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

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Operator. By having a Clearing Center Operator separate from TransJakarta, it could handle transactions outside of TransJakarta. The Clearing Center Operator must o guarantee that all transactions are received without modification in a clearing center. It must be the only one that knows the secret keys used to add and deduct value and that should reside in both the equipment and the smart cards. o Develop a safe protocol for the transmission and storage of those secrets keys inside the Operator´s equipment. o Issue (Initialize) the smart cards with the secret keys. o Define a communication process to maintain and update a Database with all transactions. o Define routines to check the integrity (no transactions missing) of the information received. Whether the Clearing Center Operator is operated directly by TransJakarta or by a consortium of different agencies (commuter rail, ferry, monorail, etc), depends on whether or not a ticketing system is wanted for use both inside and outside of the TransJakarta system. System outline The basic idea is to have a single card, that can be recharged in many places, and can be used for multiple purposes Add value transactions TransJakarta Ticketing Operator $ m Ship Ticketing operator $ n Bus Ticketing operator $ o ... operator $ p Added Value $A City Card Deduct value transactions $ x $ y $ w $ z Deducted Value $D TransJakarta Ticketing Operator Ship Ticketing Operator Bus Ticketing operator ... operator January 13, 2005 © Fabio Gordillo While the current smart card is okay for multi-application use, it would need to be programmed differently, and this requires an upgrade of the existing software. While the consultant was not given access to the actual program running the fare collection system, our understanding is that it currently works like an electronic token system rather than an ‘e-purse’ or a cash card. In other words, the ‘smart’ cards have on them only a number of Final Recommendations for TransJakarta, p. 52
trips, not a dollar amount. Each time the card is used another trip is deducted, but this trip is not translated into a dollar value. This is a much simpler program than with an e- purse because currently the system only needs to count transactions, whereas with an e- purse the central database needs to keep track of the value of each transaction. Therefore, to use in a multi-purpose environment or for discount tickets, the ‘token’ approach needs to be replaced with an ‘e-purse’ or cash card approach, and the main software and the turnstile software therefore needs to be changed significantly. Upgrading the software to use the “e-purse” technology available in the existing cards requires having access to the access codes that are currently used to initialize and program the cards. The equipment provider has these codes but thus far has refused to provide them to DisHub or to TransJakarta, and they are not contractually obligated to do so. Some analysis should be done to determine whether it will be more cost effective to simply replace the existing tickets and equipment, to purchase the codes from the equipment supplier, or to hire someone to break the codes. The fare cards used in Jakarta have 16 separate storage locations with 16 separate passwords. Each of these sectors is programmed separately. If the access codes cannot be received or purchased from the equipment provider, if not all of the 16 sectors on the current ‘smart’ cards are already programmed, it is possible that the current cards could be reprogrammed using a new access codes. If most or all of the 16 sectors in the current ‘smart’ card are already programmed, and the access codes cannot be obtained from the equipment provider, then a new technology provider would have to develop the new application in a new set of cards, and all of the existing cards would have to be replaced with these new cards. III.5 Final Recommendations on the TransJakarta Ticketing System The current ticketing system for TransJakarta provides neither a good service nor security for the revenue stream. We recommend that all of the problems be addressed systematically and all at once to avoid adding further headaches. No consultant, however, can tell DKI Jakarta what sort of ticketing system it wants. Jakarta must decide for itself what sort of ticketing system it wants. Furthermore, any changes need to be implemented in a manner which minimizes disruption of the existing operations. Based on our preliminary analysis, however, we would recommend the following: 1. TransJakarta should be transformed into PT TransJakarta. 2. 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. Final Recommendations for TransJakarta, p. 53
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 and 18: Lines Headway extension Travel time
Page 19 and 20: While various BOT options are avail
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: The verification of the tickets sol
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
Page 69 and 70: If both the Blue and Green Lines ar
Page 71 and 72: The proposed fare was defined at Rp
Page 73 and 74: Jakarta - Desire Lines The current
Page 75 and 76: Passengers at Morning peak hour Lin
Page 77 and 78: Most urgently, TransJakarta should
Page 79 and 80: significant reduction of efficiency
Page 81 and 82: V.3.b. Mitigating Congestion Along
Page 83 and 84: V.3.e. Congestion Along Hayam Wuruk
Page 85 and 86: Existing Proposed 1 st S T A G E 2
Page 87 and 88: That being said, even after reconst
Page 89 and 90: VI. PHYSICAL DESIGN ISSUES ON CORRI
Page 91 and 92: For some high demand stations (such
Page 93 and 94: Corridor 2-3 Examples of minimum wi
Page 95 and 96: Bus Bus The offset of the pedestria
Page 97 and 98: Photo 2: Pulogadung - Flamboyan (Me
Page 99 and 100: VI.4.a.iii. ITDP and DisHub Suggest
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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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