Faculty of Economic Sciences, Communication and IT Submitted by TEGUH HIMAWAN RONGGOSUSANTO STUDY OF INTEGRATED TICKETING SYSTEM OF PUBLIC TRANSPORT IN JAKARTA VS VARMLAND, SWEDEN (A Case Study of TransJakarta Busway and Commuter Train Jabodetabek with Värmlandstrafik AB and Karlstad Buss) Service Science Master Thesis Date/Term: Spring 2012 Supervisor: Patrik Gottfridsson
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Faculty of Economic Sciences, Communication and IT
Submitted by
TEGUH HIMAWAN RONGGOSUSANTO
STUDY OF INTEGRATED TICKETING SYSTEM OF PUBLIC
TRANSPORT IN JAKARTA VS VARMLAND, SWEDEN
(A Case Study of TransJakarta Busway and Commuter Train Jabodetabek
with Värmlandstrafik AB and Karlstad Buss)
Service Science
Master Thesis
Date/Term: Spring 2012
Supervisor: Patrik Gottfridsson
ii
DECLARATION
I hereby declare that the work described in this thesis, except where otherwise stated,
is entirely my original work and has not been submitted as an exercise of any degree
at this or any other university.
Karlstad, 07 June 2012
Name of Candidate
Teguh Himawan R.
iii
ACKNOWLEDGMENTS
This thesis is written in order to fulfil the prerequisite of Master Programme
in Faculty of Economic Sciences, Communication and IT, Programme of Market
and Service Orientation of Public Transportation, Karlstad University and Master
Programme in Transportation System and Engineering, Department of
Engineering and Environment Department, Faculty of Engineering, Gadjah Mada
University. The author would like to express his gratitude to those who have
contributed to this thesis. Without their support and encouragement, the
completion of this thesis would not have happened.
First of all, I would like to give my biggest thank and honour to Allah SWT
for the grace, blessing, guidance, gift of love and talent in my life. Many thanks to
the coordinator of programme in Karlstad University, Prof. Lars Haglund,
programme director in Gadjah Mada University, Prof. Ir. Sigit Priyanto, M.Sc,
Ph.D., my supervisor Associate Professor Patrik Gottfridsson, Ph.D, and Prof. Dr.
Ir. Siti Malkhamah, M.Sc., also Dr. Eng. Imam Muthohar, ST., MT., and Dr. Ir.
Heru Sutomo, M.Sc. (Eng), from Gadjah Mada University for their guidance and
invaluable feedback in this research.
Thanks to the lecturers and staffs in postgraduate programme in Gadjah
Mada University and Karlstad University, Sweden. Not to forget my classmates in
batch XXII MSTT UGM and colleagues in Karlstad University, Sweden. I would
like to express my sincere thanks to my parents, my beloved wife Dinna Putri
Mekarsari, Rafie Putra Himawan and to my family. Thank you for support,
prayer, love and encouragement. And thanks to Deny, Febriani, Bagus, and Vika
for support in collecting and data process.
Researcher consider on this thesis still needs to be improved. Any
suggestion and critic from the reader is appreciated as an input to refine for further
study.
Karlstad, 07 June 2012
TEGUH HIMAWAN R.
iv
TABLE OF CONTENTS
APPROVAL PAGE .................................................................................................. i
DECLARATION ...................................................................................................... ii
TABLE OF CONTENTS ........................................................................................ iv
LIST OF FIGURES ................................................................................................ vii
LIST OF TABLES .................................................................................................. ix
INTISARI………………………………………………………………………….x
ABSTRACT………….. .......................................................................................... xi
Transjakarta Busway has served 10 corridors with a total length of 123.35 km
and the world's longest BRT system. The Governor of DKI Jakarta inaugurated
corridor 11 with route Pulogebang – Kp. Melayu on February 28, 2012. It can be
described in the Table 4.4.
Table 4. 4. Route of TransJakarta Busway
Corridor Origin - Destination Started Operation
Corridor 1 Blok M - Station Kota January 15, 2004
Corridor 2 Pulogadung - Harmoni January 15, 2006
Corridor 3 Kalideres - Harmoni January 15, 2006
Corridor 4 Pulogadung - Dukuh Atas January 27, 2007
Corridor 5 Kampung Melayu - Ancol January 27, 2007
Corridor 6 Ragunan - Latuharhary - Dukuh Atas January 27, 2007
Corridor 7 Kampung Rambutan - Kampung Melayu January 27, 2007
Corridor 8 Lebak Bulus - Harmoni February 21, 2009
Corridor 9 Pinang Ranti - Pluit December 31, 2010
Corridor 10 Cililitan - Tanjung Priok December 31, 2010
Corridor 11 Kampung Melayu - Pulo Gebang February 28, 2012
Source: (BLU TransJakarta Busway, 2012)
Some of direct route from origin to destination that operated by TransJakarta
Busway can be described in the Table 4.5.
Table 4. 5. Direct Route of TransJakarta Busway
Route
Operating Time
Number of Buses that
operate Valid for
Origin Destination Working
Day
Holiday
Pulogadung Kalideres 05.00 – 22.00 34 30 Working day and Holiday
TU Gas Dukuh Atas 05.00 – 22.00 16 12 Working day and Holiday
PGC Ancol 05.00 – 22.00 15 15 Working day and Holiday
PGC Senen 05.00 – 22.00 10 15 Working day and Holiday
PGC Harmoni 05.00 – 22.00 15 10 Working day and Holiday
Grogol Harmoni 05.00 – 22.00 5 - Working day and Holiday
Ragunan Harmoni 06.15 – 07.00 12 - Working day and Holiday
Kota Ragunan 18.30 – 20.00 12 - Working day Pulogadung Ragunan 06.30 – 08.30 6 3 Working day 16.30 – 19.30 Working day 09.00 – 10.00 Holiday 16.00 – 17.00 Holiday
University), line 56 (Bomstad - Ikea - Centrum - Ikea - Bomstad), line 57
(Kronoparken - Sundsta - Centrum - Kasernhöjden), line 58 (Nobelgymnasiet -
Centrum - Nobelgymnasiet), and line 59 (Gruvlyckan - Centrum - Gruvlyckan).
52
CHAPTER 5.
EMPIRICAL DATA
This section consists of the data as a result of passenger surveys that involve of
500 respondents from both TransJakarta busway and commuter train passengers.
Survey conducted by using the questionnaire forms consist of 13 questions. Its
purpose gives a description of passengers and travel behaviour as the material to
describe and analyze implementation of ticketing system in Jakarta, Indonesia. The
survey results can be described as follows:
1. Question 1; the number of passengers by Gender.
Figure 5. 1. Passengers of Public Transport by Gender
Male Female
Gender
Busway TransJakarta 144 106
Commuter Train 141 109
0
20
40
60
80
100
120
140
160
Nu
mb
er o
f P
ass
eng
ers
53
2. Question 2; the number of passengers by Age.
Figure 5. 2. Passengers of Public Transport by Age
3. Question 3; the number of passengers based on the Occupations.
Figure 5. 3. The Passengers Based on the Occupation
0102030405060708090
100
Stu
den
t
Civ
il S
ervan
t
Pri
vat
e E
mp
loyee
s
En
trep
ren
eur
Oth
er
Un
emplo
ym
ent
Occupation
5258
95
12
29
4
5364
87
2717
8
Busway TransJakarta Commuter Train
12%
49%18%
16%5%
TransJakarta Busway
15-20 Years 21-30 Years
31-40 Years 41-50 Years
More than 50 Years
15%
43%24%
12%6%
Commuter Train Jabodetabek
15-20 Years 21-30 Years
31-40 Years 41-50 Years
More than 50 Years
54
4. Question 4; the number of passengers based on the purpose of travelling.
Figure 5. 4. The Passengers Based on the Purpose of Travelling
5. Question 5; the number of commuter train passengers based on the type of class
services.
Figure 5. 5. The Passengers Based on the Type of Class Services
Go to
Home
Shopping/
PleasureOffices Study Other
Purposed of Travelling
Busway TransJakarta 72 44 138 29 3
Commuter Train 92 42 146 37 6
020406080
100120140160
Nu
mb
er o
f p
ass
eng
ers
38%62%
Survey of Commuter Train Passengers
Type of Class Services
Commuter Non-AC
Type of Class Services
Commuter-AC
55
6. Question 6; type of tickets used by passengers.
Figure 5. 6. Type of Tickets Used by Passengers
7. Question 7; commuter train passengers queuing time to buy tickets.
Figure 5. 7. Commuter Train Passengers Queuing Time to Buy Tickets
JackCard/Commet
Card-
MonthlyCard
One Trip Tickets
Type of Tickets Used by Passengers
TransJakarta Busway 33 217
Commuter Train 81 169
0
50
100
150
200
250
Nu
mb
er o
f P
ass
eng
ers
0
100
200
Less than 5
Minute5 - 10
Minute11-15
Minute 16-20
Minute More than
20 Minute
Passengers Queuing Time to Buy Ticket
74 103
3822
13
Commuter Train
56
8. Question 6 and 7; transjakarta busway passengers queuing time to buy tickets.
Figure 5. 8. TransJakarta Passengers Queuing Time to Buy Tickets
9. Question 8; frequency of passengers who used public transport modes.
Figure 5. 9. The Frequency of Public Transport Users
2%
35%
22%
18%
23%
Queuing Time to Enter the Bus
Less than 5 Minute5 - 10 Minute11-15 Minute16-20 MinuteMore than 20 Minute
15%
44%26%
9%6%
Queuing Time to Buy Tickets
Less than 5 Minute5 - 10 Minute11-15 Minute16-20 MinuteMore than 20 Minute
54%35%
10%1%
TransJakarta Busway
>4 times 5-8 times 9-12 times 12 times<
20%
26%50%
4%
Commuter Train
>4 times 5-8 times 9-12 times 12 times<
57
10. Question 9; the number of passengers who use other public transport modes.
Figure 5. 10. The Passengers Who Use Other Public Transport Modes
11. Question 10; the number of passengers who used private cars and public
transport modes.
Figure 5. 11. The Passengers Who Used Private Cars and Public Transport Modes
43%
33%
14%
4% 6%
TransJakarta Busway
Commuter Train (KRL)
Para Transits
City Bus
Kopaja/ Metro Mini
Other
26%
42%
13%
11%8%
Commuter Train
TransJakarta Busway
Para Transits
City Bus
Kopaja/ Metro Mini
Other
21%
50%
29%
Commuter Train
Private Cars
Motorcyles
Only Commuter Train
13%
52%
35%
Busway TransJakarta
Private Cars
Motorcyles
Only TransJakarta Busway
58
12. Question 11 and 12; the number of passengers who use mobile phone, ATM
and credit cards.
Figure 5. 12. Passengers Who Use Mobile Phone, ATM and Credit Cards
0
50
100
150
200
250
Use Mobile
Phone
Not Use
239
11
231
19
TransJakarta Busway
Commuter Train
0
50
100
150
200
250
ATM
Card
Credit
Card
Other
Type of Cards
217
39 33
219
6131
Busway TransJakarta
Commuter Train
59
CHAPTER 6
RESULTS AND DISCUSSION
A. Results
Based on explanation in the previous chapter about public transport ticketing
system in Jakarta, Indonesia needs to improve and create into an integrated ticketing
system. Services development process of an integrated ticketing system needs
sequence of process such as; a ticket provider, the customer perspective, and
infrastructure in public transport (Mezghani, 2008). Further, on this research
conducted a survey with respondents from the passengers of TransJakarta Busway
and commuter train Jabodetabek to determine the customer's perspective about
implementation of ticketing system in Jakarta, the characteristics of customer and the
travel behaviour.
Based on (ALCO, 2012), defines the benefits of an integrated ticketing system
for customer such as; create a multimode transportation across the operators,
flexibility by reduce the cash payment and single ticketing system, possibility to
offers the affordable price as well as discount opportunity, and enhance attractiveness
using public transports. Moreover, the benefits for operators are; increasing the
number of passenger, reduce operation cost and cash management, flexibility of
pricing systems, speed up the dwelling time, and availability of data to analyze the
services.
1. Description of Passengers
In this section will describe and analyze the characteristic of passengers based on
gender, age, and occupation as well as the commuter train passengers based on the
class of services. The survey result shown that the number of male passenger higher
than the female passenger. However, differences in either male or female passengers
60
of TransJakarta busway as 15, 2 percent and commuter trains as 12, 8 percent. This
means that the numbers of passenger have the same tendency and almost equally
between male and female passenger, and the attractiveness users to use public
transport is not influenced by gender, but the customer needs. The customer needs in
public transport is intent to the Services Dominant Logic, which means customers use
a public transport as solution of their need on daily activities and the passengers‘
value will be different depending the purpose of the trips.
The result of survey also shown that the most of passengers TransJakarta busway
dominated by young people with the age of 21-40 years as 67 percent, which means
most of the passengers were economically active. Based on information from
(Central Bureau of Statistics Indonesia (BPS), 2012) , labour force is persons with the
age of 15 years old and over who worked, temporarily absent from work but have a
job, which categorized as employed, and those who are unemployed and looking for
work. Moreover, the number of passengers‘ commuter train dominated by young
people with the age of 21-40 years as 67 percent, the passenger with the age of
between 21-30 years old as 43 percent and the age of 31-40 years as 24 percent. This
means that the most of passengers also categorized as economically active or
dominated by labour force.
Public transport passengers comprised of private sector employees as 35, 96
percent, civil servants as 24, 11 percent, and the student as 20, 75 percent of the total
number of 80.8 percent. Differences a passenger occupying lead to various ability for
pay the services. Companies have a possibility to implement competitive prices
systems and services. Currently, single trip fares of public transport in Jakarta using a
flat rate even for students and elderly. This makes customers feel ordinary about the
services offered by the company. The differences of passengers‘ occupation will
generate options for using the class of service. Based on data survey (2012),
commuter train passenger consist of 62 percent of commuters AC and the economy
non AC as 38 percent. Company improve services and focus on their customers by
changing the concept of service, which previously had three categories such as
61
commuter train express, economy AC and non AC became commuter AC and
Economy non-AC.
2. Travel Behaviour
In this section the researcher will describe and analyze the travel behaviour based
on the survey result. The researcher determine some component regarding the travel
behaviour such as; the passengers‘ travel purpose, the frequency to use public
transports, the type of public transport, and combine both public transport and private
cars or motorcycles. Passengers using public transport services as the solution needs
in their daily activities and the value of passengers are different depend on their
travelling purposed. Based on data survey (2012), the most of passengers travelling to
go home and offices with a total of 73, 56 percent of daily trips. This means that
some of the passengers are labour force and travelling purpose for working. It
illustrates the situation of DKI Jakarta Province as the centre of government and
business activities and the heightened mobility of employees who come from cities
around Jakarta.
Moreover, the frequency of passengers to use public transport comprised of
TransJakarta busway users who use the services in a week for 4 times as 54 percent,
5-8 times as 35 percent, 9-12 times as 10 percent, more than 12 times as 1 percent,
and the commuter train users dominated by passengers who use the services in a
week for 9-12 times as 50 percent, 5-8 times as 26 percent, 4 times as 20 percent, and
more than 12 times as 4 percent. This means that the company need to improve the
competitiveness and attractiveness of public transport to increase the frequency of
passengers using public transports.
Based on data survey (2012), there are 51 percent of passengers who use both
motorcycles and public transports, and private cars users only 17 percent on average.
This means that the public transports services ineffective to attract the private cars
users. Therefore, needs to increase the accessibility of public transports, competitive
prices, and develop park and ride facilities. The number of TransJakarta passengers
62
who use the commuter train and Para transits called ‗Angkot or Mikrolet‘ as 76
percent of the passengers and the commuter train passengers who use Para transits
and TransJakarta busway with a total of 68 percent. This means that some of
passengers also use other modes of public transport in daily activities to reach their
destinations. So it needs to improve both the accessibility and flexibility of public
transport system. The process of development an integrated ticketing system should
also be supported by the implementation of policies on public transport such as; park
and ride facilities and an Electronic Road Pricing (Ibrahim, 2003).
3. Implementation of Ticketing System in Jakarta, Indonesia
Commonly the passenger of public transport in Jakarta still using the one way
tickets or paper tickets although the companies has develop e-ticketing system. Based
on data survey (2012), the number of passengers who use paper tickets as the amount
of 77, 2 percent on average that consists of the passengers of TransJakarta busway as
86, 6 percent and commuter train as 67, 6 percent. Otherwise, the passengers who
used e-ticketing system as the amount of 22, 8 percent on average both public
transports i.e. TransJakarta busway and commuter train. This means that the
attractiveness of passengers to use e-ticketing system is lower than paper tickets. The
companies could increase the benefits of using e-ticketing system to attract the
customers and offers the competitive pricing system as the implementation of
ticketing systems.
The companies possible to develop a new integrated ticketing system with make
cooperation that purposed to increase the competitiveness of public transport services
and reduce the private car users. One of the reasons people choices the private cars
than public transport, because lack of accessibility and need more time to use public
transport mode. Some of the public transport infrastructure in Jakarta still not
integrated each other. The companies need to develop together the route network and
create an access connecting the shelter bus and train stations, especially at central
business activities. Currently, passengers need to walk far to go to the shelter bus and
63
train stations, and need time for queuing to buy the tickets. Its causes take more time
to use public transport for travelling along the area at city and increase the
attractiveness of people to use private cars and motorcycle. Based on data survey
(2012), the most of passenger has to queue between 5-10 minutes and 11-15 minutes
for buying the tickets with total of 62, 8 percent passengers on average.
The passengers queuing time of commuter train is less than the TransJakarta
busway, and according to the data survey (2012), the most of passengers‘ commuter
train has queuing time for buying tickets between of 5 to 10 minutes and less than 5
minutes with total of 70, 8 percent. TransJakarta busway passengers has twice for
queuing time to use the services, which first to buy the tickets and wait to enter the
bus at the shelters and sometimes the bus only carry part of total passengers in the
shelter. This make the passengers must be patient to wait the next bus with the same
destinations. Based on (Mishalani et al., 2006), there is a linier relationship between
the passengers perceives of waiting times and the actual time at the bus stop, whereas
the customer perceived was range of 3 to 15 minutes, and 94 percent of respondents
waiting time is range between 3 and 9 minutes. And most of them willing to wait at
the bus stop as long as 5 minutes.
According to the data survey (2012), the most of passengers‘ TransJakarta has
queuing time for buying tickets between of 5 to 10 minutes and the waiting time to
enter the bus as long as 5-10 minutes. These causes take more time to use the public
transport and the condition of several shelters that crowded with a lot of passengers
queuing became one of the reasons to use private cars and motorcycle. Consider to
the area of Jakarta as the centre of government and business activities make people
determine the travel choice mode based on the accessibility and travel time. This also
influenced the travel behaviour of public transport users as explained in the previous
section.
64
4. Comparisons of Public Transports System in Jakarta and Värmland, Sweden
Based on data and information in the previous chapter can be analyzed and discussed about public transport system
with make a comparison between public transport in Jakarta, Indonesia and Värmland, Sweden that described in the
Table 6.1.
Table 6. 1. Comparison between Public Transport in Jakarta, Indonesia and Värmland, Sweden
No. Items Public Transports Systems
Jakarta, Indonesia Värmland, Sweden
1. Organizations
TransJakarta Busway and Commuter
Train are managing by the different of
companies, and the Public Transport
Authority (PTA) i.e. PTA of provincial
DKI Jakarta for TransJakarta busway
and the Directorate General of Railways
for commuter train Jabodetabek. The
companies develop the ticketing system
without cooperation both public
transport operator, and the pricing
system using flat tariff.
Public transport services both bus and train in the
regional area of Värmland county is managing by
Värmlandstrafik AB. The company build
cooperation with Karlstad Buss to provide the urban
transportation in Karlstad municipality to increase
the accessibility, flexibility by an integrated
ticketing system, and competitive pricing system.
The companies make cooperation with Sweden
company ‗BIMS‘ as third party to manage and
provide the ticketing systems.
65
Table 6.1. Cont‘d.
No. Items Public Transports Systems
Jakarta, Indonesia Värmland, Sweden
2.
Hardware;
Interchange
Physical Design
Public transport operator trying to make a
close enough both TransJakarta busway and
commuter train systems. The companies
providing park and ride facilities in Ragunan
and Kalideres shelter to connect private cars
or motorcycle with TransJakarta busway and
parking facilities in train stations. In several
locations, the distance between the shelter
busway and train stations too far away and
unconnected.
Already connects both bus and train by placing
bus stop near the train stations. It can be seen
from the network of Värmlandstrafik AB. The
company also providing park and ride facilities
in some of the train station.
3.
Software;
Logical
integration of
information
system
Signage, maps, and schedules information
are still few and provides in TransJakarta
busway, shelters, commuter train and train
station in a traditional way.
The companies providing information about
schedules, time table, and route, etc. in several
ways such as; handbooks for customers,
electronic board and live time in several shelters
of Karlstad Buss, mobile phone apps that can be
download by passengers, and official website.
66
Table 6.1. Cont‘d.
No. Items Public Transports Systems
Jakarta, Indonesia Värmland, Sweden
4.
Finware;
Combine
ticketing and
common fare
system that
consist of three
components
such as; fare
collection
process,
payment media
as tickets, and
fare structure.
Already implement the e-ticketing system
that can be used for inter-modality both
TransJakarta busway and commuter train
Jabodetabek. Most of the passengers using
the paper tickets and fare collection in the
shelter and train station, then deposit to the
bank by cash. The tariff structure of
TransJakarta busway using the flat tariff
system, although the e-ticketing only deduct
the tariff based on the frequency of using the
services and the fare same with one trips
tickets. For one trip tickets of commuter train
using the flat tariff and monthly ticket
divided into common passengers and student.
Already implement an integrated ticketing
system both bus and train services in regional of
Värmland, Sweden and urban transportation in
Karlstad municipality cooperation with Karlstad
Buss. The companies will develop an integrated
ticketing system between eight public transport
companies that operate in six counties in the
middle of Sweden. Currently, there is no cash
payment to use public transport in Sweden and
the ticket media using a smart card, mobile or
SMS ticketing, Turkronor and vending machine
of ticket for Karlstad Buss.
67
B. Discussion
In this part will discuss the process of developing an integrated ticketing
system to assess the possibility of implement a new integrated ticketing system as
well as an explanation of how to develop a new integrated ticketing system and
what kind of services could be implemented in Jakarta. Based on data survey can
be described the number of passengers who use mobile phones with a total of 94
percent, ATM cards as 72, 66 percent and credit cards as 16, 66 percent of the
average passengers of TransJakarta busway and commuter train. This means that
most of the passengers have basic knowledge and familiar with the applications
on mobile phone and banking transactions. In fact, the passengers can adapt and
learning the technology in banking and telecommunications.
Based on the experiences of public transport in Värmland, Sweden that
already implement an integrated ticketing system and developing the self-services
in provision of public transports can be learned and adapted to improve the public
transport services in Jakarta, Indonesia. The operator both TransJakarta busway
and commuter train have possibility developing the self-services by provide
vending machine of tickets, especially at main shelters of TransJakarta busway
and make an integrated ticketing system. The service development process of a
new integrated ticketing system can be described as follows:
1. Formalizing the Innovation Process
There is a need to formalize the process of innovation to encourage both
companies and employees in behave of innovative and keep a services
development process continuously. Companies may create a new board of the
development department in the organizational structure. This department has a
function to determine which services should be developed to improve customer
satisfaction, manage relationships and build joint ventures, business opportunity
by creating new services and markets, and keep up to date availability of data
related the services. In public transport companies the development department
68
important to enhance competitiveness and attractiveness of public transport
services, and encourage passengers to use the services.
2. Organizational and Network of Relationship
There are several actors who involve in the provision of public transport
services in Jakarta such as; the Directorate General of Railways and provincial of
Transportation Department as Public Transport Authority (PTA), public transport
operators, and companies who won the procurement process. In the provision of
public transport services in Jakarta, PTA governs the services to the operators
through the contract of public transport subsidies. This activity also involves some
actors as companies who stand the procurement process and public transport
operators. Therefore, needs the role of organization with responsibility to provide
and manage the ticketing system. Based on (Håkansson, H. & Snehota, I., 1995),
A network is built up by three, to each other, related variables; actors, activities
and resources. (Gottfridsson, 2012) defines that actors are those who perform
activities and control resources. Further, The service development process in the
public sector involving at least five actors are policy makers, driving actors,
supporting actors, providers, and users of public transport (Gottfridsson, 2012).
According to this point of view, the process development of ticketing system
requires a relationship between the actors that lead to the integration of resources,
knowledge and experience. Companies can gain access to vital resources and
improve the ability by controlling the resources and activities to achieve the goals.
One of actors involve in the service development process is the policy makers
consisting the element of government i.e. Directorate General of Railways and
Provincial Government of DKI Jakarta who make a policy and sets the financial
frame by granting fund as the public services obligations (PSO) and the
infrastructure facilities of public transportation. Driving actors may be a person
who has ideas that generate for the implementation of a new service, for example;
the ideas of development BRT system come from Mr. Sutiyoso, the governor of
DKI Jakarta province. Then the driving actors require acceptance of the
supporting actors as politician or members of House of Representative. The
69
followed actors are public transport operators as a service providers, as well as
public transport users.
The process of development a new integrated ticketing system needs an
organization that have functions to provide the ticketing systems, managing the
system with integrate the pricing system and media as tickets, and collection of
fee and distribution of revenue. This is can be achieved by developing an
organization as clearing centre and standardized tickets media, fare collection and
system of ticketing to create an integrated ticketing system. This explanation can
be illustrated in the Figure 6.2.
Figure 6. 1. Organizations and Network Relationships
By creating a single organization with purpose to develop a ticketing system will
integrate the ticketing system of different public transport operator. Further, the
companies develop an integrated ticketing system together through this
organization. But we realize that creating a single organization for ticketing
system as implemented in Värmland, Sweden need a sequences process consider
to the condition of public transport system in Jakarta, Indonesia that described in
the table below:
Organization (Ticketing
Provider, Managing the System, and Clearing Centre)
Technical Management Unit (BLU)
TransJakarta Busway
Commuter Train
Jabodetabek (KCJ)
BIMS KB, Sweden
Supplier ATRON, Germany
Värmlandstrafik AB
Karlstad Buss and other
companies in Six County in the
Middle of Sweden
Ticketing System of Public Transport in
Värmland, Sweden
Propose for Developing an Integrated
Ticketing System in Jakarta
70
Table 6. 2. Stage of Implementation Ticketing System of Public Transport in Jakarta, Indonesia and Värmland, Sweden
STAGE OF IMPLEMENTATION TICKETING SYSTEM OF PUBLIC TRANSPORT IN JAKARTA, INDONESIA TICKETING SYSTEM TIME PERIOD DESCRIPTION PROPOSED
TransJakarta Busway :
- Paper Ticket
- Paper ticket and e-ticketing
system called JakCard
Years of 2004 - 2006
Years of 2006 - 2012
- Actors of public transport are
Provincial Government of DKI
Jakarta, PTA, and TransJakarta
Busway.
- E-ticketing system was launched
on 2006 by PT. Bank DKI with
first implemented in corridor 1, 2,
and 3. Currently, the system
operated in corridor 1 – 8 and will
expand to corridor 11.
Several stage to implement an integrated
ticketing system between TransJakarta
Busway and Commuter Train Jabodetabek are:
1) Agreement between two companies that
supporting by Directorate General of
Railway, Ministry of Transportation, and
Public Transport Authority of DKI Jakarta
Province.
2) In general agreement to develop an
integrated ticketing system consist of; data
and information of parties in contract, the
obligations and duties, type and
specification of services i.e. technology of
ticketing system, how to perform and
evaluate the services, and time period.
3) Developing e-ticketing system together
through a procurement process to determine
the company to manage ticketing system i.e.
technology, share the revenue, etc. both
TransJakarta Busway and Commuter Train
Jabodetabek.
4) By creating a single company in developing
a ticketing system is purpose to implement
the same system of ticketing that lead to the
specification of technology, and easier to
evaluate the services.
5) Further, the companies (TransJakarta
Busway and Commuter Train) elaborate to
make an integration facility and
information.
Commuter Train Jabodetabek
- Paper ticket and monthly
card
- Paper ticket and e-ticketing
system called Comet Card
Years of 2000 – January 2012
Since February 2012
- Actors of public transport are
Directorate General of Railway,
Ministry of Transportation and
Commuter Train Jabodetabek.
- Since February 2012, the company
launched Comet Card with
implementation divided into 3
steps; the first step (February-
March 2012) started by replacing
monthly card and implemented in
35 train stations, the second step
(April-June 2012) implemented in
51 train stations, and the third step
started on July 2012 implemented
in whole stations at Jabodetabek
area.
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Table 6.2. Cont‘d. STAGE OF IMPLEMENTATION TICKETING SYSTEM OF PUBLIC TRANSPORT IN JAKARTA, INDONESIA
TICKETING SYSTEM TIME PERIOD DESCRIPTION PROPOSED
TransJakarta Busway and
Commuter Train Jabodetabek
2012 -
- Each public transport operator has
implemented e-ticketing system
i.e. Comet Card and Jak Card, but
still not integrated.
- Build cooperation between public transport
operator in Jakarta through an agreement to
provide card reader or ticketing machine in
every shelter of TransJakarta Busway and
Commuter Train Jabodetabek.
- This is supposed to increase flexibility of
public transport, whereas the Jak Card
Holder enables to use commuter train and
vice versa. The tariff is according to the
ticket price that implemented by each
public transport operator.
- Further, the public transport operator can
improve to be one card for both public
transport operator i.e. TransJakarta Busway
and Commuter Train Jabodetabek. If
customers use transJakarta busway then
machine or card reader will deduct the
transjakarta tariff as well as Commuter
Train Jabodetabek.
- By a new integrated ticketing system the
public transport operator have possibility to
implement several type of ticket prices as
example in Sweden.
- This is supposed to increase attractiveness
of passengers to use public transport
services.
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Table 6.2. Cont‘d.
SEVERAL STAGES OF CREATING AN INTEGRATED TICKETING SYSTEM IN JAKARTA, INDONESIA
Government (Central and provincial government) have been consider to make an integrated public transport system in Jakarta, Indonesia. This is can be shown
from the development of public transport facility in Jakarta that started to connected between train station and shelter of TransJakarta Busway, although some of
facility are not yet connected. Further, the system of information need to be developed into an electronically way and easier for passengers to get an information
related the services.
( For the First steps)
* Agreement to provide thedevice with function of card readerin train station and shelter ofTransJakarta Busway.
* The smart card is possible tocharge with subcription/abonemen and cash money forusing the other public transportservices.
The smart card can be
used for TransJakarta Busway and Commuter
Train
Share the Revenue?
Each machine/card reader willdeduct the tariff according to theservices that use by passengersand directly sent to the account ofpublic transport operator throughon their clearing centre.
The machine will deduct the tariffof TransJakarta Busway as IDR3,500 for all zone and IDR 8,000for Commuter Train depend on theroute. The ticket price ofTransJakarta Busway andCommuter Train is still use theflat tariff as explained in Chapter4 page 32 and 37.
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Table 6.2. Cont‘d.
( Future Planning Public Transport System in Jakarta Based on the Experience of Public Transport in Värmland, Sweden)
( Illustration of Share Revenue Scheme)
Partnerships betweenTransJakarta Buswayand Commuter TrainJabodetabek (KCJ) todevelop the ticketingsystem together.Supporting by Centraland Provincialgovernment.
One Company to provide and
manage ticketing system
* One system of ticketing;
* Single company tomanage the ticketingsystem as well as became aclearing centre;
* This company also haveresponsibility to guaranteethe integrity and technicalstandards of technologyand smart card.
Share the Revenue?
Each machine/cardreader will deduct thetariff according to theservices that use bypassengers and therevenue directly sent tothe account of publictransport operator.
Passenger will charge IDR.
8,500 depend on the route
commuter AC
Passenger will charge IDR.
3,500 For single trip.
At the first implementation phase of an
integrated ticketing system, it‘s only
integrated payment and ticketing
system.
PROPOSED
- Further, the companies can develop
into combined or integrated fare
system.
- Offers the attractive tariff that
described in Chapter 4 related the
ticket price of public transport in
Värmland, Sweden.
Save in Data Base
and then share to
the company
account
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Table 6.2. Cont‘d.
STAGE OF IMPLEMENTATION TICKETING SYSTEM OF PUBLIC TRANSPORT IN VÄRMLAND, SWEDEN
Public Transport in Värmland,
Sweden i.e. Värmlandstrafik
AB and Karlstad Buss
Years of 1990 - 2010
Since 1990 – 2010 ( Implemented e-ticketing system for Karlstad Buss and Visa Card for Varmlandstrafik AB and at this
time still enable for cash money)
On 2010 – April 2012
Started on 2010 the passengers not allowed to pay using the cash money, and the passengers paid using the smart card and
Turkronor (Karlstad Buss), visa card (Värmlandstrafik AB), and ATM or credit card.
May 2012
Started on May 2012, the public transport operator in Värmland, Sweden i.e. Värmlandstrafik AB and Karlstad Buss have
been developed the ticketing system together, and as the result is implement to use magnetic card. They make a procurement
process together to determine the company who have responsibility to manage the e-ticketing system, and BIMS KB is a
company who stand the procurement process to provide and manage the ticketing system.
Future planning of development an integrated ticketing system: The new system will make an integrated ticketing system
between eight public transport companies in the middle of Sweden i.e. Dalatrafik, Värmlandstrafik, Karlstadsbuss,
Länstrafiken Örebro, Västmanlands länstrafik, Tåg i bergslagen, Upplands Lokaltrafik, and X-trafik. These public transport
companies operate in six regions such as Dalarna County, Värmland County, Örebro County, Västmanland County,
Uppland County, and Södermanland County.
75
Table 6.2. Cont‘d.
PREVIOUS SYSTEM (SHARE THE REVENUE)
Karlstad Buss
In this card passengers canhave:
* Monthly or period cardfor Karlstad Buss.
* Charge with cash moneyfor Värmlandstrafik AB.
How to share the revenue?
-When using KarlstadBuss automatically themachine will deduct thetariff for Monthly orperiod card.
- The single ticket price isconsist of three categoryfor children, young, andadult. Then the singleticket enable for 2 hours.
- The other ticket prices issubcription tickets asexplained in Chapter 4page 45, 46, and 48-50.
Further, when usingVärmlandstrafik AB, themachine will deduct the tarifffrom the cash money. Whichmeans the customer need tocharge again for use theservices, although they have asubscription/period tickets forKarlstad Buss.
76
By using this cardpassengers can be used asmonthly or period card forVärmlandstrafik AB andKarlstad Buss thatexplained in Chapter 4page 45-46. Futher, thesingle trip prices forVärmlandstrafik ABclassified base on the Zoneof services.
How to share the revenue?
When using VärmlandstrafikAB, passengers just shownthe card to the driver as wellas the Karlstad Bussdriver, then the driver willcount manually with pushthe button.
Further, the companywill paid for theircustomers who useKarlstad Buss. And itwas fixed through anagreement betweencompanies.
77
Table 6.2. Cont‘d.
NEW SYSTEM IMPLEMENTED ON MAY 2012 (SHARE THE REVENUE)
The ticketing system of
Värmlandstrafik AB and Karlstad Buss manage by
BIMS KB
How to share therevenue?
* When using KarlstadBuss automatically themachine will deduct thetariff as well as inVärmlandstrafik AB.
* Then the passengerstrips will receives andsave in the data base.
Using data in the database, BIMS KB has aresponsibility to share therevenue to the publictransport operator and stepsby steps this system willdevelop into make anintegrated ticketing systembetween eight publictransport companies in themiddle of Sweden.
78
The system of ticketing in Värmland, Sweden will deduct the tariff depending
on the public transport and passengers‘ trip for urban transportation provided by
Karlstad Buss and regional public transport services by Värmlandstrafik AB.
Further, the SMART CARD can be charged with the deposit or money value and
period card, and then the system will deduct the tariff according to the passengers‘
trip. By using the information from data base make easier for the public transport
operator to calculate how many their customers using the urban and regional
public transport services that can be used as a material to share the revenue. This
situation shown the public transport operator has been worked together to develop
the services as well as the structure organization of BIMS KB mainly from the
participating companies (Local Project Manager) that shown in Figure 5.2.
Figure 6. 2. The Structure Organization of BIMS KB
Based on the experiences of public transport system in Värmland, Sweden
can be learned that is importance to work together in order to provide public
transport services. Each actor in public transports as explain above has a different
role and need to work properly as their functions. In developing a new integrated
ticketing system can be started with make cooperation between public transport
operators, public transport authority, and provider of ticketing system that require
an agreement or contract.
BIMS KB BOARD
TestInformation, sales,
and marketingEducation Installation
Local Project Manager
Config Management
Project Management
79
Based on (Blomqvist, R. et al., 2005) some functions of the contract are to
bind the parties together; to specify the content of the transaction; to provide
evidence of the nature of the agreement and its enforcement; used for
interpretations of aspects that are not obvious. From this definition means that the
contract involves the duties among party and the content of services should be
provided for fulfilled the customer need. This means that contract is not only for
business to business relationship but also to make a relationship with the
customer, although the customer indirectly involves in the contract as the public
transport users. Further, based on (Laing, A.W. & Lian, P.C.S. , 2005), the
characteristics of contract partner partnerships (CPRs) can identified as trust,
closeness and socialization, communication, coordination and customization,
nature of boundaries, nature of secondary relationships, organizational policy,
expertise, formality of selection, and evaluation.
In Sweden the public transport provider selected by a procurement process
that means the public transport authority (PTA) governs the services to the public
transport operators. In the implementation of an integrated ticketing system the
provider of ticketing system also selected by procurement process i.e. BIMS KB
as the companies who won the tendering process of ticketing system for Karlstad
Buss and Värmlandstrafik AB. This process not only consider to the price and
standard of services as well as the experience and expertise of companies.
According to the (Camen, 2011), the contract in public transport services consists
of some information as follows:
a. Data and information of parties in the contract;
b. The obligations and duties between the parties;
c. Type of services will be offered;
d. Specification of public transport services;
e. How to perform and evaluate the services;
f. Environmental issue;
g. The capability and performance of services provider; and
h. Time period of contract.
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Further, based on the result of interviews with the representative from
Karlstad Buss and Värmlandstrafik AB (2012), related an integrated ticketing
system the first think is important to determine specification of services in the
contract in order to make the system working properly and avoiding the technical
problems at the implementation phase, how to share the revenue, who has the
responsibility to the systems, and penalties if the provider held the services didn‘t
appropriate with the contract.
3. Resources and Knowledge Integration
Some of the barriers faced by the operator to create an integrated ticketing
system are the lack of knowledge and infrastructure facilities, financial and
institutional problems of the complexity of the actors in public transport
(Dirgahayani et al., 2007). Development of an integrated ticketing system needs
high technology that requires specialized knowledge both practical and
implementation phases. This system also requires integration of information and
physical design.
According to Patrik Gottfridsson (2012), the integration of knowledge occurs
with all actors work together and to jointly create a knowledge base to develop the
system. Based on this point-of-view, integration of resources and knowledge may
develop through close cooperation and mutual relations into formal and informal
meetings to generate fresh ideas and the same perspectives. Furthermore,
companies are working together for the integration of information systems and
networks to connect both bus stops and train stations. These companies establish
joint ventures across public transport operators and cell phones providers for
developing mobile ticketing and application information, as well as the
government support to develop a Public-Private Partnership (PPP) to solve the
financial constraints.
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4. Involving Customer and Front-line Employees
The company develops services based on the customers perceived and
consider to the customers complaints by providing an easier way to extend their
desire and service experiences by using the customer satisfaction survey as a
valuable source of information and basis for developing the services. In order to
develop customer self-service, in house training on the program shall disseminate
to employees first, then to the customer.
This is important because the front-line employees may support to socialize
the program to customer, and representing the image of organizations on day-to-
day operations (Gustafsson & Johnson, 2003). This also needs the human
resources management concept to increase the employees‘ contribution by giving
the certain motivation, carrier development program, and training. Then the
company can develop and deliver services to users by providing a ticket vending
machine at the main shelter and trains stations, mobile ticketing, and information
applications for mobile phone.
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CHAPTER 7
CONCLUSION AND CONTRIBUTION
A. Conclusion
The development process of a new integrated ticketing system purposes to
increase the public transport passengers and reduce the motorcycles and private
cars users as well as improve the competitiveness and attractiveness of public
transports. This study uses the survey data (2012), deliver a description related the
characteristics and travel behaviour of passenger, also an assessment of ticketing
system that implemented by public transport operator in Jakarta, Indonesia.
Although, on this research focuses on the development process of ticketing system
based on the organizational process, by using a comparative study gave an
assessment to the public transport operator that through an integrated ticketing
system the company has a flexibility to implement the pricing systems, which
means that the ticketing system shown as the way of the public transport operator
to offer the pricing system and the services. An integrated public transport that
shown in Värmland, Sweden described a success story of the company to increase
the competitiveness of public transport services that enable to create a multimode
journey across the operators, flexibility by reducing the cash payment, and
enhance attractiveness using public transports.
By using the case of Värmlandstrafik AB also can be learned and adapted to
improve the public transport system in Jakarta, Indonesia with developing the
self-services and ticketing system to reduce queuing time. In order to develop an
integrated ticketing system, the public transport operator in Jakarta can be started
with make an agreement between TransJakarta Busway and PT. Kereta Api
Commuter Jabodetabek (KCJ) related the ticketing system. This purposed to
determine the ticketing system shall be provided and the organizations as a
ticketing provider and clearing centre.
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B. Contribution
Some of the contributions of this research are:
1. This study tries to contribute for developing an integrated ticketing system by
providing a description and explanation related the characteristic of
passenger, travel behaviour, and assessment of ticketing system in Jakarta,
Indonesia.
2. To give an illustration process of development and implement a new
integrated ticketing system regarding aspects of management and
organizational process use the case study of public transport system in
Värmland, Sweden as a comparison.
C. Future Research
Realize and consider that this research conducted in limited time and human
resources. Further, the implementation a new integrated ticketing system facing
by several of barrier i.e. complexity of actors in public transport, resources
integration, and financial problem that might be need conducted future research
with consider to the technical aspect related an integrated of physical design and
network between train station and shelter of TransJakarta busway, also an
integrated of information systems i.e. schedules and time table, and other
programs that support to develop a new integrated ticketing system for both