Transportation Deployment Casebook/2024/Jakarta BRT system

Technology
Bus Rapid Transit (BRT) is a bus system with special lanes, stations, and vehicles that operate with higher speed, reliability, and safety than a regular bus in its own separated right-of-way independent from other traffic. It has been the primary mode of transportation in Jakarta, the capital city of Indonesia, for the past two decades.

There are some main characteristics that BRT has :

BRT can provide high-quality massive transportation that costs much less than an LRT system. Other than that, it gives several advantages. First, the right-of-way prevents buses from getting stuck in traffic jams, the high reliability of its timetable, and improved safety. Second, the wide door and the same level between the platform and the bus make boarding and getting off a smooth and efficient process. It leads to more efficient dwelling time in the station and equality for those who use wheelchairs. Third, BRT has the flexibility to operate on all kinds of roadways, can use higher or lower capacity vehicles depending on the need of the service, and could also adopt alternative routes in case of eventual work or accidents.
 * Running ways: BRT vehicles generally operate on exclusive transit routes or dedicated bus lanes. Vehicles may also work in regular traffic
 * Stations: BRT stations range from enhanced shelters to major transit centers
 * Vehicles: Quiet, high-capacity vehicles employ clean fuels to help the environment
 * Intelligent Transport System (ITS): ITS technologies provide automatic vehicle locating (AVL) systems, passenger information systems, and traffic signal preference at intersections
 * Service patterns: High-frequency service. The combination of local and express services can shorten long-distance travel times

Due to its lower cost and flexibility compared to rail-based transportation, the BRT could be developed within various markets, from minor to megacities, with a population of 200.000 – 10 million. However, BRT has been chiefly used in large cities as an alternate or complementary public transportation solution when rail is not feasible or inexpensive.

Context
During the Dutch colonialization era in 1869, Batavia (Jakarta) had its first mass public transport system, which was horse trams running along the main streets. It quickly became a favorite among the people until problems emerged due to horse feces and the exhaustion of the horses. To solve this issue, trams switched to steam power in 1883 before switching to electric power in 1886. The electric trams were quieter and did not emit thick black smoke like the steam trams, making them the primary mode of public transport. The steam trams were then used as freight trains from the border area of Batavia.

Unfortunately, the tram system was discontinued in 1962 due to its outdated nature, high maintenance costs, and the availability of city buses as a more efficient means of transportation. In 1963, 100 buses from Australia operated as the new public transportation in Jakarta. Besides the city buses, small-sized passenger cars, namely Oplet, have also emerged as alternative public transportation. Then, in 1979, it changed to Mikrolet, which had the same function but with a newer car and advanced machines because the older Oplet was no longer functioning correctly.

Jakarta then became a metropolis that continues to grow rapidly. However, its public transportation system relies heavily on road-based modes of buses and paratransit. Private companies or groups of individual owners rent out buses on a daily cash basis to operators who provide services that are not standardized. Additionally, the poor quality of public transportation has prompted people to switch to private vehicles, contributing significantly to the city's transportation. Despite past efforts to enhance mass transit, such as implementing a curbside bus-only lane in the primary business center during the 1980s, enforcement has been challenging and inadequate. These issues, along with unregulated motorization leading to a decline in the quality of life and the lack of proper public transportation, prompted the implementation of the first BRT program in Jakarta, Indonesia.

Invention
Bus Rapid Transit (BRT) was first proposed in 1937 in Chicago and aims to transform the rail lines on highways and local streets into express bus routes featuring dedicated lanes. In the late 1950s, Washington DC included grade-separated busways in its transit plan to alleviate traffic congestion. In 1963, Robert Crain introduced key BRT concepts such as exclusive lanes, pre-boarding fare collection, and traffic priority, now standard features in BRT systems worldwide. Crain's analysis suggested that BRT could provide high-capacity transit at a fraction of the cost of rail while highlighting the importance of passenger information, marketing the service, and overcoming negative perceptions of public transit. One of the first busways was introduced in 1969 on the Henry G. Shirley Memorial Highway in Northern Virginia, USA. Runcorn, a town in the UK, opened its inaugural busway corridor in 1971. This corridor was an elevated section that connected to a retail center. The 22-kilometer Runcorn busway played a crucial role in transforming the urban landscape.

The idea of modern BRT was first realized with the introduction of the "land tube" in Curitiba, Brazil, in 1973. The city had initially planned for a rail-based system, but due to limited investment, it created exclusive bus lanes departing from the city center instead. This innovative transportation system, which featured tube-shaped stations and articulated buses, quickly became a global example of excellence, prompting further development in the city.

Although mechanically guided busways emerged in Essen, Germany, and other parts of Europe during the 1980s oil crisis, BRT expansion stopped. In the 1990s, BRT was often regarded as a less desirable alternative to rail, particularly in smaller cities or those with limited budgets. However, the inauguration of the TransMillenio system in Bogota in 2000, serving over 7 million people, demonstrated BRT's ability to serve large cities efficiently. TransMilenio includes a dedicated busway, articulated buses, upgraded stations, an innovative card-based fare collection system, an updated control system, and a low-cost option for low-income customers. TransMilenio trunk routes run on a dedicated busway in the city center.

Early Market Development
In its initial development, Transjakarta (the BRT system in Jakarta) aims to serve the Sudirman – Thamrin area, the Central Business District (CBD) of Jakarta. Transjakarta’s first corridor connected this area from the southern to the northern side, namely the Blok M to Kota corridor, which is 12,9 km long.

While the existing commuters get good quality public transport, Transjakarta also tries to catch a new market in its first corridor by integrating the Blok M station to surrounding malls with easy and comfortable tunnel access. Meanwhile, Kota station also provides a wide pedestrian pathway from the station to Kota Tua, a famous touristy area of old Batavia or Jakarta’s old town with Dutch-era buildings.

The Role of Policy
Transjakarta was inspired from BRT concept of Transmilenio in Bogota. During 2001 – 2003, the governemnt of Jakarta had some discussion with Bogota’s City Mayor and visited Bogota to learn more about this BRT system. This process was supported by a non-governmental organization, named the Institute for Transportation and Development Policy (ITDP), who conducted a review for BRT system world-wide and then provided technical assistance to the city of Jakarta during its initial development. Then, on 15 January 2004, the first corridor began to operate with the same concept as Transmilenio, which has a dedicated bus lane, collecting the fare in advance, and providing an elevated platform for quick boarding and alighting.

During the initial phase, Transjakarta innovated by placing an on-board staff member on each bus to assist passengers. These staff members were typically stationed near the door to ensure smooth boarding processes and to maintain security throughout the journey on the bus.

Some policies are applied in operating Transjakarta. A minimum standard of service is embedded to manage the operation of Transjakarta. It regulates the headway of the buses, the fares, and facilities in the service. On the other hand, to secure the right of way for Transjakarta, the city of Jakarta enacted a Local Government Regulation that prohibited private vehicles from passing through the busway. Violators may face imprisonment or fines.

The main characteristics of Transmilenio, which are utilized in Transjakarta, have become fundamental principles in planning new developments. Stations are situated in the median of the road with high platforms, and the bus fleet has become an integral component of Transjakarta's future infrastructure.

Growth Phase
In line with the growth of ridership and corridor expansion, Transjakarta has upgraded its service and infrastructure to accommodate more passengers and enhance service efficiency. Gradually, they increased their rolling stock and replaced buses with articulated buses. Additionally, starting in 2011, Transjakarta began efforts to serve the last-mile trip by providing feeder buses. They collaborated with existing bus companies serving those areas, such as Metromini and Kopaja, to ensure a minimum standard of service consistent with Transjakarta. Moreover, Transjakarta endeavored to meet passengers' needs more effectively. Since 2014, Transjakarta has operated 24 hours, providing special bus services from midnight until 5 AM. In 2016, they introduced special buses for women to enhance security and safety, addressing concerns about overcrowded buses and sexual harassment. The Kartu Layanan Gratis Transjakarta or Free Service Card (TJ Card) was also introduced in 2016 to encourage more passengers. Additionally, in 2017, Transjakarta partnered with a private company, Trafi, to offer real-time bus position information through a mobile application. Furthermore, in 2018, Transjakarta introduced a premium service called Royaltrans to cater to commuters seeking enhanced comfort.

The government has played a pivotal role in shaping Transjakarta's growth. A company was established to better manage Transjakarta and provide fare subsidies. In 2016, an odd-even vehicle policy was implemented to encourage public transportation usage and boost Transjakarta's ridership. Private companies have also been involved in manufacturing buses, developing fare collection systems, operating feeder services, and managing station facilities. Since 2006, private companies, supervised by the city government, have operated the second corridor. In 2013, banks were included to improve the ticketing system through smart cards.

One notable policy issue during TransJakarta's growth was capacity constraints, particularly during peak hours. To address this, TransJakarta implemented measures such as increasing bus frequency, optimizing scheduling, and expanding the fleet size. Despite criticism from existing bus companies, efforts were made to collaborate in providing feeder services. Additionally, Transjakarta introduced special services for people with disabilities.

The government has also adopted bold policies in its National Medium-Term Development Plan (RPJMN) to promote public transportation and restrict private vehicles. This served as the basis for other policies, including increased Transjakarta subsidies.

Maturity Phase
Transjakarta has implemented a range of sustainability efforts aimed at reducing emissions and enhancing service quality for passengers. One such initiative involves the introduction of low-emission buses, including e-buses, which began in 2022. This transition is designed to minimize the carbon footprint of the transportation system. Additionally, Transjakarta has integrated with other modes of transportation such as informal micro-buses through Jak Lingko integration program, expanding passengers' access to various areas more easily. Moreover, the system has modernized its stations to enhance convenience for commuters. Despite potential competition arising with the operationalization of the Mass Rapid Transit (MRT) system in 2019, Transjakarta has established connections with other lines and even experienced increased ridership following the MRT's commencement of operations. This is attributed to Transjakarta's role in facilitating MRT passengers' journeys to their final destinations, a service not provided by the MRT itself. Furthermore, Transjakarta and the MRT have collaborated to integrate several stations, improving transit efficiency and enhancing the overall customer experience. Transjakarta has not only integrated with the MRT but also extended its integration to include the LRT, which commenced operations in 2022.

Transjakarta leverages big data derived from ticketing information to revamp its service and deliver a customer experience that aligns with passengers' expectations. This data enables the transportation system to gain insights into people's travel patterns and make appropriate adjustments to enhance service delivery.

Data Collection and Methodology
To identify the periods of birthing, growth, maturity of Transjakarta, a model is used to predict the passenger of the mode.

$$S(t)=Smax/[1+exp(-b(t-ti)]$$

where:

The data used comes from the Jakarta Transportation Statistics, an annual publication created by the Central Agency of Statistics.
 * S(t) = the status measure,
 * t = time (usually in years),
 * ti = the inflection time (year in which 1/2 Smax is achieved),
 * Smax = saturation status level.
 * b = a coefficient to be estimated.

Results and Interpretation
The data from the initial year of operation and the most recent data published was used to construct the S-curve figure, with the projected model stated below:


 * Final Market Size (Smax) = 520 million passengers.
 * Slope (b) = 0.1304
 * Intercept (c) = -264.143
 * R2 = 0.7478
 * Inflection Time (ti) = 2024 (2024.392)

The graph above depicts the annual passenger growth trend, including both actual data and estimates based on modelling results. Compared to actual data, the modelling results show that Transjakarta is still in the growth stage and has not yet reached maturity. This is evident by the slope, which is still rapidly increasing.