincial Government really wants to guarantee the safety and comfort of cycling (Nuriah, 2021).
This permanent bicycle path is also an effort to succeed in the Cycling-Friendly Jakarta program (Joga, 2022). According to the DKI Jakarta Provincial Transportation Agency, this permanent bicycle lane aims to support transit- oriented transportation policies. Permanent bicycle lanes will also be integrated with mass public transportation facilities (Sidebang, 2021).
However, it is undeniable that policies related to vehicle development in DKI Jakarta are still controversial. Permanent bicycle lanes are considered ineffective because there are still many violations on these lanes. For example, there are still users of motorized vehicles breaking in or even cyclists who don't use the available lanes properly (Aliya, 2021).
Nirwono Yoga revealed that the effectiveness of the permanent Sudirman-Thamrin bike path is still not as expected. This bike path is only widely used by cyclists at certain times, such as weekday mornings and evenings, and weekend mornings (Saturday and Sunday). Outside these hours, this bike path is widely used by motorbike riders, especially during rush hours such as lunch time on weekdays, or in the afternoon when they come home from work, or at night when the lane is empty (Joga, 2022) .
The decision to dismantle permanent bike lanes would be unreasonable not least because of the offence. Because if we talk about violations, then this often happens on the roads.
For this reason, the role of related stakeholders such as the police is also needed to supervise it.
The policy of allowing cyclists in Sudirman Thamrin to cross the car lane from Monday to Friday between 05.00 and 06.30 WIB is also seen as a form of discrimination.
The DKI Jakarta Provincial Government is believed to give special rights to road bicycle users because other cyclists are not allowed to cross the lane (Harto & Satrio, 2021).
Road bicycle users who usually ride at high speeds are considered too risky when crossing the bicycle path. As a result, because they are deemed unable to facilitate cyclists, permanent bicycle lanes which cost billions of rupiah are considered not to function optimally (Harto & Satrio, 2021).
However, if the issue of discrimination is also an argument in favor of demolishing permanent bicycle lanes, then it would be best if the discourse on demolition was not only seen from the perspective of road cyclists. The policy that allows road bicycles to cross traffic lanes at certain hours is actually intended to ensure the safety and comfort of cyclists. Timing is also considered, because the road is currently considered not too congested with motorized vehicles, so that the activities of road bicycle users can be directed without disturbing other vehicle users (Nuriah, 2021).
Meanwhile, other cyclists still need lanes to carry out their daily activities, such as commuting. Bike lanes must be supported as a form of equal distribution of cyclists in their activities, implementing existing rules regarding sharing roads with other road users and paying serious attention to the creation of bicycle-friendly cities (Joga, 2022). This is similar to the long-term goal of building bicycle paths, which is to make cycling a means of transportation, not just a hobby. Permanent bicycle paths have now become a representative space for cyclists as a space for interaction, the birth of cycling communities and even joint activities as a result of the dialectical relationship between spatial practice and spatial representation (Lefebvre, 1991).
On the other hand, the argument that permanent bicycle lanes with flower boxes increases the risk of death should also be reconsidered. The review must be comprehensive, namely not only taking into account the interests of cyclists, but also taking into account the interests of other vehicle users.
If it turns out that the existence of a planter box turns out to be dangerous, it means that it needs to be reviewed and a solution is immediately found (Nuriah, 2021).
The plan to demolish permanent bicycle lanes must be considered carefully, bearing in mind that the construction costs are not small.
In addition, participation and public opinion are needed as the target object in this discourse.
The existence of scientific-based studies or field facts also needs to be adjusted to existing regulations before deciding whether to dismantle or not (Bustomi, 2021).
The Polemic on the Implementation of Permanent Bike Lanes on the Sudirman- Thamrin Road Section is seen from the Social and Political Spaces
Social space is formed by social action, both individually and collectively. Social action that gives "meaning" how a spatial space is conceptualized by those who fill and animate that space. The production of social space is related to how spatial practices are implemented through environmental perceptions, which are built through networks that link social activities such as work, private life, and recreation (leisure). Lefebvre describes this as the dialectical relationship between living (spatial and social) space, perceived space, and conceptualized space, or what he calls "the three sets of conceptual spaces" (a conceptual triad of social space production). A complex understanding of the work of the three conceptual schemes for the creation of social space, which is also an important part of the reproduction of ideological knowledge for urban development, especially because the hegemonic knowledge of urban spatial planning only makes cities mere commodity objects of capitalism (Lefebvre, 1991).
The three spatial conceptual series referred to by Lefebvre explain how social space is created, namely as follows (Lefebvre, 1991):
1) Spatial Practices
Spatial practice concerns the creation and reproduction of spatial relationships between objects and products. This is what guarantees the continuity of the production of social space and its cohesion. In this sense, social space also includes the participation of every community member who has a relationship or connection with the ownership of that space. Thus, the social cohesion of space is determined by the degree of competence and the level of productivity in the use of space (physical or material). This type of spatial practice is understood as "lived space".
The polemic in the field regarding spatial practice is that special bicycle lanes are used not as space for bicycles but instead are used by
motorbike users. This violates the rules that bicycle lanes are made to separate spaces so that cyclists can cycle safely and comfortably.
Then special bicycle lanes also actually cause traffic jams.
Polemics in the field regarding the application of special bicycle lanes, namely that they cannot overcome traffic jams, instead they only exacerbate traffic jams. This is because the special bicycle lanes are gaps used by motorcyclists. The connection with spatial politics is as explained that special bicycle lanes are implemented as a form of regulating special lanes for cyclists. This is done to meet demands and as a form of good spatial planning to separate lanes for bicycles.
2) Representations of Space
Spatial representation depends on patterns of production and order relations which aim to impose certain patterns of relations on the "use" of space. Spatial representations are thus related to knowledge, signs or codes, even attitudes or "frontal"
relationships.
Thus, the representations created by space are "various". The representation refers to “imagined” spaces, such as spaces for scientists, spatial planners, urban communities, technocrats and research implementers, and other social engineers such as artists who have expressions and attitudes. Identification of
"space" - while observers regard the process of creating space as scientific engineering - for example, by studying (studying) or research by determining what is living in space, what implications do people feel for "space" and what do they understand about this space and dynamics. It is in this context that space is a product that emerges from human concepts and/or human pluralism or humans in general;
concept of "space" (conceived space).
The polemic of special bicycle lanes where the true space is especially for cyclists, in fact, cyclists cannot actually feel the benefits. This was deemed a failure in terms of benefits and space politics implemented by the government.
3) Representational Space
Representational space refers to space that is actually "lived" and is directly related to various forms of images and related symbols.
Including how the occupants of a space or the people who use it interact with each other through practices and forms of visualization in that space. Perception of space also emerges
from various real life experiences experienced by everyone as a result of the dialectical relationship between spatial practice and spatial representation. Space becomes something that is specifically felt by individuals, groups or communities; perceived space.
Lefebvre then also applies three sets of spatial concepts as methods of spatial historical analysis. He argues that social space is produced and reproduced in relation to the various forces that affect the production of space, as well as the various relations that are formed in the production of physical or material space. These forces are not just
"competition" of completely "empty" physical space, or even "neutral", but rather a process of tug-of-war between various "forces" that influence each other in efforts to fill each other's "material space" (physical) which really
"is" (Lefebvre, 1991).
More specifically, Lefebvre (1991) explains the parallel development of modern capitalist hegemony as having logical consequences for the production of 'abstract space'. It is in this "abstract" space that capitalism creates forms of homogenization, hierarchy, and other types of social fragmentation. On the other hand, capitalism and globalization, or capitalism that occurs globally and spatially in different places, give rise to various forms and patterns of relations that are "same", "similar", "almost similar" in various parts of the world, but at the same time gave rise to "disagreements" in practice and the concept of "space" itself. Public space, the local history of a place and the specificity of the community towards shared living space are cultural processes that influence the concept of
"representative" space and the uniqueness of each.
Meanwhile, on the other hand, modernism and its implications for "physical space" form mental patterns that almost lead to various forms of "oneness" mental attitudes - behaviors related to the use or utilization of space. This is because modern life emphasizes various forms of "ownership" as rigid "private property". It is this concept of private property that is promoted through "markets" and the relationships established in "production relations" (Lefebvre, 1991)..
However, Lefebvre is not completely cynical (pessimistic) in his view of "modern space". For him, modernism gave rise to all
kinds of contradictions, including spatial ones.
However, according to him, various pressures that arise due to contradictions, which have an impact on disrupting social order and cohesion, give rise to various types or variations of the concept of "abstract space" as a form of alternative proposal for the use of "shared"
space. In other words, the contradiction that arises regarding "the production of space" (as a socially material process unit) will continue to give birth to "resistance to efforts to harmonize the ways (practices) of the use, ownership and sense of ownership of space. inhabited by Society” (Lefebvre, 1991).
The polemic that occurred in the field, namely the special bicycle lane which was originally used as a political vehicle for the government to campaign for a healthy and friendly lifestyle, did not fully run smoothly, instead it was considered unsuccessful.
The linkage of spatial politics with bicycles, namely that at first bicycle lane arrangements were regulated in Law Number 22 of 2009. The application of bicycle lanes on Jalan Sudirman-Thamrin is expected to overcome congestion and as a form of government policy from a political perspective.
But in fact this policy actually causes congestion on special bicycle lanes.
The political theory of space states that something can be used as a political symbol by building space in the public. The conflict that arises from the theory of space in society strengthens Livebre's theory that space is a commodity that can be produced and fought for. Bicycles as a political symbol used by the government to achieve a political agenda in campaigning for bicycles as a healthy and environmentally friendly lifestyle.
Understanding public space requires a basic understanding of social interaction, so that it cannot be separated from the spatial context and the determinants of social interaction within it. Knowledge of social interactions is very important before actualizing the creation of spatial spaces such as cities (Tanuwidjaja, 2011 in Alam, 2016).
The existence of the city as a function of space for the benefit of capitalism and its utilization has indeed become a dialectic of history. One example is the reality of the city of Jakarta as an urban area that cannot be separated from important institutions, both marginalized and dominant. The city as a center
of growth becomes a battlefield for all those who seek destiny and a better life. Here the role of stakeholders or the government is very large to control and determine the future of the city.
If we take a closer look, urban space does include industrial, residential, entertainment and slum areas. This division is of course generated by the dynamics of society between the capitalists and the proletariat (workers) (Alam, 2016). This competition certainly affects the formation of spatial patterns in urban areas, including Jakarta.
CONCLUSION
DKI Jakarta Governor Anies Baswedan, the bike lane construction aims to make Jakarta more ecological and humane. Regulations regarding special bicycle lanes are regulated in Law Number 22 of 2009 concerning Road Traffic and Transportation Article 62.
Regarding the production of permanent bicycle spaces on Jalan Sudirman-Thamrin, this was not accompanied by careful consideration.
Instead of overcoming the chaos, traffic jams are getting worse when the bike lanes are empty. Deputy Chairman of Commission III of the Indonesian Parliament Ahmad Sahroni and member of the Nasdem Faction Taufik Basari asked the National Police Chief to change bicycle lanes in Jakarta, on the other hand the Chairperson of Bike to Work (B2W) Indonesia Poetoet Poedarjanto said the government had committed to the Sustainable Development Goals (SDGs) Goal 11, one of which was building access to a transportation system that is safe, affordable, easily accessible, so that the desire regarding the demolition of permanent bicycle lanes is an inappropriate decision, because such demolition can affect the process of cultivating bicycles as a means of transportation. The conflict resulting from spatial planning practices that occur in society reinforces Lefebvre's thought that a space has political aspects that make space a commodity that can be produced and fought for. Bicycles as a political symbol can carry political meaning in social life. Bicycles have become a tool for the government to achieve its political agenda in promoting a healthy and environmentally friendly lifestyle that is important for urban life.
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