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

IV. 3. Demand Impact of Different Fare Structures
ITDP was asked by TransJakarta:
o What would be the optimum flat fare
o What impact would shifting to a distanced based fare on one or more corridors
have on revenues and profitability.
o What would be the impact of having distance-based fares on Corridor II and
III but flat fares on Corridor I, and forcing passengers to pay again when
transferring between lines I, II, and III
IV.3.a. Optimal Flat Fare
ITDP found that the optimum fare given the system’s current capacity would be Rs.2100.
This would yield both higher revenue and higher profits than the current Rs.2500 fare due
to capturing more short distance trips along the corridor.
Morning peak hour
demand
(paying
passengers)
max
frequency
bus/h
collected running operating gain
fare Rp
fare USD km cost USD USD
2500 11523 3201 2732 1973 1228 40
2200 14634 3577 3248 2346 1231 52
2100 16511 3853 3618 2613 1239 56
2000 18191 4042 3955 2857 1186 63
1800 21640 4328 4516 3262 1066 69
1600 25172 4475 5153 3722 753 77
1400 28759 4474 5671 4096 378 86
1300 30445 4398 5842 4219 178 89
Even if passenger trips is maximized at a fare around Rp1500, the optimal fare is around
Rp2100, when factoring in operating cost, which increase proportionally to the demand.
If the corridor were designed to handle higher capacity, and the desire was to maximize
ridership, a Rp1800 fare would still generate reasonable profits.
IV.3.b. Flat fare .vs. Distance-Based Fare
For Corridor I from Block M to Kota, three different distance based fare systems were
tested.
- With a minimum fare of Rp2000 + Rp50 per kilometer
- With a minimum fare of Rp1500 + Rp100 per kilometer
- With a minimum fare of Rp1000 + Rp160 per kilometer
Final Recommendations for TransJakarta, p. 65