Bus rapid transit (BRT) – in

Jakarta

Presentation originally by
T. Ari Fitriadi
(1704201010001)

University of UNSYIAH
 PRELIMINARY

Rapid and unconstrained growth of private vehicle use in

developing cities has real and significant consequences for
cities and the people living in them. Environmental impacts
such as degraded air and water quality soon translate into
human impacts such as asthma and premature mortality. Cities
are often transformed to make way for cars. New roads replace
land used for living space, and new viaducts sever
neighbourhoods and block non-motorised transport.
Rapid Transit Mode Comparisons
Rapid Transit Mode
Statistic
BRT LRT
ROW Options Exclusive or Mixed Traffic Exclusive or Mixed Traffic
Station Spacing 1/4 to 1 Mile 1/4 to 1 Mile
Vehicle Seated Capacity 40 to 85 Passengers 65 to 85 Passengers
Average Speed 15-30 mph 15-30 mph
P/H/D (exclusive ROW) Up to 30,000 Up to 30,000
P/H/D (arterial) Up to 10,000 Up to 10,000
Capital ROW Cost/Mile $0.2M to $25M/Mile $20M to $55M/Mile
Capital Cost/Vehicle $0.45M to $1.5M $1.5M to $3.5M
O&M/SH $65 to $100 $150 to $200
Table 1: Potential planning benefits
 INTRODUCE
TransJakarta (stylised as transjakarta) is a bus rapid transit
(BRT) system in Jakarta, Indonesia. The first TransJakarta line opened
to the public on 15 January 2004.[It was free for the first two weeks,
after which commercial operations started on 1 February 2004.

TransJakarta was built to provide a fast, comfortable, and

affordable mass transportation system. To accomplish those
objectives, the buses were given lanes restricted to other traffic and
separated by concrete blocks on the streets that became part of the
busway routes.
 GENERAL SPECIFICATIONS
• All TransJakarta buses (except those with diesel / biodiesel) are CNG-
type gas (CNG), and are filled in certain SPBGs. These buses are made
using special materials. For interior ceiling ceilings, use fireproof
material so that in the event of a spark it will not spread. For the frame,
use galvanil, a type of zinc and iron alloy that is sturdy and rust
resistant (applies on certain buses).
• The bus door uses 3 systems, namely a folding system, a sliding system,
and a rotary system that can automatically be controlled from the
console in the driver's panel. The door opening mechanism on a single
bus corridor 2-8 as well as an articulated bus of the Komodo type has
been converted into a sliding system. Near the passenger seats, the rear
of which is a shifting doorway, security is made of acrylic glass to avoid
bumping the passenger body parts by the sliding door.
• Each bus is equipped with electronic bulletin boards and loudspeakers that
notify stops that will be passed immediately to passengers in 2 languages,
namely Indonesian and English. But on new buses (except Hino TJSB) only use
Indonesian, but it rings twice.
 CORRIDOR
• When TransJakarta commenced in 2004, 15 corridors were
planned and 13 are now operational. Corridors 14, and 15 are
designed to be a grade-separated elevated BRT line.
TransJakarta BRT network is connected with KRL Commuter
Jabodetabek and Jakarta MRT in Corridor 13, which was set to
be completed in 2016.
• Other than mai BRT routes, TransJakarta operates 11 BRT
express routes (shortened version of the normal BRT routes),
25 city bus routes integrated to BRT stations, 10 suburban
routes to satellite cities, and 8 routes serving low cost
apartments
TRANSJAKARTA MAP
Bus way Line
Bus way Line
 Transjakarta stops are designed differently from other public
transport stops. The platform height (stop floor) is set as high as 110
cm from the road surface, adjusting to the height of the bus door. The
location of Transjakarta stops is generally in the middle of the road,
except for one-way roads and roads with minimal road boundary areas.

Construction of shelters is dominated by aluminum, steel and glass.

For some corridors, the construction of the bus stop uses concrete (new
stops). Air ventilation is provided by providing aluminum grating on
the side of the stop. The floor of the shelter is made of steel plates. The
bus stop uses an automatic sliding system that will open directly when
the bus has docked at the bus stop but many do not work. Seats, bins
(certain buses) are provided inside the bus stop, and information
boards about the Transjakarta route or others.
• Fleet 1type of bus
Transjakarta is operated by using 1347 buses, consisting of
single buses and articulated buses. The bus used as a
Transjakarta transport fleet is:

• Zhongtong Cooperate Bus

• Bus with Scania
• The Bus Teams Up with Yutong
• Hino Bus
• Mercedes-Benz Bus
• Coach International Bus Level (BCI) Bus
• MAN Level Bus
• Mercedes-Benz Level Bus
• Fleet 1type of bus
Transjakarta is operated by using 1347 buses, consisting of
single buses and articulated buses. The bus used as a
Transjakarta transport fleet is:

• Zhongtong Cooperate Bus

• Bus with Scania
• The Bus Teams Up with Yutong
• Hino Bus
• Mercedes-Benz Bus
• Coach International Bus Level (BCI) Bus
• MAN Level Bus
• Mercedes-Benz Level Bus
ILUSTRATION BRT OF LANE
CAPACITY
Operator

In its operation, Transjakarta is supported by several operator companies that

manage fleets that serve each corridor. The operators are:
PT. Swakelola Management Unit Jakarta Transportation (TJ) - Corridor 1-12
PT Jakarta Express Trans (JET) (not operating since June 10, 2013)
PT Trans Batavia (TB) - (Not operating since January 2016)
PT Jakarta Trans Metropolitan (JTM) - Corridors 4 and 6
PT Primajasa Perdanaraya Utama (PP) - Corridor 8
PT Jakarta Mega Trans (JMT) - Corridors 5, 7A and 7B
PT Eka Sari Lorena (LRN) - Corridor 5 and
PT Bianglala Metropolitan (BMP) - Corridors 9, 10, 12 and Amari
PT Trans Mayapada Busway (TMB) - Corridor 9 and 10
Perum DAMRI (DMR / DAMRI) - Corridor 1, 8, 11
Kopaja (starting June 24, 2015) -BKTB, 4, 6A, 7A, and 7B
Mayasari Bakti (around 2016) - Plan Corridors 2 and 3
Perum PPD - Corridors 2, 3, 4 and 6
 Shelter Transjakarta
• Construction of shelters is
dominated by aluminum, steel and glass.
For some corridors, the construction of
the bus stop uses concrete (new stops).
Air ventilation is provided by providing
aluminum grating on the side of the stop.
The floor of the shelter is made of steel
plates. The bus stop uses an automatic
sliding system that will open directly
when the bus has docked at the bus stop
but many do not work. Seats, bins
(certain buses) are provided inside the
bus stop, and information boards about
the Transjakarta route or others.
Shelter Transjakarta
 TICKETING AND FARES
• The ticket system at the Transjakarta bus stop since 2013 uses e-
ticketing, instead of cash. The corridor operator does not issue the card,
but uses a prepaid card issued by the bank. These banks are Bank
Rakyat Indonesia (BRIZZI), Bank Central Asia (Flazz), Bank Negara
Indonesia (Tapcash, Kartu Aku, and Rail Cards), Bank Mandiri (e-
money, e-Toll Card, Indomaret Card, and GazCard), Bank DKI
(JakCard), as well as Bank Mega MegaCash.
• Initially, customers only made ticket transactions by way of Tap In at
the Barrier Gate when they entered the stop. Next, as of August 17,
2016, customers must also tap out when they leave the bus stop.
Electronic money balances will only be deducted at the time of Tap In
(entering the stop). There is no change in rates related to the application
of Tap Out. By doing Tap Out, the customer has helped Transjakarta get
data about the customer's destination. This data will be used to improve
routes and services more optimally according to the needs of loyal
Transjakarta users.
Ticketing & Top Up
• ProceduresCards can be purchased at banks providing prepaid cards
and counters at all Transjakarta.
• sheltersFilling out the balance can be done at ATMs, related banks,
and stop counters. The card, (except for Bank DKI (JakCard) and
Mega MegaCash Bank), can also be used as Commuter Line tickets.
TICKET COUNTER
Directions for Using Tickets

E-ticket users do not have to queue at the bus stop, just by tap-in at
the entrance to the stop (barrier) then enter the stop
If the balance runs out, then when the barrier door tap-in cannot be
played and the card user can refill at the stop or atm counter and the
merchant working with the bank.
All Transjakarta users who will exit the bus stop to tap out before
leaving the final destination. Customers do not need to tap for transit, tap
out is only done at the final destination stop.
USING TICKETS
Another take on costs
 Conclusions

• BRT quick to implement – politically attractive

• Does not always have to be heavily engineered – can combine a range of
infrastructure
• Can be implemented incrementally
• Ultimately it’s about reliability, directness, convenience, premium
service, good image
• Low cost, high capacity alternative to rail
“ THANK YOU “