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

had also visited BRT systems in Brazil, Bogota, and Quito, the three best systems in the
world. Despite this, much of this technical advice was not heeded.
These technical problems could have been avoided either by having the Governor give
real power to the Tim Coordinasi, by having a leadership at DisHub with a higher level of
technical competency and/or concern, and/or perhaps by giving the planning process
more time.
To avoid similar technical mistakes in the future corridors, from an institutional
perspective, it is imperative that the Governor empower someone with sufficient
technical grounding in Bus Rapid Transit system design to make the final decisions on
design and routing in future corridors. This could be done either by giving a technical
person outside of DisHub veto-power over DisHub’s final designs, or by replacing the
leadership at DisHub with persons of a higher level of technical understanding, or by
transferring the planning powers to TransJakarta. Any of these would be necessary but
insufficient to ensure good technical outcomes.
II.2. TransJakarta’s Institutional Structure
While TransJakarta was being constructed, DKI Jakarta decided not to rely on DisHub to
operate and manage the new TransJakarta system, but to create a new entity. While the
original idea was to insulate TransJakarta management and operational decisions from
political interference, the way TransJakarta was initially set up severely constrained its
influence and left much of the critical decision-making powers in the hands of DisHub.
There were three critical differences between TransJakarta and TransMilenio. Unlike
TransMilenio,
o TransJakarta does not have the capacity, the budget, or the clear mandate to do the
planning for the future TransJakarta corridors.
o TransJakarta does not directly control the revenue from ticket sales
o TransJakarta does not have the power to regulate bus routes in the TransJakarta
corridors.
TransJakarta was created on December 31, 2003, when Governor Sutiyoso issued decree
No. 110/2003 establishing a busway managing company named Badan Pengelola
Transjakarta, or BP TransJakarta. Transjakarta was created as a BP – Badan Pengelola
because it can be done directly by the Governor without requiring an act of the regional
parliament, DPRD. BP TransJakarta currently has responsibility only to manage and
control the 12.9 km busway operating between Blok M and Kota. This includes
supervising the operating contract, the ticketing system contract, maintenance of the
stations and pedestrian walkways connecting to the pedestrian overpass, and security on
TransJakarta buses.
Final Recommendations for TransJakarta, p. 27