Making TransJakarta a World Class BRT System - ITDP | Institute for ...

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The modeling indicates that there are a lot more short distance trips on Corridor I than on Corridors II and III. As such, a fare structure needs to be devised that captures these short trips in Corridor I without losing the longer trips in Corridor II and III. Also, because of relatively lower incomes at the outer areas of Corridor II and III, more demand is lost for long distance trips to competing bus services than can be justified by revenue increases. While revenue within TransJakarta would be maximized by a base fare of Rp. 1000 with a Rp.110/ km distance-based charge, ridership would be significantly higher with a Rp.1500 with a Rp.50/km charge, and the loss of revenue is marginal. Because these higher ridership levels are decongesting the mixed traffic lanes and reducing air pollution, the optimal fare structure is Rp.1500 base fare with an additional Rp.50/km charge. Switching to a distance based fare only in Corridor II and III, retaining a flat fare in Corridor I, and forcing passengers to pay again when transferring between Corridor I and Corridors II and III is absolutely not recommended. Morning peak hour demand (paying pax) max frequency bus/h min. fare variable fare collected average running operating Rp. Rp./km fare USD distance km cost USD gain USD 2500 0 8506 2363 9.15 1887 1363 1000 25 1500 50 9988 2545 12.87 2139 1545 1000 29 1000 50 13262 2937 11.77 2613 1887 1050 43 This configuration loses 25% of the demand in relation to the scenario with fare integration. The main loss of ridership and revenue results from forcing passengers to pay for transfers between corridors. If this separate fare structure is selected, the adverse impact on revenue can be minimized with a base fare of Rp1000 and Rp50 per kilometer in Corridor II and III. I.8.b. Institutional Structure for the Fare System Because shifting to a distance-based fare structure does indeed increase ridership, TransJakarta should change its ticketing system to one that can accommodate distancebased fares. The current system has this capacity but the software, the tickets, and additional out-bound turnstile card readers would all need to be added. The programming on the ticketing system would need to be changed from a ‘per-trip’ based system to a ‘per-rupiah’ based system. Final Recommendations for TransJakarta, p. 18
While various BOT options are available for procuring the necessary additional ticketing system equipment, it is probably cheaper in the long run to have TransJakarta procure the new ticketing system with public money. A new PT TransJakarta should be empowered by the Governor to issue a competitive tender for one consortium of companies to manage the Clearing Center Operation of the ticketing system and to procure the necessary ticketing system equipment for operating a cash card or e-purse ticketing system. Ticketing system operations should remain a separate subcontract under TransJakarta. Having a single contract for a clearing center operator to procure the necessary ticketing system or to reprogram the existing ticketing system (perhaps the existing system supplier could join a bidding consortium) would ensure more transparency than linking the operator with the ticketing equipment procurement. If a clearing center operator is set up, the TransJakarta tickets could be easily used then by other complimentary service providers, creating the possibility of discounts for commuter rail passengers, ferry boat passengers, and feeder bus operators. Implementation Plan - Institutions The following can be the institutional arrangement for the implementation of a multi application card. TransJakarta Developes business plans. Negotiates contract for clearing. Receives a fee from total revenues. Promotes the city card. Supervises the clearing operation. Clearing Center Center Operator Establishes technical standards. Guarantees the integrity of the clearing service. Signs contracts with all operators Provides the smart cards. TransJakarta Ticketing Operator Feeder Feeder Bus Bus Operator Operator Ship Ship Operator Rail Rail Operator Main add value operator. Sign contract with clearing Could serve also as Smart card distribution channel Mainly deduct value operators. Sign contract with clearing January 13, 2005 © Fabio Gordillo After consultation with independent experts and several ticketing equipment and Clearing Center Operator service providers, PT TransJakarta should set a detailed technical specification for the type of ticketing system equipment it wants, and assess what of the old system is usable. Based on this assessment, PT TransJakarta should then develop the terms of reference and supervise the competitive tender for a single Control Center Operator and equipment provider. They should then reissue a competitive tender for the ticketing system operator. Final Recommendations for TransJakarta, p. 19
Page 1 and 2: Making TransJakarta a World Class B
Page 3 and 4: V. INCREASING THE BUSWAY’S CAPACI
Page 5 and 6: The main reason the capacity on Tra
Page 7 and 8: The Harmoni Station is a special pr
Page 9 and 10: demand. If the single door bus and
Page 11 and 12: The difference in terms of daily ri
Page 13 and 14: This operational change would incre
Page 15 and 16: I.7. Priorities for Next TransJakar
Page 17: Lines Headway extension Travel time
Page 21 and 22: That being said, pedestrian safety
Page 23 and 24: II. INSTITUTIONAL RECOMMENDATIONS G
Page 25 and 26: ? DisHub procured a sub-optimal tic
Page 27 and 28: had also visited BRT systems in Bra
Page 29 and 30: encumber the TransJakarta BRT syste
Page 31 and 32: An additional 34 buses were procure
Page 33 and 34: Proposal to the City Maximum Points
Page 35 and 36: indefinite period of time. In these
Page 37 and 38: o 25 kilometers for stopping the bu
Page 39 and 40: the greatest flexibility in terms o
Page 41 and 42: prefer a ‘single-seat’ trip whe
Page 43 and 44: principal contract. The software to
Page 45 and 46: capability to do it, but they are n
Page 47 and 48: operation would be public. In Bosto
Page 49 and 50: TransJakarta’s ticketing departme
Page 51 and 52: The verification of the tickets sol
Page 53 and 54: trips, not a dollar amount. Each ti
Page 55 and 56: add value to cards should be stored
Page 57 and 58: IV.1. Projected Demand on Current C
Page 59 and 60: and Kota, and Kalideras and Kota),
Page 61 and 62: 14 3 7 8 9 6.5 3 6 Shops stairs inv
Page 63 and 64: Base scenario Lines Headway extensi
Page 65 and 66: IV. 3. Demand Impact of Different F
Page 67 and 68: Morning peak hour demand (paying pa
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If both the Blue and Green Lines ar
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The proposed fare was defined at Rp
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Jakarta - Desire Lines The current
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Passengers at Morning peak hour Lin
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Most urgently, TransJakarta should
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significant reduction of efficiency
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V.3.b. Mitigating Congestion Along
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V.3.e. Congestion Along Hayam Wuruk
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Existing Proposed 1 st S T A G E 2
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That being said, even after reconst
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VI. PHYSICAL DESIGN ISSUES ON CORRI
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For some high demand stations (such
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Corridor 2-3 Examples of minimum wi
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Bus Bus The offset of the pedestria
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Photo 2: Pulogadung - Flamboyan (Me
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VI.4.a.iii. ITDP and DisHub Suggest
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3.5 2.5 1.5 0.5 3 2 1 0 0 10 20 30
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The typical cross section correspon
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Photo 6: Buses parking on express a
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traffic. This practice should not b
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ITDP recommendation (after the BRT
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Our proposal would be a simpler 2-p
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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No suggestions, as right turns on c
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Photo 11: Roxy Mas trade center Rai
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
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3.5 2.5 1.5 0.5 3 2 1 0 Type Sidewa
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U- turn capacity(fig 2 lay-out) Cap
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. . 1 2 Off course the present U-tu
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period, and the expansion of the da
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Globally, the calibration is very s
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