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Urban Railways in Asia

Japan Railway & Transport Review 35 • July 200336

Feature

Copyright © 2003 EJRCF. All rights reserved.

Improvement of Railway System inJakarta Metropolitan Area

Tomoyoshi Hata

Figure 1 Location of Jabotabek Area

BekasiBekasiBekasi

TangerangTangerangTangerang

DepokDepokDepok

AUSTRALIA

Australia Sea

PHILLIPPINES

SulawesiSulawesiSulawesiKalimantan

SumatraSumatraSumatra

Java

Jabotabek Area

Java Sea

Indian Ocean

SINGAPORE

MALAYSIA

Irian Jaya

BogorBogorBogor

JakartaJakartaJakarta

Introduction

Jakarta is the capital of the Republic ofIndonesia but the socio-economic areais no longer limited to just Jakarta, andhas grown to include the surroundingsuburbs of Bogor, Tangerang and Bekasi,or ‘Jabotabek’ (a nickname derived fromthe first two letters of each place).This area already had some railwaysdating from the 1910s when Indonesiawas still a Dutch colony. The networkremaining after WWII was mostly used

for long-distance train operations andlittle priority was given to furtherimprovement due to the rapid growth ofmotor vehicle ownership seen in Jakartalike in other cities worldwide.The early 1970s saw the gradualappearance of transport problemsresulting from the government’s long-term underinvestment in railways. Theincreasing pace of urbanization duringthe 1980s exacerbated the problems,causing serious road congestion andsevere air pollution from vehicle exhaustemissions.

The government soon realized the needfor a comprehensive railway system inJabotabek, and decided in 1982 to builda modern commuter railway system thatwould fully integrate the existing network.The following 20 years have seen hugeimprovements, such as double-tracking,electr i f icat ion, grade separat ion,improved signalling, better and morestations, new rolling stock, improvedcarriage depots and a workshop, etc.,financed by the Indonesian governmentwith overseas development aid fromJapan and France.Today, the railway in Jabotabek plays animportant role in local transport, carryingmore than 400,000 commuters each daywith further development towardsbuilding a comprehensive railway systemstill in progress. This article outlines theimprovement programme for theJabotabek railway system, its progress,and the current conditions.

Area and populationJabotabek consis t s o f four localmunicipalities surrounding the city ofJakarta; the total area is about 6580 km2

(Fig. 1). The population in 2000 isestimated to be about 21 million,consisting of 8.4 million in Jakarta and12.6 million in Bogor, Tangerang andBekasi (nicknamed Botabek). In the1960s and 1970s, Jakarta experienced aremarkable annual population growth of4% to 5%, but this high rate fell to 0.2%per annum between 1990 and 2000. Onthe other hand, Botabek has maintaineda population growth rate of between4.0% and 5.6% for the last 3 decades(1971–2000) and Tangerang and Bekasi(eastern and western sides) were evenhigher at 7.1% and 7.4%, respectively,from 1980 to 1990.As a result, Jakarta’s share of the totalJabotabek population has declined from54.9% in 1971 to 39.9% in 2000, whilethe shares of Tangerang and Bekasi haveincreased from 12.8% to 19.6%, and

Japan Railway & Transport Review 35 • July 2003 37Copyright © 2003 EJRCF. All rights reserved.

Table 1 Population of Jabotabek Area (1961–2000)

* x1000Source: Statistics Indonesia

1961 1971 1980 1990 2000

Population Share Annual Population Share Annual Population Share Annual Population Share Annual Population Share Annual Area Density

(1000) (%) growth (%) (1000) (%) growth (%) (1000) (%) growth (%) (1000) (%) growth (%) (1000) (%) growth (%) (km2) (person/km2)

DKI Jakarta 2,973 49.7 - 4,579 54.9 4.9 6,503 54.6 4.2 8,210 48.4 2.4 8,364 39.9 0.2 655.7 12,756

Bogor 1,468 24.5 - 1,863 22.3 2.4 2,741 23.0 4.7 3,949 23.3 4.0 5,300 25.3 3.1 3,380.7 1,568

Tangerang 850 14.2 - 1,067 12.8 2.3 1,529 12.8 4.3 2,724 16.1 7.1 4,100 19.6 4.6 1,259.8 3,254

Bekasi 693 11.6 - 831 10.0 1.8 1,143 9.6 3.8 2,073 12.2 7.4 3,200 15.3 4.9 1,284.2 2,492

Botabek 3,011 50.3 - 3,761 45.1 2.3 5,413 45.4 4.4 8,746 51.6 5.6 12,600 60.1 4.0 5,924.7 2,127

Jabotabek 5,984 100 - 8,340 100 3.6 11,916 100 4.3 16,956 100 3.8 20,964 100 2.1 6,580.4 3,186

Indonesia - - - 119,208 - - 147,490 - 2.4 179,379 - 2.0 205,843 - 1.3 1890.8* 109

from 10.0% to 15.3%, respectively,during the same period (Table 1).

Economic growthThe annual growth in Indonesia’s GDP(1993 constant prices) averaged 2.4%between 1995 and 2000 while annual percapita growth in GDP averaged about1.1%. However, the figures would havebeen even higher discounting the massivedouble-figure drops in 1998 resulting fromthe 1997 Asian Financial Crisis (AFC).Meanwhile, Jakarta’s annual growth inGDP between 1995 and 2000 averagedabout 1.6%, or 0.8% lower than thenational average, reflecting the moreserious impact of the AFC in the capitalregion. Jakarta’s annual per capitagrowth in GDP averaged 2 .8%,somewhat higher than the nationalaverage despite the negative impact ofthe AFC. As a result, in 2000, per capitaGDP in Jakarta was IDR7.095 million(US$1 = IDR10,000), or about 3.7 timesthe national average of IDR1.933 million.

Land useT h e J a b o t a b e k M e t r o p o l i t a nDeve lopmen t P l an ( JMDP) wasdeveloped in the 1980s based onpredictions that Jakarta would expand itsadministrative boundary outward andthat the surrounding areas of Bogor,Tangerang and Bekasi would becomepart of urban Jakarta. The plan has threemain points outlined below:

• Dispersion of population and urbanactivities to avoid centralization inJakarta

• Restriction of development in thesouthern water catchment, especiallyaround Bogor

• Promotion of development in Bekasiand Tangerang on the eastern andwestern sides

However, the JMDP underestimated theactual urban growth, necessitating a review.An updated plan was published as theJabotabek Metropolitan Development PlanReview (JMDPR) in 1993. This revised plancalled for large-scale housing and industrialestates, city development, etc., in theJabotabek area but some recentdevelopments have exceeded even theproposed JMDPR.

Road networkJakarta’s road network was mainlyconstructed in the 1960s. It is in the formof a ring road with other arterial roadsradiating out. Some six-lane (or wider)arterial roads are connected directly bynarrow local roads, but there are nocollector roads between the arterial roadsand local roads. Furthermore, althoughthe road network is well developed in thenorth–south axis, the east–west axis isdiscontinuous. In this respect, the Jakartaroad network is poorly organized.Construction of new arterial roads inJakarta has been very limited during the

last 15 years due to difficulties causedby progressive urbanization. As a result,the emphasis on road development inJakarta is shifting towards construction ofoverhead structures with the aim ofimproving interconnections.The Botabek road network consists onlyof radial arterial roads and an expresswayconnecting Jakarta and other regions.Although a few new roads and flyovershave been built, the level of roaddevelopment in Botabek is much lowerthan in Jakarta (Fig. 2).

BusesFour kinds of buses operate in Jabotabek: large(about 50 seats), medium (about 25 seats),small and public vehicles called MobilPenumpang Umum (MPU). The larger busesare managed by the local government orprivate companies but most small buses areowned by small entrepreneurs.Many buses are operated under a leasesystem in which the driver rents the busfrom the operator and the revenue fromoperations is shared between the operatorand driver.Jakarta has a total of 517 bus routes,consisting of 279 routes for large buses,105 for medium buses and 133 for smallbuses. The present bus services facemany problems, such as low fleetavailability, low service quality, complexschedules, frequent traffic violations,ignoring of schedules to ensure fully-loaded operations, etc. However, buses




Table 2 Annual Growth of Vehicles in Indonesia and Jakarta (1993–2001)

Souce: Statistics Indonesia

Vehicle 1994 1995 1996 1997 1998 1999 2000 2001 1993–2001

Jakarta Passenger cars 22.0 12.8 13.8 13.2 1.1 1.6 10.0 8.7 10.4Buses 29.5 5.8 0.2 0.3 0.1 0.0 0.0 0.2 4.5Trucks 28.3 9.2 7.6 10.5 -0.3 0.2 4.4 4.8 8.1Motorcycles 35.7 14.6 15.2 15.8 1.1 0.7 5.8 10.6 12.4Growth 30.1 12.5 12.5 13.1 0.9 0.8 6.4 8.7 10.6Share 22.5 22.9 23.4 23.2 22.0 21.5 21.9 21.3

Indonesia Passenger cars 11.2 11.5 14.3 9.6 5.0 4.5 4.9 6.8 8.5Buses 14.6 5.7 -13.5 2.7 2.7 2.7 3.4 4.1 2.8Trucks 7.9 6.7 7.4 7.9 2.9 2.3 4.8 4.8 5.6Motorcycles 10.6 11.6 11.2 16.3 7.8 3.2 3.9 14.0 9.8Growth 10.6 10.7 10.0 13.8 6.7 3.3 4.1 11.7 8.9Share 100 100 100 100 100 100 100 100

do play an important role in people’sdaily lives and have about a 50% shareof road transport in Jabotabek.

Number of vehiclesThe total number of registered passengercars, buses, trucks and motorcycles inJakarta grew by about 10.6% year-on-

year between 1993 and 2001. Theannual growth rate of passenger cars andmotorcycles was very high at 10.4% and12.4%, respectively, and Jakarta now hasalmost half of all Indonesia’s registeredpassenger cars and buses (Table 2).

Improvement of JabotabekRailway System

BackgroundJakarta’s population increased rapidly inthe 1970s in line with development ofhousing complexes and industrial estates,etc., resulting in worsening trafficcongestion and air pollution and moretraffic accidents. In addition, it wasestimated that twice as many peoplewould be using some form of transportwithin 20 years. From the viewpoints ofroad capacity, road construction cost, airpollution, energy conservation and lossescaused by traffic accidents, further roaddevelopment seemed an unlikely solutionto the ever-increasing traffic volumes. As aresult, there was clearly a need to developa railway system in the Jabotabek area tosolve the problems caused by over-dependence on road transport. Thegovernment started railway improvementsin J abo tabek in 1976 wi th theimplementation of the Jakarta MetropolitanTransportation (JMT) IntermediateProgramme. The programme had very neartargets so its contents were limited only toimmediately required measures and did notinclude any major improvement works.Part of the JMT programme includedintroduction of rolling stock (electric anddiesel railcars) and railway ridershipincreased steadily year-on-year. As a resultof this favourable growth in railway usage,the government decided to implement full-scale improvements to the railway systemin Jabotabek with the aim of establishing amodern mass transit system while utilizingthe existing railway network. ThisJabotabek Railway Project was formulatedbased on the 1981 Master Plan.

Figure 2 Network of Railways and Roads in Jabotabek Area

TangerangTangerangTangerang TanahabangTanahabangTanahabang

DuriDuriDuri

GambirGambirGambir

JakartakotaJakartakotaJakartakotaTanjungpriokTanjungpriokTanjungpriok

PasarsenenPasarsenenPasarsenenKemayoranKemayoranKemayoran

JatinegaraJatinegaraJatinegaraManggaraiManggaraiManggarai

10 km

PasarmingguPasarmingguPasarminggu

20 km

BekasiBekasiBekasi

Nambo

Bogor

40 km

50 km

: Railways: Toll roads: Main roads

SerpongSerpongSerpong

30 km

Depok

CitayanCitayanCitayan

BojonggedeBojonggedeBojonggede

(%)


Contents of 1981 Master PlanAs mentioned above, prior to the 1981Master Plan, the JMP IntermediateProgramme had implemented some slightimprovements to the Jabotabek railwaysystem but the railway facilities were stillfar behind those required by a moderncommuter railway in terms of punctuality,frequency and safety (Table 3).Many facilities in every field ranging fromtracks, stations, electrification, signallingand telecommunications, to rolling stock,workshops, carriage depots, etc., allneeded major renovations. To meet theseneeds, the 1981 Master Plan on how toimprove the existing Jabotabek railwaysystem was drawn up with technicalassistance from the Japanese government.The plan clarified components requiredfor improvement, such as double-t r a c k i n g , s t a t i o n r e n o v a t i o n ,electrification, automatic signalling,grade separation, additional new rollingstock, improved workshops and depots,construction of new lines etc., with atargeted completion date of 2000.

Furthermore, the project componentswere divided into the following threepriority phases to ensure smooth andefficient implementation.

• Phase 1 : Rehabi l i ta t ion andimprovement of existing facilities,including rehabilitation of track,improvement of carriage depots and

Table 3 Conditions of Railways at Master Plan

Source: Urban/Suburban Railway Transportation in Jabotabek, JICA, 1981.

Track

Stations, platform

Electrical facilities

Signal/telecommunicationsystem

Workshops/car depots androlling stock

Train operation

• Many illegal squatters on the right of way• Worn track• Poor drainage• Insufficient of level crossing facilities such as alarms and barriers

• Low height and narrow width• Short clearance from track centre to platform• No shelter on platforms at many stations• Low height of passageway between platforms and station building• Very limited plaza space at many stations

• Worn facilities

• Low safety of blocking system because of out of date tokenless type ortelecommunication type

• Worn signal equipment• Worn interlocking device• Worn turnout switching

• Shortage of rolling stock storage capacity at depot• Shortage of inspection/repairing equipment at workshop and depot• Low efficiency and availability of existing facilities because of remarkably

deteriorated quality• Prolonged maintenance period of rolling stock at workshop

• Low track capacity due to single track with long distance between stations andbecause of tokenless block system

• Low safety of train operation• Turn-back train operation

Various rolling stock by different manufactures for Jabotabek railways. From top left to right, rheostat type from Japan, VVVF type from Europe, VVVF type from Japan,used rheostat type from Japan and VVVF type manufactured in Indonesia. (Author)




workshops, improvement of levelcrossings, additional rolling stock,etc., to restore their functions anddevelopment of urgently requiredminimum rai lway faci l i t ies tonormalize railway operations withtargeted completion by 1987

• Pha se 2 : Imp rovemen t anddevelopment of facilities includingdouble tracking, electrification,a u t o m a t i c s i g n a l l i n g , g r a d eseparation, station renovation,additional rolling stock, etc., tostrengthen transport capacity inboth quantity and quality ensuringfull commuter performance ofJabotabek railway network and tocope with rapid increases in futuret ra f f i c demand wi th ta rge tedcompletion by 1991

• Phase 3: Expansion of existing railwaynetwork, including construction ofnew stations and lines, expansion ofcarriage depots and workshops,additional rolling stock, etc., to meetnewly generated demand with targetcompletion by 2000

The 1981 Master Plan was authorized bypresidential degree in 1982 and 1983 andthen full-scale implementation was startedas a national project to establish a

‘Modernized Commuter Railway System’in the Jabotabek area with frequent, saferand more reliable train operationsachieved mainly by improving existingrailway facilities. The final objective atproject completion was to achieve arailway market share for all transportmodes in Jabotabek of about 20%.

Project implementationAt the beginning phase, the projectprogressed based on the formulated masterplan in parallel with a feasibility study andthe detailed design of each component. Inthe later phases, the project needed to bemodified to: 1. respond to the changingc i rcums tances , i nc lud ing ea r l yreinforcement of transport capacity to copewith rapidly worsening traffic congestionin Jakarta with minimum investment dueto Indonesia’s tightened budget situation;2. halve the implementation period basedon the opinion that the original 20-year planwas too long.To cope with the above requirements, themaster plan was reviewed from theviewpoint of project efficiency. The firstpriority was given to project componentsleading directly to improving the functionof the railway system or strengthening thetransport capacity. This was similar tothe basic concept of the master plan, but

the project target became the possibilityof train operation during morning peakhours instead of progress with physicalcompletion of the master plan. In otherwords, the target became completion tothe point that would allow morning rush-hour operation at headways of 6 to 10minutes by 1992. However, delays inthe project implementation, as well asuncertainties over secured funding,inevitably forced a downgrading ofheadway targets to 12 to 20 minutes.As a result, the project targets wererevised once again to achieve three stagesof headways during morning rush hours(12 to 20 minutes, 6 to 10 minutes and 3to 6 minutes).The first stage providing headways of 12to 20 minutes was only regarded as aprovisional arrangement because suchlong intervals between trains areinadequate for efficient commuterservices but ended up being adopted dueto the above-mentioned problems. Thesecond stage providing headways of 6 to10 minutes is sufficient for high-frequency commuter services and thethird stage with headways of 3 to 6minutes is anticipated when the railwayachieves a market share of around 20%.A share of 20% is the maximum that canbe expected unti l the network is

Very crowded passengers on commuter train (Author) Operations control centre for Jabotabek railway system (Author)


extended. The first stage was achievedin 1999 and there has been a gradualimprovement in headways, which aren o w a r o u n d 8 t o 1 5 m i n u t e s .Achievement of the shorter headwaysenvisaged in stages 2 and 3 has mostlybeen shelved for the time being due tofunding problems and the need tocompletely review the 1981 Master Planbecause present circumstances are verydifferent from what was imagined 20years ago.

Organization of projectimplementationWhen the presidential decree was issued,the government organized a SteeringCommittee chaired by the Minister ofCommunications with members drawnfrom the relevant central and localgovernment authorities to coordinate andconsult on various issues extending overdifferent government institutions.In addition, a special project office wasestablished in 1982 with responsibility forimplementing and managing the project.Most of the projects have been tenderedand contracted via this office.

Project effectAlthough the project is still in progresstowards the final target, there have beena number of interim effects.The main effect has been a rapid increasein passenger volumes in parallel with theincrease in the number of trains madepossible by double-tracking, improvedsignalling and station facilities, larger fleetof EMUs, etc. In the last 10 years, thenumber of Jabotabek commuter trains(including commuter trains operatingbeyond the Jabotabek area) increased by260% from 137 trains per day in 1992 to356 trains in 2001. Meanwhile, theincrease in daily passenger volumes from130,000 passengers per day in 1992 to410,000 in 2001 (+320%) exceeded the260% increase in the number of trains.This is the result of both more trains and

transfer of potential demand (Fig. 3) fromother modes to the railway due to itsmerits of speed, safety, economy,comfort, etc.In addition, the effects can be seen inother regions, such as shorter travel times,reduced delays, better convenience andcomfort, better train safety, greaterpossibility for expanding customer baset h r o u g h t r a c k - s i d e h o u s i n gdevelopments, etc.

Future related programmesSince road traffic in Jabotabek is sufferingfrom increasingly worse congestion, thearea urgently requires a rapid mass transitsystem. Although the second and thirdstages of the 1981 Master Plan aresuspended, there are some other projectsthat are directly or indirectly related tothe Jabotabek railway system.The first project, which is at the tenderingstage, is to construct a new carriage yardand maintenance depot for EMUs. Asecond project, which is at the designstage, aims to separate commuter and

intercity trains that are now running overthe same tracks. Part of this project aimsto achieve the headways of 6 to 10minutes of the second stage of the 1981Master Plan. A third project, which isstill in the financing stage, aims toprocure additional EMUs using Germandevelopment aid. This is directly relatedto the Jabotabek network where alloperations use EMUs. A fourth project,which is at the design stage, aims toconstruct a new mass transit railwaythrough a main north–south corridor inthe centre of Jakarta. This new line willintersect the Jabotabek railway system atone location.F u r t h e r m o r e , t h e I n t e g r a t e dTransportation Master Plan for Jabotabek(SITRAMP), which aims to establish acomprehensive road and railway systemto alleviate land transport problems inJabotabek, is now being implementedbased on technical assistance from theJapanese government. The study has twophases: Phase I finished in 2002, andPhase II will finish in early 2004.

Figure 3 Increase in Daily Numbers of Trains and Passenger Volumes(1992–2001)

No. of EC (Cars)

1992

120137130 128

142

208

156166

237

156164

260

168

220

284

208

240

334

236

300

393

252

318340

421

287

344356

410

315

335

1993 1994 1995 1996 1997 1998 1999 2000 2001

500

400

300

200

100

0

No. of Train/Day/Both Ways Passenger volume/day (1000) Normal capacity/day (1000)

Note: Including trains being operated beyond the Jabotabek area, but excluding long/middle distancetrains.




Present Jabotabek Railways

Network, facilities and rollingstockSince improvements to the Jabotabekrailways have been implemented usingthe existing network, the total length isstill 170.2 km. Most sections are nowdouble-tracked and electr i f ied to1500 Vdc (Table 4).Automated electronic block signalling isused on all lines except the TanjungpriokLine. Furthermore, although the entireJabotabek area has centralized traffic

control (CTC) and centralized trafficsupervising (CTS) systems, neither is fullyoperational due to lack of operationalpreparations.Facilities such as station buildings,platforms, track layouts, etc., have beenimproved but some stations still have low,narrow and short platforms. Moreover,passenger safety facilities are poor eventhough passengers have to cross manytracks in a station yard. Moreover, stationfences are either broken down, missingor never installed so passengers and thegeneral public have unfettered access todangerous tracks and yards. EMUs form

the bulk of the rolling stock (352carriages) but there a few DMUs. BothDC and AC traction motors are used bythe five kinds from various foreignbuilders. Some executive trains with airconditioning saw previous service onTokyo’s subways.March 2003 saw the addition of two setsof eight-car EMUs manufactured by PTInka , t he s t a t e -owned ca r r i agemanufacturer although main componentsare imported. The sets are operatedunder a lease system but this is a first stepin developing a domestic carriagebuilding industry.

ManagementAt present, railways in Jabotabek andIndonesia as a whole have separatemanagement of infrastructure andoperations. The infrastructure other thanstation buildings and other offices iso w n e d a n d m a i n t a i n e d b y t h egovernment as the railway operator,while train operations are managed byPT Keretaapi Indonesia (PT KAI), whichowns and maintains the rolling stock andalso maintains the infrastructure undercommission from the government.Furthermore, two different organizationsare involved in Jabotabek railwayoperations. Jabotabek Division, which

Table 4 Present Jabotabek Railways

Length Double Single Electrified Non-(km) track track electrified

Central Line (Jakartakota–Manggarai) 9.7Bogor Line (Manggarai–Bogor) 44.9Bekasi Line (Jatinegara–Bekasi) 14.6Eastern Line (Jakartakota–Jatinegara) 11.4

(via Pasarsenen)Western Line (Jakartakota–Jatinegara) 15.6

(via Tanahabang)Serpong Line (Tanahabang–Serpong) 23.2Tangerang Line (Duri–Tangerang) 19.3Tanjungpriok Line (Jakartakota–Tanjungpriok) 9.0

(Tanjungpriok–Kemayoran) 9.5Nambo Line (Citayam–Nambo) 13.0

Total 170.2

Gambir Station on elevated track (Author) Tanahabang station building (Author)


was established in April 1999 solely tofocus on commuter business, operatesand manages Jabotabek commuter trainsexclusively. Daop 1 Jakarta operates andmanages long/middle-distance intercitytrains.Having two organizations managingdifferent kinds of trains over the same trackshas caused some difficulties, resulting inthe future management separation ofJabotabek railways from PT KAI.

Train operationsBoth intercity and commuter trainsoperate over the same tracks. Mostintercity trains run eastward along theCentral, Eastern, Western and Bekasi lines

terminating at Jakartakota, Gambir,P a s a r s e n e n , Ta n a h a b a n g a n dTanjungpriok. There are also a fewwestward intercity trains along theWestern and Serpong lines terminatingat Tanahabang or Jakartakota. Intercityservices have two passenger classes—economy and commercial. Commercial-only trains are also divided into executiveand business classes.Commuter trains with economy, businessand executive classes mainly operate assuburban services between suburbanresidential areas and the centre of Jakarta.Economy-class only train stops at everystation, while executive- and business-class only trains run directly between the

Figure 4 Annual Passenger Volumes and Revenues of Jabotabek Railways (1996–2002)

33.433.433.4

85.885.885.8

3.43.43.4

6.06.06.0

25.525.5

66.366.3

12.112.1

56.556.5

9.79.7

42.642.6

8.38.3

38.738.7

7.77.7

35.635.6

6.76.7

30.530.5

3.13.1

0.10.1

3.13.1

0.20.2

3.23.2

0.10.1

3.23.2

0.10.1

3.53.5

0.10.1

3.63.6

0.20.25.95.93.43.4

150

100

50

0

1996 1997 1998 1999 2000 2001 2002

Passenger volume (million)

100.6105.1

107.9

118.5 118.4121.5

117.9

111.9111.9111.9115.6115.6115.6

5.9

115115115

3.4

115115115

3.53.53.5

104.8104.8104.8

3.13.13.1

101.3101.3101.3

3.93.93.93.33.33.3

5

4

3

2

1

01996 1997 1998 1999 2000 2001 2002

Passenger-km (billion)

3.2

3.1

0.1

3.3

3.1

0.2

3.3

3.2

0.1

3.4

3.2

0.1

3.6

3.5

0.1

3.8

3.6

0.2 0.20.20.2

3.6

150

100

50

0

1996 1997 1998 1999 2000 2001 2002

Revenue (IDR billion)

37.2

43.347.0

52.3

68.6

91.8

119.2

25.5

66.3

12.1

56.5

9.7

42.6

8.3

38.7

7.7

35.6

6.7

30.5

Raised fares Commercial: Feb.Economy: Jun (Season Ticket) Jul (Ticket)

Raised fares Commercial & Economy: Sep.

Raised fares: Apr.

: Commercial : Economy

97.397.397.3

origin and destination terminus stations.However, to provide better services tomore passengers, some executive-classonly trains stop at some intermediatestations.Northbound trains for Jakartakota runthrough Bogor, Bonjonggede and Depokand then on the Central Line. Some trainstake a detour on the Western Line throughManggarai. Trains from the east boundfor Tanahabang and Jakartakota runthrough Bekasi and then on the Central,Eastern or Western lines.In addition, trains hauled by diesellocomotive or diesel railcars operatingbetween Jakarta City and cities to the eastand west beyond the Jabotabek area run




over the same tracks (Bekasi, Eastern,Western and Serpong lines).And there are also freight trains haulingcontainers, coals, steel, etc., on theWe s t e r n , E a s t e r n , B e k a s i a n dTanjungpriok lines.In 2002, 471 trains ran each day in bothdirections in Jabotabek. They consistedof 272 Jabotabek commuter trains, 123intercity trains, 48 trains to cities east andwest beyond the Jabotabek area and 28freight trains.

Jabotabek railways passengervolumes and revenueIn 2002, Jabotabek railways carried about117.9 million passengers covering 3594million passenger-km. Although this wasa slight decrease compared to 2001 morejourneys were made using executive-class only class trains due in part to thegreater frequency of these services.Although Jabotabek railways account foronly 3.7% of Indonesia’s total railwaynetwork (4564 km in operation), theycarried about 67% of total passengernumbers and 22% of passenger-km.The passenger density of Jabotabekrailways in 2002 was about 58,000passengers/day/km, or about six timesthe figure for Indonesia as a whole(9900 passengers/day/km).Jabotabek railway revenues totalledIDR119 billion in 2002, an increase ofabout 30% over 2001. Revenue fromcommercial-class only trains increasedby about 3.1% for the reasons mentionedabove. Jabotabek railways’ share of PTKAI’s total revenue was about 8.5% in2002 (Fig. 4).

Fares and ticketing systemFares for economy-class only trains aredecided by the government while faresfor commercial-class only t rains(executive and business class) are set byPT KAI and only have to be reported tothe government. The Jabotabek area isdivided into six colour-coded fare zones.

Fares for economy trains were increasedin July 2002 and February 2003; theminimum fare on a Jabotabek commutertrain is IDR1000 for travel within onezone, increasing by IDR500 for eachextra fare zone crossed up to a maximumof IDR2500.There are also 1-month season tickets foreconomy trains with an average discountof about 34% but the sales period islimited to the first 4 days of each month.Fares for executive-class only trains wereincreased in February 2002, varying froma minimum of IDR3500 to a maximumof IDR8500. Season tickets offer adiscount of 20% to 25%.Flat-rate fares for buses, anotherimportant means of public transport inJabotabek, were raised by an average of20% in April 2003 ranging from IDR1100to IDR1400. Since bus passengersusually have to change buses two or threetimes to reach their destination, buses areoften more expensive than trains.In addition to adopting fare zones forJabotabek railways, the tickets themselveshave been redesigned to prevent ticketf raud and faci l i tate easier t icketinspection. Although the new tickets arelarger with a simple print layout and arecolour-coded to match fare zones, thereis still a great deal of ticket fraud and fareevasion on railways in Jabotabek.

OthersRecently, two women-only cars havebeen included in every eight-careconomy train during the morning andevening rush hours to prevent sexualharassment. Furthermore, free parking

Tomoyoshi Hata

Mr Hata is a consultant for Japan Railway Technical Service. He joined JNR in 1968 after graduating

in civil engineering from Waseda University. He was posted to Indonesia as a JICA consultant

while working for JR East, and continues to work on the Jabotabek railway project in Indonesia

since retiring in 1997.

lots have been established on unusedstation land to increase convenience andrailway demand.The problem of riding on the carriage roofremains a major problem and a numberof countermeasures have been tried, suchas covering the roof with barbed wire,coating with oil, spraying dye onpassengers on the roof, removing raingutters from carriages. However, nocompletely satisfactory solution has beenfound yet.

Conclusion

The railway system in Jabotabek has seenremarkable developments in the last 10years and Jabotabek railways havebecome an indispensable means oftransport for Jakarta’s commuters.However, there are still many problemsrequiring solutions. In addition, demandis expected to increase rapidly in thefuture, necessitating further strengtheningof the system as soon as possible. �

Further ReadingStatistical Year Book of Indonesia, 1996–2001.

Urban/Suburban Railway Transportation in

Jabotabek, JICA, 1981.

Study on Integrated Transportation Master Plan in

Jabotabek (Phase 1), JICA, 2002.

improvement of railway system in jakarta …jrtr.net/jrtr35/pdf/f36_hat.pdfimprovement of railway...

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