Becak Modernization in Yogyakarta

Posted: 01 May 2003

Related to: Yogyakarta Pedestrianization, Strengthening Bicycle and Rickshaw Industries, Indonesia
Contributed by: Shreya Gadepalli, ITDP

Like many developing cities, Yogyakarta, Indonesia suffers from the increased air pollution and noise problems associated with rapid motorization. Growing use of private cars and motorcycles threatens the tourist economy and has begun to degrade residents' quality of life. The cycle rickshaw, or becak, serves as a cost-effective and non-polluting form of transportation, and is a cultural icon for the city. Increasing numbers of national and international tourists equate the becak with the cultural richness of Yogyakarta.

In the late 1990’s ITDP partnered with local NGOs in India to design and disseminate a modern rickshaw. To date, about 12,000 modern cycle rickshaws manufactured by over 20 small businesses have been sold in seven Indian cities.

After hearing about India’s success modernizing their cycle rickshaw, a team from Gadjah Mada University (GMU) and Municipality of Yogyakarta requested support for its own rickshaw modernization program to reduce dependence on motorized transportation while preserving an important place for the becak in traditional Javanese culture.

The lead Indian engineer involved in the Indian rickshaw modernization project was sent to Yogyakarta to collaborate with engineers from GMU to design the modern becak prototypes.

The becak is entirely made in small shops, using only mass-produced wheels and some components from a normal bicycle. The frame is made out of sturdy pipe, and the seat is made out of wood, steel drum, and steel filigree.

The iron and wood chair and chassis are so strong that the vehicle will last more than ten years, with replacement only of the wheels, tires and brakes. The traditional becak is much more comfortable than a traditional Indian cycle rickshaw, but it is also much heavier, around 100kg, and very hard to steer. 

The design team developed six different prototypes for use in Indonesia. Because of the previous experience in India, the prototype development phase was much faster and was much less expensive, cutting development costs by 75%, or roughly from $200,000 to $50,000 to achieve the same stage of the project.

After one prototype was selected as the most likely to be successfully commercialized, the German development corporation GTZ provided funding for the manufacture of prototype becaks. A fleet of 20 of this vehicle were produced, and leased to becak drivers all over Yogyakarta for market testing.

As a result of this market testing, further modifications are being made. Because the Indonesian becak modernization has yet to successfully commercialize, the potential exists for even more modifications in the future design. Nevertheless, the vehicle is likely to have the following characteristics.

Like the Indian cycle rickshaw, the modern becak will have a light-weight tubular seat. The frame is redesigned, replacing wood with lighter materials. These measures have reduced the weight of the prototype by nearly 45%, from 100kg to 55kg. It is also much easier to add gears to the Indonesian becak. Because they attach to a standard rear-bicycle wheel rather than to a cycle rickshaw axle, a standard, off-the-shelf derailleur from Shimano will likely be used.