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

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 11523 3201 13.47 2732 1973 1228 40
1500 70 13653 3283 9.87 2668 1927 1356 46
1000 110 16374 3719 7.94 2844 2054 1666 53
1500 50 18270 4129 10.68 3491 2521 1607 62
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. The long trips, from Kalideres and Pulogadung to the central area and
BlockM principally are penalized. While in compensation short trips equilibrate the
passenger balance, there will be disbenefits in the mixed traffic lanes as these longer
distance trips are lost to ordinary buses and paratransit routes. Another problem is that in
option I and II above, the passengers volumes on corridors 2 & 3 decrease, and increase
for corridor 1. Because Corridor I will be facing serious capacity problems unless they
are rectified before opening the corridor, while capacity problems will be less of an issue
on Corridor II and III, it would be better from the perspective of optimizing the efficiency
of the service to push more demand onto Corridors II and III.
trips
2000
1800
1600
1400
1200
1000
800
600
400
200
0
Trip length distribution
0 5 10 15 20 25 30
distance
Flat fare Option 1 Option 2 Option 3
Therefore, the optimal fare should flatten out for longer trips, avoiding too much short
trips thru a reasonable minimum fare value (Rp1500).
Therefore, ITDP recommends that the whole system shift to a distance based fare
with Rs.1500 as the base fare and an additional Rs.50 per kilometer for the whole
system.
Final Recommendations for TransJakarta, p. 67