TransJakarta System : Sustainability vs Subsidy
The Potential BRT in Asia
Taufik Adiwianto
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
5,000,000
6,000,000
7,000,000
8,000,000
9,000,000
10,000,000
11,000,000
12,000,000
2000 2002 2005 2010 2015 2020Tahun
Po
pu
lasi
Pe
nd
ud
uk
Trend of Population Growth
2010
Average Speed in Morning Peak Hour
5.302.194
7.384.939
9.445.808
545.310693.099940.834
847.7501.078.663
1.465.912
620.702791.2951.148.528
Year 2002 , 2010 , 2020
Daily Trip Forecast (Public Transport) – Greater Jakarta
TransJakarta SystemGeneral Description:Route Length : 12,9 kmNumber of Station : 20Station Spacing (avg) :
650 mFleet Size : Initial 56 - 140 busesHeadway : Peak Hour : 2 minutesOperation : 05:00 – 22:00Fare : Rp. 1.500 from 05:00 -
07:000 Rp. 2.500 from 07:00 - 22:00
Integrated Fare : Rp. 3.800 AC - Rp. 2.900 Non-AC
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.
Organizational and Management of TransJakarta
Head
Finance Division
Ticketing Division
Infrastructures and Facilities
Division
Control of Operation Division
Operational Management
Division
Secretariat
Is a management agency of busway
Established by a governor decree no: 110/2003 (dated 31 December 2003)
Is a transitional agency, based on Local Regulation on Public Transportation No. 12/2003 (Article 109)
An independent transport authority to be established by local regulation (article 109 – 1)
Management Framework of Busway Operation
TRANSJAKARTA
Planning, Programing, Controlling
BuswayOperator
Ticketing Revenue Collector
Feeder Bus Operator
Trustee
PT. JET(Jakarta Expres Trans)
PT. Lestari Abadi
More Than 5 Bus Operators
Bank DKI
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.
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.
Passenger Growth
Month Monthly Passenger
February 1.154.399
March 1.431.231
April 1.376.984
May 1.442.700
June 1.468.293
July 1.557.677
August 1.482.045
September
1.446.179
October 1.566.173
Passenger Trips Carried - February - October 2004
1,468,293
1,557,677
1,482,045
1,446,179
1,566,173
1,442,700
1,376,984
1,431,231
1,154,399
1,000,000
1,100,000
1,200,000
1,300,000
1,400,000
1,500,000
1,600,000
1,700,000
February March April May June July August September October
Load Factor - TransJakartaPeriod Weekday Load Factor
HeadwayNumber of BusTime Operation
Weekend Load FactorHeadway
Number of BusWeekend
5:00:00 52% 16 42% 16
6:00:00 79% 40 75% 16
7:00:00 101% 51 55% 30
8:00:00 86% 51 68% 30
9:00:00 103% 35 58% 45
10:00:00 101% 35 69% 45
11:00:00 79% 51 75% 45
12:00:00 85% 51 85% 45
13:00:00 92% 51 95% 45
14:00:00 91% 51 95% 45
15:00:00 97% 51 90% 45
16:00:00 132% 51 91% 45
17:00:00 143% 51 73% 45
18:00:00 91% 51 87% 30
19:00:00 83% 35 66% 30
20:00:00 59% 30 76% 20
21:00:00 67% 16 68% 16
Total Bus-Km Production
Month Bus-km
February 394.571
March 470.538
April 401.735
May 404.690
June 390.790
July 399.491
August 418.287
September 394.162
October 415.667
J umlah Produksi Bus-km Februari s/d Oktober 2004
0
50.000
100.000
150.000
200.000
250.000
300.000
350.000
400.000
450.000
500.000
Pebruari Maret April Mei Juni Juli Agustus September Oktober
Passenger/Bus-KmJ umlah Penumpang per Bus-km
0,00
0,50
1,00
1,50
2,00
2,50
3,00
3,50
4,00
4,50
Pebruari Maret April Mei Juni Juli Agustus September Oktober
Penum
pang
OM Cost vs Revenue (with Security Expenditure)
O & M Cost vs. Revenue dengan Biaya Operasional Satgas
3.807.678.896 3.819.994.617
3.623.017.051
3.791.371.616
2.845.030.125
3.508.426.350
3.373.482.500
3.533.738.100
3.597.666.400
3.821.281.400
3.624.258.700
3.535.936.500
3.830.482.1003.702.304.028
3.762.556.4273.784.964.734
3.466.530.822
4.424.190.733
2.700.000.000
2.900.000.000
3.100.000.000
3.300.000.000
3.500.000.000
3.700.000.000
3.900.000.000
4.100.000.000
4.300.000.000
4.500.000.000
Pebruari Maret April Mei Juni Juli Agustus September Oktober
O & M COST REVENUE
OM Cost vs Revenue (without Security Expenditure)
O & M Cost vs. Revenue Tanpa Biaya Operasional Satgas
3.541.841.3963.513.678.617
3.372.921.051
3.469.221.116
2.845.030.125
3.508.426.350
3.373.482.500
3.533.738.100
3.597.666.400
3.821.281.400
3.624.258.700
3.535.936.500
3.830.482.100
3.870.982.733
3.358.530.802
3.515.866.8343.540.909.727
3.481.209.478
2.700.000.000
2.900.000.000
3.100.000.000
3.300.000.000
3.500.000.000
3.700.000.000
3.900.000.000
4.100.000.000
Pebruari Maret April Mei Juni Juli Agustus September Oktober
O & M COST REVENUE
OM Cost Components
Bus Operator70%
Tiketing Operator16%
BP Transjakarta14%
O & M Cost per Passenger (Rupiah per Penumpang)
0
500
1.000
1.500
2.000
2.500
3.000
3.500
Pebruari Maret April Mei Juni Juli Agustus September Oktober
Cos
t -
Rup
iah
OM Cost/Passenger
0,00
10,00
20,00
30,00
40,00
50,00
60,00
70,00
February March April May June July August September October
Passengers per Round TripFebruary - October 2004
Passenger/Round Trip
Public Opinion about The New System
Schedule Adherence, 8%
Frequency, 1%
Comfort, 11%
Traffic Safety, 5%
Security, 12%
Total Travel Time, 42%
Traffic Congestion, 13%
Total Travel Cost, 5%
Accesibility, 1%Cleanliness, 1%
Composition of Mode Used before Busway
AC Bus, 35%
Non-AC Bus, 32%
Private Cars, 14%
Motorcycles, 6%
Walking, 6%
Taxi, 5%
Trains, 1%
Bajaj (Three w heeled, 2- passenger vehicle) 1%
Intensity of Busway Ridership along the Blok M – Kota Corridor
Sometimes59%
Never14%
Often17%
No Reponse10%
Public Perception of Busway Fare
Very Expensive8%
Expensive6%
Reasonable57%
Cheap21%
Very Cheap8%
Accesibility of Busway System
BLOK M BUSWAY ACCESS MODE
74%
Walking; 5%
Taxi; 1%Omprengan;
0%Private Cars;
3%
Motorcycles; 6%
Trains; 3%
AC Bus; 5%
Feeder Bus; 3%
Others; 0%
KOTA BUSWAY ACCESS MODE
Non-AC Bus; 49%
Others; 0%
Feeder Bus; 0%
AC Bus; 0%
Trains; 15%
Motorcycles; 0%
Private Cars; 2%
Omprengan; 12%
Taxi; 0%
Walking; 22%
REST-OF-STATIONS BUSWAY ACCESS MODE
Non-AC Bus; 49%
Others; 3%Feeder Bus;
1%
AC Bus; 10%
Trains; 0%
Motorcycles; 6% Private Cars;
13%
Omprengan; 3%
Taxi; 4%
Walking; 32%
Conclusion
• Subsidy given by the local government for busway operation (O&M 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.