July 16, 2023, 10:36 (UTC+7)
Hotel Indonesia Roundabout, Central Jakarta, Jakarta Special Capital Region, Indonesia Before taking you to see the Jakarta MRT,
let's explore the excellent BRT (Bus Rapid Transit) system first. Jakarta's BRT system uses dedicated lanes, an off-board fare collection system,
and notably high platforms, resembling a rubber-tire metro system. Although there's no priority signal system, Jakarta, where traffic congestion is severe,
still experiences considerable speed advantages. In addition to standard 12m vehicles, they introduced many 18m articulated buses.
This BRT system achieves a daily ridership of up to one million passengers. What makes it unique is the high platforms.
The platform is level with the vehicle floor, and the lower front door is only for the driver. All dedicated lane stations have platform doors.
The system operates without a fixed timetable, providing real-time scheduling. BRT is often referred to as the lowest-cost metro system.
Jakarta's case can be considered highly successful. Currently, TransJakarta adopts a flat fare system regardless of distance: IDR 3.5k (USD 0.24) per trip,
with a morning peak discount of IDR 2k (NTD USD 0.13). Since its opening in 2004, TransJakarta has expanded to 13 main lines and numerous feeder lines,
with a total length of 230.9km. The success of Jakarta's BRT has led to the proliferation of BRT systems throughout Indonesia,
enabling urban transport development even in economically challenging conditions. TransJakarta uses an off-board enclosed fare collection system.
It has its own transit card and can also use smart cards issued by the five major local banks. New BRT stations on Thamrin Road and Sudirman Road are with the subway stations,
achieving seamless transfers. Next, we will take you to see the subway, also known as the MRT (Mass Rapid Transit). At first glance, it bears some resemblance to Singapore's SMRT.
However, it was built with Japanese loans and employs Japanese systems. Bundaran HI, the Indonesia Hotel Roundabout Station, is currently the northern terminus.
The station and tunnel were constructed by Taiwan's CECI Engineering and Mong Wei Engineering. Security checks are required to enter the subway. This is similar to many public places in this country.
Personal belongings pass through an X-ray machine, but the process is not overly strict. Upon entering the subway station, a refreshing scent greets you.
In Indonesia, where everything is fragrant, seems that they are unable to breathe without fragrance. In this country, even towels in hotel are scented with essential oils.
If you're not used to such fragrances, it might be a bit challenging. The station has automatic ticket vending machines and, almost always closed, manned ticket counters.
Compared to nearby countries, the number of ticket machines is quite limited. It is said that the ticket vending machines
and AFC (Automatic Fare Collection) software system also come from the Taiwanese company, MITAC. With a top-up of stored-value card, IDR 20K (USD 1.4) should be sufficient for today.
Jakarta's basic wage is around USD 330, approximately 1/3 of Taiwan's. A single-journey ticket requires a deposit of IDR 6k (USD 0.4), and it seems reusable.
The difference from a multi-trip card is in the fare charged each time it is topped up. The subway fare receives government subsidies,
ranging from IDR 3k to 14K (USD 0.22~0.95), making it quite economical. The ticket gate shows this condition due to integration issues with the multi-trip card system,
so they set an external ticket checking machine. Jakarta's transit card system is quite complex, with many types.
However, foreign tourists are likely to use the KAI Commuter and JMRT cards. The excavation depth of the station is quite deep.
The next station, Dukuh Atas, reaches a depth of 25m as it crosses a river. Currently, the Jakarta subway operates with a 10-minute interval on holidays
and 5-9 minute intervals during peak and off-peak hours on weekdays. All underground stations are equipped with full-height platform doors. This batch of Japanese-manufactured trains is called "Ratangga,"
meaning tank in Javanese. The subway adopts a 1,067mm gauge DC 1500V overhead line power supply.
The vehicles are 20m-long 4-door cars, with each train consisting of 6 cars. Although it is a Japanese train, the driver's cabin end wall is fully enclosed,
and the driver's console cannot be directly seen from the passenger compartment. The train width is 2.9m, and all seats are bench-style,
with no central pillar to avoid door problems. Above the doors are full-color LED displays.
The absence of large screens may be related to the budget. The original factory nameplate of the Japanese train and the Indonesian-style train number are combined.
This train is the last one of the 16, with the designation TS-16. Various prohibitory signs. The familiar door closing warning sound. 11:03 Depart Indonesia Hotel Roundabout Station (Bundaran Halir),
Central Jakarta Administrative City, Jakarta Special Capital Region The current operational section is the first stage of the North-South Line,
covering a 15.7km stretch from Bundaran HI to Lebak Bulus. The inter-carriage connections still have passageway doors,
but they mostly seem to be kept open. Dukuh Atas serves as a transfer point for KAI Commuter and LRT Jabodebek. The first phase has 13 stations, and please note some station names.
Jakarta's metro has opened station sponsorship naming, giving it this appearance. Screens display information between stations. Almost forgot to show you what the stored value card looks like.
Each costs IDR 20K (USD 1.4) and can be recharged for repeated use. On the back is a route map.
Judging from the card features, it seems to use the Japanese Felica system. Another crucial point: Jakarta strictly implements a women-only car system.
Please pay attention to the stickers and time periods, or incidents may occur. This type of train uses the Toyo Denki RG6036-A-M,
an IGBT-VVVF system with a 4M2T power configuration. The ridership during weekend mornings seems quite good,
and on weekdays during peak hours, it's packed. As a Japanese system, it also introduces a priority seating system.
But in this area with a large young population, there might not be many "seat demons" yet. The underground section goes up to Senayan,
and from there south to the terminus Lebak Bulus, it's an elevated section. The MRTJ's only north-south line started operations in March 2019,
making it Jakarta's second commuter rail transport system. The first phase of the north-south line starts from Jakarta's Golden Triangle,
passes through Sudirman CBD, and heads to the residential areas of South Jakarta. The current terminus is not far from the border
between Jakarta Special Capital Region and Banten Province. Future extensions are planned at both ends, with the second phase already underway,
extending north to Jakarta's Old Town. Although it's not very noticeable, please pay attention to the acceleration sound of the train.
This train uses IGBT-VVVF. Block M is the only station with three platforms.
It's said to be used as a terminus for future shuttle train services. We'll take a look at Block M when we return later. Although it's been over four years since it opened, the cleanliness of Jakarta's metro is astonishing.
This level of cleanliness definitely rivals the Taipei MRT. Perhaps this is related to introducing Japanese management alongside the Japanese system?
Look at their maintenance conditions; Taiwan Railways really needs to reflect. The current fleet, called the 1000 series by the Japanese, is manufactured by Nippon Sharyo.
It is a collaborated export model by Japanese government and private sector, known as STRASYA. The design speed of the train is 100 kph, and the total output is 2016KW.
The starting acceleration is 3.3 kph/s, and the performance is considered good. For a system with an average station distance of just over one kilometer,
the acceleration and deceleration performance of the vehicle is crucial. The entire system was led by Japanese companies, hence the strong Japanese influence.
Apart from Southeast Asian-style street scenes and Indonesian Bahasa announcements, it truly has a Japanese feel. However, Jakarta's subway signaling system uses ATP and ATO,
which is quite non-Japanese. The subway project dates back to 1974 when Jakarta's traffic problems began to emerge.
However, due to various factors such as the situation, politics, and the economy, it was delayed. In 2005, the Indonesian government revived the project, adopting Japan's recommendations.
In 2007, they accepted a loan from the Japan International Cooperation Agency, officially launching construction. In October 2013, construction officially started, led by Japanese contractors Shimizu Construction
and Obayashi Corporation. There were also other Japanese, local Indonesian, and Taiwanese companies involved. Until March 24, 2019, the first stage was officially opened, and on the same day,
construction of the extension for the second stage began. This is Indonesia's second modern commuter rail system,
following the opening of the Palembang LRT in 2018. We also visited the Palembang LRT the next day.
The video will be released separately after editing is completed. In such a tropical country of Indonesia, plastic seats is definitely a wise choice.
Easy to clean, maintain, and, most importantly, durable. The total travel time for the entire 15.7km route is 28 minutes,
with an average speed of about 33.6 kph. 11:31 Terminal Lebak Bulus Station
South Jakarta Administrative City, Jakarta Special Capital Region We can finally see the whole train.
It's covered with screen doors in underground section. This train is painted with Satu Indonesia.
Satu means 1, symbolizing unity in Indonesia. Similarly, Malaysia, which also speaks Bahasa, has a similar concept.
Satu Malaysia represents one Malaysia. Lebak Bulus is not only the southern terminus but also the location of the vehicle maintenance facility.
Vehicles not entering the facility will reverse at the tail track. As it is an urban commuter rail, it uses Shibata-type close-coupled connectors. If you look closely at the advertisement, the main sponsor is ASTRA, a large local conglomerate in Indonesia.
They also bought the naming rights for Setiabudi Station. The body material is stainless steel.
In the hot, humid, rainy, and coastal climate of Jakarta, it is the ideal choice. On weekends, the North-South Line operates with a 10-minute headway,
which is acceptable for urban transportation. The train sides feature single-color LED displays.
In reality, they might not serve much purpose except for the elevated sections. LED displays are also installed above the front end of the train.
In addition to showing the destination, they display the train number. The ventilation at elevated stations is quite good; it doesn't feel stuffy on the platform level.
However, the air conditioning on the train is very cold, and the transition between hot and cold can cause headaches. In Islamic countries, the activity of women is usually more restricted.
However, Jakarta Metro has female drivers, which is quite unique. The number plate below the driver's window is the formation number.
This set is TS-8 formation. This set is TS-13 formation.
As for the train number rules, they are not clear at the moment. Although there is no prohibition on turning back, we want to help their ticket boxes,
we still exited the station to pay the fare. Local transport cards do not allow negative balances.
If the balance is insufficient, you need to top up before exiting. The exit fare deduction is IDR 14K (USD 0.95), which is not cheap.
Converted to Taipei MRT, the same distance will be equivalent to USD 1.3 for fare. The billing method here is a base fee of IDR 1500, adding IDR 850 per kilometer, rounding up to the nearest thousand.
With an average station distance of about one kilometer, it looks like an extra station adds 1000. This ticket card inquiry machine looks familiar.
It's Taiwanese product! Next to the station is currently the only vehicle base.
This place used to be a sports stadium, which was demolished and repurposed. The front end is made of FRP, which has a different texture from the stainless steel body.
Also, the antenna on the top of the front is the CBTC antenna. Since it belongs to the STRASYA standard, both inside and outside the vehicle look similar to those in Japan.
It is a standard export model of recent years for Japan. Since it is a product of Nippon Sharyo, it naturally uses Nippon Sharyo Style welding methods.
Welding seams can be seen on the body. Entering the station again, heading back to the city center.
There is no waiting time for stored value cards; you can enter again immediately. In Indonesia, where 90% of the population is Muslim, religion is closely intertwined with life.
There seems to be a mosque inside the vehicle base. There are queue lines on the ground, and in practice, the boarding order is quite good.
The implementation of exiting first and boarding later may be better than in Taipei. However, the safety concept of the platform yellow line in Indonesia is not good.
It is very common for people to lie on the platform doors or sit inside the yellow line. The front car in the train direction in the subway (limited times) is a women-only car.
There are clear floor markings, and if you accidentally board, security will ask you to leave. We're heading back to the city, but we'll get off at Block M on the way.
Let's observe the unique three-platform station. Jakarta is currently the second-largest metropolitan area in the world, with a population of 32.5 million.
It is only surpassed by Tokyo with a population of 40 million. With a large base and urban magnetic effects, a large population has flowed into Jakarta,
putting immense pressure on the local transportation system, unable to keep up with population growth. Currently, Jakarta is served by TJ BRT, MRTJ, and KAI commuter railways,
along with two LRT systems to assist in transportation. Of course, areas without public transport coverage still rely on private cars and motorcycles.
Motorcycles are particularly important here; even Grab offers motorcycle services. Especially in this place, which is worse than a pedestrian hell,
the walking environment is extremely harsh. It's easy to imagine why traffic congestion is so severe in Jakarta.
The population is only slightly less than Tokyo's, but there is only a weak public transportation system. Air pollution, traffic jams, and other urbanization side effects are becoming increasingly serious.
Indonesian authorities have been actively promoting public transport in recent years to address these issues. However, it's challenging for the government to afford this solely based on its financial situation.
Several MRT and LRT systems were built with the assistance of countries like Japan and Korea. Back at the three-platform Block M station,
which was initially planned as one of the terminus for the subway. Block M has a significant transfer function,
with a bus terminal and also serving as a small commercial center. The central platform at Block M is designed with a Spanish-style platform.
Two island platforms are separated by a track. However, is not using noe.
It may be opened for shuttle trains in the future when passenger volume increases or the route is extended. Because of the longer headway,
we won't stop at every station. Currently, MRTJ is owned by the Jakarta Special Region Government and receives subsidies.
It is said that, on average, each trip is heavily subsidized, up to IDR 22k (USD 1.5). It's crucial to explore revenue sources. You can't relax just because there's a subsidy.
Therefore, advertising is a necessary measure to generate income. Even with loans and helps from Japan, as well as government subsidies,
it is indeed challenging to sustain a large urban public transport system. However, the economic benefits and time savings brought by the subway system to the local area
are not just measured by ticket prices and subsidy amounts. To cope with Indonesia's hot climate, the air conditioning is enhanced,
and the actual experience of riding is quite cold and comfortable. Actually, not just in Indonesia, public transportation systems worldwide face similar challenges.
It's not easy for such public infrastructure to fully recover costs or even generate profits. Therefore, in some ways, considering public transportation as a social welfare service
might be a more viable perspective. Heading back underground, we're soon returning to the city center around the Golden Triangle. As we approach the city center, all the seats are occupied.
Attracting more people to use public transportation can enhance its efficiency. We're getting off at Bendungan Hilir to conclude our journey.
This station is located near the Jakarta World Trade Center. Yes, the air conditioning inside the train is set to 22 degrees.
It's truly excellent. The air conditioning in the underground station is also chilling, truly "cool and refreshing."
Don't think you can go without a jacket in Indonesia just because the weather is hot. Here is the route map of Jakarta's public transportation system, including BRT and rail.
It looks quite complex, but it's actually quite understandable. On the other side is the route map for pure rail transportation.
LRT Jabodebek is shown but it had not yet opened but was already displayed on the map. Oops, insufficient balance. Had to go to the top-up machine. Security checks are conducted when entering the subway station, but does it really make a difference?
I guess it's more symbolic than substantial. Here is our Trip Report of Jakarta MRT
