Initiating Bus Rapid Transit in Jakarta, Indonesia

Abstract

On February 1, 2004, a 12.9-km (8-mi) bus rapid transit (BRT) line began revenue operation in Jakarta, Indonesia. The BRT line has incorporated most of the characteristics of BRT systems. The line was implemented in only 9 months at a cost of less than US$1 million/km ($1.6 million/mi). Two additional lines are scheduled to begin operation in 2005 and triple the size of the BRT. While design shortcomings for the road surface and terminals have impaired performance of the system, public reaction has been positive. Travel time over the whole corridor has been reduced by 59 min at peak hour. Average ridership is about 49,000/day at a flat fare of 30 cents. Furthermore, 20% of BRT riders have switched from private motorized modes, and private bus operators have been supportive of expanding Jakarta's BRT. Immediate improvements are needed in the areas of fiscal handling of revenues and reconfiguring of other bus routes. The TransJakarta BRT is reducing transport emissions for Jakarta and providing an alternative to congested streets. The BRT provides a tangible vision for an effective, viable, and sustainable public transportation system in Jakarta and elsewhere.

An empirical analysis of the impact of a bus rapid transit system on the concentration of secondary pollutants in the roadside areas of the TransJakarta corridors

“…On the other hand, HDTs release more than three times the concentration of NO x of passenger cars, and almost 71 times that of motorcycles (Nugroho et al 2004). Buses emit 4.8 times the concentration of NO x of passenger cars and 185 times the NO x emitted by motorcycles (Ernst 2005). The modal shift owing to BRT operation not only reduces vehicle emissions, as mentioned in previous studies, but also changes secondary pollutants that may influence the concentration of surface ozone and secondary particles, which would automatically affect the total PM 10 concentration.…”

“…The TransJakarta bus rapid transit (BRT) system began operation of the first lane on 15 January 2004, on a trial basis, beginning revenue operation on 1 February 2004 (Ernst 2005). This system is known as the TransJakarta busway, and it includes the key elements of a BRT system.…”

“…It has also been observed that there has been a further increase in this shift from 14 to 15% (Alvinsyah 2005). In the first month of operation of the TransJakarta BRT (Ernst 2005), approximately 20% of BRT passengers had previously used a private motorized vehicle for the same trip (a 14% shift from private car use and a 6% shift from motorcycle use). This is a promising situation, where the day-to-day use of the BRT is gradually increasing.…”

“…This is a promising situation, where the day-to-day use of the BRT is gradually increasing. Based on the study by Ernst (2005), the modal shift from car and motorcycle to bus in the first corridor of Jakarta's BRT has reduced the NO x emissions to a value of around 212 kg/day and particulate matter with an aerodynamic diameter of less than 10 lm (PM 10 ) to a value of 31 kg/day. Another study (Soehodho and Alvinsyah 2007) has discussed its impact on traffic and the environmental consequences of the reduction in the concentration of CO and NO x emissions.…”

“…It is possible that increased ultraviolet radiation intensifies ozone formation. A higher level of bus activity would release more NO than cars and motorcycles (Ernst 2005), and a higher NO concentration would result in increased ozone inhibition and thus a lower initial ozone concentration in a BRT corridor compared with a non-BRT corridor.…”