What happened
Research group WRI Indonesia sees strong potential in Sanur, Denpasar, as a pilot low emission zone in Bali. Haiqal Rizaldi, who leads transport decarbonisation work at WRI Indonesia, made the case on Wednesday, 7 October, at a Climate Week workshop in Denpasar.
He said Sanur has already started the process. The zone rests on a Perwali (mayoral regulation) that Denpasar issued in 2025. WRI Indonesia works as a partner of the Bali provincial government.
An island that drives itself
Bali had about 5.2 million vehicles in 2024. The fleet grows by roughly 5% a year, adding some 250,000 cars and motorbikes annually.
Motorbikes make up 62% of road traffic and cars 33%. Public transport and non-motorised travel such as walking or cycling hold only 1% each.
That reliance on private vehicles left transport with around 41% of the province's total emissions in 2024. City bus services Trans Metro Dewata, Trans Sarbagita and the Intaran shuttle reach about 10% of Sarbagita, the urban area formed by Denpasar, Badung, Gianyar and Tabanan.
Rizaldi argued that public transport is essential if Bali wants to cut transport emissions, which he put at around 40%. He said mobility on Bali still depends heavily on private vehicles, and the fleet grows every year.
What has changed in Sanur
The effects in Sanur are visible on the street. Walkways are wider and more inclusive. Space for cars has been cut back, so drivers now move more slowly through the area.
WRI Indonesia is promoting a programme called the Bali Low Emission Zone Initiative. It pairs transport measures with people-centred urban design. The approach works like a sandbox: a strategy is tested in one district and rolled out further only if it delivers lower emissions or a better quality of life.
"The low emission zone is not a goal, it is a strategy to improve people's quality of life," Rizaldi said. Progress in Sanur will be reviewed regularly using emission factors and the AQI air quality index.
Where next, and who pays
Since 2023 WRI Indonesia has screened other districts. Kuta, Nusa Dua and Nusa Penida are named as suitable. If Sanur succeeds, the heritage strip of Jalan Gajah Mada in Denpasar and Kuta, which is already upgrading its pavements, could follow.
One challenge is fiscal. Local governments rely heavily on motor vehicle tax, so fewer cars means less income. WRI says the goal is not to ban cars but to give residents real alternatives.
As funding options, Rizaldi suggested the foreign tourist levy known as PWA and land value capture. Under that model, part of the rise in land values near new infrastructure flows back to the public budget and pays for transport.
Context: traffic and the tourist levy
Congestion has long been one of the main complaints from residents and visitors in south Bali. The fleet grows by about 5% a year, while city buses reach only about 10% of Sarbagita.
PWA (pungutan wisatawan asing) is the levy each foreign tourist pays on arrival in Bali. The province introduced it to fund the protection of the island's culture and environment. Using part of that money for transport is so far only a WRI proposal, not a decision.
What it means for residents and the market
For Sanur this extends its path toward a calmer, walkable district. Fewer cars and wider pavements make streets more pleasant on foot, though driving up to properties and parking may become harder.
For the rest of the island, there is for now only the Sanur pilot and proposals from a research organisation. No decisions have been made on zones in Kuta, Nusa Dua or Nusa Penida.