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Faculty of Economic Sciences, Communication and IT

J O I C E

INTEGRATED TICKETING SYSTEM:

CASE STUDY of JABODETABEK and

VÄRMLANDSTRAFIK AB

Service Science Master Thesis

Date/Term: Spring 2009 Supervisors: Bo Enquist Samuel Petros Sebhatu

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Abstract JABODETABEK is a region that consists of DKI Jakarta Province, the and 7 other regions such as Bogor Regency, Bogor City, Depok City, Tangerang Regency, Tangerang City, Bekasi Regency, and Bekasi City, which surroundings Jakarta, as the hinterland. Everyday people commute from the hinterlands to Jakarta and vice versa. This situation makes transportation as a basic need for people to do their activities is a very important issue. But there is a problem with the public transport system in this area, because it is not integrated yet. The focus of this research is to assess the integration of ticketing system between TransJakarta busway and JABODETABEK commuter train by using Varmlandstrafik AB experience. Data is collected through interview and by browsing the websites, then, it is analyzed by using cross-case synthesis with literature review as the consideration. The integrated ticketing system between TransJakarta busway and JABODETABEK commuter train is developed from the existing ticketing system in TransJakarta busway with some improvement on its application. And to support the process of integrating the ticketing system, there are things to be prepared and fixed between the two PTAs. They are the fare structure and administration issue. The fare structure is related to its fare based (flat or zone or combination of it), consideration for credit cards or debit cards payment, and if it used the zone structure, it needs a simple zone structure. Related to the administration, it needs a centralized body or organization. This centralized body is not just integrating the ticketing system, but then it will improve the other integration aspects. To support the integrated public transport process, it still needs to improve the existing public transport services, by increasing the capacity; and combining it with other policy which restrain the use of private vehicle. The need of integrated ticketing system in JABODETABEK is to increase the access of public transport in order to make an easier transit or transfer process, increase the number of passengers which implies to reduce the private vehicles user, improving public transport market share and reducing externalities.

Key word: integrated ticketing system, Transjakarta busway, JABODETABEK commuter train, JABODETABEK

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Table of Contents

Abstract .............................................................................................................. i

Table of Contents ................................................................................................ ii

List of Pictures ..................................................................................................... v

List of Table ......................................................................................................... v

1 Introduction ................................................................................................... 1

1.1 Background .................................................................................................... 1

1.2 Objective ........................................................................................................ 2

1.3 Research Questions ....................................................................................... 2

1.4 Scope of Work ............................................................................................... 2

1.5 Writing Structure............................................................................................ 3

2 Methodological Discussion ............................................................................ 4

2.1 Qualitative Research ...................................................................................... 4

2.2 Case Study ..................................................................................................... 4

2.3 Methods of Collecting Data ............................................................................ 5

2.4 Method Analysis ............................................................................................. 5

2.5 Research Process ............................................................................................ 6

2.6 Limitation ....................................................................................................... 6

3 Theoretical and Conceptual Framework ........................................................ 7

3.1 Integrated Public Transport System ................................................................ 7

3.2 Public Transport ............................................................................................ 8

3.3 Service Concept .............................................................................................. 10

3.4 Research about the Major Issue of Transportation in JABODETABEK,

Indonesia ....................................................................................................... 11

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3.5 Research about Integrated Public Transport System in JABODETABEK,

Indonesia ....................................................................................................... 12

3.6 Experience of Integrated Ticketing System ..................................................... 14

4 Empirical Study .............................................................................................. 16

4.1 Portrait of JABODETABEK Region .................................................................... 16

4.1.1 Portrait of Transportation in JABODETABEK, Indonesia ............................ 17

4.1.1.1 Road Networks ......................................................................................... 17

4.1.1.2 Public Transport ....................................................................................... 19

4.1.1.2.1 TransJakarta Busway ............................................................................. 20

4.1.1.2.1.1 The History of TransJakarta Busway ................................................... 20

4.1.1.2.1.2 Organization ...................................................................................... 20

4.1.1.2.1.3 Network ............................................................................................. 22

4.1.1.2.1.4 Overview of TransJakarta Busway Operation ..................................... 23

4.1.1.2.2 JABODETABEK Railway ........................................................................... 25

4.1.1.2.2.1 History of JABODETABEK Commuter Train ......................................... 25

4.1.1.2.2.2 Organization ...................................................................................... 26

4.1.1.2.2.3 Network ............................................................................................. 27

4.1.1.2.2.4 Overview of JABODETABEK Commuter Train Operation ..................... 28

4.1.1.3 Point of Connection between TransJakarta Busway and JABODETABEK

Commuter Train ...................................................................................... 29

4.2 Portrait of Regions in Varmland, Sweden ....................................................... 30

4.2.1 Portrait of Transportation in Varmland, Sweden ...................................... 30

4.2.2 History of Varmlandstrafik AB .................................................................. 31

4.2.3 Varmlandstrafik AB .................................................................................. 31

4.2.3.1 Network ................................................................................................... 32

4.2.3.2 Overview of Värmlandstrafik AB Operation .............................................. 33

4.3 Experience of Integrated Public Transport System in Varmland ...................... 34

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5 Discussion, Conclusion and Contribution ....................................................... 36

5.1 Discussion ...................................................................................................... 36

5.1.1 Conditions of Integrated of Public Transport System in JABODETABEK and

Värmland ................................................................................................... 36

5.1.2 Assessment of integrated public transport system in JABODETABEK, Indonesia . 37

5.1.3 The Need of Integrated Public Transport System ............................................ 40

5.2 Conclusion ..................................................................................................... 41

5.3 Contribution ................................................................................................... 41

References ........................................................................................................... 42

APPENDIX1 .......................................................................................................... 46

APPENDIX2 .......................................................................................................... 48

APPENDIX3 .......................................................................................................... 49

APPENDIX4 .......................................................................................................... 50

APPENDIX5 .......................................................................................................... 52

APPENDIX6 .......................................................................................................... 53

APPENDIX7 .......................................................................................................... 54

APPENDIX8 .......................................................................................................... 54

APPENDIX9 .......................................................................................................... 55

APPENDIX10 ........................................................................................................ 57

APPENDIX11 ........................................................................................................ 59

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List of Pictures

Figure 1 The Research Process ............................................................................ 6

Figure 2 The Relationship of Actors in Public Transport ....................................... 9

Figure 3 Planning Process of Public Transport ..................................................... 9

Figure 4 The Hierarchy of Service Development .................................................. 10

Figure 5 Service Maintenance Process ................................................................. 11

Figure 6 Planning Process of Public Transport ..................................................... 13

Figure 7 JABODETABEK Area ................................................................................ 16

Figure 8 Jakarta Road Network ............................................................................. 18

Figure 9 History of TransJakarta Organisation ...................................................... 21

Figure 10 TransJakarta Network in Jakarta Macro Transportation Scheme .......... 23

Figure 11 Emission Reduction from TransJakarta ................................................. 24

Figure 12 Ticket of TransJakarta ........................................................................... 25

Figure 13 JABODETABEK Railway Company .......................................................... 26

Figure 14 JABODETABEK Commuter Railway Network .......................................... 27

Figure 15 Services of JABODETABEK Commuter Railway....................................... 28

Figure 16 Tickets of JABODETABEK Commuter Train ............................................ 29

Figure 17 Värmland Region .................................................................................. 31

Figure 18 Bus and Railway Network in Värmlands ................................................ 33

Figure 19 Tickets in Värmlandstrafik AB ............................................................... 34

List of Tabel

Tabel 1 Overview of Integrated of Public Transport System in JABODETABEK and

Värmland.................................................................................................. 36

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1 Introduction

1.1 Background

JABODETABEK is a region that consists of DKI Jakarta Province, the capital of Republic of Indonesia, as the center of activities, and 7 other regions such as Bogor Regency, Bogor City, Depok City, Tangerang Regency, Tangerang City, Bekasi Regency, and Bekasi City, which surroundings Jakarta, as the hinterland. Everyday people commute from the hinterlands to Jakarta and vice versa. This situation makes transportation as a basic need for people to do their activities, is a very important issue.

Based on BAPPENAS-JICA (2004), there is a deterioration of public transport in JABODETABEK which can be seen through its low level services. And another problems which is critical for the public transport sector is its less effective inter- and intra-modality.

Related to this problem, to provide a better public transport, it has to see transportation as a matter about movement. So, the main thing that should be focused on is by paying attention on the movement itself. It has to consider on how, when and where or even why they move. By using this principle, it also means that to overcome transportation problems, it has to be seen as a system. There is no single decision that will sort it out. Based on this principle, transportation problems in JABODETABEK can be decreased.

As part of improvement of public transport performance, local government DKI Jakarta introduces Transjakarta busway in 2004 on Blok M – Jakarta corridor. This busway system is different from the existing public transport in Jakarta, because the local government is using quality licensing to provide the society which is based on the minimum service standards (Standar Pelayanan Minimum (SPM)). This system makes the bus operator did not have to pursue deposit (setoran) which is done by other operators outside the TransJakarta busway. Now they already expand the busway system into 8 corridors. But this system just operates in Jakarta region which is partial of JABODETABEK area that makes it just as a solution in part of Jakarta only. So, there are still problems related to the movement from and to the surrounding area.

Another public transport is JABODETABEK commuter train. JABODETABEK commuter train has already operated for a long time in JABODETABEK area. It connects the movements from the surrounding area to Jakarta and vice versa. But its role is not been explored enough as the solution to the transportation problems in JABODETABEK area. And it is worsen because it has a poor performance. Lots of delay, not enough capacity and problems to reach the nearest station are few reasons why people did not use this mode.

Based on those two situations above, it needs to consider integrating the TransJakarta busway, which operated in Jakarta region, with JABODETABEK commuter train as a public transport that connecting the movement from and to the hinterlands. This integration between TransJakarta busway and

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JABODETABEK commuter train is needed to increase the accessibility in order to attract people in using public transport.

There is no direct definition about integrated public transport system. But based on Janic and Reggiani (2001), the term `intermodal’ and term `integrated’ transport have been used to describe the transport systems, which have provided door-to-door transport services for goods and passengers, respectively, by using one or different transport modes. Intermodal is used on term of goods transport service and integrated is used on terms of passengers transport service. This principle is used in providing transport system in European countries. And one of the integration of public transport is the integrated ticketing system.

On the other hand, other countries have already implemented this system. One of the countries is Sweden which is one of the European countries. Integration between different kinds of mode in Sweden is already operated for quite a long time. And it is not only between public transport such as bus and train, but even also with ship and airplane. All counties implement this system, including Varlmlands. Derived on that, by knowing the process that had been experienced by Värmland, for few years now, it will be used to asses an integration of transport system in JABODETABEK area.

1.2 Objective

The objective of this research is to increase the ridership of public transport by analyzing and assessing an integrated ticketing system in JABODETABEK, Indonesia in comparison to Värmland, Sweden and the reason why an assessment the integrated of ticketing system is needed.

1.3 Research Question

Overall interest of this research is to assess and analyze an integrated transport system in JABODETABEK, Indonesia. 1st Research Question: What is the condition of integrated public transport system in JABODETABEK,

Indonesia? 2nd Research Question: How is the process in assessing integrated ticketing system; between bus and

train in JABODETABEK, Indonesia based on experience in Värmlandtrafik, Sweden?

3rd Research Question: Why is the integration of ticketing system needed?

1.4 Scope of Work

This research will focus on JABODETABEK area in Indonesia and it will analyze the integrated ticketing system between TransJakarta Busway and JABOTABEK railway. This research is more about describing to integrate the ticketing system both of public transport by making a comparison with public transport in Värmland, Sweden.

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1.5 Writing Structure

Chapter 1 : Introduction. This chapter is describing the background, objectives, research questions, scope of work

and the writing structure of the research. Chapter 2 : Methodological Discussion This chapter is describing the research strategy, methods of collecting data and method

analysis. Chapter 3 : Theoretical Framework This chapter is describing the theoretical frame of reference. It consists of theory which

will be used to analyze, previous researches and reports related to modal integration in JABODETABEK area.

Chapter 4 : Empirical Study This chapter is describing the existing condition of public transport between TransJakarta

Busway and JABODETABEK railway in Indonesia and the existing condition of integration of public transport system in Värmland, Sweden.

Chapter 5 : Discussion and Conclusion This chapter is analyzing the findings by using the literature review. On this chapter, it

will explain on how to asses an integrated ticketing system in JABODETABEK area based on experience in Värmland and benefits if the integration is implemented.

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2 Methodological Discussion

2.1 Qualitative Research

Based on Maxwell (2005), there are five particular intellectual goals for which qualitative research are especially suited. First, understands the meaning, which its interest is to know about physical events and behavior are taking place, how participants make sense of the events and behavior, and how their understanding influences of their behavior. Second, understanding the particular context within which the participants act and influence that the context has on their action. Third, identifying unanticipated phenomena and influences and generating new, “grounded” theories about the latter. Fourth, Understanding the process by which events and actions take place. Fifth, develop causal explanation. He also provides three practical goals as the advantages of the qualitative research. They are generating results and theories that are understandable and experientially credible, both to the people that is studied and to others; conducting formative evaluations, ones that are intended to help to improve existing practice rather than to simply assess the value of the program or product being evaluated; engaging in collaborative or action research with practitioners or research participants.

2.2 Case Study Research

Based on Yin (2003) there are three conditions that has to be considered before choosing a research strategy. First, it is the type of research questions posed. Second, it is the extent of control an investigator has over actual behavioral events. And last, it is the degree of focus on contemporary as opposed to historical events. Based on those three considerations above, because this research is more focus on “how” and “why” questions, which the researcher cannot control the behavioral events and also it is about a contemporary events, this makes more suitable to select a case study strategy approach. The case study will be investigate the integration of ticketing system between public transports in JABODETABEK, Indonesia, in this case is between TransJakarta busway and JABODETABEK Commuter train, which is not applied yet; and public transport in Värmland, Sweden which is already applied an integrated ticketing system.

Case study approach works to investigate an issue in-depth and provide an explanation that can cope with the complexity and subtlety of real life situations. The tendency of this approach is stressed on the detail of a relationship and process of a work, and not about the outcome which make it tend to be holistic rather than deal with isolated factors. Case study is also investigating a naturally occurring phenomenon, and used multiple resource and multiple methods as a part of investigation (Denscombe, 2007). Based on Gummesson (1995; 2000), case studies is vary in character, but there are two types of particular interest, such as to derive general conclusion from a limited number of cases and to arrive at specific conclusions regarding a single case. And Yin (2003) also divided case study into three types of uses. They are exploratory, descriptive and explanatory. Because this research goal is to asses an integrated public transport in JABODETABEK, Indonesia based on experience of integrated public transport system in Värmland, Sweden, so, first, I will describe the existing condition of TransJakarta

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busway and JABODETABEK commuter train in Indonesia. Then I will try to have an in-depth investigation to know the process of integrated public transport system in Värmland, Sweden which I will use as a benchmark to compare it with the condition of public transport in JABODETABEK, Indonesia. Then I will try to identify things to asses an integrated ticketing system in JABODETABEK. And to do so, an description and exploratory research is done which will arrive to a specific conclusion regarding an integration of ticketing system in JABODETABEK, Indonesia

2.3 Methods of Collecting Data

Based on Miller and Fredericks (1994), qualitative data which can be used as qualitative evidence are field notes; interview data; historical accounts, including logs, journal, official documents, etc; biographies, autobiographies, novels and other literary works which may provide direct and indirect insights as to a time, place or event; films of various kinds; artifacts as defined by archeologists and anthropologists; and physical and documentary materials which are classified as evidence in the practice of law.

Based on Maxwell (2005), the data in a qualitative study can include virtually anything that you see, hear or that is otherwise communicated to the researcher while conducting the study, but there is ethic of prohibited in citing which could violate confidentiality or privacy or be potentially damage to particular individual. The researcher is the research instrument in a qualitative study. So, in order to decide data collection methods, two conceptual key issues that has to consider is the relationship between research question and data collection methods; and triangulation of different methods. Collecting data using different sources and methods or called triangulation, is done to reduce the risk that the research conclusion reflects the systematic biases or limitations of a specific source or method. Triangulation also allows gaining broader and more secure understanding of the issues that is investigated.

And related to this research, in order to describe the existing condition of public transport in JABODETABEK area, I will have an interview to few key persons which related to TransJakarta busway and JABODETABEK commuter in JABODETABEK, Indonesia. And to know about the history of integration process in Värmland, Sweden, I will interview two persons that have responsibility about integrated ticketing system in Värmlandtrafik, Sweden. I also used some of my experience as one of the user of both TransJakarta busway and JABODETABEK commuter train. I collect data from websites, journals and newspaper which can be used as primary and secondary data based on its relevance to the research.

2.4 Method Analysis

Based on Yin (2003), the best preparation for conducting case study analysis is to have a general analytic strategy which is relying on theoretical propositions, rival explanations and case descriptions. These three general strategies underlie the specific analytic techniques which consist of pattern matching; explanation building; time-series analysis; logic model; and cross-case synthesis. This research will analyze using the cross-case synthesis to create word tables that display the data from the individual cases according to some uniform framework and the analysis of the entire selection of word tables enabled the study to draw cross-case conclusions about the intervention centers and their outcomes. Based on Maxwell (2005), by construction of cross-case displays and matrices, patterns and themes will

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be sought. The goal is to build a logical chain of evidence and to construct a theoretically and conceptually coherent explanations and looking for the negative evidence.

Based on the data and theory that used in this research, I will try to analyze the process of ticketing integration in Värmland, Sweden. Then it will be compare to existing condition in JABODETABEK area. Next step is to identify things that have to be fixed and provided to assess the integration. It also will classify problems that may occur in the process itself and the advantage or disadvantage of the integration.

2.5 Research Process

The process of doing the research describes on figure 1. First, it is all started by describing the transportation problems in JABODETABEK, Indonesia in introduction. And based on literature review and theoretical and conceptual framework, we define findings which will be discussed next. The research will finish after the conclusion and contribution is made.

Figure 1 The Research Process

2.6 Limitation

Due to time and distance limitation, there are some inputs from the actors of public transport in JABODETABEK, Indonesia that could not be reached. There are also limitations in resources, because i cannot reach the websites in my university in Indonesia. This situation makes the research resource from Indonesia is limited. And for several issues, some of the participants request to not be mentioned their status. This research is just focused on TransJakarta busway and JABODETABEK commuter train.

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3 Theoretical and Conceptual Framework

3.1 Integrated Public Transport System

Janic and Reggiani (2001) explain that the objective of integrated service in public transport is to reduce the use of individual cars and increase use of public transport. By a significant shift from car to other public transport modes could be achieved by improving public transport services of each mode and by promoting door-to-door integrated services. And apart from improving the performance of public transport modes in terms of reliability, accessibility, comfort, safety and flexibility, an essential issue has emerged to be how to achieve an efficient integration of urban passenger transport systems. The solutions that emerged by integrating individual transport and public transport systems; and integrating of different public transport systems. Between individual transport and public transport system, integration may carried by the construction of interconnecting infrastructure (e.g multimodal terminals, park-and-ride facilities) and by setting up an information and traffic management system (incorporating the use of transport telematics), which would allow the reassessment of travel choice before and during the journey with addition, both walking and cycling would be chased. Between public transport systems, the most important elements of integrated transport systems are multimodal terminals (hardware), coordinated timetable (orgware) and through ticketing (finware).

On the book with the title “Bus Rapid Transit planning Guide” which published by Institute for Transportation and Development Policy (ITDP) on 2007 based on experience of countries that already implemented the bus system, one of its chapters is discussed about the guidelines related to the modal integration for the bus system. First, it has to integrate to itself. This means that the bus system has to integrate between one corridor to other corridor in order to ensure the physical and fare integration through the system. Second, it has to provide access for the pedestrian. In order to encourage people to use the public transport, it has to give a safe, convenient, and secure access. This access has to consider the movement of people from their home to reach the bus system corridor, movement from the corridor to reach the station and movement on the station. This movement is also influenced by the bus system design and its shelter location. Third, it has to provide access for the bicyclist. This is also as a campaign for people to use the cycle for their activities. Fourth, it has to integrate with other public transport. The integration is through physical connection between the two systems, complementary marketing and promotion of the two systems, and the unification of fare structure. The physical connection which done on the planning stage, is had the most important role to integrate the two system beside the clear signage and integration of ticketing system. Fifth, it has to provide access for taxis. And last, it has to provide park-and-ride facilities. These facilities are also in order to decrease the use of private vehicle.

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Based on Luk and Olszweski (2003), measures for integrating transport services include the following five broad categories:

a. Physical integration – the close proximity and ease of access at mode interchanges will greatly enhance public transport services. Walkways should be carefully designed for passengers to change mode. Passengers should be within a short walking distance from their residences to a transit stop.

b. Network integration – bus and rail systems should be an integrated network in their own right and these separate networks should further complement one another. Feeder services using buses, trams or light rail should be designed to maximize the patronage of the trunk routes. Network integration is closely linked to physical integration and both contribute towards the integration of infrastructure.

c. Fare integration – a single fare card for multiple transit services will facilitate the transfer between modes. Rebates can be implemented as an inducement for those who transfer from one mode to another.

d. Information integration – a comprehensive, easy-to-use passenger travel guide is critical to successful multi-modal travel. The signage at rail and bus stations should be properly designed to convey effective information to travelers. Information Technologies (IT) and Intelligent Transport Systems (ITS) can play important roles in integrated transport in general and information integration in particular.

e. Institutional integration – a common institutional framework is better able to undertake land-use planning, travel demand management and integrated public transport services. In the absence of common framework, cooperation and coordination amongst government agencies, and between the private and public sectors, become vitally important.

3.2 Public Transport

Based on Enquist, Johnson and Camen (2005), there are four actors who are influenced to the public transport development in a country or region. They are principal or politician, i.e the owner or the authority responsible, representing the political level; the executive management of a regional public transport company, i.e the Public Transport Authority (PTA); the employees or, as is the case in public transport, the operators (contractors); and the customers, i.e passengers and citizens. The stakeholders of the network are driven by different interests, which is an important thing to bear in mind when discussing this; the common good of the principals; the external efficiencies of the PTA, and the customer satisfaction and external efficiencies of the contractors. And the relationship between these actors is shown in Figure 2.

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Figure 2 The Relationship of Actors in Public Transport

Source : Enquist, Johnson, Camen (2005)

The planning of public transport is made based on the type of service of the public transport. There are two types of public transport service, they are a fixed route service and demand responsive service. And this research is focused on a fixed route service, because it will discuss about railway and busway (one type of Bus Rapid Transit System) in JABODETABEK, Indonesia. The planning process on fixed route service contains of strategic planning and operational planning (Shown in Figure 3). On the strategic planning, it is divided into three steps; they are the network design, frequency setting and timetabling. Network design is related to types of public transport that will be built; the feasibility to build the public transport, based on its demand and its cost; the route of the public transport that will be implement; how many shelters will be provided; the location of its shelter and terminal; what kind of operational system that will be used, etc. This step is more concerned to the infrastructure. And the basic point of this step is the OD-matrix. So, it will need an accurate OD-matrix in order to create a good public transport network. Then, the most crucial step is the frequency setting, because it will influence to the operational planning, which are vehicle and crew scheduling. This step is also influence by the network design. For example, in order to set the frequency of a bus operation, it will need to know how long the travel time from origin to destination, because this is influenced by the route that is chosen. Other example is, the time travel is also influence by the sum of the shelter that will be serviced and the time to stop on each shelter. On this step, the type of vehicle that will be used is also had an important role. Because by knowing its capacity, it will also influence the need of the fleet and its frequency, which will be used for our next step, timetabling.

Figure 3 Planning Process of Public Transport

Source : Hall (2006)

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Based on Nash (1982), public transport operations give an impact to the social and environmental aspects. First, it influences on social need for some level of service. Second, it effects on the existence of economies of scale and monopoly power. And third, it is the externalities of private and public transport. These externalities can be formed into delay to other vehicles and pedestrians; environmental degradation such as noise, air pollution, visual intrusion and destruction of facilities to provide new infrastructure; accidents; and depletion of non-renewable natural sources.

3.3 Service Concept

Based on Lovelock and Wirtz (2007), he sees services as economic activities offered by one party to another. Edvardsson (2005) sees service as a link in time and space activities and interactions which provided solutions to customer problems. He defines that service from the customer aspect is a matter of value-in-use which resulting customer experience. And Gronroos (2006) defines service as a process that consists of a set of activities which take place in interactions between a customer and people, goods and other physical resources, systems and/or infrastructures representing the service provider and possibly involving other customers, which aims at assisting the customer’s everyday practices.

Lovelock and Wirtz (2007) is developing the conceptual framework of a service into 3 categories, they are service operations, service delivery, and other contact points. Service operations are related to conditions where inputs are processed and the elements of the service products are created. Service delivery is related to conditions where final “assembly” of these elements takes place and the product is delivered to the customer. And other contact points are related to conditions which embraces all points of contact with customers.

Based on Gustafsson and Johnson (2003), in order to survive on competition, a company needs to do service development. This service development are consists of 3 stages, they are service maintenance, improve service performance and service innovation (Shown on figure 4). On service maintenance stage, it focuses to remove things gone wrong. On the next stage, improve service performance, it focus to improve things gone right. And the last stage, service innovation, it focus to create and implement new idea for the service.

Figure 4 The Hierarchy of Service Development

Source : Competing in a Service Economy (2003)

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On their book “Competing in a Service Economy”, Gustafsson and Johnson (2003) describe the service maintenance process is shown in Figure 5. On this process, it needs to identify service quality defects. Then, it needs to pick a defect that is going to be solved. Next step is identifying the solution which can be done. And before it is implemented, the solution should be test first.

Figure 5 Service Maintenance Process

Source : Competing in a Service Economy (2003)

3.4 Research about the major issues of Transportation In JABODETABEK, Indonesia

Based on Joewono, Parikesit, Santosa and Susilo (2007), there are several things which need to be concerned in order to create a better public transport system in JABODETABEK area. First, the government has to have greater commitments to develop public transport. This is emphasized to the government commitment in order to create a good public transport system which encourages people to use it. Second is improving the existing public transport conditions. The main problem of public transport in JABODETABEK area is the poor management, regulation, supervision, and financial sectors. These things have to be the priority to be solved, instead of implementing new systems which need a lot of efforts and money to invest. Related public transport parties should give a good achievement on the existing public transport service before involving for the next period service or further public transport project. Third is the government initiative to encourage Transit-Oriented Development (TOD). Jakarta already has a commitment to implement TOD planning system but its result and comprehensiveness is still disputed. Fourth is integrating and funding TOD development with the road charging scheme. There is no single strategy to overcome the transportation problems. Based on transportation experience in Singapore, they can cover all expenses on externalities of using automobiles, supports public transport finance and, at the same time, restrain the use of private vehicles by using the road charging scheme. Fifth is maintaining the consistency of commitments, cooperation, and coordination between stakeholders through a regulation. But to make all the stakeholders follow the regulation, it also needs

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law enforcement. Sixth, it is supervising the government’s decision-making processes. This is needed to prove the consistency of the government. Jakarta has City’s Transportation Board (Dewan Transportasi Kota), to supervise the government policy. But in the reality, they approved some policies which not relevant with the TOD planning system. And the last is developing a unique approach for each developing country, based on its culture, society, and travel behavior, as well as resources. This means a depth study of people behaviors are really needed to make a successful transportation policy. Because each country, and even each region in a country, has its own characteristics which make it needs a special treatment to solve the transportation problems.

Other issue that is considered by Djoko Setijowarno (2007) is the fuel consumption, because 50 % of fuel consumption in Indonesia is used by the transportation sector and 60% of it is happened in JABODETABEK area.

3.5 Research about Integrated Public Transport System in JABODETABEK, Indonesia

There are few researches that had been published to asses an integrated transport system in JABOTABEK, Indonesia. First, it was The Study on Integrated Transportation Master Plan for JABODETABEK (Phase II). This study is a request from Government of Republic of Indonesia to the Government of Japan, which done by the Japan International Cooperation Agencies (JICA) in 2004. The results of this study are suggesting things to do as the next step to assess the integrated public transport system in JABODETABEK. They are legal framework of JABODETABEK transportation master plan; establishment of JABODETABEK transportation planning committee; detailed transportation master plan for DKI Jakarta and local governments in the BODETABEK area; ensuring funds for transportation system development; appropriate formulation of private-public partnership and cooperation among public sectors; and done post evaluation of the projects.

The other one is a report of a grant from the US Agency for International Development which done by the Institute for Transportation and Development Policy with the title “Making TransJakarta a World Class BRT System” in 2007. This report recommends a lot of things to do to increase the TransJakarta performance. One point of them is to set-up an integrated, reliable and trustworthy fare collection system to secure public confidence. On this point, from the evaluation, they see that the current ticketing system on TransJakarta busway has limited security. This can be seen because of few reasons. They are no multi-trips ticket (smart card) are available now; still using coupon (paper) ticket in the new corridors (4-7); poor reliability of turnstiles and point of sales (POS); and the revenue collected by ticketing operator isn’t going directly deposited to the bank.

On the report, they also provided the criteria of a good ticketing system. It should have the money manager (usually a bank); the equipment provider; the ticket provider; the ticketing system operator; and the transit authority. Based on that, in order to improve the TransJakarta performance, the ticketing system in Jakarta needs to be retooled to provide full range of ticketing needs; to be sufficiently secured to public confident the revenue was used properly; institutional structure to give good ticketing service and operation; and to be integrated with other transport providers. But to be integrated with other transport provider, the ticketing system of TransJakarta busway has to be good first, because, it will

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become the pioneer and the role model for other transport provider. It has to develop its business plan; negotiate contract for clearing; receive a fee from the total revenues; promote the city card; and supervise the clearing operation. Then, TransJakarta busway will suggest to the local government to create the clearing center operator, which will establish the technical standards, guarantee the integrity of the clearing service, sign the contract with all the operators and provide the smart card. And this clearing center operator is the one that do the integrating ticketing system between the transports operator through its smart card by signing a contract to different transport providers such as TransJakarta itself, feeder bus operator, ship operator and rail operator. This process is shown in figure 6. Based on Dirgahayani, Harata and Ohmori (2007), they made a conclusion that TransJakarta’s system is operating insufficiently, because of the lack of intermodality measures implementation in improving the system accessibility and uncertainty risk of travel time caused by long transfer and waiting time. They also recommended reducing physical effort carried out by passenger to interchange by providing parking facilities, minimize transfer and waiting time through finware and software improvement measures. The barriers identified are land availability and institutional issue.

Figure 6 Planning Process of Public Transport

Source : ITDP (2005)

Based on Asri (2005), to solve transportation problems in JABODETABEK was not only about how the physical development of transportation network evolved but also how to ensure the required funds including sharing responsibility, regulatory reform, institutional rearrangement, and consensus among stakeholders. And it was also indicated the failures of planning coordination in a region-wide context and what should be done to make the master plan materialize by establishing a new agency or organization with strong power for authorization of region-wide plans that covers multiple local governments and supported by sufficient technical staff and funds.

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3.6 Experience of Integrated Ticketing System

Ireland

Dublin Bus (2009) is replacing their ticketing system into three phases. First phase is completed in 2006 by replacing the drivers’ ticket into machines. Second phase is completed in June 2008 by installing smart card readers on all buses. This phase is converting the prepaid tickets from magnetic stripe cards to smart cards. Third phase is introducing the integrated ticketing scheme, which allows customers to use one card to access services of all licensed public transport operators in Dublin area. The integrated ticketing system which used in Dublin is based on smart cards. Smart cards are plastic cards with embedded microelectronic chips that contain data. Smart cards need only to be touched against the card reader for the reader to check the validity of the ticket. The ticketing integration is developed by Railway Procurement Agency (RPA), which has been given a mandate from Government of Ireland to provide the integrated ticketing system for public transport in Dublin. Dublin Bus is working closely with RPA and other transport operator in order to ensure that the ticketing system in Dublin Bus would integrate with the ticketing systems of other transport provider. And the smart card tickets were available to public in July 2008.

And through their websites, RPA (2009) noted the benefits of integrated ticketing system, which is felt by the customer and the operators. For the customers, it will reduce boarding time; shorter queues for tickets; need to have the correct change; fast, secure and convenient transaction; minimizes need for cash; and reusability (the ability to recharge the card). For operators, it will minimize the need for cash and cash management; facilitate seamless travel and transfer across different operators; improve transportation service by making it easier to use the system; temper proof storage of transaction activities; decrease levels of fare evasion and fraud loss; reliable and proven technology in volume production; cards can support multiple different applications on the chip, each with its own dedicated keys and memory area; cheaper maintenance costs as readers do not have moving parts; card can be used for other purposes other than travel e.g. toll roads, building access control etc.; provide a tool to implement creative and flexible fare policies and hence influence usage; and it also can be used to manage passenger number (e.g. prevent overcrowding) in a closed system.

Germany, Austria and Switzerland

Based on Pucher and Kurth (1996), by carefully coordinating fares and services for all routes, all types of public transport, and all parts of the metropolitan region, Verkehrsverbund system in Hamburg, Munich, the Rhein-Ruhr region, Vienna and Zurich have greatly improved the quality of the public transport alternative to the automobile. It succeed in attracting more public transport riders and, in most cases, increasing or at least stabilizing public transport’s share of modal split through service expansion, better quality service, more attractive fare structures, and better marketing. Related to the attractive fare structures, most Verbund offered monthly tickets and yearly tickets with large amount of discount compare to the single trip ticket. So it is possible for the passengers to save money, especially for them who travel about 20-30 one-way trips per month. This also increased the convenience for them because they do not have to purchase the ticket anymore for each trips. Beside the monthly and yearly tickets,

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there are also semester tickets for university students, school pupils, and apprentices; weekly tickets; four-day tickets; three-days tickets; one-day tickets; and strip tickets. All of them are cheaper than the one-trip ticket. Pucher and Kurth also noted that there are two factors in designing the fare structures. First is the purchasing system which permitted the use of credit cards. Second is the zonal fare structure. But still, on their research, they also found that there are problems related to financial in all the case study. They suggest that in order to solve the financial problems, it needs to increased taxes, fees and user charges for automobile ownership and use.

Singapore

Based on Luk and Olszweski (2003), Singapore is the world’s first country to introduce Area Licensing Scheme (ALS) and followed by Electronic Road Pricing (ERP) system in order to reduce congestion. In 1995, Singapore made a big change to its road and public transport system. Before, it was manage separately. But in 1995, most of land transport functions brought under Land Transport Authority (LTA). And in January 1996, LTA issued a White Paper on transport with mission “to provide Singaporeans with a world class transport system”. Four key planks strategy which identified in the White Paper are integration transport and land use planning; expanding the road network and maximizing its capacity; managing demand for road usage; and providing quality public transport choices. And later, it added an application of information technology to enhance and maintain the capacity of the system to the strategy (May, 2004). LTA sets and controls car ownership by keeping car ownership costs high through a Vehicle Quota System, which is 3% of the previous year's vehicle population, and other ownership fees. It has done all the integration aspects.

Related to the fare integration, Singapore has a single fare card which can be used on all public transport modes. It started with a magnetic stripe, stored-value TransitLink fare card in 1990 for bus/rail travel. Then, in 2002, they introduced a contactless smart card, called the EZ Card, as a common fare card for all bus, MRT and LRT services. This card was designed by the same company (the ERG Group of Australia) that implemented the Hong Kong Octopus Card (contactless) and the Melbourne Metcard (magnetic stripe). Other applications on this card are park-and-ride and small retail purchases. They also provide rebates for intermodal transfer on using this card.

Based on May (2004), the key success attributes in Singapore are its development of a long-term vision and strategy, and adherence to it over 30 years; a sound economic basis for the strategy, avoiding dogmatic approaches; inclusion in that strategy of policies on land use, demand management, highway improvement and public transport enhancement, and the integration of these; single tier of government, enabling much more rapid decision-making; absence of serious constraints on the implementation of the strategy; gradual implementation of the strategy, allowing public support to be generated and maintained; willingness in this context to experiment with novel measures; high-quality tools for the planning and evaluation of policy measures; land-use strategy that ensures that the impacts of transport measures cannot be undermined by relocation of activities; extensive range of demand management measures; quality public transport system designed to cater for both main and niche markets; and intensive application of information technology.

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4 Empirical Study This research will be focused on assessing an integrated ticketing system between TransJakarta and JABODETABEK Commuter train. But on this section, it will describe overview of region and transportation in JABODETABEK area, especially about TransJakarta and JABODETABEK Commuter train. And it will also describe overview of region and transportation in Värmland, especially Värmlandstrafik AB.

4.1 Potrait of JABODETABEK region JABODETABEK is a region on the north of Java Island that consists of DKI Jakarta Province, the capital of Republic of Indonesia, as the center of activities, and 7 other regions such as Bogor Regency, Bogor City, Depok City, Tangerang Regency, Tangerang City, Bekasi Regency, and Bekasi City, which surroundings Jakarta, as the hinterland. Picture below is showing the JABODETABEK area.

Figure 7 JABODETABEK Area

Source : (Picture) Bekasi City website, 2009,(insert) SITRAMP, 2004

DKI Jakarta Province area is about 661.52 km-square with population around 8.49 million people. DKI Jakarta consists of 5 municipals and a regency; they are North Jakarta, West Jakarta, South Jakarta, East

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Jakarta, Centre of Jakarta and Thousands Island Regency on the north region of Jakarta which consists of lots of small islands. Bekasi Regency, Bekasi City, Bogor Regency, Bogor City and Depok City are parts of municipals of West Java Province. Bekasi Regency area is about 1,484.37 km2 with population of 2,032,008 inhabitants. Bekasi City Area is about 210.49 km2 with population of 2,084,831 inhabitants. Bogor Regency area is about 3,440.71 km2 with population of 4,316,236 inhabitants. Bogor City area is about 21.56 km2 with population of 866,036 inhabitants. And Depok City area is 200.29 km2 with population of 1,412,772 inhabitants (West Java Province website, 2009). And the last two regions are parts of municipals of Banten Province, they are Tangerang City with region about 164.539 Km-square and population 1,531,666 persons; and Tangerang Regency with region about 1,110.38 Km-square and population 3,574,048 persons based on Banten in Figures 2008 from the Banten Statistic Agency website. 4.1.1 Portrait of Transportation in JABODETABEK, Indonesia

Regulations for public transport are divided into each type of mode Act. For bus, there is Road Traffic and Transport Act. And for train, there is Railways Act. In DKI Jakarta Province, there is also a local government regulation about transportation system in Jakarta. And in each regulation, there is chapter about integrated public transport but still it was not regulated specifically.

Public transport has to be seen as a whole system. This makes public transport in DKI Jakarta Province cannot be separated with public transport in regions surroundings. Although the electric train is just connecting between DKI Jakarta Province to Depok City, Bogor Regency and Bogor City on south area, to Bekasi City on the east area, and Tangerang City on the west area, but the attraction demand for public transport to DKI Jakarta also comes from Bekasi Regency on the east area and Tangerang Regency on the west area, which is the reason why these regions are consider to be part of the JABODETABEK region. Other name for JABODETABEK region is also called Jakarta Metropolitan Area (JMA) or Greater Jakarta (The Jakarta Post, 2003; Juwono, Tri B., Parikesit, D., Santoso, W. & Susilo, Yusak O., 2007).

4.1.1.1 Road Networks

The length of roads in this region is 6,540.22 km, which consists of toll roads, primary and secondary artery roads, primary and secondary collector roads and local roads (Jakarta in Figures 2007). Figure 8 is describing the road networks in DKI Jakarta Province. The length of roads for each region in municipals of West Java which part of JABODETABEK area are 925.95 Km in Bekasi Regency, 562.54 km in Bekasi City, 1,507.52 Km in Bogor Regency, 749.21 Km in Bogor City and 485.35 Km in Depok City (West Java Statistic Agency, 2009). And the length of roads in Banten is 491,289.01 Km.

The numbers of registered vehicles in 2007 in Jakarta is 7,967,498 units. This number is the sum of all types of vehicles that has been registered in the region such as motorcycles, passenger cars, cargo cars and buses. From this fact, it can be seen that if all the registered number of vehicles are operated on the

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road, there will be traffic jam all over Jakarta. This number is not adding the number of vehicles which is used by people from the hinterlands to travel from their homes to Jakarta to do their activities. This situation is describing the first transportation problem in JABODETABEK area, its high demand of transportation because of the high population and most of them are using private vehicles. There are three toll roads that connect Jakarta to its hinterland. Jagorawi (Jakarta-Bogor-Ciawi) toll road is connecting Jakarta to Bogor City, Bogor Regency and other municipals in West Java Province. This is the first toll road in Jakarta which built on 1978. Jakarta-Cikampek toll road is connecting between Jakarta to Cikampek (another municipal of West Java Province) which passing through and having toll-gate to Bekasi City and Bekasi Regency. This toll road is commonly used for interstate connection to other region in West Java, Middle Java, East Java, even Bali, because in East Java, there is ferry port to connect Java Island to Bali Island. Jakarta-Tangerang toll road is connecting Jakarta to Tangerang Regency and Tangerang City. This toll road is also commonly used for interstate connection to other regions in Banten, or even regions in Sumatera, because in Banten Province, there is ferry port which connects Java Island to Sumatera Island. And there are also two inner-city toll roads; they are Cawang-Tomang-Cengkareng toll road and Jakarta Outer Ring Road toll. The first toll road is connecting east part to west part of Jakarta region and Soekarno-Hatta International Airport that is part of Tangerang City. The second toll road is the expansion of toll road in order to overcome the traffic jams which happened on the first toll road related to the high demand of it, especially during the peak hours.

Figure 8 Jakarta Road Network

Source : DKI Jakarta Province, 2009

Through their website, Jasa Marga, a State-Owned Company to operate the toll road, released that in 2008, the traffic volume for the inner-city toll roads are 249,153,892 vehicles on Cawang-Tomang-Cengkareng toll road and 105,978,345 vehicles on Jakarta Outer Ring Road toll. Although this number is

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including the vehicles which just passing through (their origin and destination are not in JABODETABEK area), but it is still caused problems for the transportation in the area. This is also explaining the reasons why traffic jams is also happened in toll roads in JABODETABEK area, especially during the peak hours. This is also describing the potential number of user which can be shifted with the improvement of public transport services by integrating the ticketing system between TransJakarta busway and JABODETABEK commuter train. 4.1.1.2 Public Transport Based on Jakarta in Figures 2007, the numbers of bus operators which operate in Jakarta are 21 companies. There are 14 companies which operate large bus, including the TransJakarta, 6 companies operate the medium bus and 2 companies operate the small bus (minivan). And the total of unit buses is 22,476 buses, which consists of 4,513 large buses (159 of them are TransJakarta), 4,979 medium buses and 12,984 small buses (minivan). In Regency of Bekasi, City of Bekasi, Regency of Bogor, City of Bogor and City of Depok, most of their public transport is using small buses or minivan. They are only using big buses for interstate transportation and between municipals in the province, for example from Bogor to Jakarta and Bogor to Bekasi. And even City of Bogor, beside known as “The Rain City”, it is also known as “City of Angkot (Public Minivans)” (Jakarta Post, 05/31/2008). This is caused by its large number of public minivans operate in the region. It has 3,455 public minivans which operate inside the Bogor City area and 6,000 public minivans which operate to the outer area of Bogor City. In Tangerang City, there are 2,482 minivans for the inner-city operation and 661 minivans for the outer-city operation. As it was mentioned by Mochtar and Hino (2006) that the poor service quality of public transport in Jakarta is caused by the poor public transport system. This is happened because the public transports in Jakarta, and it’s also apply to other regions, include BODETABEK area, mostly are owned by individual or co-operatives. In this system, the local government has a role as the one that gives license for individual or co-operatives which proposed to operate a public transport route, but not in controlling the service quality. This is the reason why the driver is not considering the punctuality, passenger safety and convenience. This is also made the poor performance of public transport and the reason why people use the private vehicle (Steinberg, 2007). Some figures about the public transport performance describe in Jakarta Post (2003). This article illustrates that using public transport is a risk taking but also giving an entertainment. The risk taking part is about hazardous drivers which perform speeding and zig-zag through traffic, aging and neglected vehicles which emitting black clouds of exhaust, run-down interior of the vehicles, during the peak hour the bus is fully loaded, even it reaches twice than its normal capacity, which makes it easier for pickpockets and armed robbers to grab some wallets. The entertainment stuff is seeing newspaper vendors, beggars, poets, street musicians, people asking for donations for religious organizations and traders offering a variety of items.

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4.1.1.2.1 TransJakarta busway

TransJakarta busway is one of several public transports which operate in Jakarta. It first operated on January 15th, 2004. The goal of this bus system is to deliver a more reliable public transport for the people in Jakarta region. The implementation of the TransJakarta busway is based on the experience of Bogota TransMilenio BRT system in Colombia. First, it was just established on the main corridor in Jakarta, Blok M – Kota from 15 corridors which already planned. On the first two weeks of the operation, in order to encourage people to use the new bus system, it is not charged a single cent to the passengers. But then, on 1 February 2004, it is commercialized for the first time (ITDP, 2004).

4.1.1.2.1.1 The History of TransJakarta Busway

The implementation of busway system is already considered since 2001. It was happened after the Governor of DKI Jakarta at that time, Sutiyoso, attends a High Capacity Bus System workshop which organized by ITDP with environmental organization called Pelangi, and the Sustran Secretariat and featured the former Bogotá Mayor Enrique Peñalosa (ITDP, 2003).

In the early 2002, DKI Jakarta evaluated the potential of BRT system to be implemented in Jakarta. The implementation of BRT system was also a test for Sutiyoso during his second period as the governor of DKI Jakarta, because he was promising it during the campaign. This is the reason why he made it as his political priority. In October 2002, ITDP provide technical assistance for busway development in Jakarta with US AID support. And a significant subcontract to coordinate civil society into planning process went to NGO Pelangi. The prototype of bus which will be used also had selected in this year.

The procurement of 2 prototype bus was finished in February 2003. The soft launch of busway system was also done in February. In April 28, 2003, a Governor Decree was made as formal form of ITDP involvement in the project. In 26 April-7 Mei 2003, Sutiyoso and other delegations which related to the project visited Bogota TransMilenio bus system. Sutiyoso reconfirmed his commitment to implement TransJakarta busway after the trip. He also set up management team which led by Irzal Jamal, the Assistant to the City Secretary. In the summer of 2003, the procurement order for 56 buses (slightly modified from the prototype) was signed with two local partners of Hino and Daimler Chrysler for a Euro II compliant vehicle. But there was still had a problem about the lower sulphur diesel fuel supply for the Euro II buses. The first line of the TransJakarta busway was supposed to be opened in January 2003. But due to technical and institutional issues, it was postponed till January 2004.

4.1.1.2.1.2 Organization

On the period of 1999-2004, all transportation planning and management is done by Jakarta Transport Agency (Dinas Perhubungan DKI Jakarta). On this period, BRT system is not operated yet.

During 2004-2006, through a Governor decree, TransJakarta is established as a public agency (Badan Pengelola). TransJakarta acts as a contractor of bus operations and not as a direct bus operator. It has responsibility to manage and control the bus operators including to supervise the operating contract, the ticketing system contract, maintenance of the stations and pedestrian walkways connecting to the

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pedestrian overpass, and security on TransJakarta buses. TransJakarta is responsible directly to the Governor. As a public agency, the local parliament (DPRD) was not allowed them to manage their revenue which assume as the regional budget revenues (Pendapatan Anggaran Daerah). This revenue will be collected by the ticketing system operating company which will be deposited to local government account. These revenues will be allied with other regional budget revenues which are controlled by the Revenue Agency. The payment to operators is using the APBD budget transfer pending approval by the finance office of the Governor and not directly pay by TransJakarta (ITDP, 2005).

Figure 9 History of TransJakarta Organisation

Source : IGES (2009)

During the implementation, many of the key decisions were determined by the Director of JTA related to busway project. The budget for TransJakarta planning was the responsible of Planning Department of JTA. And the responsibility about physical design and engineering of TransJakarta infrastructure and construction contract is done by Infrastructure Department of JTA. For the initial planning and design work, JTA contracted out to a private consulting firm, PT. Pamintori Cipta. This initiative made a poor coordination between sub-team for the busway project. The planning and the physical design decisions should be made through a consultative process which coordinated by the Busway Coordination Team (Tim Koordinasi) which would be reported directly to the City Secretary. But in practice, JTA made unilaterally decisions to most of the physical design and routing, without approval from the Coordination Team. As a result, some serious design mistakes were made which limiting the TransJakarta busway capacity significantly. And these mistakes were also made on Corridor II and III. One of the mistakes on corridor II was where the routes were not passed the Senen Railway Station (ITDP, 2005).

On 2007-2008, TransJakarta is change into Public Service Board (Badan Layanan Umum). And its responsibility is still to the Governor. But due to budgetary reason, it was placed as Technical Executing Unit (Unit Pelaksana Teknis) of JTA. But they still operate apart from JTA. The reason why they are separated from JTA organization is due to the bad experience with the performance of Jakarta Transportation bus Company (PPD), a company which built by the local government to operate public service in Jakarta.

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BLU TransJakarta is using quality license by providing services to the community based on the minimum service standards (SPM) so that the bus operator does not pursue the usual deposit scheme that is used by other public transport outside the Transjakarta. The base indicator of this quality license is the running-km (with some requirements on service quality). On the first step process of bidding is the amount of running-km. The winning one is the one that bid with the lowest cost.

First, there are 4 operators which operate BRT system in Jakarta. They are PT. Jakarta Express TransJakarta (operate corridor I), PT. TransBatavia (operate corridor II and III), PT Jakarta Trans Metropolitan (operate corridor IV and VI) and PT Jakarta Mega Trans (operate corridor V and VII). All these companies are a consortium of bus operators which its routes was eliminated. The consortium consists of PT. Mayasari Bhakti, PT. Bianglala, PPD, PT. Steady Safe, PT. Pahala Kencana, and PT. Metromini. But there is also one telecommunication company joined the consortium. It is PT. Ratax which joins the consortium in corridor I. With the exception in corridor I, all the operators are the one that responsible to provide the buses. But in 2009, due to the lack of procurement of vehicles in corridor V to VII, there 2 other bus operators that joined the consortium. They are PT. Primajasa Perdanaraya Utama for corridor VI, and PT. Eka Sari Lorena Transport for corridor V and VII. And both operators also operate in corridor VIII.

4.1.1.2.1.3 Network

There are 15 corridors which planned to be operated in Jakarta (Figure 10) and 8 of them are already operated. The first corridor is operated in January 15th, 2004. Corridor II and III are operated in January 15th, 2006. Corridors IV to VII are operated in January 27th, 2007. And corridor VIII is operated in February 21st, 2009.

Corridor I with route from Blok M to Kota has length of 12.9 Km and it has 20 shelters. For corridor II (Pulogadung – Harmoni), it has length of 14 Km with 23 shelters. Corridor III (Harmoni – Kalideres) has length of 19 Km with 14 shelters. Corridor IV (Pulogadung – Dukuh Atas II) has length of 11.85 Km with 17 shelters. Corridor V (Kampung Melayu – Ancol) has length of 13.5 Km with 17 shelters. Corridor VI (Ragunan – Kuningan) has length of 13.30 Km with 20 shelters. Corridor VII (Kampung Rambutan – Kampung Melayu) has length of 12.80 Km with 14 shelters (ITDP, 2009). And for corridor VIII (Harmoni – Lebak Bulus) has length of 26 Km with 24 shelters. But due to the lack of vehicles in this corridor, the route is shortened until Tomang Taman Anggrek shelter (Suara TransJakarta, 2009).

There are also some alternative routes. They are Pulogadung – Kalideres (passing through the Harmoni shelter), Rawa Buaya – ASMI (not finish the route till Kalideres and Pulogadung), TU Gas – Dukuh Atas (routes is almost the same with corridor IV, but it was not end in Pulogadung), Pulogadung – Ragunan (passing through Dukuh Atas 2 shelter), Clilitan PGC – Ancol (passing through Kampung Melayu shelter), Cililitan PGC – Ancol (passing through Senen Sentral shelter) and Cililitan PGC – Senen Sentral (end of the route is Senen shelter) (Suara TransJakarta, 2009).

There are few interchange shelters in the network. They are Harmoni Central Busway shelter (corridor I, II and III), Senen shelter (corridor II and V), Kampung Melayu shelter (corridor V and VII), Juanda shelter and Pecenongan shelter (corridor II and III), Dukuh Atas (corridor I, IV and VI), Halimun shelter (corridor

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IV and VI), Matraman shelter (corridor IV, V and VII), Kampung Melayu (corridor V and VII), Indosiar, Jelambar and Grogol 2 (corridor III and VIII), and Pulogadung shelter (corridor II and IV). But there are also shelters which connected to interstate bus and intercity bus, such as Pulogadung Terminal, Kalideres Terminal, Kampung Rambutan Terminal, Lebak Bulus Terminal and Blok M Terminal.

4.1.1.2.1.4 Overview of TransJakarta Busway Operation

Impact of busway project during the construction and operation is traffic jam. Traffic jam happens everywhere and every day. Busway is narrowing all the road line in Jakarta. It took one lane in the middle for each road line for the busway. But it is not followed by widening the road, which make the road capacity decrease and an inconvenience situation for the motorist (Jakarta Post, 2006). This is also worst, based on the statement of Governor, because the BRT system is only shifted 14% the private vehicles user to the new bus system (Tempo, 2006).

Figure 10 TransJakarta Network in Jakarta Macro Transportation Scheme

Source : BLU TransJakarta, 2009

Because the busway shelter is located in the middle of the road, to make busway user comfortable to reach it, local government fixed all pedestrian flyovers which connect to the shelter based on technical assistance suggestions for the first corridor, corridor 2 and 3 (ITDP, 2003; 2005). Besides that, they also improve sidewalks along the corridor by widening it in some areas which has lots of pedestrian (ITDP,

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2008). And to connect between corridors of busway, they also built Sky Walk Paid Area (SWPA). This facility enables people holding paid tickets won't have to go out from the shelters (Jakarta Post, 2005).

TransJakarta is not friendly enough for disable people. The design of the crossing bridge is too high for wheelchair people. They could not able to climb the bridge. There were not any special seats for the disable people in the bus (Tempo, 2004). But in order to facilitate the handicap, some shelters provide an elevator. These shelters are Tosari shelter and Sarinah shelter.

Based on ITDP (2008), on their magazine, Sustainable Transport, by 2008, the busway system has contributed positive for the Jakarta environment by reduction of emission as describe on Figure 11. The largest reduction is carbon dioxide about 32,309.69 tons per year.

Figure 11 Emission Reduction from TransJakarta

Source : Sustainable Transport ITDP (2008)

TransJakarta is using flat tariff. First it was Rp. 2,000.00 per person during 07.00 am to 10.00 pm with discount fare for students and commuters during operation between 05.00-07.00 am into Rp. 1,500.00 per person. Then it was change on October 5th, 2005 into Rp. 2,000.00 per person during 05.00 to 07.00 am and Rp. 3,500.00 per person during 07.00 am to 10.00 pm (Jakarta Post, 2005). There two types of ticket that is used in TransJakarta busway. First is the smart card (shown in figure 12). This is used in corridor I to III. This ticket has to be entered into the slot on one of the ticket barriers which let the passenger to pass through the turnstile barrier. There was a multi-trip ticket, but now this ticket is not provided anymore because of the low demand of this ticket system. But on the others corridor, it still used the traditional ticket which is paper ticket.

There are also few problems on the busway operations. TransJakarta busway does not have schedule. This is happened because the headway on this service is planned to be around 5 minutes. But due to operational problems in intersections,, and also in some corridors,where dutring the peak hours the lines for busway also mixed with the private vehicles, these make the headway could not be achieved.

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Figure 12 Ticket of TransJakarta

Source : (left ) Kompas Cyber Media, 2004 and (right) Anggriawan, 2007

In order to support the BRT system, JTA added the location and time period of 3-in-1 corridor. The 3-in-1 policy is to restrain movement of private car which no less than 3 persons. It was implemented for the first time in 2002. This policy implements in two main corridors; Jl. Sudirman – Harmoni and Jl. Gatot Subroto – Kuningan (new), during two peak hours, 07.00 to 10.00 am and 04.30 to 07.00 pm (new) from Monday to Friday (Jakarta Post, 2008). But on the process, it creates problems such as inconsistency of enforcement, lack of coordination amongst field enforcers, weak legal support, inadequate number of enforcer, and “jockey” (rent the 3rd person) (ITDP, 2006).

Park and ride facilities are also provide in order to encourage people to use Transjakarta. Local government of Jakarta has built parking facilities in Kalideres Terminal, Ragunan Terminal, and Kampung Rambutan Terminal. They also will build this facility in Lebak Bulus Terminal and new terminal in Rawa Buaya. This facility is provided to facilitate private vehicle users who want to use public transport to their end destination (Suara Karya, 2007; KCM, 2007). It offers facilities to motorist who used car, motorcycle and bike (Kompas, 2007). But on the other hand, TransJakarta did not provide parking facilities for its employees which make them park their motorcycles in the shelter area (Berita Jakarta, 2009).

4.1.1.2.2 JABOTABEK railway

JABODETABEK Urban Transport Division railway is a company which operates to provide commuter transport in JABODETABEK area. All rolling stock is using electric train that has a travel time from place of origin to destination station for a maximum of two hours in the journey and stop at every station.

4.1.1.2.2.1 History of JABODETABEK Railway

Electric train operated on the first time on 6 April 1925. The rail line that has electricity facility was still limited, it was just on Jakarta - Pasarsenen and ended in Jatinegara and Jakarta - Gambir - Manggarai to Jatinegara. On 1 February 1926, a new line Jakarta - Tanjung Priok started to operate. Then, on 1 May 1927, electrification on railway successfully completed. When it was finished electric rail line in Batavia (Jakarta) established and it called Ring Baan or Ceintuur Baan. But for the Manggarai - Bogor line, it was successfully completed on 1 May 1930. At that time, the vehicle that used to serve was the normal electric locomotive that dragged wagons. Electric train was started in 1976 (KRL, 2009).

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4.1.1.2.2.2 Organization

JABODETABEK commuter railway company (PT. KA Commuter JABODETABEK), or called KCJ, is established in 13 August 2008 (Media Indonesia, 2008) based on President Decree No. 5 on 2008 and Letter of Ministry of State Own Enterprises No. S-653/MBU/2008 on 12 August 2008. But it was legalized as a sister company of Indonesian Railway Company (PT Kereta Api (Persero)) on 15 September 2008 through a notary certificate No. 415. The establishment of this company was started from the desire of its stakeholders to more focus in providing a good quality of service and becoming a part of the solutions on the complexity of urban transportation problems.

Before, PT. KAJ was a division of JABODETABEK commuter of DAOP (Operation Area) 1 Jakarta of Indonesian Railway Company (PT Kereta Api (Persero)). Then, it separated into 2 parts. For the electric train services in JABODETABEK area are organized by PT. KAJ and for the interstate and interurban train services in JABODETABEK area is organized by DAOP 1 Jakarta, PT Kereta Api (Persero).

Figure 13 JABODETABEK Railway Company

Source : KRL, 2009

Core business of JABODETABEK Commuter Railway Company is: a. Marketing transport for commuter in JABODETABEK region. b. Operating the train in the JABODETABEK region and the surrounding. c. Managing station and shelter (which only serve a commuter passenger in JABODETABEK region

and surrounding areas) with the aim to obtain the added value and additional income outside the core business (passenger transport services).

When it start to operate independently outside of DAOP 1 of Indonesian Railway Company, JABODETABEK commuter railway company operates 343,895 km electricity line, 395 units electric train (KRL), 43 units of diesel trains (KRD), which now it is not operated again, and 70 stations (which belongs to both JABODETABEK commuter railway company or DAOP 1 Indonesian Railway Company). Station which fully responsible by the JABODETABEK commuter train company is a station specific/only serves by electric train (KRL, 2009). Most of the trains which used in JABODETABEK are given by Government of Japan. There are also trains which produced by the local company called INKA.

On railway, the actual PTA is the Directorate General of Railway (DGR). The IRC, as the operator, has to operate several economy trains which are assigned by the Government including the JABODETABEK commuter train. Government gives a compensation for the assigned train by giving a subsidy called

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Public Service Obligation (PSO). PSO calculation is still too complicated because many aspects that should not be considered involved. IRC receives PSO every trimester thereafter. In order to make the subsidy more focused, e-ticketing system is developed in order to change the current subsidy scheme which is given to all passengers. But for human resource reasons, DGR also gave the responsibility to operate the infrastructure through a contract called Infrastructure Maintenance and Operation (IMO) to IRC. This scheme makes the IRC also responsible to manage the railway infrastructure including the station and its facilities. And for using the infrastructure, IRC has to pay Track Access Charge (TAC) to the Government.

4.1.1.2.2.3 Network

There are several lines which operate in JABOTABEK region. They are Jakarta – Bogor line; Jakarta – Tanahabang line; Jakarta – Bekasi line; Jakarta – Tangerang line; and Jakarta – Serpong line. And there is also loop line train called Ciliwung train which operates for Manggarai – Tanahabang – Angke – Kemayoran – Pasarsenen – Jatinegara - Manggarai and vice versa. The network of JABODETABEK commuter railway is shown in figure 14.

There are few services which offered to the customer. They are economic train, AC economic train and express train. And this type of service operates in lines which describe in figure 15.

Figure 14 JABODETABEK Commuter Railway Network

Source : KRL, 2009

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Figure 15 Services of JABODETABEK Commuter Railway

Source : KRL, 2009

4.1.1.2.2.4 Overview of JABODETABEK Train Operation

The JABODETABEK commuter trains starts to operate around 4 am from Bogor, around 5 am from Serpong, and around 6 am from Bekasi and Tangerang. And since 2008, in order to accommodate to workers in the region JABODETABEK who forced to return home at night, there are AC economic trains which operate on Jakarta – Bogor, Jakarta – Depok, Jakarta – Bekasi, Manggarai – Tangerang and Manggarai – Serpong. Before, most of the trains are operated till 9 pm, but then it is extended till 11 pm. Although train operation already has a schedule, but there is a problem for its operation, because they are sharing the track with the interstate and interurban train. And other problem is they are not integrated yet between one line to others.

For several years now, on Saturday and Sunday, there are several direct train to a tourism place on the north of Jakarta called Taman Impian Jaya Ancol. The direct lines which provide this service are Bogor – Ancol, Serpong – Ancol, Tangerang – Ancol, Bekasi – Ancol. Most of the electric trains which used in JABODETABEK area are the former electric trains from Japan. But on electric train which operates for the loop line (Ciliwung train) are using local product train. It was made by PT INKA Madiun and it is called as KRL I (KRL Indonesia).

JABODETABEK commuter train tariff is based on zone tariff. There are 6 zone tariffs in the area. For economy, the range of tariff between Rp.1,000 into Rp.2,000. For AC economy, its range is between Rp.4,500 to Rp.6,000. And for express train, the fare range between Rp.7,500 into Rp.16,000 (KRL, 2009; Detik, 2009). Beside the retail ticket, the company also provides subscribe ticket (abonemen) for regular user and pupil which is valid for a month. Other ticket is the fine tickets (tiket suplisi kondektur) which are given by the train conductor for free-riders. This ticket is worth five times of the retail price. Based on an interview with Operation Director of JABODETABEK Commuter Train, Achmad Marzuki, there will be a change of ticketing system in JABODETABEK commuter train, which is will be implemented an e-ticketing system. This system is a co-operation between JABODETABEK commuter train with 5 banks in Indonesia. They are local bank called DKI Bank; and some of national banks, such as BCA, Mandiri Bank,

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BRI and BNI. But all types of ticket that are used in JABODETABEK commuter train nowadays are shown in figure below.

Figure 16 Tickets of JABODETABEK Commuter Train

Retail ticket Subscribe ticket Fine ticket Source : KRL, 2009

Based on Kompas (2009), the Head of Public Relations of Indonesia Railway Company said that from around 30 million passengers (15% of total passengers in Indonesia in 2008) were free-riders. Most of the free-riders are happens in urban train.

Most of the train station in JABODETABEK has parking facilities. But due to train station location, which is in the centre activities, such as market, office, and malls, and the high volume of user, some of the train stations couldn’t provide enough space for parking facilities, because the limited available space for it. On the other hand, it gives a new opportunity for business to some people. There is a wide spread of places which is available as a park and ride facilities. They use their home yard, or other free yard as a rent parking space (Indosiar, 2008; peluang usaha, 2008).

4.1.1.3 Point of Connection between TransJakarta and JABODETABEK Commuter Train

There are several busway shelters which close to JABODETABEK railway station. They are Kota shelter (close to Jakarta Kota train station), Juanda shelter (close to Juanda train station), Gambir 1 and 2 (close to Gambir train station), and Dukuh Atas shelter (close to Sudirman train station). Because the busway system is placed in the middle line of the road, most facilities to connect between the shelter and train station are formed in pedestrian facilities and signage.

Both train system and bus system starts and ends in Kota. Because the location of bus shelter in Kota is in the middle of the road which has high volume of traffic and pedestrian in this location, a tunnel is built in order to connect between the bus shelter to each side of road. The tunnel exits in two directions, to Mandiri Bank and to the train station. But the exit of this tunnel to the train station is not directly in the station which connects to the platform. But it was placed near to the west and south gate of the station. This train station served for JABODETABEK commuter train to all direction, and also for interstate and interurban train. The description of this location is shown in Appendix1.

In Juanda, the bus shelter and the train station has different level, because the Juanda station as part of the centre line of JABODETABEK railways is elevated line. This train station serves train from and to Bogor and Bekasi. The description of this location is shown in Appendix2.

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At Gambir station, a station for express commuter train from and to Bogor and Bekasi; and interstate train, there are two busway shelters. Gambir 1 is located near to the exit gate of the train station. And Gambir 2 is located in the enter gate of the train station. The description of this location is shown in Appendix3.

At Dukuh Atas, the people which use the busway to reach the Sudirman station needs to walk for quite a long distance. This train station serves people which will go to or from Bekasi, Serpong and Bogor. At this shelter, between the train station and the bus shelter also has different level. The road is higher than the train station. And at this location also will integrate with the future MRT train station. The description of this location is shown in Appendix4.

Beside those four busway shelters, there are also other potential connections between busway shelter and train station. But due to the the distance which is quiet far away, it becomes the problem of the connection. They are between Pasar Jatinegara shelter and Jatinegara train station; Manggarai shelter and Manggarai train station; and Pasar Senen shelter and Senen train station. The description of these locations is shown in Appendix5, Appendix6 and Appendix7.

Other than connection between busway shelter and train station as part of the hardware integration, there are also other integration aspects such as pedestrian facilities and “park and ride” facilities for hardware, signage for software and fare integration for finware. This can be seen through pictures in Appendix 8 to 11.

4.2 Portrait of Regions in Värmland, Sweden

Värmland County is a region which consists of 16 municipalities. The population is 273,771 people. There is an average of 15.7 inhabitants/km2. It has area about 19,388 km2, which is about 2/3 of Holland, which has approximately 15 million inhabitants, as comparison. The largest in area is Torsby and the smallest is Hammarö. The biggest city in the region is Karlstad where the regional seat of government has 84.061 inhabitants (Varmland website, http://www.varmland.org/index.asp?fu_id=115&typ=, 2009). 4.2.1 Portrait of Transportation in Värmland, Sweden

In 2006, average trips per capita in Värmland are 31 trips by bus/car and 3 trips by train. The average distance traveled is 16 km for bus/car and 47 km for trains. The availability kilometers per capita are 48 km for bus/car and 5 km for train. The highest cost per trip and revenue per trips for a county in Sweden is Varmland. The cost of a trip amounted to 65 kronor and revenue is 41 kronor for a journey. It was only 37 percent of the public transport cost funded by grants in Värmland (SIKA, 2007). There are 2 public transports in Värmland, which are Värmlandstrafik AB and Karlstadbuss. Värmlandstrafik AB provides services in the whole region. Karlstadbuss is an independent local bus service which is an administration of the Karlstad municipal.

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Figure 17 Värmland Region

Source : lst (2009)

4.2.2 History Värmlandstrafik AB

On 1978, there was a big reform for public transport in Sweden. The government reformed the local and regional bus services from open-access to monopole which owned by the municipalities and the county council. And this reformation was started to be implemented in Värmland in the early of 1980’s by creating a company for public transport, on that time, only focus on bus system, which called Värmlandstrafik AB. Start in year 2004, regional railway services was also part of Värmlandstrafik AB which before was the responsibility of Swedish state railways, SJ. This reformation was quite success to increase the modal split share of public transport, which reached into 16.2 % of passenger kilometers excluding aviation in 2005. Besides that, starts in 1998, Värmlandstrafik AB also responsible for adapting services for handicapped person. Värmlandstrafik AB also responsible provides the school bus and patients.

4.2.3 Värmlandstrafik AB

The stakeholders of Värmlandstrafik AB consist of 50% owned by municipals and other 50% owned by county council. Municipalities share for the development of public transport in Värmland is considered by its timetable kilometers (50%), timetable hours (25%) and inhabitants (25%). As the owner, the politicians set the goal of Värmlandstrafik AB which has to be parallel with the national transport

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political goals. The overall main goal of Värmlandstrafik AB is to take part on the regional sustainable development which consists of environmental, economic and social goal. In environmental goal by providing the train system which is environmental friendly is by reducing the amount of CO2. In economic goal is to reduce people which travel with their cars. In social goal is to reduce the number killed and highly injured people. Each year, there are 4 times of shareholders’ meeting which will evaluate the service quality by seeing the customer complaints as the consideration. The indicator for the Värmlandstrafik AB as the based to reach the regional sustainable development is Customer Satisfaction Index and the percentage of public transport from the total traffic (passenger-kilometers).

Värmlandstrafik AB is not the operator of the actual services. The company only orders and coordinates interests in the stakeholder network. Värmlandstrafik AB is responsible for the planning traffic and experts. The aim train operation is to narrow the labor market so it is possible to travel between cities and towns in the region in shortest time.

Other stakeholder who has the most important role on public transport is customers or citizens. All citizens pay approximately 753 SEK/year by tax for the public transport services.

There are 8 operators for bus which consist of Swebuss, Orusttrafiken, Forenade buss, Charterbuss, Skillingmarkbuss, Blomsjonsbuss and Nysaterbuss, and one operator for train which is Merresor. For the bus, there are 250 vehicles which provide and maintain by the operators with some requirements such as safety, comfort and the environment. They demand vehicles which run on diesel environmental class 1 with catalytic converters, particulate trap and stainless exhaust. For the train, there are 15 trains which consist of 5 Regina, electric trains with capacity 180 seats; 3 Itino, new diesel trains with capacity 100 seats; and 7 Y-1, old diesel trains with capacity 60 seats. All of the trains are owned by Värmlandstrafik AB. For the train maintenance, Värmlandstrafik AB also has a contract with other company. Värmlandstrafik AB is the first county company in the country that introduced alcolocks in all buses and trains.

Right now, Värmlandstrafik AB is using gross contracts which make Värmlandstrafik AB pay all the operation. But for the train service, it will change in a short time. Värmlandstrafik AB will set the price of each journey for the period card (part of the B2C commitment) but operator will directly receive the single journey trip which will be set for 25 kr (part of the B2B commitment). This changing is made to encourage the operator to work more to attract travelers through its performance and new product development.

4.2.3.1 Network

There are 8 regional bus lines. They are Karlstad – Kristinehamn – Karlskoga, Karlstad – Molkom – Filipstad, Karlstad – Molkom – Hagfors, Karlstad – Forshaga – Deje – Munkfors – Ekshärad – Stöllet/Värnäs, Karlstad – Sunne – Torsby, Karlstad – Arvika (- Charlottenberg), Karlstad – Årjäng, Karlstad – Säffle – Åmål. Värmlandstrafik AB also provides local public transport in Arvika (8 lines), Kristinehamn (10 lines), Säffle (9 lines) and Torsby (6 lines) which they have changed it in June 2009.

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There are 4 regional train lines. They are Charlottenber – Arvika – Karlstad – Kristinehamn – Degerfors, Karlstad – Säffle – Åmål, Karlstad – Sunne – Torsby, and Kristinehamn – Ludvika. The network of bus and railway in Värmland is shown in figure 18.

Figure 18 Bus and Railway Network in Värmlands

Source : Värmlandstrafik AB (2009)

4.2.3.2 Overview of Värmlandstrafik AB Operation

The main focus customer for Värmlandstrafik AB is students, which make the schedule of bus and trains are adjusted with school activities. Ticket price is based on zones. There are 3 types of tickets which used by Värmlandstrafik AB. First is the single ticket which valid for an hour trip. Second is the respass or smart card which can be used as a period card and voucher or payment card. And the last one is Viseringskortet or visa card which provide the owner’s photo, signature, date of birth, name, address, phone number and the validity time of the card. This card is also a period card. The type of the ticket is shown is Figure 21. The period for the smart card is divided into 14 days, 30 days and 365 days card. For the visa card, the period is divided into a month and a year. The price for the ticket selling also divided based on the age of the user which consists of 7-19 years old (students), 20-25 years (youth) and over 25 years old (adult). Children under age 7 years travel free when they are accompanied by paying traveler (maximum two children per traveler) and for safety reason, they do not go alone. For the smart card user, it has to be inserted on the ticket machine in the bus. But for the visa card user, they just have to show the card to the bus driver. If the passenger could not show a valid ticket during a checked by control staff, the passenger has to pay the price of the trip and a control fee for 800 kr. When using smart card as the voucher card, a single ticket price of county roads will get discount for 20%. Youth gets 10% discount of tariff and students get 40% discount tariff. 56% of the real cost of the bus ticket is paid

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by the customer and the rest is paid by the subsidies. 48% of the train ticket is paid by the customer and the rest is paid by the subsidies. For the technical of ticketing system, Värmlandstrafik AB is having a co-operation with a German company, ATRON. But for the ticket, it is designed by Värmlandstrafik AB. They also have a contract with some stores (kiosk, food stores) as the official ticket sell agent.

Figure 19 Tickets in Värmlandstrafik AB

Single ticket Smart card Visa Card

Source : Varmlandstrafik AB (http://www.varmlandstrafik.se, 2009)

Pets such as dogs and pets allowed to be carried by the passenger on buses or trains without any charge. But due to allergy reason, they supposed to be placed far back in a bus or at area with the signposted in a train.

And related to the development of the network and facilities of the public transport, Värmlandstrafik AB also has to coordinate with Banverket, the owner of train network; and Vägverket for the road. They also cooperate with Resplus to coordinate the ticketing system for the national level. And along with other PTA’s in the country, they also cooperate with a train company which will provide wagons when there is a short of wagons to operate because of maintenance reason.

All of the customers complaints will be directly correspond to Värmlandstrafik AB. They also responsible for travel guarantee. There are 2 types of travel guarantee. First, if the delay more than 20 – 30 minutes, the customer will get amount of money up to 300 kr which need to be proved by some strong explanation. Second, related to cooperation with Resplus which make it possible to have a whole journey in 1 ticket, if there is a problem with the operation which influence the journey such as accidents or infrastructure damage, another mode or public transport will be provide so the passenger could reach their destination.

4.3 Experience of Integrated Public Transport System in Värmland

Integration of public transport system between railway and bus system in Värmland is done since 1990, when the regional railway services as part of Värmlandstrafik AB. Because this organization is responsible for both modes, so it is easy for them to do the integration. The first integration form is the physical integration. Almost all the important train station connects with the bus system; either as the interchange shelter, start or end point of the bus line. And to facilitate private vehicle user, they also provide park and ride facilities in the train station. And if it was needed to be improved to be a parking

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building, it will be provided by the municipality. Other integration which is already done by Värmlandstrafik AB is the integrating ticketing system. Customer could use these two modes of public transport by buying a period card which valid for both modes.

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5 Discussion, Conclusion and Contribution

5.1 Discussion

5.1.1 Conditions of Integrated of Public Transport System in JABODETABEK and Värmland

From the description in the previous chapter, there are some overview of integrated public transport system in JABODETABEK area and Värmland which is shown in table below.

Tabel 1 Overview of Integrated of Public Transport System in JABODETABEK and Värmland

No. Items JABODETABEK Värmland

1 Organizations There is separate organization which has its own authority to its mode system. Busway system is owned by the local government and the PTA is BLU TransJakarta, which still have problems for its organization scheme. For railway, it is owned by the State Government. And as the PTA is the Directorate General of Railway.

Done by single organization, Värmlandstrafik AB

2 Hardware Trying to make as close enough the busway system and train system. Provide park and ride facility for busway system in Ragunan and Kalideres shelter. Limited parking facilities in Bekasi, Bogor and Tangerang. In some point, the distance between busway shelter and train station still too far. And there are still some stations which not connect to the busway system.

Already connecting both modes by placing bus stops or shelter near to the train station. Also provide park and ride facility and pedestrian facility in most of the train station.

3 Software Signage is provided in busway shelters and train stations in a traditional way

Signage and electronic information is provided in bus and train stations.

4 Orgware Not implemented yet Between bus lines already implemented. But between bus system and train system not implemented yet. On process.

5 Finware Between bus lines already implemented. Between trains already implemented. But between bus system and train system is not implemented yet. On the process.

Already implemented

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From the table above, it shows that in JABODETABEK, there is still no integration yet between busway and JABODETABEK commuter train. They just operate on their own system. The only integration which can be done is by trying to make as close enough between the busway shelter and the train station; and give pedestrian facilities. But each public transport authority has already made some efforts in order to integrate their services in their own system (ITDP, 2007). Busway already implement physical integration and ticketing system integration through their policy in providing the multiple trip cards and Sky Walk Paid Area (SWPA). This system allowed people (citizen or customer) to transit to other lines without making any other payment. In train, they also implement the integrated ticketing system through a subscribe card, which allowed user to do multiple trips as long as the user use it on the valid corridor. And now, there is also a process to integrate the ticketing system between the two modes. Other facilities which also provide are the park n ride facilities (ITDP, 2007). For busway, there are 2 park n ride facilities. They are located in Ragunan shelter and Kali Deres shelter. For trains, most of the train stations have the parking facilities.

On the other hand, in Värmland, the integration between public transport between bus and train can be reached because it only has one organization which has the authority for the public transport. That is Värmlandstrafik AB. Most of the train station has the parking facilities and close to bus shelter. And they also do the integrated ticketing system for both bus and train. Värmlandstrafik AB is on the process on integrating the schedule between bus and train. They also provide a good signage and information board in the bus and train station.

5.1.2 Assessment of integrated public transport system in JABODETABEK, Indonesia

Based on Gustafsson and Johnson (2003), one of the service development stages is the service maintenance, which its focus is to remove things gone wrong. In JABODETABEK context, in order to provide an integrated public transport system, as a process to create a better service to the customer, it has to remove things gone wrong on the service operation, service delivery and other contacts points between TransJakarta busway and JABODETABEK commuter train. In public transport, the service operation, service delivery and contact points are delivered on one time process. Once a passenger is choosing and using a public transport to take him or her from the origin to destination, the process of service operation, service delivery and contact point are delivered. And to know about thing that is gone wrong can be done by seeing the relationship between actors in public transport and the integration aspects.

Based on Enquist, Johnson and Camen (2005), there are 4 actors in public transport. They are politicians, Public Transport Authorities (PTA), operators and customers or citizens. Between the actors, they have a relationship to each other. For JABODETABEK commuter train, the actors are the National Politicians; DGR, as the PTA, which then is contracted to IRC; IRC through JABODETABEK railway commuter, as the operator; and the customers or citizens in JABODETABEK area. For TransJakarta busway the actors are local politicians of DKI Jakarta; BLU TransJakarta, as the PTA, operators and citizens or customers of DKI Jakarta. From the description of actors above, it can be seen that there are a different institution level of

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public transport services. JABODETABEK commuter train is done by the national institution level and for the TransJakarta busway is done by the local institution level. To solve this problem, JICA (2004), which is supported by Asri (2005), already proposed to establish a new organization as the PTA for the whole JABODETABEK area. But this scheme will need a lot of time and effort to convince the local government from the surrounding regions to approve and support it related to the authority and financial issues. Although this situation becomes a problem for process of integrated public transport system between TransJakarta busway and JABODETABEK commuter train which is affecting to the public transport services in JABODETABEK region, there is another solution to solve it. The solution is through an integrated ticketing system for both modes (fare integration)

Luk and Olszweski (2003) used fare integration as one of measurement for integrating public transport system. They said that fare integration will facilitate the transfer process between different modes with a single fare card for multiple transit services. Based on this principle and also the experience in Värmlandstrafik AB, Sweden, which already implemented the ticketing integration, it can be used as the basic information in assessing it in JABODETABEK area.

There are some advantages which will make the integrated ticketing system in JABODETABEK area can be implemented on the shortest period. First is the existing ticketing system. TransJakarta busway already have a smart card that can be used for multiple trips in the network. Although this smart card is used just on the first three corridors and it was not produced anymore, but it can be expanded and developed to other corridors by using the existing technologies. This implies, by comparing to the experience of Dublin Bus, that TransJakarta busway has developed into the second phase by having the smart card and its equipment to support the integrated ticketing system. The next step to be done is just to coordinate this system to another mode, for this case is the JABODETABEK commuter train. On the other hand, on railway system, they have a subscribe ticket, which is monthly period ticket on a certain zone area. And they are also in a process to develop an e-ticketing system. This momentum can be used to integrate between the two systems, so there will be a uniform ticket for both modes. Second is the subsidy. Both modes TransJakarta busway and JABODETABEK commuter train have received subsidies from their owner. TransJakarta busway receives subsidies from the local government of DKI Jakarta. JABODETABEK Commuter train, in this case is the economic class, receives subsidies from the State Government. This subsidy is the basic consideration on financial issue. Based on two advantages above, the only thing that is needed now is the commitment and decision of both modes owner through their PTA to cooperate each other to assess the integrated ticketing system (Joewono, Parikesit, Santosa and Susilo, 2007).

Based on Värmlandstrafik AB experience, along with other PTAs in Sweden, they are been coordinated and integrated for their ticketing system by Resplus. Resplus sells a whole journey trip to the customer in one ticket. This ticket connects between bus and train in different regions so that the customer could go from their origin to their destination. They also integrate the bus and train in their own network through the ticket system. They provide tickets which can be used on both modes. The fare ticket is using the zone structures. They also give rebates for the customer who used the period card.

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By considering the advantages situation and the experience in Värmlandstrafik AB, both PTA, DGR for railway and BLU TransJakarta for busway, need to settled things about the ticketing integration. They need to discuss and make decision related to things which are needed to be fixed and prepare for the fare integration, such as the basic structure of fares and administration issue. Related to the fare structure, TransJakarta busway and JABODETABEK commuter train has different structure. Transjakarta busway is using the flat fare or tariff structure; and JABODETABEK commuter train is using zone fare structure. They need to come up with a single fare either it is a flat or zone structures or combination of it, which is valid for both modes. This fare is had to be attractive enough for the passenger, for example by giving rebates for people who used it on a particular period time (weekly, monthly, yearly) rather than the single trip one which is already done by Värmlandstrafik AB. Other consideration on fare structures, based on Pucher and Kurth (1996), first, it has to facilitate the use of credit cards and debit cards as the payment to purchase the tickets. This consideration is not applied yet in the existing smart card of TransJakarta busway. So, it needs to add some applications related to the credit card and debit card payment on it. And to make it more attractive for the customer, the card also need to provide more advantages offered to the customer by adding other applications such “park and ride” and retail purchase application which has been done in Singapore (Luk and Olszweski, 2003), About the zone fare structure, it has to be made as simple as possible in order to encourage ridership. Second, on the administration issue, it needs a centralized body or organization which coordinates the two systems, busway and railway, into one system. On their reports, ITDP (2006) suggested an organization called clearing center operator as the body to coordinate the ticketing system, which has the same function with Resplus. But this centralized body is not just has function to coordinate the ticketing system but it will coordinate other aspects such as timetable for both modes, which has been done by the Verkehrsverbund system in Hamburg, Munich, the Rhein-Ruhr region, Vienna and Zurich (Pucher and Kurth, 1996). So the integrated ticketing system is just one phase from other phases to integrate the two modes.

Related to the timetables integration (orgware), because the one that will be integrated is the fixed route service, so it will need to consider the strategic planning and operational planning (Hall, 2006). On the strategic planning, it is divided into three steps; they are the network design, frequency setting and timetabling. This planning is done by the PTA. And for the operational planning is related to the vehicle scheduling and crew scheduling which is done by the operator. On this aspect, the network integration along with the information integration also will be happened, because the network of both modes is used as the consideration on the strategic planning.

And about the operation, to support the integrated public transport system, there is still a need to improve on the existing public transport services (Joewono, Parikesit, Santosa and Susilo, 2007; Dirgahayani, Harata and Ohmori, 2007). TransJakarta needs to increase the capacity by having a better station and improving the bus door design and bus flow (intersection and traffic signal modifications, right-of-way improvement) (Interview with John Ernst). In JABODETABEK commuter train, it needs to increase the capacity by separating between commuter and interstate or interurban trains, security and comfort (interview with Rachmadi and Achmad Marzuki; JICA, 2002). Other thing that is needed to be developed is the transit facility by providing pedestrian facility, park and ride facility, cyclist facility and

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its connections with other public transport and taxis. And to support this effort in increasing the use of public transport through an integrated public transport system, it needs to combined it with other policy which is restrained the use of private vehicle and also can be used as the supporting on the financial issue by increasing taxes, fees and user charges of it (May, 2004; Pucher and Kurth, 1996).

5.1.3 The Need of Integrated Ticketing System

Based on analysis above, the main problem of the process of integration public transport system in JABODETABEK is the institutional issue. But in order to assess the integration, there is another solution for it, which is the ticketing integration (fare integration) which will be done by the PTA from TransJakarta busway and JABODETABEK commuter train. This integration will developed by using the existing ticketing system, the multiple trip smart card, from TransJakarta busway with some application improvement on it. Based on RPA (2009), there are some benefits in integrating the ticketing system for the customer and the operator. One of the benefits to the customer is its fast, secure and convenient transaction. On the operator side, one of the benefits is to minimize the need for cash and cash management. So this describes that both parties is having an advantages from this system.

This system also allowed the process of transit between the TransJakarta busway and the JABODETABEK commuter train will be easier for the customer related to the fast transaction. Other aspects that will be driven by assessing a better transit access, it will increase the ridership or passenger. And in the long term, if it is supported with a good service performance on both modes, it will increase the market share of the public transport (Pucher and Kurth, 1996).

Other aspect is the externalities. Based on Nash (1982), public transport operations give an impact to the social and environmental aspects. One of it is the externalities of private and public transport such as air pollution and depletion of non-renewable natural sources. Through an improvement of transit facilities, it will attract the private vehicle user, which will decrease the externalities. This can be reached if there is also other policy which supporting the role of public transport and restrain the movement or amount of privet vehicle which is not done yet now.

The high amount of private car users in JABODETABEK area, can be seen from the total number of traffic volume which reached into 355,132,237 vehicles in 2007 (sum of total vehicles for the inner-city toll roads) (Jasa Marga, 2008), made an effect on the fuel consumption. Based on Djoko Setijowarno (2007), JABODETABEK area contributes 60% of all transportation fuel consumption which the transportation itself is taking part as 50 % of all fuel consumption in Indonesia. Through the integrated public transport, there will be expectation to decrease it. Based on ITDP (2008), the busway system itself already contributes a large amount reduction of emission in Jakarta. By the integration of public transport, it will be expected to enlarge the emission reduction but in the broader area which is JABODETABEK area.

This is also done in Värmland by taking part on the regional sustainable development which consists of environmental, economic and social goal. In environmental goal by providing the train which is environmental friendly, it contributes in reducing the amount of CO2. In economic goal is to reduce people which travel with their cars. In social goal is to reduce the number killed and highly injured people. The indicator for the Värmlandstrafik AB as the based to reach the regional sustainable

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development is Customer Satisfaction Index and the percentage of public transport from the total traffic (passenger-kilometers).

5.2 Conclusion

Based on the discussion, there is still no integration between TransJakarta busway and JABODETABEK commuter train. Each system is operated in their own system. The only integration is by making the bus shelter as close enough to the train station. But they already integrated on their own system. TransJakarta is integrating the ticket system through the multiple trip card and Sky Walk Paid Area (SWPA). JABODETABEK commuter train is offering a subscribe ticket which can be used as multiple trip tickets for a particular zone range. Both of them also already provide park and ride facility on their system. And the basic problem for the integration is on the institutional issue. But to solve this problem, it will need a lot of time and effort, because it is related to other regions surrounding DKI Jakarta province and their willingness to support the system with consideration of authority and funding issue. So other solution that can be implemented in a short period is through an integrated ticketing system between TransJakarta busway and JABODETABEK commuter train. This integration is developed from the existing ticketing system in TransJakarta busway which need some improvement on its application. Things to be settled down to support this system by the two PTAs are about the fare structure and administration issue. The fare structure is related to its fare based (flat or zone or combination of it), consideration for credit cards or debit cards payment, and if it used the zone structure, it needs a simple zone structure. Related to the administration, it needs a centralized body or organization, which first, will integrate the ticketing system. But then, this body will also organize on other integration aspects. And to support the integrated public transport process, it still needs to improve both public transport services, such as increasing the capacity; and combine it with other policy which restrain the use of private vehicle.

The need of integrated ticketing system in JABODETABEK is to increase the access of public transport in order to make an easier transit or transfer process, increase the number of passengers which implies to reduce the private vehicles user, improving public transport market share and reducing externalities.

5.3 Contribution

Through this research, I’m trying to suggest the actors of public transport in JABODETABEK, especially the politicians and the PTA of each modes, TransJakarta buway and JABODETABEK commuter train, to be more concerned on implementing the integration.

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Websites Banten Statistic Agency, http://banten.bps.go.id/pop1.htm, 27 April 2009 Bekasi City website, http://www.kotabekasi.go.id/, 5 May 2009 Berita Jakarta, http://www.beritajakarta.com/v_ind/berita_detail.asp?idwil=0&nNewsId=33073, 2 May

2009 Dublin Bus, http://www.dublinbus.ie/en/About-Us/Projects/Integrated-Ticketing/, 5 June 2009 Indosiar, http://www.indosiar.com/fokus/74044/krl-jadi-pilihan-motor-dititipkan, 13 May 2009 Institute for Global Environmental Strategies (IGES), www.iges.or.jp/en/cp/pdf/activity21/7.Sutomo.pdf,

30 May 2009 Jakarta Post, http://www.thejakartapost.com, from April to May 2009 Jasa Marga, http://www.jasamarga.com/content/view/68/96/lang,en/, 30 April 2009 KCM, http://64.203.71.11/ver1/Metropolitan/0712/13/162736.htm, 10 May 2009 Kompas,http://bisniskeuangan.kompas.com/read/xml/2009/05/12/19504485/wuih....30.juta.penumpan

g.ka.tak.bayar,19 May 2009 KRL, http://www.krl.co.id/, May 2009 lst, http://gis.lst.se/lanskartor/lansoversikt.asp?bildnamn=S&lansnamn2=V%E4rmlands, 25 May 2009 Peluang Usaha, http://peluangusaha.web.id/2008/12/peluang-usaha-penitipan-kendaraan.html, 13

May 2009 SIKA, http://www.sika-institute.se/Templates/Start____5.aspx, May 2009 Skyscrapercity, http://www.skyscrapercity.com/, May 2009 Suara TransJakarta http://www.suaratransjakarta.org/transjakarta, 2 May 2009 Suara Karya, http://www.suarakarya-online.com/news.html?id=185892, 5 May 2009 Tempo, http://www.tempointeraktif.com, April to May 2009 Varmland, http://www.varmland.org/index.asp?fu_id=115&typ=, May 2009 Varmlandstrafik, http://www.varmlandstrafik.se, 29 May 2009 West Java Province, http://www.jabar.go.id/jabar/public/98694/menu.htm, 29 April 2009 West Java Statistic Agency, http://jabar.bps.go.id/, 27 April 2009

Interviews 1. Iskandar Abubakar, expert 2. Suranto, Directorate General of Railways 3. Felix Iryantomo, Directorate of Urban transport in Ministry of transportation 4. John Ernst, ITDP for Indonesia project 5. Achmad Marzuki, Director of Operation of JABODETABEK commuter train 6. D.A Rini, Chief of BLU TransJakarta 7. Rachmadi, railway experts 8. Per Magnus Bengtsson, Värmlandstrafik AB 9. Stephan Bosch, Värmlandstrafik AB

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APPENDIX1 KOTA

Source : http://www.skyscrapercity.com/showthread.php?t=584647&page=2 by =NaNdA

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Source : http://www.skyscrapercity.com/showthread.php?t=584647&page=1 by =NaNdA,

Source : http://www.tongkatali.org/indonesiaphotos/pembelian.htm by 2005 Sumatra Pasak Bumi

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APPENDIX2 JUANDA

Source : Google Earth (2009)

Source : http://www.beritajakarta.com/v_ind/berita_detail.asp?idwil=0&nNewsId=33073

Juanda Shelter

Juanda Train Station

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APPENDIX3 GAMBIR

Source : Google Earth (2009)

Gambir 1 Source : http://www.skyscrapercity.com/showthread.php?t=314069&page=6 by BauIng

GAMBIR 2 Source : http://en.wikipedia.org/wiki/File:JakartaTransjakartaHaltestelleGambir2.jpg by Maximilian Dörrbecker

Gambir 1 Shelter

Gambir 2 Shelter

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APPENDIX4 DUKUH ATAS

Source : Google Earth (2009)

Source : http://www.skyscrapercity.com/showthread.php?t=314069&page=12 by ace4

Dukuh Atas 1 Shelter

Dukuh Atas 2 Shelter

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Source : http://www.mytwentyfive.com/blog/2008/11/food-i-ate-in-jakarta/ by Tien Soon. Law

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APPENDIX5 JATINEGARA

Source : Google Earth (2009)

Pasar Jatinegara Shelter

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APPENDIX6 MANGGARAI

Source : Google Earth (2009)

Source : http://www.skyscrapercity.com/showthread.php?t=314069&page=11 by DMahendra

Manggarai Shelter

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APPENDIX7 SENEN

Source : Google Earth (2009)

APPENDIX8 PEDESTRIAN FACILITIES

Dukuh Atas

Pasar Senen Shelter

Senen Shelter

Senen Train Station

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Juanda

Kota

Source : http://www.flickr.com/photos/irafoto/3362862723/ By Ira

APPENDIX9 “PARK AND RIDE” FACILITIES

Source : (Picture Right) http://img169.imageshack.us/img169/5636/dsci0192so2.jpg by NaNdA

Bogor

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Jatinegara

Tangerang

Rawa Buntu Source ; http://foto.inilah.com/view.php?id=20323 by Bayu Suta

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APPENDIX10 SOFTWARE

Dukuh Atas

Source : http://1.bp.blogspot.com/_bbQ9gLR8RGg/Sb8u73XsSkI/AAAAAAAAAiU/6G47rJJBdqU/s400/2579_84185093384_754753384_2351983_979311_n.jpg by http://amalkann.blogspot.com/2009/03/tour-de-stasiun-duku-atas.html

Manggarai

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Dukuh Atas

Gambir

Source : http://ntanchan.files.wordpress.com/2008/07/dsc01512.jpg by intan permata sari

Kota

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APPENDIX11 FINWARE

SENEN Source : http://www.flickr.com/photos/unrealpro/2878774079/ by –tiara-

Dukuh Atas Source : http://www.skyscrapercity.com/showthread.php?t=314069&page=12 by ace4