LRT Jakarta

Project Management Consultancy

Workshop Meeting 28 July 2021
OUTLINE
LRT Alignment
Integration Point
Demand Forecast Study
EIRR

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LRT PROJECT DEVELOPMENT CHRONOLOGY
No Legal Basis/Study Year

DKI Jakarta Governor Decree No. 1859 of 2015 on Determination of LRT Indicative Corridor
1 2015
Plan
Phase 1 (Kelapa Gading – Velodrome) & Phase 2A (PRJ – Kelapa Gading) Study
2 Mar 2016
by Mott MacDonald
DKI Jakarta Governor Regulation No. 211 of 2016 on Acceleration of Infrastrucuture
3 Development and Management of LRT Oct 2016
(PRJ – Kelapa Gading Line and Kelapa Gading – Velodrome Line)

4 Indonesia LRT Phase 3 Master Plan Report Jakarta LRT by KRNA 2017

5 Indonesia Jakarta LRT Phase 2 Project Feasibility Study Report by KRNA 2018

6 President Decree No. 55 of 2018 Jabodetabek Transportation Master Plan (RITJ) Jul 2018

7 DKI Jakarta Railway Master Plan Study Report Year 2018 (RIPP) 2018

8 Jakpro LRT Corridor Plan – Pre Kick-off Meeting Apr 2019

9 Loop line (Phase 2A, 2B and 3) Study by AECOM 2019

10 DKI Jakarta Transportation Master Plan Study Report Year 2020 (RITJ) by Dishub Oct 2020

11 DKI Jakarta Transportation Master Plan Study Report Year 2021 (RITJ) by Dishub Feb 2021

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 HISTORICAL OF LRT ALIGNMENT
(Superseded)
• A loopline of approximately 45 km with
35 stations was previously assessed.
Feasibility Study for LRT Loopline was
conducted in 2019.

• Feasibility Study & Basic Engineering

Design was conducted for prioritized
Phase 2A & 2B and finished in 2020.

• However, due to several decisions from

authorities, the LRT Loopline has been
changed into the updated Railway
Masterplan.

(Superseded)

Phase Route Length(Km) Number of Station Remark

Phase 1 Velodrome-Pegangsaan Dua 5.8 6 Currently Operational

Kelapa Gading –
Phase 2A 8 6 FS & BED Done
Jakarta International Stadium

Phase 2B Velodrome –Manggarai 6.4 5

Superseded by latest
RITJ
Jakarta International Stadium LRT Jakarta Project Management Consultancy
Phase 3 25.63 18
–Dukuh Atas Workshop Meeting
PHASE 1 VELODROME – PEGANGSAAN DUA (MAINLINE)

Description Detail of LRT Phase 1: Velodrome-Pegangsaan Dua

Technical ▪ Line length: 5.8 km elevated viaduct; ▪ Track gauge: 1435 mm
Specification
▪ No of Stations : 6 (elevated) ▪ Signalling System : Fixed Block
▪ Rolling Stock: 8 LRV (@2 cars w/ articulated bogie) ▪ Train Power : 3rd Rail system 750 VDC
▪ Communication system: TETRA ▪ Power Supply: 20 kV primary; 380 V Aux.
▪ AFC System: Smart Card and Token
Funding Scheme ▪ For infrastructure and Rolling Stock : Public (100% from DKI Jakarta Government)
Project Milestone ▪ 2016: Preparation of documents and land preparation
▪ 2017: Advance work and construction progress of 30%
▪ 2018: Construction progress of 75%
▪ 2019: Commercial Operation (December, 1st 2019)

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PHASE 1 VELODROME – PEGANGSAAN DUA (DEPOT)
DEPOT FACILITY
Site Area Depot : 420 m x 240 m (100,000 m2)
Stabling line : 12 stabling lines
Capacity of stabling yard : 168 cars
Workshop : For Light & Heavy Maintenance total 242 cars (176 LM + 66 HM)

Viaduct from
mainline to
Depot

Stabling and
Maintenance
Area

MCC
Building
Pegangsaan
Dua Station

Retention
Pond

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DKI JAKARTA RAILWAY MASTERPLAN (RITJ 2020)

PPJ Line
LRT Line
MRT Line
LRT
Elevated
Loopline
KCI

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DKI JAKARTA RAILWAY MASTERPLAN (RITJ 2021)

Additional PIK-JIS Line

PPJ Line
LRT Line
MRT Line
LRT
Rajawali-
Halim

LRT end station

is Rajawali
instead of
Kemayoran
Klender-Halim
through Cipinang
Indah

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 LRT RAJAWALI-HALIM STATUS
Martadinata Length No of Construction Operation
Phase Route
Sunter
(Km) Station Start Start
Timur
Benyamin Gelanggang Boulevard
Sunter Velodrome-
Sueb Barat Remaja Gading Phase 1 5.8 6 2016 2019
Pegangsaan Dua

Klp. Kelapa Gading –

Kemayoran Nias Phase 2A 8 6 2021 Q3 2024
Jak. Int. Stadium

Velodrome –
Phase 2B 4.5 4 2023 Q1 2026
Klender

Jak. Int. Stadium –

Phase 3A 5.6 4 2030 Q4 2032
Rajawali

Klender –
Pulogadung Phase 3B 4.9 4 2030 Q4 2032
Halim
Pemuda

TOTAL 28.8 24
Jayakarta

Pahlawan
Revolusi

Pondok Bambu
Utara

Kalimalang

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LRT RAJAWALI-HALIM FIXED POINT

Location Remark

Rajawali Need to integrate with Rajawali Commuter Line Station

JIS Need to integrate with Jakarta International Stadium

Klender Need to integrate with Klender Commuter Line Station

Halim Need to integrate with Halim HSR station & LRT Jabodebek

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 INTEGRATION POINT OF LRT PHASE 2B
Existing Phase 1
Velodrome Station

Integration Point 1
Pemuda Station & BRT
Integration Point 2
Pulo Gadung Station & BRT
LRT Phase 2B Integration Concept
With Other Modes
LRT Other Modes Integration
Station to be Details
Integrated
Unpaid to unpaid
Pemuda
BRT Stop Layur connection (elevated
Station
linkway)
Pulo Unpaid to unpaid
Gadung BRT Stop TU Gas connection (elevated
Station linkway)
Unpaid to unpaid
BRT Stop Flyover
connection (elevated Integration
Klender
Klender linkway) Point 3
Station
Commuter Line
Paid to paid Klender Station
connection ( elevated & KCI & BRT
Klender
linkway)

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 INTEGRATION POINT OF LRT PHASE 3A
Integration Point
Rajawali Station, BRT,
and commuter line
Rajawali commuterline
station

Integration Point BRT LRT Phase 3A Integration

PRJ Kemayoran Concept With Other Modes
LRT Other Modes to Integration Details
Station be Integrated

BRT Stop PRJ Unpaid to unpaid

Benyamin Kemayoran connection (elevated
BRT Sueb linkway)
Station
Jembatan Merah

BRT Stop Unpaid to unpaid

Jembatan Merah connection (elevated
Rajawali linkway)
Station
Commuter Line Unpaid to unpaid
Rajawali connection (at-grade
linkway)
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 INTEGRATION POINT OF LRT PHASE 3B

LRT Phase 3B Integration

Concept With Other Modes

LRT Other Modes to Integration Details

Station be Integrated
Unpaid to unpaid
Pondok connection (elevated
LRT Joglo – Pulo
Bambu linkway) with possibility
Gebang
Station to have paid to paid
connection Integration Point 1
HSR Jakarta –
Unpaid to unpaid Pondok Bambu
connection (elevated
Halim
Bandung
linkway) Station & LRT Joglo –
Station Unpaid to unpaid Pulo Gebang
LRT Jabodebek connection (elevated
linkway)

Integration Point 2
Halim Station, HSR,
and LRT Jabodebek

HSR Halim Station

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3RD PARTY ENGAGEMENT

Location 3rd Party Remark

JIS Jakpro (JIS team) Station and entrance location agreed

Pulo Gadung JIEP Station and entrance location agreed

PD Pasar Djaya, Station, entrance location, and

Klender
Commuter Line integration concept agreed (land)
Station, entrance location, and
Halim KCIC
integration concept agreed (land)

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3RD PARTY ENGAGEMENT
Pulo Gadung Station Klender Station

Klender
JIEP Area
Market

Commuter
Line
Halim Station

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DEMAND STUDY

PURPOSE AND OBJECTIVE

The purpose of the traffic study is to conduct a demand forecast and analysis on the proposed Jakarta LRT Network which
comply with PM 11 year 2012 for route approval.

GENERAL SCOPE OF WORKS

1. Demand forecast for RITJ Network (corridor-based).
2. Demand forecast for LRT Jakpro Network.
3. Sensitivity analysis of LRT demand figure based on fare level.

EXPECTED OUTPUT
1. Determination of peak hour total boarding , line demand profile (flow), and peak hour passenger per direction traffic
(PHPDT/max. flow) of RITJ rail-based network.
2. Determination of total daily boarding passenger of LRT network.
3. Determination of the line demand profile/passenger flow (section volume or line loading) per direction on peak hour.
4. Determination of the maximum peak hour passenger per direction traffic (PHPDT) or maximum flow.
5. Determination of the station peak-hour boarding & alighting per direction at each proposed station location.
6. Determination of Origin and Destination (OD) Matrix for the proposed LRT Station.
7. Determination of total vehicle travel length (vehicle-km), total vehicle travel time (vehicle-hour), and total passenger travel
time (passenger-hour) due to operation of LRT Jakarta Phase 2 & 3 which is necessary for the economic study.

STEPS INVOLVED

Development Determination
Previous study Simulation &
Model updating of basic of demand
review analysis
assumptions profile

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DEMAND STUDY - METHODOLOGY

METHODOLOGY

In general, the modelling concept

used is the standard four-step
modelling (trip generation, trip
distribution, modal split, traffic &
transit assignment).

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DEMAND STUDY – ASSUMPTIONS AND SCENARIOS*
TRANSPORT MODEL
Overall, the network and demand model were adopted from recent work (DKI, 2018) which has been calibrated and updated
several times (Alvinsyah and Hadian, 2016; BTSP, 2009, 2010; IUTRI, 2016; JICA, 2008, 2011, 2012; Kemenhub 2013, 2014;
KOICA, 2012; LRT, 2020).

Network Data/Model
• Highway Network Model
• Transport Network Model
• RITJ Network Model

Demand Data/Model
• Trip Generation:
Trip Gen is referring to the trip generation
model developed in previous works, including
the projected trip based on purpose and the
average annual growth
Land Use Plan & Scenario:
The land use plan is referring to the RTRW DKI Jakarta 2030 with additional proposed
TOD location along the LRT Jakarta Corridor (Pegangsaan Dua, Pulomas, JIS, Sunter Barat,
Britama, Velodrome, & Halim). The scenario for the land use is Natural Land Use +
TOD/UDGL

• Trip Distribution: The OD matrices developed from the person trips data obtained from Home Visit Survey (JICA, 2002) &
Bus Passenger OD Survey (CTS 2002 & 2004) which has been calibrated based on data from several studies. OD matrices is
forecasted for the selected time horizon year taking reference to the socio economic data.
• Modal Split/Choice Model & Scenario: The scenario for the modal split is based on User Preference which is developed
through the choice model generated using the stated preference survey data (AECOM, 2019).

*all assumptions has been presented and agreed by DISHUB and JAKPRO on December LRT Jakarta Project Management Consultancy 27
10, 2020 (minuted) Workshop Meeting
 DEMAND STUDY – ASSUMPTIONS AND SCENARIOS*
DEMAND GROWTH** RITJ AND OTHE PUBLIC TRANSPORT NETWORK

No Routes

1 Transjabodetabek
As current lines
2 Trans Jakarta Routes
Trip Growth for Jabodetabek Area (person/day) As current lines (corridor&non corridor base)
**adopted from previous feasibility study which based on population 3 Regular Bus System
and regional economic growth for each region in JABODETABEK area As current lines
The network and implementation timeline
TOLL ROAD NETWORK PLAN for other public transport network are
adopted from RITJ which has been
discussed by DISHUB and JAKPRO.

The network and implementation timeline for road-based transport

network are adopted from previous study which taking reference from
Badan Pengelola Jalan Tol (BPJT)

*all assumptions has been presented and agreed by DISHUB and JAKPRO on December LRT Jakarta Project Management Consultancy 28
10, 2020 (minuted) Workshop Meeting
 DEMAND STUDY – ASSUMPTIONS AND SCENARIOS*

LRT RAJAWALI-HALIM DEVELOPMENT TIMELINE

TIME HORIZON WITH RAILWAY DEVELOPMENT TIMELINE FARE SYSTEM

The proposed forecasting target year are: 2025, 2030, 2035, 2040, and 2050.

Time
JAKPRO LRT Network Other Railway Network
Horizon

2025 LRT Phase 1 + 2A MRT Lb Bulus – Kota, HSR, LRT Jabodebek

MRT Lb Bulus – Ancol, MRT East – West, HSR, LRT Jabodebek, LRT JOLO, LRT
2030 LRT Phase 1 + 2A + 2B + 3A + 3B
Elevated Loopline

MRT Lb Bulus – Ancol, MRT East – West, MRT Fatmawati – TMII, HSR, LRT
2035 LRT Phase 1 + 2A + 2B + 3A + 3B
Jabodebek, LRT Pulo Gebang-Joglo, LRT Elevated Loopline

MRT Lb Bulus – Ancol, MRT East – West, MRT Kapuk – Fatmawati – TMII, HSR,
2040 LRT Phase 1 + 2A + 2B + 3A + 3B LRT Jabodebek, LRT Pulo Gebang-Joglo, LRT Elevated Loopline, LRT
Kemayoran – PSG – Karet, LRT JIS – Pulo Gebang, LRT JIS-PIK

MRT Lb Bulus – Ancol, MRT East – West, MRT Kapuk – Fatmawati – TMII, HSR,
2050 LRT Phase 1 + 2A + 2B + 3A + 3B LRT Jabodebek, LRT Pulo Gebang-Joglo, LRT Elevated Loopline, LRT
Kemayoran – PSG – Karet, LRT JIS – Pulo Gebang, LRT JIS-PIK

Note: For all time horizon, analysis will be done in two circumstances, with and without JAKPRO LRT Jakarta

*all assumptions has been presented and agreed by DISHUB and JAKPRO on December LRT Jakarta Project Management Consultancy 29
10, 2020 (minuted) Workshop Meeting
LRT RAJAWALI-HALIM TRAIN OPERATIONAL PLAN*

The train operation plan has

been decided and selected from
3 previous option proposed by
Dinas Perhubungan DKI Jakarta:

• Base Operation Scenario

• Shuttle Line Scenario
• Double Line Scenario

Several criteria has been used to

determine the most efficient and
least complicated operation
scheme as follows:

1. Train Operation
• Number of train required
• Train-km & car-km travelled

2. Train Service
• Number of transfer point
• Shortcomings

Based on the result of the

comparison using the agreed
evaluation criteria, the
recommendation is to use the
base operation scenario.

*Train Operation plan has been presented and agreed by DISHUB and JAKPRO on
December 10, 2020 (minuted)
 DEMAND FORECAST - RESULT
RITJ Railway Network Ridership in 2050
PPJ JIS-PIK
PPJ
KEMAYORAN-KARET 2.74%
6.11%
Total Passenger Boarding LRT Jakpro Phase 1+2+3 (217,113 Pax)
(97,235 Pax) 12.85% LRT Jakpro
(456,000 Pax)
(pax/day)
PPJ 5.13%
600,000 CAGR = 7.7036% PULOGEBANG-JIS (182,069 Pax)

500,000 2040, 421,359

2032, 324,419 PPJ 7.32%
400,000 TMII-FATMAWATI (259,867 Pax)
Pax Number

2050, 456,245
Total
300,000 2035, 339,661 Passenger
2028, 147,815 2030, 149,963 Boarding
PPJ 3.89%
200,000 Lb Bulus-PIK (137,987 Pax) 3,550,792
100,000 (Pax/day)
2025, 71,358 2027, 143,928 In 2050
0 19.73%
MRT East-West (700,708 Pax)
2025 2030 2035 2040 2045 2050 2055
Horizon Year 7.36%
The simulation from 2025 to 2050 shows that JAKPRO LRT Phase 1+2+3 (261,372 Pax)

has compound annual growth rate (CAGR) in passengers, at 7.7036%. 10.56% LRT Cibubur
MRT South-North (375,044
Two highest growths in passengers demand are predicted on 2026 & Pax)

2032, which is the year when the commercial operation of Phase 2B and 14.10% 10.21% LRT Bekasi
Phase 3 will be started LRT Joglo - Pulogebang (500,498 Pax) (362,655 Pax)

10,000 Boarding – Alighting Profile (pax/hour) 4,000 Boarding – Alighting Profile (pax/hour)
Rajawali – Halim 3,000 Halim – Rajawali
5,000
2,000
0 1,000
0
-5,000 Klender, 8,686
-1,000
-10,000 -2,000 Klender, 2,984 Sunter Barat, -
Halim, -
11,009 -3,000 2,722
-15,000 -4,000
Pahlawan Revolusi
Pulomas
Boulevard Selatan

Jayakarta
Klender

Halim
Kemayoran

Pemuda

Pondok Bambu
JIS

Boulevard Utara

Equestrian
Britama

Boulevard Utara (Transfer)

Velodrome

Pulo Gadung
Rajawali

Sunter Barat

Artha Gading

Britama (Transfer)
Benyamin Sueb
Martadinata

Kalimalang
Sunter Timur
Gelanggang Remaja

Pulomas
Halim

Pahlawan Revolusi

Jayakarta

Boulevard Selatan
Klender
Pondok Bambu

Pulo Gadung
Pemuda

Kemayoran
Equestrian

Boulevard Utara

JIS
Velodrome

Boulevard Utara (Transfer)

Britama

Rajawali
Britama (Transfer)

Artha Gading

Sunter Barat
Kalimalang

Pegangsaan Dua

Sunter Timur

Martadinata
Benyamin Sueb
Gelanggang Remaja
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Boarding Alighting Boarding Alighting
DEMAND FORECAST – RESULT
LINE LOADING/PASSSENGER FLOW MAX. PASSSENGER FLOW / PHPDT

The PHPDT/Max. Flow for each of the horizon year is

used to calculate the Rolling Stock Requirement.

Passenger Flow LRT Network

Passenger
Flow RITJ
Network

SENSITIVITY ANALYSIS

The sensitivity tests, conducted in the horizon year 2040 when the JAKPRO LRT
network has been fully operated. In the condition of base case initial fare (3,000 IDR),
both daily boarding passenger and farebox revenue are clearly sensitive to
assumptions on the level of distance fare. Doubling the distance fare from Rp 750
to Rp 1,500 in base case initial fare (Rp 3,000), for example, reduces the value of
daily boarding passengers by 38%.
The effect of increased distance fare level from higher initial fare condition tends
to be more influential than from lower initial fare condition. Doubling the distance
fare from Rp 750/km to Rp 1,500/km in base case initial fare (Rp 3,000) resulting only
5% loss in potential revenue, while applying it in option 1 of initial fare (Rp 3,500)
resulting in significant loss of potential revenue by 51%. This is presumably due to
the high proportion of passengers using the LRT network only for short-distance
travel with an Average Travel Length (ATL) of 7.13 km out of 29.94 km total length of
the network

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 ECONOMIC RATE OF RETURN (EIRR) &
METHODOLOGY
EMPLOYED COST BENEFIT ANALYSIS (CBA)

▪ WITH PROJECT AND WITHOUT PROJECT SCENARIOS & ASSUMPTIONS SETTING

COMPARING THE TWO. • Traffic Demand
• CAPEX & OPEX Costs
▪ CONVERTING FINANCIAL VALUES INTO ECONOMIC VALUES - • Discount Rate = 12%
“SHADOW PRICING.” COVERSION FACTOR : 0.80 AND 0.86 • Conversion Factor = 0.80 & 0.86

▪ AVOID DOUBLE-COUNTING : LAND VALUE UPLIFT VS GENERATED

TRAFFIC ESTIMATED
▪ INFLATION IS ELIMINATED ~ PROJECT BENEFITS AND COSTS ARE
MEASURED IN CONSTANT PRICES OF A BASE YEAR ECONOMIC BENEFITS ECONOMIC COSTS
▪ DISCOUNT RATE ~ REPRESENTS THE TIME VALUE OF MONEY. 12% Travel Time Savings Economic CAPEX
IS EMPLOYED + +
Vehicle Operating Cost Savings
▪ BASE YEAR : 2020 +
Economic OPEX
▪ ANALYSIS PERIOD : LIFE CYCLE OF THE PROJECT, I.E. 2020 Benefit Generated by LRT +
Economic REPEX
TO 2060, OR 40 YEARS passengers
= =
TOTAL ECONOMIC BENEFIT TOTAL ECONOMIC COST
ECONOMIC BENEFITS
COVERS
▪ Benefit for Road User on the Jabodetabek Road Network
(reduction of veh_km and veh_hour) :
➢ Vehicle Operating Cost savings
➢ Vehicle Time Value savings CONVERT TO PRESENT
VALUES
▪ Benefit for Public Transport User :
➢ Benefit generated by predicted LRT passengers --→ reduction of
travel time that quantified in the reduction of passenger_hour ;
ECONOMIC INTERNAL RATE OF COST BENEFIT ANALYSIS (CBA)
benefit from pollution reduction ; benefit from traffic accident RETURN (EIRR) Economic Net Present Value (NPV)
reduction
ECONOMIC COST
Financial costs are converted into economic cost using the
standard conversion factor for foreign currency portion (0.80)
and local currency portion (0.86)
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ECONOMIC RATE OF RETURN (EIRR) &
PAYBACK PERIOD

No Assumed Case EIRR Payback Period

1 Base case 23.25% 12 years + 11 months

2 20 % increased cost 20.92% 13 years + 5 months

3 20 % increased benefit 20.41% 13 years + 7 months

18.19% 14 years + 3 months

4 20 % increased cost & 20 % decreased benefit

15.69% 15 years + 3 months

5 30 % increased cost & 30 % decreased benefit

6 30 % increased cost &40 % decreased benefit 13.96% 16 years + 1 month

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Thank You