TransJakarta System : Sustainability vs Subsidy

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The Potential BRT in Asia
TransJakarta System Sustainability vs Subsidy
Taufik Adiwianto
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Present Public Transport Problems

• Lack of Integration between Land Use and
  Transport System
• Lack of Integration between Different Modes of
  Transport
• Increase in Private Car Use

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Trend of Population Growth
2010
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Average Speed in Morning Peak Hour
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Daily Trip Forecast (Public Transport) Greater
Jakarta
9.445.808
7.384.939
5.302.194
545.310
847.750
693.099
1.078.663
940.834
1.465.912
620.702
791.295
1.148.528
, 2010
Year 2002
, 2020
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TransJakarta System
General Description Route Length 12,9
km Number of Station 20 Station Spacing
(avg) 650 m Fleet Size Initial 56 - 140
buses Headway Peak Hour 2 minutes Operation
0500 2200 Fare Rp. 1.500 from 0500 -
07000 Rp. 2.500 from 0700 -
2200 Integrated Fare Rp. 3.800 AC - Rp. 2.900
Non-AC
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TransJakarta System

• The aims of the busway system implementation are
• To increase bus passenger existing trip
• Lane separation from general traffic
• Reliable time schedule
• To improve comfort, security and safety for bus
  passengers
• To improve public transport services
  coordination
• To improve efficiency of bus operator
• To implement an effective bus fare system
• Public service standards suitable for the bus
  passenger in this system are
• Accessibility
• Security and safety
• Comfortable waiting space
• Minimum waiting time
• High service quality
• Availability of reliable information.

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Organizational and Management of TransJakarta
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Management Framework of Busway Operation
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Organizational Position of TransJakarta

• BP Transjakarta manages the busway system under
  The Governor Authority, does its task, function,
  and responsible to The City Secretary. BP
  TransJakarta is dependent organization.
• BP Transjakarta is a transitional organization,
  based on Local Regulation of Public
  Transportation No. 12, 2003 (article 109).
• Transportation problems in Jakarta have a wider
  complexity which needs to be solved by an
  independent council.

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Problems Encountered on Management Side

• Inadequate authority given to BP TransJakarta has
  led to lack of better performance in busway
  management.
• Most of physical and infrastructure maintenance
  activities are still under the authority of other
  local government agencies.
• Unavailability of formal regulations and tools
  that manage the coordination mechanisms between
  BP TransJakarta and other local government
  agencies involved in busway operation.
• The existing regulation gives less support to
  efficient operational process, thus the
  performance of service becomes less optimal.

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Passenger Growth
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Load Factor - TransJakarta
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Total Bus-Km Production
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Passenger/Bus-Km
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OM Cost vs Revenue (with Security Expenditure)
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OM Cost vs Revenue (without Security Expenditure)
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OM Cost Components
Passenger/Round Trip
OM Cost/Passenger
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Public Opinion about The New System
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Composition of Mode Used before Busway
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Intensity of Busway Ridership along the Blok M
Kota Corridor
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Public Perception of Busway Fare
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Accesibility of Busway System
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Conclusion

• Subsidy given by the local government for busway
  operation (OM Cost) has decreased.
• Due to the service improvement, the number of
  passenger has also increased, specifically during
  peak hour.
• It has been relatively successful in recovering
  its costs, despite the relatively low fare
• Public behavior in utilizing mass transportation
  has been improved along the busway lane.