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

The verification of the tickets sold each day by TransJakarta and Lestari Abadi means
there is no discrepancy concerning the total tickets sold each day. However, the reliance
on manual reports during this verification (because of an unreliable automated system)
means this agreed to amount may or may not be accurate. While ITDP has no evidence
of wrongdoing in Jakarta, the experience of other cities – in particular Bogotá’s
TransMilenio – is that manual reports can be easily altered.
A second, though less likely risk, is that someone could be illegally adding value to
tickets in a way which is not being recorded by the central computer, by using a
disconnected POS terminal, by copying the software, or by hacking into the access codes
on the cards.
III.4. Improving TransJakarta’s Ticketing System Flexibility:
Integration with Feeder Buses, Future TransJakarta Corridors, and
Other modes.
With the opening of Corridor II and III in the TransJakarta, the question of how the
ticketing system can be adapted to TransJakarta’s needs is again urgent.
Because the current ticketing system records only the number of trips on each card and
not a value, the system is unable to provide discounts during non-peak hours or free or
discount transfers between systems that are not physically integrated. It also means that
the multi-trip cards are unable to provide a discount off peak. The system is also unable
to move to a distance based fare, though we are not necessarily recommending a distance
based fare. Finally, the existing system cannot provide discount tickets for transfers with
commuter rail, planned monorail or boat commuting, nor can the card be used for other
commercial transactions.
The MIFARE contact less smart card now used in TransJakarta supports the
development of a multiple application card. Hardware components installed in the
existing system such as turnstiles, station computers, Local Area Networks, UPS,
communication hardware and central computers can also be used in the multi application
environment.
To develop such applications, however, TransJakarta needs to first develop a different
institutional arrangement. A Clearing Center Operator needs to be created that will
handle the transactions that add value to smart cards, and deducts value from the smart
cards. If the clearing center is going to provide a smart card service to multiple system
operators, such as for the commuter rail system, the feeder bus operators, the trunk line
operators, and ferry boat operators, then value might be added at terminals at each of
these locations. These ‘add value’ transactions would need to be fed into the central
computer of the Clearing Center Operator. When a trip is made on TransJakarta or on
one or the other systems, this transaction also has to be recorded with the Clearing Center
Final Recommendations for TransJakarta, p. 51