Proceedings of the Eastern Asia Society for Transportation Studies, Vol.

6, 2007

NEW MASTER PLAN OF JABODETABEK RAILWAY

Akira NEHASHI Tohir KARTABRATA

Senior Executive Director Co-Project Manager
Japan Railway Technical Service PT. Metro Transportama Consultant
2-17-8, Hongo, Bunkyouku, Tokyo Setiabdi 2 Bldg., Suite503A
113-0033 Japan Jl HR. Rasuna Said Kav. 62 Jakarta 12920
Fax: +81-3-5684-3170 Fax: +62-21-520-1434
E-mail: a-nehashi@jarts.or.jp E-mail: tohirk@telkom.net

Abstract: Indonesian government and the railway sector have long been striving for the
development of railways. Since 1960s Japan has long been cooperating and engaged in
planning, engineering, advising and training of Indonesian Railways. Jakarta has a population
of nearly 8.7 million inhabitants in an area of 661 km2. Jabodetabek area has a total
population approaching 21.0 million in an area of 6,580 km2. The former railway master plan
of Jabotabek area was established in 1981 aiming railway should take a big role in urban
traffic. However, the motorization overwhelmed the poor urban rail and the railway
transportation share stayed only 3% of all motorized traffic in the area. The New Railway
Master Plan was proposed for the first time after twenty five years. The target year is 2020
and the railway share will be beyond 10% with all the efforts including the total promotion of
public transportation use not only with the railway improvement itself.

Key Words: Urban Railway, Master Plan, Public Transportation

1. INTRODUCTION

1.1 Background
The Government of Indonesia has made up his mind to establish modernized commuter
railway system in Jabodetabek area, covering cities and regions of Jakarta, Bogor, Depok,
Tangerang and Bekasi. By utilizing the financial assistance from Japanese French and English
government as well as finance of Indonesian government itself, the developments have been
conducted by lots of investment focusing on improvement of railway infrastructure as well as
strengthening transport fleet such as electrification, double tracking, track elevation,
improvement of signaling system, station improvement, introduction of rolling stock
(especially electric railcar and diesel railcar) including improvement of depot and workshop,
etc. The above mentioned developments were based on the previous improvement program,
namely Master Plan which was established in 1981 and elaborated by Master Program
established in 1985.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

However, it now becomes inadequate to develop furthermore improvements of Jabodetabek

railway system based on the previous improvement program such as Master Program because
of appearance of many surrounding conditions different from the previous ones, and also the
necessity to consider a lot of requirements for further development of Jabodetabek railways
which could not have been anticipated when the Master Plan or Master Program was
formulated. Besides, there are other studies or activities which are currently underway within
the Jabodetabek area and the results were not to be ignored. In other words, it is impossible to
proceed its development program without considering those results.

The above mentioned three major studies or activities are :

- The activity named as “Package B” aiming to formulate and implement various action plans
which contain the countermeasures to solve the problems being faced on the Jabotabek
railways in the fields of train operation, passenger service and maintenance of electric railcar
as well as ground facilities.
- The activity initiated by JBIC named as “Sector Study for Railway Sector in Indonesia”
aiming to elaborate JBIC’s strategy on financial assistance to the railway sector in Indonesia.
- The study named as “SITRAMP” aiming to draw up master plan of integrated transport
system in the Jabodetabek area targeting up to 2020 and after 2020 sponsored by JICA.

Considering the above-mentioned changing situations around the Jabodetabek railways, it is

strongly requested to arrange more comprehensive implementation program for further
development of Jabodetabek railway system being covered up to 2020 at least for drawing up
future targeted role and function of Jabodetabek railway system and what should be done to
maintain its role and function not only on technical aspect of railway system but also on
nonphysical aspect such as management , maintenance, railway business, services, safety etc,
aiming to form a comprehensive new master plan of existing railway system in the
Jabodetabek area.

1.2 Objective
This report aims to introduce a new Master Plan of Jabodetabek railways in future with due
consideration on both aspects of not only on physical improvement program of railway
system, but also on its management improvement program. The issues comprising:
a. Study History and Review b. Ridership Forecast c. Operation and Service Plan
d. Maintenance Plan e. Major Projects f. Management Improvement Program
g. Economic and Financial Analysis h. Targets of Further Development i. Inter-modal Issue
j. New Master Plan.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

2 STUDY HISTORY & REVIEW

2.1 Series of Studies

The history of studies on Jabotabek Railways had already begun far before the study on
Jabotabek Railway Master Plan in 1981.
A. Studies before the Master Plan in 1981
a. “DKI Jakarta Master Plan 1965-1985” by the Government of DKI Jakarta, March 1967
b. A comprehensive Dutch Plan “Jabotabek Project”
c. Jakarta Metropolitan Area Transportation Study (JMATS)
d. Rapid Transit Study of Eastern Corridor (RTSEC)
e. Jakarta Metropolitan Transportation
f. Jabotabek Railway Development Projects (JARDEP)
B. The Master Plan in 1981
C. Further studies after 1981
a. Feasibility studies of the projects mentioned in the Master Plan
b. Execution of Review of Feasibility, by JARTS, 1985
c. Execution Plan, by JARTS, 1987
d. Integrated Transport System Improvement in Jabotabek Area (ITSI) by JICA, 1990
e. Action Plan for Better Operation of Jabotabek Railways (Package B Project), 2004
f. The Study of Integrated Transportation Master Plan (SITRAMP) by JICA, 2002/2004

2.2 Past Investment and Result

The construction of infrastructures and procurement of rolling stocks for Jabotabek Railway
were carried out by Jabotabek Railway Projects, which started constructing in 1982. Various
kinds of investment had been adopted to improve tracks, stations, electrification, signaling,
depots / workshops, procurement of EC/DCs, consulting services etc, which is done stage
wise and divided into sub projects.
The amount of project investment was about 1,642,327 million rupiah since 1982/1983 up to
1998/1999 (October1998) and 73% of which was OECF/JBIC loan from Japan. It is some
difficult to count the past investment in yen or US dollar. However, some conversion shows
the total amount is nearly 200,000 million yen up to these years.

Jabotabek railway should have a reasonable relationship with the urban development and
urban traffic plan. Four goals have been identified by SITRAMP, namely efficiency, equity,
environmental betterment and safety/security, all related to transportation and to achieve the
four goals for urban transportation system development, (1) Promotion of public
transportation use (2) Alleviation of traffic congestion (3) Reduction of air pollutants and
traffic noise (4) Reduction of traffic accidents and improvement of security. Based on those
goals and policies Further Development of Jabodetabek Railway Project will be worked out.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

2.3 Strategy based on SITRAMP Policy.

The strategy applied for policy of promotion of public transport use, particularly on Jabotabek
railway, will be as follows:
a. Enhancement of transport capacity:
- Improvement of the existing railway track and construction of new MRT lines
- Improvement of EC maintenance system by establishment of standardization.
- Not too many kinds of EC adopted and more efficient supply of spare parts
- To establish spare parts manufacture to prevent the scarcity of spare parts
b. Provide easier service for the society
- To prepare more extensive public transport network, especially for the lower income people
- Improvement of Train operation management to reduce the cost and increase the income
- Improvement of interchange station plaza cooperate with local governments and developers
- To promote public transport use, the land use in the surrounding area of railway station
c. Improvement of railway business management
- It is necessary to create accounting system providing appropriate information.
- To separate Jabotabek Railway management institution from long/medium distance train
- To increase railway transport safety improving signaling system and level crossings
- To provide training programs for the train crews

2.4 Facts and Findings

a. Various kinds of studies on Jabotabek railway had been made since 1965 (Master Plan of
DKI Jakarta 1965-1985) up to 2004 (SITRAMP Phase II) and were adhered to the
comprehensive urban development planning in Jabodetabek area.
b. Some studies are partly implemented, but mostly are not implemented at all, so no more
study will hopefully be necessary in the near future. However, the positive implementation
should be considered and coordination between the stakeholders will be indispensable.
c. Due to incomplete implementation of the programs, the performance of Jabotabek Railway
was not complying with the estimated demand forecast. It was actually not too bad, because
the number of passenger have been increasing and some of programmed projects were
achieved such as track elevation of Central Line, double tracking of Bogor line and
electrification throughout the existing lines, however the condition of railway transportation is
far from good. The capacity is definitely short, not only of the number of electric cars but also
of the total system itself, including maintenance ability. Even if the number of electric cars
may increase, no improvement of maintenance and management will not get Jabotabek
Railway anywhere.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

3. RIDERSHIP FORECAST

3.1 Position of Railway

The recent surveys shows the railway demands is increasing gradually, but the number of
railway passengers in Jabodetabek is falling down after the peak in year 2001 according to the
sales statistics by PT.KAI.

500
Railway Passengers (000) per Day

SITRAMP Phase 2 Home Visit Survey in 2002

450
SITRAMP Phase1 Railway Passenger Survey in 2000
400
PMS Survey in 1996-1998
350
300
250
200
150
PT.KAI
100
50 Estimated by Survey

0
1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005
Fig 1 Daily Railway Passengers in Jabodetabek (source) In the Figure

The difference might be due to some reasons as followings. About 30 thousands passengers
who use middle and long distance trains are excluded from the statistics of commuter trains.
Some parts of monthly-discount passengers should be multiplied by commuting days. The
statistics shows the average including holidays not only weekdays. However, the rest might be
due to free riders because the separation looks like starting according to raising tariff.

3.2 Case Assumption

Basic road networks and toll roads in the future are the same conditions as SITRAMP project.
Future mass transit networks including railway, MRT, monorail and bus way are reflected in
the recent plans which come from DKI plans and some assumptions in this master plan, but
ordinary bus routes are not planned newly in this simulation although they should be
reorganized according urban plan and other mass transit network. About railway one case has
the present condition in year 2004 and another case has the improved condition by shorter
headway and higher speed according to this master plan. For cases until year 2020 two new
railway lines are considered which are the airport connection from the Seokarno-Hatta
International airport to Tangerang Line and the MRT connection from Tangerang Line to the
North-South MRT Line near Harmoni. For more future the other connections are planned but
they have not been simulated. About MRT East-West line and North-South lines are planned
in the future. The North-South sections completed until year 2020 are different by case. Two
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

monorail lines have been started construction. At present 3 bus-way routes have been operated
and the routes will become 14 before year 2010. LRT from is also planned by DKI, but it is
simulated by bus-way network in the traffic assignment.

Soekarno Hatta International

New Kota Tanjungpriok

Ancol

Angke
Airport Railway Kampung
Jakarta
bandan
New MRT Work shop・Depot kota
Duri
Kemayoran
Tangerang MRT/Bus Pasarsenen
Gambir

Parung Tanahabang Pondokjati

Rangkas panjang Manggarai Matraman
bitung Jatinegara Bekasi Cikarang
Serpon
New Depot New loop Line DDT
MRT/ Bus New Dept

New Depot・ Depok

New MRT Depot Ｗｏｒｋ ｓｈｏｐ
Citayam

Nambo

Bogor

Fig 2 Future Railway Network

Table 1 Typical Cases of Demand Forecast
Existing Railway Airport MRT MTR
Railway
Improvement Access North-South East-West
Case
r10-00 X X X X

2010 r10-02 O X X
O DA - LB
r10-03 O O Mgr O DA - LB X

r10-01 O O Mgr O Kota - Ciputat O PG - Kalideres

O Harmoni -
r10-02 O X X
Ciputat
r10-03 O O Mgr O DA - LB X
2020
O Harmoni -
r10-04 O O Harmoni X
Ciputat
r10-05 X X O DA – LB X
O Harmoni -
r10-06 O O Harmoni/Psn O Thb – Tg. P
Ciputat
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

3.3 Forecasted Ridership

The typical case is that two monorail lines are operated. MRT is completed until year 2010
and is extended between Harmoni and Ciputat in year 2020. MRT and monorail total
passengers by railways increase more highly than only one network. Number of passengers
(r20-02) in Jabodetabek will be 2.8 times from year 2004 and the modal share will exceed
10% because more people can easily reach to their destinations. Other cases does not show
much difference from the typical case in terms of railway passenger volume.

Table 2 Forecasted Ridership (the typical case)

Year Year 2004 Year 2010 Year 2020
Case r10-03 r20-03
New airport line New airport line
MRT (LebakBulus MRT (Harmoni
– Sudirman) – Ciptat)
Two Monorail Two Monorail
lines lines
Railway Share
in Inter Zone Trips 3.1% 9.7% 10.5%
in Motorized Trips 2.2% 7.2% 7.6%
in Total PT 1.2% 3.5% 4.0%
Passengers (Total) 1,747,732 2,250,382
Heavy Railway 468,357 1,034,542 1,498,986
MRT (Year2002) 283,860 380,568
Monorail 429,330 370,828

Table 3 Modal Share of Transportation in Jabodetabek

Year 2002(2004) 2020
Mode passenger/day % passenger/day %
Motorized Total Trip 14,830,303 100.0 19,387,859 100.0
Bus 8,334,289 56.2 8,733,030 45.0
Train 456,752 3.1 2,026,141 10.5
Private Car 2,806,684 18.9 5,590,418 28.8
Motorcycle 2,901,679 19.6 2,555,309 13.2
Others 330,901 2.2 482,961 2.5
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

4. Train Operation and Service Plan

4.1 Present status of Jabotabek Railway

The route length is 170.2 km in total, most of which has been electrified and the automatic
signaling system introduced. Sixty-seven percent or 115 km has a double track.

Jakartagudang
Kampungbandan
riok Line
Western Line

ungp
Jakartakota Tanj Ancol Tanjungpriok

Angke Jayakarta Rajawali

Manggabesar

h
da Sawahbesar
gin Central Line
K emayor
an
jon Duri
Bos Juanda
re g
li de sin
Ka Pe
r ya nen
pe ua Gambir Pa sar se

Line
tuce ab
Ba o ris Raw
P
Tanahabang Gondangdia
ng e t iong

Eastern
gera Lin Gan gsen
Ta
n
ng
era Cik in i
ng
Ta Kram at
Karet Mampang
i ja ti
ara Pondok
Dukuhatas ngg
Palme (Sudirman) Ma
rah

sa
i Ya rai ra
Keba
yor a Bla ngg a ga
n M a ine
Tebet t
Ja
ine

Cawang Bukitduri
Pon
gL

d ok Durenkalibata g
ranji an
Pasarminggubaru ipi n
pon

Sud C
Pasarminggu r
Ser

ima de
ra
len n a ru
K
ara rb
Raw Bu nde
Be

abu Tanjungbarat le
K kun g bek
ka

ntu
Line

e
Ca wab
si

Lenteng
Se rp agung i
Li

ong Ra r anj
ne
Bogor

Univ. Pa K
n casila si
ka
Univ. In
donesia Be
Pondok
cina
Depokb
aru
Depok

Cita yam
Pondokra
jeg
Bojo
o ng ged Cibinon
e g Nam bo
Cilebu Gun
t
Namb u ngp utri
o Line

Bog o r

Fig 3 Present Railway Network of Jabotabek

4.2 Improvement Plan

The existing Jabotabek Railway has different lines connected with its East-West Loop Line at
different junctions, such as, Tangerang Line at Duri, Serpong Line at Tanahabang,
Central/Bogor Lines at Manggarai and Bekasi Line at Jatinegara. Loop Line does not provide
a circle operation. However, trains on radial lines run directly to Kota station via West or East
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

Line. The disturbance of one train operation sometimes affects other lines.
As Central/Bogor, Bukasi and West Lines intersect with each other at grade at Manggarai
station. After the completion of the Manggarai station improvement, racket operation
(semi-loop operation) will be implemented between Bekasi and Loop Line in order to
improve the convenience of East and West Lines. Turn-back operation will start for the
Serpong Line at Tanahabang and for Tangerang Line at Duri in order to simplify the train
operation services and it will greatly contribute to the stable operation of Jabotabek Railway.
MRT South-North Line is now under preparation. MRT East-West Line is also planned, where
the bus way system is now in operation in the dedicated bus lane.

4.3 Transport Plan for 2012 ( Bekasi Line double tracked.)

At present, the intercity train services have four terminal stations, Gambir, Pasarsenen,
Tanahabang, and Jakarta Kota. Intercity trains share the same tracks with commuter trains,
and the operation routes are complicated. These contribute adversely to daily train operation.
When the quadruple-tracking work is completed, Manggarai station will become a
long-distance passenger terminal, and commuter train service will be operated independently
from intercity trains to secure the stable daily transport.
Table 4 Transport Plan when quadruple tracking is complete
Year No. of Head Way Capacity Passenger Congestion rate
Line Section
trains (min) Volume (%)
Bekasi Jatinegara 2001 13 9.2 8,448 22,240 263
-Bekasi 2012 24 5.0 22340 48,428 217
Manggarai 2001 18 6.7 15,224 51,744 340
Bogor
-Depok 2012 28 4.3 28,000 67,207 240
Serpong Tanahabang 2001 7 17.1 6,800 14,089 207
-Kebayoran 2012 14 8.5 15,680 28,509 182
Tangerang Duri 2001 2 60 800 2275 284
-Tangerang 2012 7 17.1 7840 14,273 182
Note: Eight-car train sets are assumed for all lines in 2012.
Table 5 Number of train cars required (Updated)
Line 2001 2012 (Upon operation start of DDT)
Bekashi/Loop 25 of 8-car train sets 200 cars
Bogor/Central 42 of 8-car train sets 336
Serpong 17 of 8-car train sets 136
Operation Tangerang 4 of 8-car train sets 32
Tanjungpriuk 2 of 8-car train sets 16
in use total 232 720
Extra 48 ―
Total 280 720
Note: a. Extra cars are not included. 110 extra cars will be required for 15% of cars in use.
b. Serpong Line assums to be electrified up to Rangkasbitung station.

In addition to Depok depot which is under construction, further depots will be required to
house more than 800 rolling stock cars that are required under the 2012 plan. The number of
cars assigned to one depot for inspection must be determined taking into consideration the
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

operation of trains, types of cars to be assigned and other factors.

The number of cars in use (excluding extra cars) of Jabodetabek Railway in 2020 is assumed
as 1,126. The figure may increase more after 2020 and when accounting for extra cars. It is
estimated that, in addition to Depok depot that will start operation in 2007, one depot that
performs up to function monthly/annual inspection work for Bekasi Line and another depot
for daily checkup and car washing for Serpong Line will be required in 2012.

4.4 Jabodetabek Transport Upgrading Plan for 2020

The Jabodetabek transport upgrading plan for 2020 is premised on the assumption that the
following new railway lines have been completed by 2020.
- MRT South-North Line, from Lebak Blus to Monas
- MRT East-West Line, from Grogol to Monas/Gambir
- Airport Line, from Kalideres to Air terminal
In developing a transport plan for peak hours, the frequency of train operation was calculated
based on the section traffic volume by line determined from the OD chart for 2020.

Table 6 Estimated passenger and transport capacity during peak hour in 2020
Congestion
Line Formation Trains/h Capacity Passenger
Rate (%)
Central
10 cars 15(Ex.4, Lo.11) 21,000 26,194 125
/Bogor
Bekasi 12 15(Ex.3.,Lo.14) 25,200 50,941 202

Serpong 10 12(Ex.3,Lo.9) 16,800 25,199 150

Tangerang 6 16 15,072 27,420 182

Table 7 Number of Rolling Stock in 2020

No. of train sets No. of cars
Division Line
In use Extra Total In use Extra Total
Central/Bogor Lines 10×38 10×5 10×43 380 50 430
Jabotabek Bekasi, Loop Lines 12×43 12×5 12×48 516 60 576
Railway Serpong Line 10×23 10×3 10×26 230 30 260
Total 12×43 12×5 12×48 516 60 576
10×61 10×8 10×68 610 80 690
1126 140 1266
South-North Line 6×23 6×3 6×26 138 18 156
East-West, Tangerang
MRT Airport Airport Lines 6×21 6×3 6×24 126 18 144
Line, Airport Line
Tangerang (Limited Ex. trains) 6×8 6×1 6×9 48 6 54
Line (Commuter)
Total 6×44 6×6 6×50 264 36 300
(Limited Ex.)
6×8 6×1 6×9 48 6 54
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

5. MAINTENSNCE PLAN

The suggestion and recommendation on infrastructure maintenance for tracks and electrical
facilities as well as on maintenance of rolling stock are proposed. To modernize track
maintenance work it is required not only to introduce maintenance equipment but also to
establish a maintenance organization and structure to fully utilize the functions of the
equipment. For signaling/telecommunication and electrical system the establishment of
company for maintenance with license system, improvement of technical education program,
enhancement activities for ability, personal interchange between the administrative and field
organizations and deregulation are required. For rolling stock maintenance depots and
workshops are required. The points of improvement on maintenance system are systematic
regulation/rules, systematic maintenance industry/outsourcing, an introduction on advanced
technology and assistance from the state government.

6. MAJOR PROJECTS

6.1 Systematic Diagram of Main Project

Major projects for the master plan consist of the projects that have been studied and
recommended in the previous surveys, the projects that are currently being studied in
Indonesia, and the projects that are newly recommended for this time.

Main Project in JABOTABEK toward 2020

External DGR DKI

Input Existing System (PT.KAI) Output

Improve ment of Service Modernization
Cu stomer Need
Increasing Traffic Capacity (OCC/Maintenance)
Traffic Demand
Improve ment of Safety Track Addition
Traffic Volume
Integra te d Ope ra tions New Line
Speed-up
Effective Ma intenance Upgrading Facility
Hea dway
Conn ection wi th oth er OCC Electrification
Efficiency
Depot & Workshop
Failure Re covery
Rolling Stock
Punctuality Direct oper ation with M RT

Exte rnal (Management Segregation)

Fig 4 Systematic Diagram

6.2 Project Implementation Program

The main items of evaluation are Degree of influence on a future base, Necessity for an entire
public transportation network, Convenience for passengers, Concern about the operation plan,
Effect on an increased demand, Construction costs and workability, Improvement of safety,
Effect on punctual operation, Social restriction such as land availability, and others.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

Table 8 Implementation Program

Investment Cost & Schedule for Railway Project

SCHEDULE of INVESTMENT
Cost
Project Name 2006 - 2011 - 2016 - 2021 &
(MUS$）
2010 2015 2020 after
1. Modernization 717 282 236 43 156

2. Tracks Addition 1,098 290 367 0 441

3. New Line Construction 9,454 797 1,568 618 6,471

4. Improvement & New Station 466 94 201 47 124

Improvement of Level
5. 173 12 16 145 0
Crossing
6. Elctrification 40 20 20 0 0

7. Depot and Workshop 550 350 200 0 0

8. Rolling Stock 1,770 500 620 650 0

Total 14,268 2,345 3,228 1,503 7,192

7. MANAGEMENT IMPROVEMENT PROGRAM

JABOTABEK Railway Commuter Spin-Off Format will be a main issue of the management
improvement program. Taking into account the opportunities and risks of all the models, the
establishment of JABODETABEK Railway Commuter Corporation as a DKI Jakarta
government-owned company (BUMD) is recommended. Currently four ownership models are
under consideration for the proposed spin-off of Jabotabek division from PT.KA.

Management Improvement
Spin Off S cheme Alternatives on JABOTABEK Railway

Jabotabek DKI
Commuter Jak arta
Railw ay Government
PT.KAI Sis ter
Company
(BUMN) Jabotabek
Jabotabek
Railw ay Commuter
Divis ion Railw ay
Regional
Company
(BUMD)
Jabotabek Jabotabek
Commuter Commuter
Railw ay Railw ay
Daughter Private
Company Company
(BUMS)

Fig 5 Management Improvement program

Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

Table 9 Jabotabek Railway Spin-off Formats

Comparison of features of four Spin-off alternatives

Alternati ve Commuter Commerciall y Inter-modal Coopera tion

Impl ementa tion
- Ori ented -Ori ented Considera tion Local Gov.

Si ster
Compa ny Ｃ Ｃ Ｂ Ｃ Ｂ

Daughter
Compa ny Ｄ Ｄ Ｃ Ｄ C

Regi onal
Compa ny Ａ Ｂ Ａ Ａ Ａ

Pri va te
Compa ny Ｂ Ａ Ｄ Ｂ D

8. ECONOMIC & FINANCIAL ANALYSIS

EIRR is a littele over 10%, which is not high enough but not low at all. Actually, if CO2
emission is assumed more realistic figures of 150% and 200%, it will rise to 10.64% and
11.11% respectively. The later cases are more realistic because it is difficult even for new cars
to keep CO2 emission level under the regulated ceiling of CARB in 2016.

Table 10 Economic Analysis

Sensitivity Anal ysi s of EIRR  

CO2  Emission Total Cash Flow EIRR

of CARB Billion Rps

Base Case 100% 48,967 10.17%

Case 2 150% 50,767 10.64%

Case 3 200% 52,567 11.11%

FIRR shows minus 1.20% in the base case, because the tariff is assumed unchanged. However,
if the higher tariff is adopted for the better service, FIRR will be changed better to 1.19% by
annual raise of 3%, 2.17% by 4% and 3.24% by 5%.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

Table 11 Financial Analysis

Sensitivity Analysis of FIRR  

Annual Raise of Total Cas h FIRR

Tariff Flow
B illion
0% (Base Case ) Rps 24,959 -1.20%

3 % ( Case 2 ) 41,424 1.19%

4 % ( Case 3 ) 48,998 2.17%

5 % ( Case 4 ) 57,947 3.24%

9. INTERMODAL ISSUE

It is essential to select appropriate types of systems according to the transport distance and
volume and to combine measures together. Coordination with other transport modes and
development plans are quite necessary with inter-governmental cooperation in line with
environmental assessment.

Person km
/day/one way

Urban rai lways (MRT PT.KAI)

Travelator

１００００ HSST
Traffic density

Monora il
On foot

４０００ Mass tra nsit

Bus and Bus

BusWay
２０００
Taxi, Ojek, Bajai,
Bicycle Private car Per sonal tr ansit
Motorcycle, Car

１ ２ ５ １ ０ ５ ０ １ ００ Ｋ ｍ

Fig 6 Appropriate System of Urban Transportation

10. NEW MASTER PLAN

10.1 Targets of Further Development

In order to measure the further development the indexes will be introduced to represent the
condition of Jabodetabek Railways in the future. Basic items should be the data which are
clear to see and easy to obtain.
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

Table 12 Target Index of Package C（Draft)

Item Index Unit 2000 2005 2020(Target)
Fatalities and the 38.2 25.4
1. Safety persons/train km 0
wounded (150) (100)

8.4
2. Security Squatted right of way km 0
(100)

7.7 5.5
3. Punctuality Average delay time min/train 0
(140) (100)

Non-operated electric 29 29
4. Capacity non/total % 0
cars (100) (100)

11,113 13,723 50,000

5. Network Train-kilometer operated km/day
(81) (100) （364）
Jak St.
Passengers at 31,241 27.651 100,000
6. Convenience PseSt. persons/day
transferable stations (113) (100) (362)
Thb St
Total railway 324,384 276,628 1,500,000
7. Passenger persons/day
passengers (117) (100) (542)

Total amount of 0.244 0.511 3.79

8. Revenue billion Rp/day
JABOTABEK Rail (48) (100) (742)

. (Note) The figure in parentheses shows the index when 2005 year is assumed to be 100

10.2 New Master Plan

Major projects are classified into three groups, namely Normalization of Safety/Security,
Strengthening of Capacity/Network and Convenience/Inter-modal. The guideline to select the
higher priority will be classified into three ranks, namely Basic, Optional and Future
Consideration.

10.3 Results and Recommendation

a. Future Railway Network includes Jabotabek Railway, MRT and Mopnorail. Freight and
ling distance transport should be considered properly.
b. Ridership forecast based on SITRAMP shows 10% railway share in inter-zone motorized
trips in 2020. Its realization owes to TDM, the normalization of operation and maintenance
and other inter-modal issues.
c. Operation plan is recommended as semi-loop operation and through operation between
Jabotabek Railway and MRT. Infrastructure and depots/workshops should be provided timely
for the revenue service.
d. Maintenance plan should be executed as normalization project until 2012.
e. Management improvement begins with basic matters as much as possible. Spin-off must be
considered urgently.
f. Economic/financial analysis will pay for investment reducing considerable road traffic and
reasonable increase in tariff and PSO will affect the break even point.
g. Leys to inter-modal issues should be applied in Jabodetabek area.
h. Target indexes, project grouping and construction schedule are provided to implement
NEW Master Plan.
 Table 13 Package C Projects Grouping for 2020 (Draft)
September 15, 2006
Unit : milion US$
① ② ③
Nomalization Strengthning Co n ve n ie n c e
Safe t y/ Se c u r ity C apac it y/ Ne two r k In t e r m o dal

・Safty Devices (Signaling, Overbridge, Platform) 342 ・MRT S-N Line (Ciputat - Lebak Bulus - Harmoni) 1,340 ・Airport Access (Kds - Airport) 530
・New Workshop & Depot (Dp) 160 ・MRT E-W Line A (Grg - Gmr, Tng - Grg, Depot/Workshop) 1,120 ・Tpg Container Terminal 60
・Electrification & Modernization 40 ・DDT Bekasi Line (Mri - Bks - Ckr, Depot) 470
・Station Square (25 Stations) 120 ・DT & Electrification Serpong Line (Thb - Prp - Rk, Depot) 170
・Mono-rail (Blue/Green Line) 700
・EC for Heavy Rail 1,320

B asic Prio rity

・EC for MRT 350
Total 662 Total 5,470 Total 590

・Track Elevation-East Line(New Kota - Pok) 150 ・MRT S - N Line (Harmoni - New Kota) 160 ・New Kota St. 453
・Grade Separation (5) & Automatic Warning 37 ・MRT E-W Line A (Gmr - Pulogadung) 510 ・Improvement (Sudirman, Tanahabang) 40
・MRT E -W Line B (Thb - Tpk) 1,000
・DDT (Bks - Ckr) 110

Prio rity
O ptio n al
Total 187 Total 1,780 Total 493
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007

・Electrification (Cta - Nmo) 0 ・MRT E-W Line C (Balaraja - Tangerang) 1,020 ・Outer Loop Line (Tpg -Srp) 700
・Short-cut (Tangerang Line - Thb) 40 ・MRT E-W Line C (Bekasi - Tangerang) 1,500
・Short-cut (Eastern - Mri, Serpong - Krt) 255 ・MRT S - N Line (New Kota - Ancol) 160
・MRT E - W Line A (Pulogdung - Cikarang) 510

Fu tu re
・DDT (Thb - Mri) 150

Co n side ratio n
Total 295 Total 3,340 Total 700

Sub-total 1,144 Sub-total 10,590 Sub-total 1,783

Grand Total 13,517