Deliverable 3.2 - Roadmap _ Timetable Transjakarta

Roadmap and Timetable of E-bus Deployment
for Transjakarta
Supporting Jakarta’s Transition to E-mobility
May 2021
Table of Contents
List of Figures 5
List of Tables 7
Executive Summary 9
Roadmap Summary 12
1. Introduction 13
2. Transjakarta Overview 14
2.1 Current Operations 14
2.1.1 Current Service and Fleet Typology 14
2.2.2 Daily Operational Pattern 15
2.2 Transjakarta Fleet Procurement Plan 16
2.3 Current Electric Bus Deployment Plan 17
2.3.1 Regulatory background 17
2.3.2 Electric Bus Implementation Stages 17
2.3.3. Update on Electric Bus Implementation 18
2.4 Key Takeaways 20
3. Benchmarking of Electric Bus Implementation in Other Cities 21

3.1 Experiences in Electric Bus Deployment 21
3.1.1 Shenzhen, China 21
3.1.2 Santiago, Chile 23
3.1.3 Stockholm, Sweden 24
3.2 Policies from Other Cities 25
3.2.1 Electric Bus Policies in China 25
A. Regional context 25
B. Policy roadmap 26
C. Demand creation policies 29
D. Supply support policies 31
E. Infrastructure provision policies 31
3.2.2 Electric Bus Policies in India 34
Institute for Transportation and Development Policy

B. Policy Roadmap 34
3.2.3 Electric Bus Policies in Latin America (Study Case: Chile) 37
B. Policy Roadmap 38
3.3 Key Takeaways 40
4. Roadmap of Electric Bus Transition 43

4.1 Policy Recommendations 43
4.1.1 Fiscal Incentives 43
4.1.2 Non-fiscal Incentives 45
4.1.3 Transjakarta 47
4.1.4 Government of Jakarta 48
4.2 Fleet Technology 50
4.2.1 Fleet Specifications 50
4.2.2 Battery Capacity and Technology 52
4.3 Charging Infrastructure 55
4.3.1 Charging Technology 55
A. Charging Current 55
B. Charging Plug 56
C. Charging Type 57
4.3.2 Infrastructure Design 58
Typical Depot Design 59
4.3.3 Grid Network and Energy 60
A. Grid Capability 61
B. Local Grid Network 61
C. Integrating Renewable Energy for Charging 61
4.4 Capacity Building 62
A. Human Resources Training and Development 63
B. Operational Management 63

4.5 Technological Advancement 64
4.6 Gender Equality and Social Inclusion 64
A. Accessibility, Safety, and Affordability 65
B. GESI Related Policies 65
C. GESI Related Fleet Requirement 66
D. GESI Related Training and Capacity Building 66
5. Previous Studies on Transjakarta Electric Bus Deployment 67

5.1 Study on Electric Buses for BRT Corridors 1 and 6 of Transjakarta 67
5.1.1 Scope of the study 67
5.1.2 Main findings and recommendations 67
5.2 Study on the Implementation of 100 Pilot Electric Buses 68
5.2.1 Scope of the study 68
5.2.2. Main findings and recommendations 68
6. Timetable for Transjakarta Fleet Electrification 70

6.1 Methodology 70
6.2 Electric Bus Typology 73
6.3 Charging System Identification 74
6.3.1 BRT Routes 74
6.3.2 Non-BRT Routes 84
6.4 Route Grouping 93
Group 1. Staging Facility at Pesing Area 93
Group 2. Staging Facility at Pejaten Area 95
Group 3. Staging Facility at North Jakarta (Ancol) 96
Group 4. Staging Facility at Kampung Rambutan 98
Group 5. Kampung Rambutan Routes 99
Group 6. Corridor 9 Intersects 101
Group 7. Blok M Routes 102
Group 8. Depot Area 103
Group 9. Corridor 3 104
Group 10. North Jakarta Routes 105
Group 11. Pulo Gebang Routes 106
Group 12. Scattered Non-BRT Routes 107
6.5 Implementation Phase 110
6.6 Environmental Impact 111

6.6.1 Methodology 112
6.6.2 Data Input 112
6.6.3 Result 114
Annex 1. E-bus Depot Design 117
Annex 2. Charging System Identification 122

A. BRT Routes 122
B. Non-BRT Routes 128
Annex 3. Fast Charging at Terminals 134
Annex 4. Passenger Capacity for Electric Buses 138

A. Diesel Bus Capacity 138
B. Electric Bus Data 139
C. Passenger Capacity Estimation 139

List of Figures
■ Figure 1. Route and Operating Time of Monas - Bundaran Senayan Pre-Trial Route
■ Figure 2. Electric Buses Operating in Shenzhen, China
■ Figure 3. Simplified Electric Bus Business Model in Shenzhen, China
■ Figure 4. Articulated Bus in Santiago, Chile
■ Figure 5. Stockholm Articulated Bus in Operation
■ Figure 6. New Electric Bus Registrations by Country/Region (2015-2019)
■ Figure 7. Changes in policies on New Energy Bus subsidies in China 2009-2019
■ Figure 8. Battery Pack Cost Based on Various Sources
■ Figure 9. Proposed Electric Buses Depot Layout
■ Figure 10. Timetable Methodology
■ Figure 11. Terminal Charging Point Locations
■ Figure 12. Average Daily Distance of BRT Buses
■ Figure 13. Potential Flash Charger Locations
■ Figure 14. Cost Structure for Each Charging Scenario
■ Figure 15. Average Daily Distance Comparison
■ Figure 16. TCO Comparison Scenario 1 and 2 (Single High Deck Non-BRT)
■ Figure 17. TCO Comparison Scenario 1 and 2 (Single Low Entry Non-BRT)
■ Figure 18. Group 1 Routes
■ Figure 30. DKI Jakarta's Carbon Intensity
■ Figure 31. CO2eq based on bus type
■ Figure 32. Avoided CO2eq for each phase
■ Figure 33. Avoided PM2.5, SO2, NOx
■ Figure 34. Cumulative avoided CO2eq emissions
■ Figure 35. Proposed E-Bus Depot Layout
■ Figure 36. Time Allocation of Bus Activities at Depot

List of Tables
■ Table 1. Transjakarta Fleet Typology

■ Table 2. Number of Existing Fleet by Fuel Type (2019)
■ Table 3. Transjakarta Number of Fleet Projection in Transjakarta RJPP 2020-2030
■ Table 4. Transjakarta Fleet Procurement Plan in Transjakarta RJPP 2020-2030
■ Table 5. Electric Bus Implementation Stages
■ Table 6. Electric Bus Pre-Trial Implementation Results
■ Table 7. Policies Related to Electric Bus by Central Government, and Shenzhen
■ Table 8. Policies Related to Electric Bus by Indian Government and Kolkata
■ Table 9. Policies Related to Electric Bus by Chilean Government and Local
Government
■ Table 10. Review of E-bus Development Policies in Other Countries and remarks for
Transjkarta
■ Table 11. National Level Stakeholders And Responsibilities
■ Table 12. Local Level Stakeholders And Responsibilities
■ Table 13. Gross Vehicle Weight for Each Type of Bus
■ Table 14. Electric Bus Characteristics in the US
■ Table 15. Metrics for Battery Technology of Electric Bus
■ Table 16. Fleet Specification Recommendations
■ Table 17. General Comparison of Charging Type
■ Table 18. Calculation parameters for fast charging requirement
■ Table 19. Electric bus typologies
■ Table 20. BRT Routes Charging System
■ Table 21. Total additional Single Buses (180 kWh) for Each Route
■ Table 22. Total additional Articulated Buses (350 kWh) for Each Route
■ Table 23. Possibility of Using Bigger Battery Buses for Each Route
■ Table 24. Staging Facility Groups
■ Table 25. Charging System Scenarios for “Need Additional Power” Group
■ Table 26. Non-BRT Routes Charging System (Single Bus)
■ Table 27. Non-BRT Routes Charging System (Medium Bus)
■ Table 28. Total additional Single Buses (180 kWh) for Each Route
■ Table 29. Total additional Medium Buses (135 kWh) for Each Route
■ Table 30. Possibility of Using Bigger Battery Buses for Each Route
■ Table 31. Staging Facility Groups
■ Table 32. “Need Additional Power” Non-BRT Routes Charging System (Single Bus)
■ Table 33. “Need Additional Power” Non-BRT Routes Charging System (Medium Bus)
■ Table 34. Group 1 - Staging Facility at Pesing
■ Table 35. Group 2 - Staging Facility at Pejaten
■ Table 36. Group 3 - Staging Facility at North Jakarta (Ancol)
■ Table 37. Group 4 - Staging Facility at Pinang Ranti
■ Table 38. Group 5 - Kampung Rambutan Route
■ Table 39. Group 6 - Corridor 9 Intersects

■ Table 40. Group 7 - Blok M Routes
■ Table 41. Group 8 - Depot Area
■ Table 42. Group 9 - Corridor 3
■ Table 43. Group 10 - North Jakarta Routes
■ Table 44. Group 11 - Pulo Gebang Routes
■ Table 45. Group 12 - Scattered Non-BRT Routes
■ Table 46. Transjakarta E-Bus Implementation Phase
■ Table 47. Emissions Factor
■ Table 48. Space Allocation of Each Facility in E-bus Depot
■ Table 49. Assumption of E-bus Arrival at Depot
■ Table 50. Time Estimations of E-bus Operation at Depot
■ Table 51. Time Estimations of E-bus Operation at Depot
■ Table 52. BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
■ Table 53. BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)
■ Table 54. BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)
■ Table 55. BRT Routes with Overnight Charging (Using 350 kWh Articulated Bus)
■ Table 56. BRT Routes with Fast Charging at Terminals (Using 350 kWh Articulated Bus)
■ Table 57. BRT Routes Which Need Additional Power (Using 350 kWh Articulated Bus)
■ Table 58. TCO differences BRT routes
■ Table 59. Non-BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
■ Table 60. Non-BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)
■ Table 61. Non-BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)
■ Table 62. Non-BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
■ Table 63. Non-BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)
■ Table 64. Non-BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)
■ Table 65. Non-BRT Routes with Overnight Charging (Using 135 kWh Medium Bus)
■ Table 66. Non-BRT Routes with Fast Charging at Terminals (Using 135 kWh Medium
Bus)
■ Table 67. Non-BRT Routes Which Need Additional Power (Using 135 kWh Medium Bus)
■ Table 68. Number of Possible Charging Occasion at Terminals per Route
■ Table 69. Diesel Bus Passenger Capacity
■ Table 70. Electric Bus Market Data
■ Table 71. Electric Bus Passenger Capacity Estimation

Executive Summary
Transjakarta has planned to electrify their fleet starting from 2021 to reduce the emission
generated by their buses. The goal stated in the Long-term Corporate Plan is to fully implement
electric buses in 2030. Hence, the roadmap and timetable are required to set a proper plan and
transition to electric buses. There are several aspects to consider in developing the roadmap
and timetable, such as charging infrastructure, grid network, fleet technology, policy
requirement, business model, capacity building, and gender equality. Lessons learned from
other countries implementing some of the aspects are the implementation examples for
Transjakarta. The lessons learned may be applicable for Transjakarta’s context to enrich the
options to be explored to implement in Jakarta. After reviewing all aspects, particular types of
these aspects will become the recommendations for Transjakarta. The recommendation can be
classified referring to the aspects covered in the previous step. These recommendations are
based on circumstances in Transjakarta, technological consideration, market readiness, and
other essential factors. Recommendations can be applied in transition as long as it supports
the goal of bus electrification in the future.
In addition, several aspects need to be considered for the analysis of roadmap and timetable
implementation of Transjakarta electric buses implementation:
1. Commitments to shift to electric buses are already in place. Two action plans to shift to
electric buses have been declared by the Government of Jakarta as part of the C40
Fossil-Fuel-Free Streets Declaration in September 2019:
a. Implement 100 electric buses at existing routes by end of 2021
b. Electrify 50% of Transjakarta fleet by 2025
Meanwhile, to improve its service, Transjakarta has also developed a fleet projection
plan and a fleet procurement plan until 2030 in its Long-term Corporate Plan (RJPP)
2020-2030 document.
2. Supporting policies need to be enacted to enable electric bus implementation. Both

the government side and Transjakarta as the service provider who manages bus
operators have their roles in establishing the enabling policies. The recommended
policies for Transjakarta are as follows:
a. Give mandate to bus operators for electric bus deployment.
b. Adjust contract policy.
c. Optimize the use of available fiscal incentives.
On the other hand, the recommended policies for the Government of Jakarta are:
a.
Give mandate and issue implementation target for electric bus deployment.
b.
Adjust contractual regulations.
c.
Provide fiscal and non-fiscal incentives for electric bus operations, while
disincentivizing diesel buses.
d. Direct Regional-Owned Enterprises to support the financing of electric buses
Provide incentives for charging infrastructure establishments.
e. Support land access for charging infrastructure and adjust building
regulations.
3. Recommendations on electric bus types and battery sizes:

a. The electric bus types are recommended to match the existing diesel buses
they will be replacing, i.e. for BRT routes there will still be high deck single
buses and articulated buses, and for Non-BRT routes there will be high deck
single buses, low deck single buses, and medium buses.
b. If there are multiple battery size options considered for the same bus type,
lower battery size buses are prioritized because of their lower TCO and weight,
which leads to less capacity reduction. The battery sizes considered in this
study were 180 kWh and 324 kWh for single buses, 350 kWh for articulated
buses, and 135 kWh for medium buses.
4. Recommendations on charging system and infrastructure:
a. Based on driving distance analysis, several routes need only an overnight

charging system at depots and several routes need additional terminal fast
charging stations in addition to the depot charging. Nevertheless, not all
terminals have the sufficient capacity for bus charging.
b. For routes where both overnight charging and terminal charging systems are
not sufficient nor viable, the option to establish staging facilities to allow
charging during non-peak hours is prioritized. Compared to other options
assessed, i.e. adding more buses, using bigger battery, and installing flash
chargers at bus stations, establishing staging facilities has a comparatively
lower TCO, less complexity or changes in operations since the number of bus
remains the same on most single bus routes, and more flexible in terms of
charging technology (compared to flash charging system).
c. Four staging facilities are recommended to be established: North Jakarta,

Pesing, Pejaten, and Pinang Ranti. For routes which are not viable to be
assigned to the staging facilities, either more buses or bigger battery buses
can be assigned, whichever option has the lowest TCO.
d. For this study, the depot chargers have 150kW power, the terminal fast chargers
have 450 kW power, and chargers at the staging facilities are 180 kWh and 450
kW respectively for single and articulated buses.
5. Recommendations on the implementation plan:
a. To determine implementation phases, 12 route groups are identified based on

spatial proximity and shared charging facilities between the routes. Routes in
Group 1, 2, 3, and 4 are those which are assigned to a staging facility or has a
close proximity to the facility, Group 5 consists of routes at Kampung
Rambutan area, Group 6 is routes which intersect with Corridor 9, Group 7 is
Blok M routes, Group 8 is routes near existing depots, Group 10 is North Jakarta
routes, Group 11 Pulo Gebang routes, and Group 12 consists of scattered
Non-BRT routes which cannot be assigned to any other group.
b. Technology readiness (i.e. the provision of charging infrastructure) and the

number of e-buses that will be deployed each year are the two considerations
in developing implementation phases. Five implementation phases are
recommended:

i. Phase 0 (Pilot project): Implementation of Group 2. Requires depot
charging facilities by bus operators and a staging facility at Pejaten.
ii. Phase 1: Implementation of Group 7, 8, and several routes in Group 12.

Requires depot charging facilities and fast charging facilities at 8
terminals.
iii. Phase 2: Implementation of Group 1, 6, 9, and several routes in Group

12. Requires depot charging facilities, additional fast charging facilities
at 2 terminals, and a staging facility at Pesing.
iv. Phase 3: Implementation of Group 4, 5, and several routes in Group 12.

Requires depot charging facilities, additional fast charging facilities at
1 terminal, and a staging facility at Kampung Rambutan.
v. Phase 4: Implementation of Group 3, 10, and several routes in Group 12.

Requires depot charging facilities, additional fast charging facilities at
1 terminal, and a staging facility at North Jakarta (Ancol)
10

Roadmap Summary
11

1. Introduction
To reduce the impact of emissions in Jakarta, the Government of Jakarta has committed to
limiting the usage of conventional transport, such as diesel and CNG vehicles. Transjakarta, as
a regional-owned company by the Government of Jakarta, develops plans to implement electric
buses. According to Transjakarta’s plan, electric buses will be introduced in Transjakarta
services from 2021. Transjakarta has also prepared the electric bus deployment plan for electric
buses until 2030.
Therefore, it is crucial to prepare the roadmap of electric bus implementation to get a smooth
transition to electric bus fleets. The introduction of electric buses may need several phases to
prevent major operation changes. The selection of technologies, policies, and actions will be
an important part of the roadmap, especially in the early stages. Other stakeholders, such as
the government, the manufacturer, and the operator, should prepare the actions for the
electric bus roadmap as well.
The roadmap of electric bus implementation for Transjakarta aims to bring strategic
recommendations to deliver and to operate electric buses smoothly. It covers all specific
elements that need to be prepared in stages including initial stages. The recommendation
would be a clear direction on which options Transjakarta can choose according to the current
operations and circumstances.
The key recommendations for Transjakarta is to implement electric buses based on the
existing operations and the technology readiness. Technologies deployed for Transjakarta
should mirror the operational requirement and the market available, especially in Indonesia.
Furthermore, there may need an adjustment on how the buses are procured and operated,
such as the contracting model, the management, etc.
To reduce the impact of emissions in Jakarta, the Government of Jakarta has committed to
limiting the usage of conventional transport, such as diesel and CNG vehicles. Transjakarta, as
a regional-owned company by the Government of Jakarta, develops plans to implement electric
buses. According to Transjakarta’s plan, electric buses will be introduced in Transjakarta
services from 2021. Transjakarta has also prepared the electric bus deployment plan for electric
buses until 2030.
To develop implementation plans as well as the initial cost implication estimation of the plans,
Transjakarta needs to identify any operational changes associated with the transition to
electric fleet. In this document, assessments were made on the bus typology, fleet and
charging facility requirements, and existing policies to derive recommendations on the
timetable of Transjakarta e-bus deployment on all BRT and Non-BRT routes, as well as the
policies which need to be enacted to support the deployment.
12

2. Transjakarta Overview
2.1 Current Operations

This section adds to the overview of Transjakarta’s current operations which has been made in
a previous deliverable on the Transport Plan and Policy Report.
2.1.1 Current Service and Fleet Typology
As a public transport service provider in Jakarta, Transjakarta provides seven types of services
with fixed routes and operates seven types of fleet, most of which are owned and operated by
several bus operators. There can be several types of fleet deployed in one route, and on the
other hand the types of fleet used in routes within a service may differ depending on the
demand and road characteristics (type, width, turning radii, obstacles such as railway crossing,
etc.).
The seven types of service with fixed routes are1:
1. BRT (Bus Rapid Transit): This service runs on a dedicated lane. There are currently 13
BRT corridors with 54 routes under Transjakarta service, spanning over 251.2 kilometres.
2. Integration routes: This service connects the BRT service with other transit points such
as railway or MRT stations. There are currently 69 integration routes operated.
3. Transjabodetabek routes: The Transjabodetabek service operates between cities in the
Greater Jakarta Area (“Jabodetabek”) and is integrated with the BRT service. There are
currently 14 routes within this service.
4. Rusun routes: This service is aimed for affordable housing residents, providing them
direct access to Transjakarta BRT corridors. There are 21 Rusun routes.
5. Mikrotrans: The Mikrotrans service is Transjakarta’s feeder system using microbuses.
This service highly increases the coverage of Transjakarta’s service area. There are
currently 69 Mikrotrans routes under Transjakarta service.
6. Royaltrans: Royaltrans service is a premium shuttle service for Greater Jakarta
commuters. There are currently 13 Royaltrans routes under Transjakarta service.
7. Tourist routes: There are currently 7 tourist routes under Transjakarta service.
In total, Transjakarta operates 247 routes, has 248 BRT stations, and 5,634 bus stops.
The seven fleet types currently deployed under Transjakarta service are presented in the Table
1 below2.
Table 1. Transjakarta Fleet Typology
No Fleet type Capacity (prior to Service

COVID-19 restriction)
1
Transjakarta (2020). Uji Coba Bus Listrik Transjakarta.
2
Transjakarta (2020). Rencana Implementasi Bus Listrik Transjakarta 2020-2030 (29 September 2020).
13

1 Articulated bus 38 seat BRT, Transjabodetabek (Greater Jakarta Area routes)
72-104 hand grip
2 Single bus 28-41 seat BRT, Integration routes, Transjabodetabek, Rusun

26-35 hand grip (multi-storey housing) routes, Royaltrans
3 Maxi bus 43 seat BRT, Integration routes, Transjabodetabek

42 hand grip
4 Low-entry bus 30-41 seat Integration routes, Transjabodetabek

26-35 hand grip
5 Medium bus 17-20 seat Integration routes, Rusun routes

13-20 hand grip
6 Small bus (microbus) 11 seat Mikrotrans
7 Double decker bus 45-80 seat Tourist routes
Transjakarta currently operates three types of fleet based on its fuel type, which are diesel bus,
CNG bus, and gasoline microbus. Diesel fleets still dominate Transjakarta fleets, with a total
number of 1,923 buses in 2019 compared to 1,285 microbuses and 340 CNG buses. The numbers
of existing fleet by fuel type in 2019 are as follows:
Table 2. Number of Existing Fleet by Fuel Type (2019)
No Type of bus Type of fuel
CNG Diesel Gasoline
1 Medium Bus 9 m 0 410 0
2 Single Bus 10 m 0 100 0
3 Single Bus 12 m 96 757 0
4 Single low Entry (12 m) 0 289 0
5 Maxi Bus (13.5 m) 0 293 0
6 Double Decker (13.5 m) 0 28 0
7 Articulated (18 m) 244 0 0
8 Mikro Bus (4 m) 0 46 1,285
Total 340 1,923 1,285
2.2.2 Daily Operational Pattern
The daily operational patterns of Transjakarta fleets, excluding microbuses, differ according to
its fuel type (diesel and CNG). Both fleets leave depots at 4 am to route starting points. At the
starting points, both fleets are deployed in two batches, the first is deployed at 5 am and the
latter at 6 am.
For the diesel buses, 20-50% of the fleets are split (not operationalized) during off-peak hours
(between 9 am to 4 pm). The split fleets are back to operation at 4 pm for the peak hour
service. Starting from 8 pm to 10 pm, the fleets finish their daily service in stages. Fleets with
14

full-day service (not split) are prioritized to end their service first. On the way back to their
depots, all the fleets are required to refill their fuel tank. The last fleet is expected to arrive at
its depot at 12 am.
For the CNG buses, all the fleets are operationalized until 12 pm. Between 12 pm to 4 pm, the
fleets take turns refilling their fuel tanks. All CNG fleets continue their operations at 4 pm for
the peak hour service. Similar to diesel buses, CNG fleets finish their daily services in stages
starting from 8 pm to 10 pm, and are expected to refill their fuel tank again on the way back to
their depots. The last CNG fleet is expected to arrive at its depot at 1 am.
2.2 Transjakarta Fleet Procurement Plan

To improve its service, Transjakarta has developed a number of fleet projection and a fleet
procurement plan until 2030 in its Long-term Corporate Plan (RJPP) 2020-2030 document, which
is as follows.
Table 3. Transjakarta Number of Fleet Projection in Transjakarta RJPP 2020-2030
Year 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Articulated Bus 211 211 332 415 625 907 1061 1106 1172 1172 1201 1304
Low Entry Bus 289 289 299 594 1874 2276 2231 2191 2261 2351 2338 2407
Maxi Bus 285 285 285 285 285 285 261 261 261 261 261 156
Single Bus 810 810 744 884 1083 1000 799 888 911 1055 1192 1328
Double Decker Bus 28 28 28 28 27 14 10 8 0 0 0 0
Medium Bus 270 270 300 327 384 429 756 955 1166 1271 1768 2007
Micro Bus 1865 1865 1925 2316 2226 3354 3764 4069 4331 4647 4686 4970
Total 3758 3758 3913 4849 6504 8265 8882 9478 10102 10757 11446 12172
Total Addition 0 0 155 936 1655 1761 617 596 624 655 689 726
Total Growth 0.00% 0.00% 4.12% 23.92% 34.13% 27.08% 7.47% 6.71% 6.58% 6.48% 6.41% 6.34%
Table 4. Transjakarta Fleet Procurement Plan in Transjakarta RJPP 2020-2030
Year 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Total
Articulated Bus 0 0 167 103 242 282 154 45 66 126 140 157 1482
Low Entry Bus 0 0 30 275 1280 402 105 99 70 98 135 69 2563
Maxi Bus 0 0 0 0 0 0 0 0 0 0 0 0 0
Single Bus 0 0 70 70 315 95 165 89 89 144 208 153 1398
Double Decker
Bus 0 0 0 0 0 0 0 0 0 0 0 0 0
Medium Bus 0 0 30 27 57 65 327 270 220 298 511 239 2044
Micro Bus 0 0 60 1053 1113 1128 410 305 262 361 566 284 5542
Total 0 0 357 1528 3007 1972 1161 808 707 1027 1560 902 13029
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2.3 Current Electric Bus Deployment Plan
2.3.1 Regulatory background
Transjakarta’s program to develop an electric bus deployment plan was based on the
Government of Jakarta’s pledge to only procure zero-emission by 2025 and ensure that a major
area in Jakarta is zero emission by 2030 in the C40 Fossil-Fuel-Free Streets Declaration in
September 2019. Two action plans are declared by the Government of Jakarta as part of the first
commitment to procure zero emission buses3:
1. Implement 100 electric buses at existing routes by end of 2021

2. Electrify 50% of Transjakarta fleet by 2025
At the national level, although not specifically addressed, the initiative is supported by the
Presidential Decree No. 55/2019 on Battery Electric Vehicle Acceleration Program as the
umbrella regulation of BEV adoption in Indonesia and Presidential Decree No. 22/2017 on the
National General Energy Plan (RUEN) which states that 10% of urban public transport fleets
should be electrified by 2025.
At the local level, in addition to the commitment made in the Fossil-Fuel-Free Streets
Declaration, the local government has issued Governor Decree No. 66/2019 on Air Quality
Control which outlines the action plans to be taken by local agencies, including the Transport
Agency of Jakarta, to address air pollution. Based on the decree, The Head of Transport Agency
issued a mandate letter (Head of Transport Agency Mandate Letter No. 120/2019) to conduct a
pre-trial stage of electric bus implementation.
2.3.2 Electric Bus Implementation Stages
To ensure the roadworthiness of the nascent technology and the readiness of the
manufacturers and operators to support the full-scale implementation of electric buses, each
type of electric bus has to undergo three implementation stages (Table 5).
Table 5. Electric Bus Implementation Stages
Stage Stage 1: Pre-trial Stage 2: Pilot Project Stage 3: Full Implementation
Implementation 3 months 2 years under a Until contract end date or

period buy-the-service contract. The termination
length of contract will be set
according to the electric bus
lifespan
3
Ibid
16

Objectives 1. Ensure vehicle Re-evaluate maintenance Prerequisites of the full
compliance to the and operational costs implementation stage:
regulations and law 1. All costs have been
2. Verify energy efficiency clarified and finalized
(kWh/km value) 2. Operators have
3. Certify vehicle provided all the
conformity to infrastructure needed
Transjakarta’s 3. Operators have been
requirements certified to operate and
maintain electric buses
based on Transjakarta’s
requirements
2.3.3. Update on Electric Bus Implementation
Transjakarta is currently extending its pre-trial stage. During the pre-trial stage, Transjakarta
evaluates the energy efficiency of the electric buses.
Between September to December 2019, Transjakarta conducted the first pre-trial for medium
and single electric buses. Three buses are deployed in the first pre-trial stage, two of them by
BYD (one 12m, 324 kWh single bus using ”K9” model and one 9m, 135 kWh medium bus using
“C6” model) and one bus from a local manufacturer MAB (12m single bus using “MD12E” model).
The buses were deployed at three locations, namely Ancol (North Jakarta), Taman Mini (East
Jakarta) and the Monas - Bundaran HI route. Since the buses did not have permits to operate
commercially yet at that time, the buses were loaded with gallons of water to simulate
passenger weight. The operational detail for the Monas - Bundaran HI route is as follows:
17

Figure 1. Route and Operating Time of Monas - Bundaran Senayan Pre-Trial Route
In 2020, Transjakarta continued the pre-trial for two months between July 6 to September 6,
2020. One single bus (K9 model from BYD) and one medium bus (C6 model, also from BYD)
were deployed on the GR1 route (Balai Kota - Blok M) and carried passengers. Both buses are
already two years old. The results of the first and second pre-trial stage (Monas - Bundaran
Senayan and Balai Kota - Blok M, respectively) are as follows:
Table 6. Electric Bus Pre-Trial Implementation Results
Total First Pre-Trial Second Pre-Trial
Bus Distance Travel Energy Energy Distance Travel No. of Energy Energy
travelle time (kWh) efficiency travelle time pax (kWh) efficiency
d (km) (hour) (kWh/km) d (km) (hour) (kWh/km
)
Medium 502 46.5 293.9 0.58 10,664 936.1 3,249 6,336 0.59
bus
(BYD C6)
Single 327 36 380 1.16 11,551 1,025.7 7,383 10,826 0.9

bus
(BYD K9)
The energy efficiency of medium buses are similar between the first and second pre-trial
results (0.58-0.59 kWh/km). On the other hand, for the single bus the energy efficiency
recorded on the first pre-trial is 22% less efficient than on the second pre-trial. The deviation
might be due to the higher weight (the bus was filled with weights to its maximum capacity at
the first pre-trial, whereas the weight at the second pre-trial depended on the number of
passengers) and the driving behavior of the drivers, who were less experienced in driving
electric buses at the first pre-trial.
18

From the second pre-trial phase, it was identified the energy efficiency rates were 0.59 kWh/km
for the medium bus and 0.9 kWh/km for the single bus. To be noted, the buses were deployed
during the large-scale restriction period which was enacted due to the COVID-19 pandemic,
thus experiencing lower level traffic and lower number of passengers than the normal
(pre-COVID-19) situation.
2.4 Key Takeaways

As the main road-based public transportation in Jakarta operating on major arterial roads to
narrow local roads, Transjakarta has a wide and complex operation which is reflected on their
variety of services, vast number of fleets, and routes. Given the difference of demand and road
characteristics, not all fleet types are compatible for every route and service. It also already has
established operational patterns for its existing fleets considering their daily demand pattern
(off-peak and peak hours).
These variations and constraints should be considered when developing recommendations

especially on the timetable of electric bus deployment, in addition to the usual parameters of
electric bus systems design e.g. battery range vs distance travelled or TCO comparisons.
19

3. Benchmarking of Electric Bus Implementation in
Other Cities
Several countries have successfully implemented electric buses. These lessons can be
examples of how the roadmap of electric buses should be designed and put into actions. There
are 4 countries that have been chosen as the benchmark for learning electric buses
implementation. The list of cities are as follows:
1. Shenzhen, China: Chinese government has shown its strong commitment to shifting
from ICE vehicles to electric vehicles including electric buses for public transport. A
massive amount of subsidy has been given since 2013 and the effort to shift the
subsidy from bus procurement to infrastructure support in 2016 are relevant to be
learned for this project.
2. Santiago, Chile: Chile is currently known as the country that has the biggest electric
bus fleets outside China. The introduction of alternative business models such as PPP
which involving energy providers and bus manufacturers would be explored as the
benchmark for Transjakarta’s business model
3. India: the introduction of the Faster Adoption and Manufacturing of (Hybrid &) Electric
Vehicles (FAME) scheme has successfully grown India’s share of EV penetration through
policy and fiscal incentive support. Benchmarking this program could help Indonesia’s
government to prepare the list of policy support that needed to accelerate electric bus
implementation in the city
4. Stockholm, Sweden: Stockholm has deployed four articulated electric buses in August
2020. Since Transjakarta also deployed many articulated buses in the system, it is
worth understanding the operational scheme and performance of this e-bus program.
3.1 Experiences in Electric Bus Deployment
3.1.1 Shenzhen, China

Shenzhen is one of the most advanced cities in the world, successfully deploying electric buses
on massive scales. More than 16,000 electric buses are operating in Shenzhen marking as the
first city in the world fully implementing electric buses4. The reason behind their success story
is the introduction of the supporting policies to boost electric bus implementation including
the purchase subsidy. The annual cost of an electric bus in Shenzhen can be as low as $98,000
compared to $112,000 for a diesel bus. The reduced costs come from the policy in Shenzhen
giving subsidies for bus manufacturers and operators.
4
https://www.wired.co.uk/article/shenzhen-electric-buses-public-transport
20

Figure 2. Electric Buses Operating in Shenzhen, China
The technology used in Shenzhen is most likely to be similar to the technology implemented in
China. Electric buses commonly use the overnight charging for the daily charging system. The
system mostly relies on the overnight charging only since the number of buses are numerous
so the operational flexibility can be achieved. In terms of battery capacity, Shenzhen’s electric
buses mostly use a relatively large battery compared to the regular battery sizes. The 324 kWh
battery is one of the most popular battery capacity among electric buses in Shenzhen so far5.
Since electric buses in Shenzhen only use overnight charging, it makes sense that operators in
China opt for buses with bigger battery capacity.
Figure 3. Simplified Electric Bus Business Model in Shenzhen, China
One of the most unique elements in Shenzhen’s electric bus operations is the business model.
The business model of electric buses in Shenzhen has a significant difference compared to the
existing conventional bus or other countries implementing electric buses. The Shenzhen
business model seems to focus on distributing the roles and responsibilities on delivering
electric bus operations.
The responsibilities of electric bus procurement and operation can be differentiated by certain
parties. The role of bus companies generally is to operate the electric bus only. All the fleets
would be owned by a dedicated financial leasing company. The fleets would be leased by the
5
Lin, Y., Zhang, K., Shen, Z.-J. M., & Miao, L. (2019). Charging Network Planning for Electric Bus Cities: A Case Study of
Shenzhen, China. Sustainability, 11(17), 4713. https://doi.org/10.3390/su11174713
21

dedicated financial leasing company to bus operators hence bus operators would not need to
prepare a significant capital investment.
Other differences in the Shenzhen business model is the existence of charging facilities
operators. It has two roles in delivering charging related components, such as battery and
charging services. The electric bus production company would purchase the battery to the
charging facilities operator. In terms of charging services and maintenance, the bus company
would pay the service charge to the charging facilities operators.
3.1.2 Santiago, Chile

Outside China, there are still limited countries deploying electric buses for public transport.
Santiago arguably has the biggest electric bus fleet in the world outside China6. They currently
operate 411 electric buses and more electric bus procurement is underway. Electric buses
comprise 6% of the total fleets expanding more than 6,000 buses. One of the best practices in
Chile is the use of solar PV for the bus depot. The solar PV has become the energy sources for
bus operations. Bus terminals in Santiago has employed the solar energy to power the electric
bus operation7. Santiago is also part of the ZEBRA partners financed by P4G. It is a program that
will help the procurement of more than 25,000 electric buses around Latin America, such as
Medellin, Santiago, Mexico City and Sao Paulo.
The city of Santiago has adopted a public-private partnership (PPP) as a business model to
implement e-buses in the city. The PPP scheme consists of the state government with the bus
operators. It should be noted that this PPP scheme also considers the investors, who buy the
fleets and holds a contract with the bus operators. In this PPP scheme, the government has a
concession contract with bus operators, and the operators create a financial leasing agreement
with the energy company as an investor, who provides fleets, charging infrastructure, and
energy8.
Figure 4. Articulated Bus in Santiago, Chile
6
https://www.sustainable-bus.com/news/santiago-de-chile-an-open-tender-for-2000-buses-a-case-study-by-zebra/
7
https://e360.yale.edu/features/an-increasingly-urbanized-latin-america-turns-to-electric-buses
8
World Bank (2020). Lessons from Chile’s Experience with E-Mobility: The Integration of E-Buses in Santiago.
22

Similar to most of the cities around the globe, the city of Santiago de Chile also receives
subsidies from the government to operate the e-bus system. The Chilean government through
the Ministry of Transport allocates subsidies for the electrification of its public bus by
increasing the monthly payment from the government to bus operators. This increase in
monthly payment is to compensate for the huge cost of the capital expenditure (CAPEX) for
adopting the e-bus system. On the other hand, the leasing contract between bus operators and
investors is based on monthly payment corresponding with the fleet provision, charging
infrastructure installation, and the electricity tariff.
In terms of the maintenance contract, the bus operator and energy company (investor) create a
contract agreement with the bus manufacturer for electronic maintenance of the e-bus
including the spare parts. While the daily maintenance is the responsibility of the operator.
Another important point to note is in this business model, the government offers longer
contracts for bus operators for up to 14 years. Within this period, it is believed that the
decrease in operational expenditure (OPEX) would compensate the CAPEX, so the cost of the
e-bus system will not be higher than diesel fleets.
3.1.3 Stockholm, Sweden

European countries rarely implement BRT systems for the bus operations yet Stockholm is one
of the limited cities using BRT services in Europe. While the system has several distinct
differences with major BRT systems in the world, Stockholm’s mini-BRT system has provided a
proper service to Stockholm citizens.
Figure 5. Stockholm Articulated Bus in Operation
23

As a part of the electrification program, Stockholm BRT buses also are in line to be revamped
into zero emission buses. In 2020, Stockholm has deployed four full-electric buses with the
help of Nobina as the operator of the line9. All fleets are from BYD and the length of buses is
18-m long as articulated buses. One of the distinctive features in the fleets is the large battery
capacity of 522 kWh. Thanks to its huge capacity, the fleet can have a driving range up to 290
km in one charge.
3.2 Policies from Other Cities

Since current electric buses' capital costs are still significantly higher compared to
conventional (diesel) buses and the technology is still new, public transport operators might
be reluctant to adopt electric buses into their fleets. Cases in cities which lead the adoption of
electric buses, such as cities in China, Latin America, Europe, India, and the United States
showed that government interventions, in terms of mandates and incentives, are crucial in
accelerating the transition to electric buses in cities especially at the early stages of
penetration.
Figure 6. New Electric Bus Registrations by Country/Region (2015-2019)
An overview of policies from the leading electric bus markets will be made in this section to
provide global insights for the development of local and national level electric bus policies in
Indonesia. It has to be acknowledged that each region presented has different contexts, such
as domestic income, severity of air quality issues, electricity and diesel price, to general public
transport development and grid connection, which define their needs and approaches to
promote electric bus adoption10. A brief overview of each region’s characteristics therefore will
be also given to complement the policy review.
3.2.1 Electric Bus Policies in China
A. Regional context
9
https://www.urban-transport-magazine.com/en/swedens-first-electric-brt-service-up-and-running-in-stockholm/
10
BNEF (2018). Electric buses in cities: Driving towards cleaner air and lower CO2.
24

China is known as the global leader of electric vehicle adoption, including in the public
transport sector. From Figure 6, we can see that out of around 513,000 electric buses operating
globally, 98% are in China11. Increasingly more cities in China are deploying 100% or almost
all-electric bus fleets, such as in Shenzhen, Guangzhou, Zhengzhou and Changsha.
As a nation with an increasingly high population density in its major cities and rapidly growing
industrial sector, air pollution is a severe problem and has become a political issue in China.
Several action plans and targets to achieve better air quality have been enacted, starting with
the Air Pollution Prevention and Control Action Plan in 2013 responding to the year’s air quality
crisis to the Three-year Action Plan for Winning the Blue Sky War in 2018.
The combination of strong national and city-level mandates and targets, huge subsidies, and
ambitious air quality improvement targets become the main driving factors of the rapid
adoption of electric buses in China12. Between 2013 to 2019, the share of new energy buses has
soared from 1% to 59%13.
It should be noted that China is also leading the global manufacturing of electric buses.
Therefore, electric bus incentives given by both the national and local governments also aim to
support the domestic e-mobility industry, as opposed to purely environmental reasons.
B. Policy roadmap
As stated in its Energy Saving and New Energy Vehicle Industry Development Plan (2012-2020),
during the industry development phase Chinese government would play an active role in
promoting NEV by providing incentives and policies as well as leading NEV adoption through
public sector fleet procurement. Central government led the support in the early years, and
mandates for local government to also provide incentives were given subsequently.
China has started issuing policies to support NEV, including electric vehicles, since 2009, by
launching pilot programs in ten selected cities. The pilot program stage was conducted until
2013. During the gradual expansion stage (2013-2018) in the pilot cities heavy subsidies were
given by both national and local governments firstly on vehicle procurement until 2016, when
the focus shifted on subsidizing charging infrastructure provision. From 2018 onwards, China
starts nationwide promotion of electric vehicles. The subsidies are gradually reduced since
2015 when the electric bus adoption in cities has gained traction.
On the other hand, the support on the NEV industry development has been provided way back
since 2000. Between 2000 to 2008, the Central Government through the Ministry of Science and
Technology supported the R&D of NEV industries by adopting “Three Verticals and Three
Horizontals” concept, which refers to hybrid, battery electric vehicles (BEV), and Fuel Cells
(FCEV) as the three verticals, and multi-energy powertrain control systems, engine and engine
control systems, and battery and battery management systems as the three horizontals14.
Table 7. Policies Related to Electric Bus by Central Government, and Shenzhen
11
IEA (2020). Global EV Outlook 2020.
12
BNEF (2018). Electric buses in cities: Driving towards cleaner air and lower CO2.
13
CATARC-GIZ (2020). New Energy Buses in China: Overview of Policies and Impacts.
14
Ibid
25

Year Central Government Shenzhen
2009 Launching of Pilot Project of Demonstration and 1. Shenzhen Energy-Saving and New-Energy
Promotion of New Energy Vehicles Vehicles
(Ten-Cities-Thousand-Vehicles Initiative) Demonstration Programme (2009-2012)15
● Central government started giving one-time ● Set target to achieve 1,000 battery electric
purchase subsidy buses by 2012
● Started from urban public service fleets ● City government provided additional subsidy
(public transport, sanitation, and postal) for Battery Electric Vehicles (BEV)
then expanded to private vehicles in 2010 2. The Shenzhen New Energy Industry
● Target: 10% new energy vehicles by 2012 Development Plan (2009-2015)
● Integrated of several private bus operators
in Shenzhen into three large bus companies
3. Shenzhen government signed a franchising
agreement to approve Potevio as charging station
operator16
2011 1. NEV was listed as one of the strategic industries -

in China’s 12th Five-Year Plan (2011-2015) for
National Economic and Social Development
2. GB/T charging interface standard was issued
2012 Energy Saving and New Energy Vehicle Industry Shenzhen Clean Transport Plan (2012-2014)18
Development Plan (2012-2020)17
● Central government provided subsidies for
R&D and purchase of NEVs, and led public
sector procurement of NEVs
● Mandate for local governments of pilot cities
to provide subsidies for charging
infrastructure and battery recycling facilities
● Tax exemptions for NEVs
● Provide guidance to financial institutions to
establish preferential credit and loan review
systems for energy-efficient and new energy
industry development
● Implement labeling and publicize pollutant
emission by heavy commercial vehicles
● Target: 2 million/year NEV production
capacity and 5 million vehicles on the road
by 2020
15
Lauer, J. (2016). Shenzhen’s New Energy Vehicles and charging infrastructure – policies, instruments and development.
International Conference on Sustainable Built Environment, 10.
16
United Nations Department of Sustainable Development (2012). Local Policies and Best Practices on “Greening” Urban
Transport in Chinese Cities. Retrieved from
https://sustainabledevelopment.un.org/content/documents/booklet-greeningchina.pdf
17
https://policy.asiapacificenergy.org/node/58
18
International. Conference on Sustainable Built Environment, 10.
26

2013 Extension of central government subsidies for NEV 1. Shenzhen Energy Saving and New Energy Vehicle
between 2013-2015 Demonstration Promotion and Support Fund
● More pilot cities became eligible for new (2013-2015) covered by RMB 5 billion19
energy buses incentives 2. Subsidy measures for New Energy Bus (NEB)
during the promotion of demonstration and
promotion20
● Upgraded the operating subsidy standard
for each NEB purchasing from RMB 260,000
per year to RMB 422,700 per year
2014 1. Target of NEV procurement for public sector fleets Shenzhen “13th Five-Year Plan”
● Between 2014-2016, the NEV proportion on
public sector fleet procurement should not
be less than 30%
● The proportion would be increased year by
year after 2016
2. Charging facility subsidy
● Central government provided subsidies for
charging infrastructure in cities between
2013-2015
2015 1. Target of NEV procurement for public sector fleets 1. Working plan for developing new energy vehicle
● By 2020, there shall be 200,000 new energy in Shenzhen
public transport fleet 2. Policies and measures for promotion and
2. New Fiscal Incentives Policies for NEV (2016-2020) application of new energy vehicles in Shenzhen21
● Start gradual reduction of NEV purchase ● Total new NEVs: 20,000 including 1,500
subsidy by central government (reduction of buses
20% per two years) ● Infrastructure target: 169 charging stations;
3. Guidance to issue of Green Financial Bond 1,978 new fast chargers; 21,750 slow chargers
● People’s Bank of China started to allow the 3. Implementation rules for record management
issuance of green bonds by financial operators of charging facilities for new energy
institutions to fund green projects, including vehicles in Shenzhen
NEV manufacture ● City government subsidized 30% of
charging infrastructure network
4. City government published policy regarding
incentivized the recycling of used batteries
● The city subsidized new energy passenger
vehicle manufacturers or their
wholly-owned sales subsidiaries who
recycled batteries with 10 yuan/kW based
on battery capacity
2016 Guidelines for Developing Electric Vehicle Charging Methods for distributing stipend in operating new
Infrastructure (2015-2020)22 energy bus during promotion period
● Target to deliver 3,850 public transport
charging station by 2020
● Mandate for cities to be responsible for
charging infrastructure provision (strengthen
their grid and improve power supply, support
land supply, simplify process to construct
charging infrastructure, and formulate fiscal
incentives)
19
International Conference on Sustainable Built Environment, 10.
20
21
22
https://chinaenergyportal.org/en/electric-vehicle-charging-infrastructure-development-guidelines-2015-2020/
27

● By March 2016, cities should provide
charging infrastructure plan and update their
urban planning documents by the plan
2018 1. New target of NEV procurement for public sector 1. A sustainable action plan named “Shenzhen
fleets blue”
● By the end of 2020, NEV in public sector 2. Interim measures for the management of
should reach 600,000 and all municipality charging facilities for new energy vehicles in
buses will be replaced with NEV in key areas Shenzhen
2. Three-Year Action Plan to Win the Battle of 3. Financial support policy for the promotion and
Defending the Blue Sky adoption of NEVs in Shenzhen23
● By 2021, 80% proportion of NEV in public ● Subsidy standard for each battery electric
sector vehicles in key areas bus is up to RMB 90,000
2019 Notice on Supporting the Promotion and -

Application of New Energy Buses
● Mandate for local governments to continue
providing subsidy for new energy buses
while abolishing private vehicle purchase
subsidies
● New energy buses are exempted from
Vehicle Purchase Tax and Travel Tax
C. Demand creation policies
Demand creation policies are needed to drive awareness and interest of markets to invest and
shift to electric vehicles. A number of policies have been introduced in China by the central
government as well as the local governments to boost the demand for electric buses, as
follows.
1. Give mandates for electric bus fleets24
Related regulators: State Council, Ministry of Science and Technology, Ministry of

Finance, Development and Reform Commission, Ministry of Industry and Information
Technology, and local governments
● The Chinese Central Government has promoted urban public service fleets, started
by introducing the pilot project in the 13 cities, known as the “ten cities and
thousand vehicles” project.
● The government established a national target for electric bus implementation, with
the latest target to achieve NEV in the public sector around 600,000 by 2020 and all
municipality buses will be replaced with NEV in key areas.
● Local government also set their target. Shenzhen, for instance, achieved full
electrification of public buses by 2017 with a total of 16,359 e-buses operating in
the city.
2. Provide subsidies, incentives, and ICE vehicle disincentives
23
24
ITDP China (2020). Operationalizing E-bus Fleets: Lessons Learned From China [Webinar]. Retrieved from
https://itdpbrasil.org/wp-content/uploads/2020/07/Webinar_ITDP_19.06_Operacionalizacao-de-frotas-eletricas_Shansh
an-Li.pdf
28

Related regulators: Ministry of Finance, Ministry of Industry and Information
Technology, National Development and Reform Commission, Ministry of Science and
Technology, and local governments
● The central government implemented a different type of subsidy from 2009, and is
still ongoing. Figure 7 represents the changes of electric bus subsidies from the
government.
Figure 7. Changes in policies on New Energy Bus subsidies in China 2009-2019
● The government also has issued tax exemption from purchasing tax for
purchasing of NEV for urban public transport enterprises25
● They set policies regarding disincentivizing the use of ICE buses and stopped
government subsidy for the hybrid-electric bus in 201326
● The national government also issued a policy on providing subsidy for e-bus
operation, the national government provided up to 80,000RMB for a
BEB(L>=10m) which operated over 30,000km per year.
● Local governments provide subsidies for e-bus procurement and operations in
their city. Before 2016, Shenzhen local government provided RMB500,000 for
procuring a 12m bus, and the subsidy dropped gradually every year. In 2019,
Shenzhen government allows subsidy for each battery electric bus up to RMB
90,00027.
3. Adjust technical and contractual regulations
Related regulators: Local Government, Bus Operators, Charging infrastructure providers

and operators and Electric Buses Manufacturers
● The local government has adjusted contractual regulations with the bus
operators and other stakeholders that are involved in e-bus implementation.
● For example, in Shenzhen, the bus operators have introduced a financial leasing
model for eight years. Since the leasing period equals the total life of the
25
an-Li.pdf
26
27
29

buses, this arrangement turned the high-cost procurement into more
manageable annual rental/lease payments28.
D. Supply support policies
In order to promote new energy vehicles, the Chinese government not only provided policies
related to bus procurement, but they also introduced several policies related to the vehicle
manufacturers.
1. Mandates for electrical bus
Related regulator: Ministry of Industry and Information Technology
● The central government has introduced a regulation for new auto factory
requirements to discourage the construction factory for ICE vehicles only29
● The introduction of the “dual credit policy” in 2019, to assess vehicle
manufacturers whether it qualifies for new energy credits, based on the fuel
consumption and EV production. This policy required vehicle manufacturers and
importers to make or import at least 10% of electric vehicles, and this will
increase to 12% in 202030
2. Provide subsidies and incentives
Related regulator: Ministry of Industry and Information Technology, Ministry of Finance,

National Development and Reform Commission, Local Governments
● The government helps the bus manufacturers through investment in research and
development in battery development and the production of new energy buses31.
● The government also provides subsidies for the manufacturers, so they can sell
NEVs to the buyers at the cheaper price, which is calculated after the deduction
price corresponding with the subsidies
● Some local governments also subsidy local manufacturers to provide services for
electric vehicle production32.
E. Infrastructure provision policies
Another important aspect that needs to be considered in promoting electric buses is the
availability of charging infrastructure. Similar to the previous sections, the Chinese government
also set a number of policies to accelerate planning and construction of charging
infrastructure across the country.
1. Provide subsidies
28
an-Li.pdf
29
https://chineseclimatepolicy.energypolicy.columbia.edu/en/electric-vehicles
30
https://www.eesi.org/articles/view/comparing-u.s.-and-chinese-electric-vehicle-policies
31
32
https://chineseclimatepolicy.energypolicy.columbia.edu/en/electric-vehicles
30

Related regulator: Central Government and Local Governments
The central government has set two regulations related to charging infrastructure
subsidies, as follows:
● Based on Guidance on Accelerating the Construction of Electric Vehicle Charging

Infrastructure in 2015, the state government required all new residential, shopping
malls, grocery stores, and major parking facilities should provide at least 10% of EV
charging and provided incentive for them33.
● In 2016, the Central government published the “13th Five Year Plan” which states
that the government provided RMB 90 million to fund the installation of charging
infrastructure.
● Mandate for cities to be responsible for charging infrastructure provision, such as
improve grid system and power supply, support land supply, simplify process to
construct charging infrastructure, and formulate fiscal incentives34.
● Provincial and local governments also provided financial incentives for charging
infrastructure installations. The Shenzhen government, for example, subsidized
30% of the charging infrastructure network35.
2. Land access and building regulations
Related regulator: Local Governments
In regards with charging infrastructure, another important factor is land supply to build
charging stations, and based on the report by GIZ, the land supply for charging
infrastructure is the responsibility of local governments36.
● The Urban Planning Department and Land and Resources Commission of Shenzhen
Municipality are responsible to identify suitable developed and underdeveloped
land and oversee locations of the charging points and stations37.
● Then the district government would support the provision of land permits to build
charging infrastructure.
3. Coordination between Departments
Related regulator: Local Governments, and Utility Companies
Coordination between stakeholders, more specifically with electric power supply

companies is crucial for the electric bus implementation process .
● For instance, The State Grid Corporation of China (SGCC), has been actively
promoting the construction of charging stations and charging piles38.
33
Center on Global Energy Policy (2019). Electric Vehicle Charging in China and the United States.
34
https://chinaenergyportal.org/en/electric-vehicle-charging-infrastructure-development-guidelines-2015-2020/
35
ICCT (2018). Assessment of Electric Car Promotion Policies in Chinese Cities.
36
37
Ellen MacArthur Foundation (2019). Shenzhen Switching to an Electric Mobility System in the City.
38
https://www.mdpi.com/2199-8531/5/2/31/htm
31

● The local government has introduced innovatives construction modes of charging
facilities through signing a strategic cooperation framework agreement with
Southern Power Grid China and Potevio. These companies participate in the
investment, construction and operation of new energy bus charging facilities by
way of franchise.
32

3.2.2 Electric Bus Policies in India
A. Regional context
India has gained global recognition for its efforts towards clean energy and mobility. As the
second-most populous country in the world, the country has faced rapid urbanization and
witnessing an increasing trend in motorization, which causes air quality problems. The Indian
government has been working on ambitious plans to reduce emissions in the power and
transport sectors, which accounted for 65% of India’s annual CO2 emissions39.
This action has been started since the introduction of The National Electric Mobility Mission
Plan 2020 (NEMMP) in 2013. Based on this regulation, the government aims to achieve 6 to 7
million sales of hybrid and electric vehicles by 202040. The government has provided subsidies
and incentives to achieve this target. In addition, a number of policies that also have been set
to support this plan, known as the Faster Adoption Manufacturing of Electric Vehicles (FAME)
scheme.
The coordination between the national government and local government through subsidies,
setting targets for e-bus deployments and charging infrastructure installation, and also
funding research and development have become the main supports of public transport
electrification in India.
B. Policy Roadmap
As stated in the National Electric Mobility Mission Plan 2020 (NEMMP), the government of India
would play an active role in promoting electric vehicles by providing subsidies and incentives
for the faster adoption of electric vehicles and their manufacturing in the country. As a part of
NEMMP 2020, the national government also introduced the Faster Adoption Manufacturing of
Electric Vehicles (FAME) scheme in 2015.
The FAME scheme has been divided into 2 phases, with the 1st phase between 2015 and 2019,
and the 2nd phase which has started in 2019 and is still ongoing. The 1st Phase of FAME was
focused on four different areas, such as demand creation, technology platform, pilot project,
and charging infrastructure. In detail, the market creation in phase I was aimed to provide an
incentive to 2-wheelers, 3-wheelers auto, passenger 4-wheeler vehicles, Light Commercial
vehicles, and buses. The application of this scheme was limited to major metro
agglomerations, such as Delhi NCR, Greater Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad,
and Ahmedabad41.
Based on the evaluation of FAME phase 1, the Department of Heavy Industry notified FAME
Phase II of the Scheme, through investing Rs. 10,000 crores for a period of three years
(2019-2022)42. FAME II has been focusing on public transport with aims to generate demand by
39
Department of Heavy Industry (2020). Building an Electric Bus Ecosystem in Indian Cities.
40
Das, S., Sasidharan, C., Ray, A. (2019). Charging India’s Bus Transport. New Delhi: Alliance for an Energy Efficient
Economy.
41
Ministry of Heavy Industries and Public Enterprises (2015). FAME India Phase I.
42
Ministry of Heavy Industries and Public Enterprises (2019). FAME India Phase II.
33

way of supporting 7000 e-buses by 2025. This will make India the country which could emerge
as the second-largest e-bus market in the world after China.
Table 8. Policies Related to Electric Bus by Indian Government and Kolkata
Year National Government Government of West Bengal (City: Kolkata)
2013 The National Electric Mobility Mission Plan 2020 -

(NEMMP)43
● Providing vision and roadmap for electric
vehicles in India
● Target in 2020: 6 to 7 million sales of hybrid
and electric vehicles
2015 Faster Adoption Manufacturing of Electric -

Vehicles (FAME) scheme Phase I (2015 -2019)44
● Grand Total: 795 crores
● 4 focusing areas: technology development,
demand creation, pilot project, and
charging infrastructure
2017 - Report on Implementation Plan for Electrification of

Public Transport in Kolkata45
● Roadmap for electric bus implementation in
Kolkata
2019 Faster Adoption Manufacturing of Electric West Bengal State Government’s decision to
Vehicles (FAME) scheme Phase I (2019-2022)46 transition the city’s entire bus and ferry fleets to
● Grand Total: 10,000 crores, with 41% electric models47
incentives is allocated to electric bus ● Target: 5,000 electric buses by 2030
followed by three-wheelers (29%) and
two-wheelers (23%)
● Implemented through: demand incentives,
charging infrastructure, and administrative
expenditure
● Emphasis on electrification of the public
transportation, through subsidies
approximately 7,000 electric buses in 2025
Guidelines and Standards for Charging

Infrastructure for EVs (Revised)
● At least 1 public charger within 3x3 km grid
in cities
● 1 charging station every 25 km and 1 fast
charging station every 100 km on highways
43
Das, S., Sasidharan, C., Ray, A. (2019). Charging India’s Bus Transport. New Delhi: Alliance for an Energy Efficient
Economy.
44
Ministry of Heavy Industries and Public Enterprises (2015). FAME India Phase I.
45
India Smart Grid Forum (2017). Implementation Plan for Electrification of Public Transportation in Kolkata.
46
47
https://www.c40knowledgehub.org/s/article/Cities100-Kolkata-is-electrifying-buses-and-ferries?language=en_US
34

2020 - Electric Vehicle Policy 202048
● Target: convert 100% of the WBTC bus fleet
into an e-bus fleet by 2030
● Tax incentives and a subsidy scheme to
set-up infrastructure and components
related to electric vehicles
Indian policymakers have set a number of policies regarding to demand incentives to help
demand the generation of electric vehicles in India as follows.
1. Provide purchase price subsidy
Related regulator: Department of Heavy Industry, Project Implementation and

Sanctioning Committee (PISC)
● The Indian government set demand incentive for electric vehicles was about 60%
of the budget in FAME I, and it has been increased to 85% of the budget in FAME II.
● The incentive scheme is defined based on the type of vehicles, type of battery
technologies (e.g. battery capacity), and technical criteria of vehicle.
● The maximum incentive for the electric bus in India based on FAME II is 40% of
vehicle price, which is higher compared to the 20% subsidy cap for two- and
four-wheelers49.
● The government also encourages the use of electric public transport (e-bus) by
maximizing the demand incentives around Rs. 20,000/kWh.
● Further incentives also are given by the state/city government. In Kolkata, for
instance, the local government provides tax incentives and a subsidy scheme.
2. Disincentivize ICE buses
Related regulator: Department of Heavy Industry, Local governments
Another policy to increase demand creation for the electric bus is giving mandate to
electric bus fleets through the disincentivizing conventional bus (diesel or gasoline
fuel).
● In Delhi, for instance, the city government proposed fossil fuel or carbon tax to
reduce the number of purchasing of conventional buses, and the tax collected
would be allocated to the state EV fund50.
● In Kolkata, when the Government of West Bengal (GoWB) has decided not to allow
any new diesel buses in the city of Kolkata, but only supports the procurement of
new buses from CNG and battery based51.
48
TERI (2020). Successful Operation of Electric Bus Fleet – “A Case Study of Kolkata”. New Delhi: The Energy and
Resources Institute.
49
50
ICCT (2018). Assessment of Electric Car Promotion Policies in Chinese Cities.
51
TERI (2020). Successful Operation of Electric Bus Fleet – “A Case Study of Kolkata”. New Delhi: The Energy and
Resources Institute.
35

Regarding supply support policies, the government has published policies regarding supply
support for electrification of public transport (bus).
1. Fund Research and Development
Related regulator: Department of Heavy Industry, Universities, and Manufacturers
● Since FAME Phase I, the government and PPP had been actively spending their
funding on technology development, such as the battery, motors and drivers, and
vehicle system integration.
● One example of the R&D program in India is between Pondicherry University and
Advanced Materials Ltd, that focus on an advanced lithium battery with no
electrolyte, which is believed to be safer and have high performance52.
2. Provide subsidies for e-bus sales
Related regulator: Department of Heavy Industry
As explained before, the government of India provided incentives/reimburses for bus

manufacturers or called Original Equipment Manufacturer (OEM)53. However, it should
be noted that to receive the incentive, the OEM must be registered with the
Department of Heavy Industry (DHI), and submit their sales claims on a monthly basis.
Related regulator: Department of Heavy Industry
● Based on FAME phase II, the government of India allocates funds for charging
infrastructure about 10% out of the total budget (around 1,000 crores)54.
● For electric buses, the government proposed to provide the buyer with one slow
charge per e-bus and one fast charger for every 10 electric buses.
3.2.3 Electric Bus Policies in Latin America (Study Case: Chile)
A. Regional context
Driven by similar air quality concerns, like in China and India, bus electrification is gaining
popularity in many countries. Figure 6 shows that South America was one of the major growth
markets for electric buses, which had 450 new registered fleets in 2019. More specifically, Chile
maintains the largest market in this region, with around 400 electric buses currently operating
in its capital55. This makes Santiago de Chile as a home to the largest electric urban bus fleet
outside of China.
52
Auto Tech Review (2015). Fame India Scheme - Putting E-mobility on Road.
53
54
Ibid.
55
36

As one of the countries with the worst air pollution in South America, the government of Chile
has adopted several mitigation measures to tackle this issue. One of the recent mitigations for
reducing greenhouse gas (GHGs) emissions is by introducing the e-mobility plan. It started in
2017, the Chilean government published the National Electromobility Strategy, which includes
electrification of 100 percent of urban (buses) public transport by 204056.
Starting with this regulation, several policies have been set by national and local governments
to support this plan. In 2018, Santiago became the first city in Latin America to adopt Euro IV
emission standards for its public transport system, and this was the milestone for electric bus
deployment57. By March 2020, it was reported that this city had deployed more than 400 electric
buses.
However, unlike other countries such as China and India, which received subsidies and
incentives from the government for the bus procurement process and charging infrastructure
installation, Chile has adopted a public-private partnership (PPP) business model to operate
electric buses in the country, specifically in Santiago de Chile58. The government provides
subsidies through increasing monthly payment for bus operators, to cover the cost of e-bus
implementation.
B. Policy Roadmap
The implementation of the electric bus in Chile has been started since the government
published the National Electromobility Strategy in 2017. In this document, the Chilean
government has planned to electrify 100 percent of its buses by 2040. In the same year, the
pilot project of the electric bus was conducted in Santiago de Chile. This pilot project was
based on the agreement between the Ministry of Transport and Telecommunications (MTT),
private company Enel, Metbus operator, and BYD bus manufacturer. At that time, Metbus
operated the first 2 electric buses in the 516 Transantiago corridor.
A year later, the city government has decided to adopt the Euro VI standard for every new bus
purchased in the Transantiago public transport system (now known as RED). This adoption also
has encouraged the procurement of electric buses in Santiago. It should be noted that almost
all e-buses that operate in this city have been using the PPP scheme. The government only
acts as planners and regulators to support the execution of this new technology. The policy
roadmap for electric bus implementation in Chile is shown in Table 9.
Table 9. Policies Related to Electric Bus by Chilean Government and Local Government
Year National Government Santiago de Chile
56
57
ZEBRA (2020). Lessons from electric bus deployments in Santiago de Chile.
58
37

2017 The National Electromobility Strategy59 Agreement between the private companies Enel,
● Target: electrify 100% of its urban Metbus, and BYD, and the Ministry of Transport and
public transport (buses) by 2040 Telecommunications (MTT)60
● Metbus started operating the first 2 e-buses
operating in the 516 Transantiago
2018 Route Energy 2018-202261 1. City government decided to adopt the Euro VI
● Increase the number of electric standard for buses62
vehicles that circulate in the country ● The groundwork for e-bus deployment
by a factor of at least 10
● Standardization of electric vehicles 2. MTT incentivised fleet expansion payment to
charging support new investment63
● Public-private partnership between Enel X,
BYD, and Metbus (An electric utility, a bus
manufacturer, and a bus operator)
● Metbus leased 100 BYD manufactured
e-buses from energy company Enel X
● Training for electric bus drivers
2019 - Public-private partnership between Enel X, BYD, and

Metbus64
● Operating the first e-corridor in Latin
America
● Metbus leased 285 BYD manufactured
e-buses for 10 years from energy company
Enel X
2020 - NEoT Green Mobility Investments65

● Financing partnership between Redbus
operator and King Long bus manufacturers
In Chile, there are three main policies that have been set to increase demand for electric buses
as follows.
1. Give mandates for electric bus fleets
Related regulator: Ministry of Transport
Even though there were not 100% mandate for electric bus fleets in this country, by
adopting Euro VI standard for bus, the Chilean government has encouraged the bus
operators to procure the cleaner bus in the country, which includes the procurement
for electric buses66.
59
UN Environment (2018). Electric Mobility: Developments in Latin America and the Caribbean and Opportunities for
Regional Collaboration.
60
61
UN Environment (2018). Electric Mobility: Developments in Latin America and the Caribbean and Opportunities for
Regional Collaboration.
62
63
64
Ibid.
65
66
38

2. Provide subsidies
Related regulator: Ministry of Transport
The Chilean government through the Ministry of Transport allocates subsidy for the
electrification of its public bus by increasing the monthly payment from states for bus
operators67. The monthly leasing payment will be paid by bus operators to energy
companies as investors.
Monthly leasing payment = fleet provision+charging+infrastructure+energy
3. Adjust technical and contractual regulations
Related regulator: Ministry of Transport, Transport Agency, Bus Operators
● The Chilean government offers longer contracts for bus fleet operators. In Santiago,
fleet operators that operate electric buses are contracted for 14 years, which is
longer than ten years for ICE buses operators68.
● The contract between bus operators and providers need to be approved by the
government and need to specify state (MoT) agress and guarantees this the
continuity of the service.
Related regulator: Ministry of Energy
Regarding the support policy, in 2019, the government of Chile has approved a new energy
efficiency law. This policy set a new standard, stating that new vehicles sold by manufacturers
or importers in Chile should meet a certain standard, which encourages the hybrid and electric
vehicles market69.
Related regulator: Ministry of Energy
The Chilean government set a goal to install 150 public charging points by 2019 through the
PPP scheme70. The government also is responsible for conducting energy land capacity study,
authorizing electricity grid modifications, and set regulation for electric depots specifications71.
3.3 Key Takeaways

After reviewing the policies regarding electric bus implementations in a few countries, such as
China, India, and Chile, it can be concluded that each country has set different policies to
67
68
69
70
Ibid.
71
39

support the electric bus market. The differences might be caused by many factors, such as
national and local budget, electricity and diesel price, political issues, and the urgency of the
issue.
Based on this chapter, China and India have similar approaches because their governments set
a number of policies to support electric bus procurement, charging infrastructure
development, and funding research on battery technology through subsidies. While in Chile,
the operation of e-bus systems is mainly from public private partnership schemes, and the
government plays roles as planners and regulators, and only provides subsidy to compensate
extra cost from electrifying its fleets.
Table 10. Review of E-bus Development Policies in Other Countries and remarks for Transjkarta
Aspects Policies China India Chile Remarks for Transjakarta

✓ ✓ - Transjakarta can create a
Mandate for mandate for bus operators by
electric bus proposing renewal contract
deployment agreements. This could
guarantee the operator to invest
in electric bus
Demand Subsidy ✓ ✓ (Monthly Need incentives from
Creation (Bus (Bus payment to governments to compensate
procurement) procurement) bus operators) high upfront cost, and tax
incentives for import fee in
early adoption of e-bus to lower
capex imposed by the operator
E-bus ✓ ✓ ✓ Transjakarta has set their target,
implementation but still need targets from local
target and national level
Adjust technical ✓ ✓ ✓ Need adjustment with local
and contractual government, current contract
regulations limit for diesel/CNG bus
operators in Jakarta is 7 years.
Current battery performance
might not be inlined with this
regulations
Supply R&D investment ✓ ✓ X Less applicable for Transjakarta,
Support more related to national
policies. R&D is needed to boost
industry development in the
country
Mandate for ✓ ✓ ✓ More related to national
electric bus regulations. By giving mandate,
manufacturers the manufacturers investment
will be guaranteed by the
government
Charging ✓ ✓ - Transjakarta plans to purchase
infrastructure and operate charging
subsidy infrastructure, but open for
subsidy from local government
and investment from national
Infrastructure utility companies (PLN or
Provision Pertamina). The proposed
subsidy may lower the capital
cost imposed by Transjakarta
40

Charging ✓ ✓ ✓ Should be stated by
infrastructure Transjakarta in regards with
target e-bus deployment target
Land access and ✓ X X Require coordination with the
building local government. The policy
regulations may increase the charging
points coverage
Coordination Need coordination and
between ✓ ✓ ✓ agreement with PLN regarding
stakeholders (e.g. power supply and electricity
energy providers) tariff
* The government of Chile adopted Euro VI regulation for emission standards, not giving a full mandate for electrical
bus deployment.
** The government of Chile provides subsidy by increasing monthly payment for bus operators, which includes bus
procurement, charging infrastructure, and energy
41

4. Roadmap of Electric Bus Transition
In developing the roadmap, several aspects are needing to be considered. All these aspects
should be prepared to create a smooth transition to electric buses.
4.1 Policy Recommendations

Transjakarta has set the implementation target for electric buses based on their long-term
plan. The plan includes the number of electric bus fleets they plan to deploy from 2021 to 2030.
The existing implementation plan is a great starting point and it would be more encouraging if
they can introduce the plan of 100% electric buses. Based on the current plan, the 50%
milestone will be reached in 2025. In 2030, Transjakarta will have more than 80% of their fleets
operating in electric buses. It would be sensible to create a target of 100% electric buses in
2035 or even sooner based on the projection. This full-electric fleet target will create a
momentum to push more implementation.
All technological options and selections are practically useless without the support of policies.
Supporting policies can be from national and local levels depending on the scale of impacts.
Fiscal and non-fiscal policies are the two main types of policies supporting electric bus
transition.
4.1.1 Fiscal Incentives

Fiscal policies can be financial aids or supports for related stakeholders in electric bus
deployments, particularly in the initial period. The cost of acquiring an electric bus may not be
as attractive as the diesel or CNG buses due to its high initial costs even though it may be
cheaper to operate. Therefore, fiscal aids for capital investments regulated by policies would
open more opportunities to bring more electric buses onto roads.
In addition to fleet subsidy, charging infrastructure support should also be put in place.
Charging infrastructures have a lot of things to prepare, such as charging stations, land for
stations, grid connection, and other essential services. These issues would burden the capital
cost of the company running the charging infrastructure. Hence, introducing incentives for
charging infrastructure, particularly in early stages, would be pivotal.
Below are the fiscal policies national or local government can support with:
● The procurement subsidy is one of the important fiscal policies to accelerate electric
bus deployments. It is important to introduce the purchase subsidy in the early stages
of electric bus transitions since it will be more comparable to the price of diesel or
CNG buses. Several countries kicked off their electric bus transition by implementing
the purchase subsidy. The purchase subsidy may be given directly to the bus potential
owners. The government also may give the subsidy to the manufacturers to bring down
the purchase price.
Several countries have introduced the procurement subsidy in the initial deployment
of electric buses. Places like Shenzhen, China, have successfully implemented electric
bus fleets thanks to the purchase subsidy. However, some governments may not have
the capacity to implement the subsidy in terms of fiscal capacity, possibly Indonesia
and its specific regions, but it is really important for the government to provide
42

procurement subsidies at this period for starting the e-bus transition. With the
advancement of technology and the more acceptable price of electric buses, the
government can gradually reduce or withdraw the procurement subsidies.
● Operational subsidy at the initial stage. In the first year of operation, the bus
operators need to get familiar with the e-bus operation, since the operation of e-bus is
much more complicated than diesel and CNG buses, and it is very likely that the
operational cost will be higher in the first year, so operational subsidy in the first year
will help the bus operators with the smooth transition.
● Subsidy for charging infrastructure installation. Charging infrastructure construction
is quite a big expense in the upfront cost of e-bus transition, and it requires the
empowerment of the grid system, obtaining land for construction and the coordination
of various stakeholders. In the initial stage of an electric bus transition project, the
support for charging infrastructure construction is very important, which is conducive
to the smooth development and operation of electric bus system transition.
● Tax and fee exemptions would also help further reduce the acquisition costs of
electric buses. In the current situation, the government has introduced several
reductions on taxes for electric buses. Import fees for electric buses also can be
deducted from the fleet purchase, especially in the initial stages. In indonesia the
import fees for completely built up bus is 5% with income tax and added value tax
value is 10% and 7.5% respectively. The incentive from the government could be given
by introducing the free import fees and VAT exempted for the e-bus. For the vehicle
tax, a recent Ministry of Home Affairs Regulation no 8 2020 has been issued to regulate
the vehicle tax of several vehicle categories including battery electric vehicles. In
accordance with this regulation, the vehicle tax for public electric vehicles has been
stipulated maximum 20%, 10% lower than the conventional vehicle. Since this ministry
regulation does not specifically define the fixed tax rate for the electric vehicle, there is
a chance for the regional government to issue a derivative regulation to determine the
value of vehicle tax which can be lower than 20%. The reduction or exemption of this
tax will help to reduce the upfront cost of electric vehicle
● Electrical tariff reduction for electric buses can lower the operating cost due to
reduced charging costs. Every operating electric bus would require to be charged at
some points and the operating costs should be as low as possible. This tariff reduction
can be classified into operational subsidy as well as it will decrease the cost of
charging electric buses.
The charging tariff in Jakarta is currently regulated by the Ministry of Energy and
Mineral Resources through Ministry Regulation no 13 2020. According to this regulation,
the electricity tariff has been set out Rp 707/kWh, multiplied with Q factor range from
0.8 < Q < 2 that can be negotiated with grid provider PT PLN. . Transjakarta may start
discussing the special tariff for electric bus charging with PLN to have an affordable
charging tariff (the lowest Q factor). Since it is part of public services, Transjakarta may
have a strong reason to lower the tariff as much as possible. The official support from
the local and national government to justify the lowest tariff should also be
considered.
● Funds for e-mobility technology development. Special funds for e-mobility related
technology development is needed to develop the domestic e-mobility industry, such
43

as funds for research and development on electric vehicle technology, battery
technology and charging infrastructure.
4.1.2 Non-fiscal Incentives

As crucial as fiscal policies, non-fiscal policies would boost the electric bus implementation
further. Non-fiscal policies would cover the support for electric bus implementation regarding
the policies revolving in non-financial aspects. These policies include electric bus
implementation program, targets for implementation, and other administration supports for
boosting electric bus deployments.
● Draft and issue national policies documents on e-bus development, such as e-bus
industry development plan, set up a clear target for e-bus transition, conduct the
action plan on how to achieve the target, and draft the financial subsidy policy.
The target for electric bus implementation is also essential to set since it would create
an urgency to implement electric buses according to the goal. Every country
successfully implementing electric vehicles in massive scales had an implementation
target. The target for electric bus implementation may be in the form of quantitative
measures, such as the number of the electric bus or the number of charging stations.
The target of electric buses may not only come from the government but also come
from the bus operators and owners.
● Identify the related stakeholders and their responsibilities.

Table 11. National Level Stakeholders And Responsibilities
No Institution Level Responsibility/Role
1 Kementerian Koordinator Maritim National Coordinator of national e-mobility acceleration

dan Investasi (Coordinating Ministry program
of Maritime and Investment)
2 Kementerian Perindustrian (Ministry National Formulates national e-mobility adoption

of Industry) roadmap and e-mobility industry roadmap; TKDN
(minimum domestic component) regulation;
formulate import regulations; develop secondary
market for EV and battery
3 Kementerian Keuangan (Ministry of National Issues national-level fiscal incentives (import

Finance) duty, VAT, luxury tax/PPNBM incentives, direct
subsidy, etc.)
4 Kementerian Perhubungan (Ministry National Formulates mandates for public transport fleet
of Transportation) electrification in National Transport Plan
(SISTRANAS)
5 Kementerian Energi dan Sumber National Formulates national-level charging infrastructure

Daya Mineral (Ministry of Energy and roadmap; formulates energy policies (electricity
Mineral Resources) and petrol fuel tariff, renewable energy mix
targets and plans)
6 Kementerian Lingkungan Hidup dan National Formulates battery waste regulation; GHG
Kehutanan (Ministry of Environment reduction targets; vehicle emission limit.
and Forestry)
7 Citizens, including marginalized and National Transjakarta service users; other road users also
vulnerable road user advocacy / Local might be impacted indirectly (general road safety
groups issues, etc)
44

Table 12. Local Level Stakeholders And Responsibilities
No Institution Level Responsibility/Role
1 Transjakarta Local Implementation of the fleet electrification plan;

contracts and manages bus operators; provides
non-depot charging infrastructure
2 Bus operators Local Procure, maintain, operate bus fleet according to

the contract with Transjakarta; provide depot
charging infrastructure
3 Dinas Perhubungan DKI Jakarta Local Regulator (e.g. formulates mandate for electric
(Jakarta Transport Agency) bus/local bus fleet electrification roadmap);
provides PSO; formulates local-level non-fiscal
incentives
4 Biro Perekonomian DKI Jakarta Local Formulates local-level fiscal incentives (annual
(Economic Affairs and Finance vehicle tax, title transfer tax/BBN-KB)
Bureau)
5 DCKTRP (Jakarta Spatial Planning Local Formulates/revises building codes to

Agency) accommodate charging infrastructure
6 PLN (State Utility Company) Local Provides grid and ensure grid stability;
determines electricity tariff for public transport
charging facilities; provides grid installation
incentives; initiate charging infrastructure
provision
● Set up a task force for e-bus implementation. National task force and local task force
should all be set up for electric transition, the task forces should be led by high level
government officials, such as the Coordinating Ministry of Maritime and Investment for
the national level task force and DKI Jakarta Transport Agency or Economic Affairs and
Finance Bureau for the local level of the task force. The mission of the local level task
force should maintain consistency with the national task force, and all related
stakeholders should join the task force and take responsibilities. The task force should
build a regular working mechanism and in charge of dealing with difficult issues on the
e-bus transition.
The importance of task forces for electric bus deployment would play an integral role
in keeping the electric bus project on track. The national government of Indonesia has
introduced a special task force for electric vehicle implementation yet there is no
particular focus on electric buses. The national and local e-bus task forces might
involve all the stakeholders listed above.
The task force should not only have the responsibility to consolidate plans from
ministries, but also should have the authority to issue regulations and policies,
monitor, and evaluate the implemented BEV acceleration program.
● E-bus transition action plan. Local governments and task forces should work on the
e-bus transition plan, local e-bus industry development plan, charging infrastructure
plan, local subsidy policy, and the timetable and roadmap for a fully electrification
plan.
45

● Coordination issue in the e-bus implementation. Local governments and task forces
should work together to deal with several issues, such as the grid connection, enlarge
the grid capacity and also help in obtaining the space for charging infrastructure
construction.
Learning from electric bus development in China, India and Chile, there are some
recommendations for the Transjakarta electric bus plan, which was shown in Table 10.
Following this, we will discuss the detailed policy recommendations, focusing on the
recommendations for Transjakarta and the Government of Jakarta.
4.1.3 Transjakarta
1. Give mandate to bus operators for electric bus deployment
The Government of Indonesia has issued a national policy regarding Acceleration of

Battery Electric Vehicles (BEV) on Presidential Decree No. 55/2019. This policy addresses the
mandate to shift from conventional vehicles to BEV, for 2Ws, 3Ws, and 4Ws or more.
However, it does not directly mention public transport (buses). Hence, it is better for
Transjakarta, as a public transport service provider, to create their mandate for their bus
operators.
Learning from Santiago de Chile, public transport service providers can require the bus
operators to replace their buses to electric and also increase their contract length. This
mandate can also be applied to Transjakarta. Currently, the length of the contract between
Transjakarta and bus operators is 7 years, and at the end of this contract, Transjakarta can
propose a new contract agreement as a mandate for the bus operator to change their old
buses to new electric buses. Some fleets might be already the limit of vehicle age (10
years), so it is a good start to change to the electric bus. The higher upfront cost for
shifting to the electric bus can be compensated through increasing fee/km payment from
Transjakarta to bus operators.
2. Adjust contract policy
The policy in adjusting technical and contractual regulations is also required to support
the Transjakarta e-bus plan. The current contract limit for diesel/CNG bus operators in
Transjakarta is 7 years long based on Governor Decree No. 173/2010. This needs to be
adjusted because currently in other countries, they usually apply an 8-years contract
based on the battery manufacturer warranty for e-bus or longer to provide more security
for investors and financial institutions to finance electric bus development. A further
coordination or proposal by Transjakarta for this policy change to local government is
required.
3. Optimize fiscal incentives
Since the cost parity between e-bus and diesel bus is not yet achieved, and especially
given the high capital costs associated with e-bus deployment, subsidy is a crucial part of
widespread e-bus adoption in other countries including China and India. In Indonesia,
however, direct purchase subsidy is not explicitly stated in the array of fiscal incentive
46

options stated in Presidential Regulation No. 55/2019. Therefore, Transjakarta should seek
to utilize other available incentives optimally, such as:
● Preferential electricity tariff. Public transport services are entitled for a lower electricity
tariff to charge the fleets at their charging facilities. Based on MEMR Regulation No.
13/2020, the preferential tariff can be as low as 0.6 of the normal tariff. Negotiation
should be made between Transjakarta and PLN as the electricity supplier to agree on
the lowest tariff possible to support e-bus deployment since this will affect the fee/km
paid by Transjakarta to bus operators.
● Import tax, vehicle tax, purchase tax, and other tax incentives. It goes without saying
that these incentives would directly reduce costs of e-buses and hence Transjakarta
should ensure their procurement policies comply with the tax reduction requirements.
Furthermore, coordination with the local and national government should be made by
Transjakarta to push the development of several derivative policies on tax reductions
which has yet to be issued, such as import tax reduction, VAT, or Land and Building
taxes for charging facilities.
● Incentives for local BEV industries. The Indonesian government has stated their aim to
develop local BEV industries and many of the fiscal incentives in the Presidential
Regulation No. 55/2019 are targeted to the domestic industries. While procuring electric
buses from established international OEMs seems more practical at present,
Transjakarta and bus operators operating under its management need to explore the
option to procure domestic e-buses in the next few years, since many of the incentives
could be only eligible for domestic e-buses in the future due to the minimum
domestic component (“TKDN”) policy.
● Subsidy for charging infrastructure construction. Transjakarta will need to establish
charging facilities for their electric fleets, and thus can benefit from this subsidy.
However, no derivative regulation for this subsidy has been made by the government
hence the mechanism and requirements are still vague. The subsidy for electricity
[63]
installation from PLN is also still only for home chargers , while the cost is quite
substantial. Transjakarta, as the first transit service provider in Indonesia to deploy
e-buses at a large scale and therefore is an important stakeholder, could push the
acceleration of the policies to the government and PLN.
Last but not least, although it is a stretch given the current economic condition due to
COVID-19, Transjakarta could still propose for direct vehicle purchase subsidy for the
benefits of their operators (who will purchase the buses) or for an increase of PSO given by
the government to be able to increase the fee/km for the bus operators, justified by the
added environmental benefits brought by the deployment of e-buses. The proposal could
be complemented by studies on the amount of subsidies needed, e.g. to achieve cost
parity with diesel buses.
4.1.4 Government of Jakarta
1. Give mandate and issue implementation target for electric bus deployment
47

A clear mandate and implementation target issued by the local government will provide
long term security for bus operators to invest in electric buses. Although no national target
for bus fleet electrification has been issued yet, the local government could take a leading
role by issuing local targets. Currently, the Jakarta government has stated its target to
electrify at least 50% of the Transjakarta fleet by 2025 in its C40 Fossil-Fuel-Free Street
declaration. Nevertheless, learning from the issues of CNG buses and the best practices
from India, China, and Chile, a local policy in the form of Local Government Regulation
(“Peraturan Daerah”) or at least a Governor’s Decree (“Peraturan Gubernur”) on fleet
electrification and diesel bus phase out targets should be issued to cement the city’s long
term commitment to adopt the technology. The policy could also include the requirement
for the transit operators to submit their bus procurement plans to achieve the local target.
2. Adjust contractual regulations
The Governor’s Decree No. 173/2010 stipulates that the maximum contract length for
diesel/CNG bus operators is 7 years. It is recommended to amend the regulation to allow a
longer term contract for electric buses as discussed in Subsection 4.4.1.
3. Provide fiscal and non-fiscal incentives for electric bus operations, while
disincentivize diesel buses
For fiscal incentives, in addition to the reduction of vehicle tax and title transfer tax, the
Government of Jakarta could also formulate other tax incentives e.g. reduction of land and
building tax for charging infrastructure facilities or by increasing the diesel fuel tax. In the
longer term, the local government could also issue a policy to gradually restrict the
consumption of subsidized diesel fuel by bus operators.
Low emission zone (LEZ) or zero emission zone (ZEZ) should be enacted by the Government
of Jakarta throughout the city to discourage the use of polluting vehicles. To embed the
vision of large-scale electric bus adoption, the local government could restrict the access
to the zones to only electric buses instead of also still accommodating diesel buses.
4. Direct Regional-Owned Enterprises to support the financing of electric buses
Initiatives from government-owned financial institutions, such as conventional banks and

infrastructure financing institutions, as well as insurance companies to provide financing
and offer insurance schemes for the expensive and nascent electric buses are also needed
to enable procurement of electric buses by corporations as their corporate fleets. The
government could mandate government-owned banks and insurance companies to do so,
since evidently there is still huge reluctance from the private sector. The example set by
the SOEs or ROEs in offering credit and insurance schemes is needed by the private sector
to follow.
5. Provide incentives for charging infrastructure establishment
In India and China, the responsibility to ensure city-wide establishment of charging

infrastructure lies with the local government. In Indonesia, the directive to provide
subsidies for charging infrastructure establishment has been stated in Presidential Decree
48

No. 55/2019, which also applies for local government. Although no derivative regulation on
this incentive has been made on the national level, the Government of Jakarta should start
formulating the subsidy mechanism and budget allocation for charging infrastructure
provision as mandated in the Presidential Decree, starting from the charging facility for
Transjakarta bus fleets given their comparatively more predictable demand than private
BEV.
In addition, Transjakarta and the government can coordinate with PLN as the national
electricity company to provide charging infrastructure not only for private vehicles but also
for electric buses in Jakarta.
6. Support land access and adjust building regulations
Another important factor regarding infrastructure provision is the land or space availability
to build charging infrastructure. These issues then need proper regulations from the
government, specifically from the local government. For instance, the Jakarta government
can allow the utilization of government land and building assets for installing charging
infrastructure.
4.2 Fleet Technology

Battery electric buses (BEBs) are fully electric buses with battery-powered, electric motor
systems. Transitioning TransJakarta fleets to battery electric buses results in improved air
quality, community health, and urban resilience. BEBs reduce greenhouse gas (GHG) emissions
not only through the cleaner technology, but also by providing a higher quality service that
incentivizes riders to move to or continue using public transportation. Electric buses have a
distinctive type of technology compared to conventional buses. Aside from the charging
system, electric bus fleets have different components within the vehicle itself.
4.2.1 Fleet Specifications

In bus operations, fleet composition plays a major role in many layers of operations. The fleet
defines how the bus will operate. Compared to conventional buses, e-bus operation is much
more complicated than diesel and CNG buses, affected by the current vehicle and battery
technology, it is still a challenge to achieve 1:1 replacement ratio, so prior to deciding fleet
specification for the procurement plan, the e-bus route scheduling and charging plan need to
be considered. There are at least three categories of the fleet built for electric buses, such as
fleet dimensions, fleet weight, and fleet components.
● Fleet dimensions are one of the most critical elements in fleet build. It can impact on
how the bus operates, how many passengers can be inside the bus, which routes
electric buses may travel on, and other factors. Part of the fleet dimensions is fleet
length. Around the world, there are several fleet lengths available in the market. 12-m
electric buses are the most popular fleets in the world. Almost every major
manufacturer in electric buses has electric buses with 12 m of length. 18m electric
buses are used by BRT systems in China and South America markets. Small buses like
9-m electric buses are also available for several markets especially to operate on small
roads or limited passenger capacity. Double decker electric bus models have also
49

recently become available on the market, in the range of 13-14 m in length and able to
carry 70 or more passengers.
● Fleet weight also needs to be considered. The weight of an electric bus would be
significantly affected by the weight of its battery. One of the metrics used for bus
weight is the Gross Vehicle Weight (GVW) including the total weight of passengers and
the curb weight of the vehicle. The materials used in the bus structures would also
impact on the weight of the vehicles. Heavier electric buses may also consume more
power affecting the bus range. Referring to our calculations based on several BEB data
available, the passenger capacity of electric buses range roughly from 70% of diesel
buses for single bus with 324 kWh battery pack to 92% for articulated buses with 350
kWh battery pack.
Table 13. Gross Vehicle Weight for Each Type of Bus
Max.
Battery Size Max GVW* Bus Body Battery Weight Total Curb % from Diesel
Bus Type Passenger
(kwh) (kg) Weight (kg) (kg) Weight (kg) Bus Capacity
Capacity
Single bus 324 16,000 10,600 2,170 12,770 46 69.91%
Single bus 180 16,000 10,600 1,206 11,806 60 90.79%
Medium bus 135 8,000 5,346 904 6,250 25 80.65%
Articulated bus 350 26,000 15,900 2,344 18,244 111 92.33%
* Maximum GVW allowed is based on Government Regulation No. 55/2012
In the BRT system, it is important to consider the access type of electric bus as well.
Electric buses running in the BRT system with a high level of station platform would
require high-deck electric buses. Some well-known BRT systems in the world already
implement the electric buses on their fleets. On the other hand, buses with curb-level
bus stops would need low-floor electric buses. All of these types are available in the
market, but since BRT systems are also limited to certain countries, low-floor electric
buses may have dominated the access type around the world.
Compare to diesel buses, there are several issues we need to consider when choosing e-bus:
● Explore the latest technology for procurement. Given the rapidly changing market and
available models for buses, batteries, and charging infrastructure, planners must
survey new technologies, which may have increased ranges, more reliable charging,
and decreased expense).
● Allocate e-buses to route networks according to different route configurations. The

size, maximum range, and bus weight has to match the route length, passenger flow,
route topography and climate.
● How to accommodate high capacity routes, particularly during peak hours. Since
batteries will occupy space inside the e-bus (and also weight), the capacity will be less
than ICE buses. As a result, operators need to consider whether to increase the
frequency during peak hours to accomodate all passengers in high demand corridors.
● Bus weight capacity. The number of people on the bus will affect battery depletion. On
crowded buses, particularly with challenging routes due to topography or climate,
battery capacity will drain much faster.
50

● Training on operations and maintenance. Operations and maintenance training should
include how staff, operators, and partners will interact with and manage new
BEB-specific equipment and technology (such as driving, charging, first response,
dispatching, and repairing).
● Collect real world operational data. Operators should use real operational data to
guide planning e-bus procurement, optimize operational plans, and establish a
charging plan. In addition, collecting data to regularly evaluate operations is important
for improving operations and services.
4.2.2 Battery Capacity and Technology

Battery selection has a significant impact on electric bus upfront cost and operations. It would
affect the bus operation, charging options, travel range, passenger capacity, bus weight, and
any other operational aspects.
The battery capacity varies among different bus models. Smaller buses may have a battery
capacity around 120kWh - 210 kWh while standard 12-m buses tend to be in the 300kWh - 450
kWh. Some manufacturers offer buses with extended range, which correspondingly have higher
battery capacity, upwards of 550 kWh. The table below includes examples of battery capacities
for different electric bus models. Although this is not an exhaustive list, it provides a sense of
the variation among different models.
Table 14. Electric Bus Characteristics in the US
Bus Model Battery Capacity Range Length Passenger

Capacity
BYD K7 180 kWh 220 km 9m 22
BYD K9S-ER 352 kWh 346 km 10.6 m 32
BYD K11 578 kWh 354 km 18 m 47 - 55
Yutong E8i Shenlan/CATL 121.13-175.03 kWh 150-250 km 8.1m 55-70
Yutong E8 Shenlan 105.71-161.28 kWh 250-410 km 8.1m 53-63
Yutong E10 Shenlan/CATL 180.87-255.48 kWh 330-490 km 10.5m 76-92
Yutong E10i Shenlan/CATL 200.54-300.81 kWh 175-300 km 10.5m 73-90
Yutong U10 300 kWh at least 300 km 10.5m 81-95
Yutong U12 351 kWh at least 300 km 12m 76-88
Green Power EV250 210 kWh 281 km 9m 25
Green Power EV350 430 kWh 321 km 12 m 40
New Flyer Xcelsior 311 - 388 kWh 257 - 313 km 11 m 32

Charge 35' Long Range
New Flyer Xcelsior 311 - 466 kWh 257 - 362 km 12 m 40

Charge 40' Long Range
Proterra ZX5 35-Foot Bus 440 kWh 386 km 10.6 m 29
51

Proterra ZX5+ 40-Foot 440 kWh 262 - 373 km 12 m 40
Bus
Proterra ZX5MAX 40-Foot 660 kWh 355 - 529 km 12 m 40

Bus
GILLIG Battery Electric 444 kWh 241 - 337 km 12 m 38

Bus
One of the elements related to battery capacity is battery technology. The technology depends
on several factors including the battery chemical compositions. There are various types of
battery chemical compositions available in the market. Most of the battery technology uses
lithium as the main composition, but there are some differences in other compositions.
Table 15. Metrics for Battery Technology of Electric Bus
Metrics LFP LTO NMC
Voltage (V/cel) 3.2 2.4
Specific Energy (Wh/kg) 120 220
Lithium-Ion Phosphate (LFP) batteries are among the most popular battery compositions. The
LFP battery provides a reasonably-priced technology with a proper power parameter and good
life cycle for electric buses72. However, LFP has a lower specific energy and less voltage per cell
which also impacts the weight of the battery. A slow charging rate in LFP may also impact on
the duration of charging on electric buses.
Other types of battery compositions are Lithium Titanium Oxide (LTO) which is less popular
than LFP for an electric bus. LTO is relatively more expensive battery technology than other
lithium batteries since the price of Titanium is also high73. Nevertheless, LTO offers great
thermal stability and is available for high-current charging infrastructures. It also can last
longer in terms of life cycles compared to regular lithium batteries.
The technology of Nickel Manganese Cobalt (NMC) also is one of the battery technology
options for electric buses. The specific power for electric buses with NMC batteries is great for
smaller battery weight and longer driving distances. Yet, NMC provides less safety than LFP due
to its flammable compositions. It would be more dangerous for electric buses using bigger
battery capacity.
Battery cost is the single most important factor in electric bus upfront costs. Battery costs have
declined rapidly since 2010 at an annual rate of 16% per year74. Figure 8 is a review of 74
different estimates of battery pack costs ($USD/kWh). Cost estimates included are from peer
reviewed papers in international scientific journals; the most cited grey literature, including
72
Carrilero, I., González, M., Anseán, D., Viera, J. C., Chacón, J., & Pereirinha, P. G. (2018). Redesigning European Public
Transport: Impact of New Battery Technologies in the Design of Electric Bus Fleets. Transportation Research Procedia,
33, 195–202. https://doi.org/10.1016/j.trpro.2018.10.092
73
Zaghib, K., Dontigny, M., Guerfi, A., Charest, P., Rodrigues, I., Mauger, A., & Julien, C. M. (2011). Safe and fast-charging
Li-ion battery with long shelf life for power applications. Journal of Power Sources.
https://doi.org/10.1016/j.jpowsour.2010.11.093
74
https://mackinstitute.wharton.upenn.edu/2020/electric-vehicle-battery-costs-decline/
52

estimates by agencies, consultancy and industry analysts; news items of individual accounts
from industry representatives and experts; and, finally, some further novel estimates for
leading electric vehicle manufacturers.
Figure 8. Battery Pack Cost Based on Various Sources
Electric buses are an emerging technology for TransJakarta, the E-bus selection and operation
is quite different with diesel and CNG buses. Because of its special energy supplement mode
and the current vehicle technology, the following issues need to be considered when choosing
bus type and battery size:
● Choosing matured vehicles and battery types, 8-meter, 9-meter, 10-meter, 12-meter are
matured in the market, and with the improvement of battery energy density, the
driving range of electric buses is also increasing. 18-m electric buses are available in
limited markets, but the production and the deployment would not be as fast as the
9m to 12m electric buses. So it is sensible to procure 12-m electric buses in the early
stages of electric bus implementation.
● Choose the appropriate electric bus to match the existing bus service in TransJakarta.
High deck electric buses are needed to match the BRT services in TransJakarta, and low
deck electric buses are required to match the bus services on non-BRT lines. Some bus
routes need 18 meters electric buses to meet the passenger demand.
● When allocating electric buses and choosing the right battery size to bus lines, it is
necessary to match the e-bus driving range with the average daily operating distance
of the bus route, and try to ensure that the 1：1 replacement ratio of electric buses to
original disiel or CNG buses.
● BRT routes tend to have more constant routes with proper bus stations and stops.
Meanwhile, non-BRT routes have a lot of route characteristics, such as looping routes
and mixed traffic routes. These characteristics would affect the operational efficiency
of electric buses in terms of trip distance and trip duration. Therefore, it is more
appropriate for Transjakarta to choose the BRT routes over non-BRT routes in the
initial stages.
53

● Consider the type of charging facilities and the location when selecting the e-bus type
and battery size. For e-buses that can only be charged at night and need to operate for
a long distance during the day, it is necessary to configure large-size batteries, while
for pantograph and bus routes that can be configured with stage charging facility, the
capacity of batteries can be appropriately reduced. More detailed analysis please see
Chapter 6.
● The fleet weight is also part of the consideration for the fleet technology as the
prioritized type of bus is already discussed. The size of battery capacity would be an
essential factor to consider in the fleet weight. Based on the analysis above, it would
be more logical for Transjakarta to consider the 180 kWh battery capacity over other
types of battery size at the initial stage. Buses with 180 kWh batteries would not reduce
the capacity of passengers in bigger scales.
Based on the current TransJakarta operational data such as fleet composition, daily driving
distance, passenger flow, frequency, and probable charging infrastructure and locations, e-bus
size and battery size recommended for TransJakarta as below. The detailed e-bus allocation
plan please see Chapter 6.4 Route Grouping.
Table 16. Fleet Specification Recommendations
Service type Bus type Bus size (m) Battery size (kWh)
Single 12 180
BRT
Articulated 18 350
180
Single 12
324
Non-BRT Medium 9 135
180
Low entry 12
324
4.3 Charging Infrastructure

Charging infrastructure is one of the most critical aspects of the electric bus deployment. The
type of charging infrastructure, location of the charger and also the power chosen for each of
them will have direct impacts to the e-bus operation. Based on the TransJakarta current public
transit services, and also the e-bus type and battery size chosen for the bus routes, the
recommendations of charging infrastructure were suggested below.
4.3.1 Charging Technology
A. Charging Current
The charging system relies heavily on the technology implemented in the system. The
technology can vary depending on the requirement of bus operations and maintenance. The
54

cost of charging technology would be also a deciding factor since it is also a huge investment
for bus owners or operators.
One of the critical elements in charging systems is the current selection of charging systems.
Same as general electrical components, there are two types of current for charging systems:
Alternating Current (AC) and Direct Current (DC). The AC charging system uses the common
current used in the grid network while the DC charging system would need a current converter.
Plug-in chargers (where the electric bus is manually connected to a power source) can provide
AC or DC. Overhead charging (where there is an automated connection between the power
source and the top of the electric bus) provides DC.
● AC charging systems typically have a higher worldwide usage for electric vehicle
charging in recent years. On the other hand, an AC charging system would require an
external AC/DC converter usually placed in the electric buses. The size and weight of
the converter may differ depending on the charging power. As a result, the AC charging
system would have a relatively low charging power compared to the DC one.
● The DC charging system is widely used for e-buses. The off-board charging
infrastructure would also be bigger than the AC charging system since the AC/DC
converter would not be inside the bus or on board. However, the DC charging system
has a wider range of charging power from the slow charging and the flash charging.
Several transit agencies in the world may have their own preference on AC or DC charging
systems. In a survey of 18 transit agencies in the United States conducted for the National
Academies of Sciences, Engineering, and Medicine, 33% indicated a preference for AC charging
and 17% for DC charging, while 33% had no preference and 17% did not know.
Although the previous pre-trial of electric buses, Transjakarta has used the AC charging system
instead of the DC one, we recommended Transjakarta may use the DC charging system for the
charging infrastructures of electric transition, because DC charger can provide fast charging
current which provide more flexibility of bus operation. The DC charging system has a wider
range of power from 30 kW for depot charging to 350 kW for fast charging. It means the DC
system may fit into various circumstances for charging. Furthermore, the DC charging system
seems to be in development for the upcoming years.
B. Charging Plug
There are many types of charging plugs used for electric vehicles, such as Combined Charging
System (CCS), Charge de Move (CHAdeMO), and Guobiao Standard (GB/T). Each charging plug
has different characteristics offering various features.
CCS charging plug has a major advantage on its popularity, especially in Europe and North
America. The popularity of CCS among electric vehicles has moved several manufacturers to
use the same charging plug for their products. Several electric bus and electric bus charger
manufacturers have joined the Charging Interface Initiative (“CharIN e.V.” or “CharIN”). CharIN’s
mission is to promote CCS as the standard for all types of battery-electric vehicles. CHAdeMo is
more popular in Japan and countries other than in Europe and North America. One of the
unique features in CHAdeMO plugs is that it has a bi-directional charging system which means
users may sell their power to the grid.
In China, GB/T plugs have become a standard for charging plugs. Since the Chinese
manufacturers have dominated the market, many places have implemented GB/T plugs for
55

their electric bus charging systems. Its dominance may infer to the massive availability of
products, especially countries preferring Chinese manufacturers and products. Trial electric
vehicle products in Indonesia also most likely are dominated by GB/T plugs today.
For the charging plug, Transjakarta may opt for the CHAdeMo plug over other charging plug
options. Although the CHAdeMO plugs are not available for certain types of electric buses, its
global standards would increase the flexibility of fleet options. The GB/T plugs may offer more
affordable prices yet the fleet options would be limited to Chinese manufacturers only. In
recent pre-trials, Transjakarta used the GB/T plugs since they only used the Chinese-based
buses so far.
Charging plug standard as one of the charging technology aspects in electric buses has wide
variation across the globe as discussed above. On the other hand, the policy in Indonesia has
not put a general standard for charging plug of electric vehicles including electric buses. The
situation would put the electric bus market in a difficult position since they may not procure
several models of charging plugs.
C. Charging Type
There are three main BEB charging types: traditional plug-in, pantograph charging, and
inductive charging. Some types, such as plug-in and on-route pantograph charging, may be
combined. Each charging type requires distinct infrastructure, and presents different
advantages and challenges. Other charging types, such as battery swapping are not included in
this review.
● Plug-in charging. Traditional plug-in, also referred to as depot or overnight charging, is

the most common charging method globally. In China, the largest bus and charger
market, traditional plug-in dominates the electric bus scene. It is the least expensive
charging option with relatively low infrastructure investment costs, the least intensive
on the electric grid and batteries, and the most flexible option for infrastructure layout.
Plug-in charging includes both slow AC charging which typically takes about 8-10 hours,
as well as fast DC charging that takes about 1-6 hours. Plug-in chargers will likely be at
the end of routes or in bus depots, which may be new or existing locations that are
retrofitted. Depot construction and retrofitting must consider the extra area needed for
electric chargers, which require more space than diesel refueling. The number of
chargers needed for a fleet will depend on the charger and battery size, capacities,
rates of charging, and charging method, among other factors. Generally, one charger
per vehicle for depots, and one charger for up to eight vehicles on-route. However, new
technologies are constantly emerging, and large-scale chargers such as the 1.5MW
charger by Proterra can charge up to 20 vehicles simultaneously. Decision-makers must
work directly with vendors and utility companies to understand their system’s charger
to vehicle ratio.
● Pantograph (overhead) charging. Pantograph charging is more expensive than plug-in
charging, but enables longer operational distances, uses smaller batteries that allow
for more passengers, and has a significantly shorter charging time. This charging type
can be combined with overnight charging to ‘top up’ bus batteries throughout the day
(as seen in Barcelona and Seattle), or be used by itself. The chargers can be
roof-mounted (where the charging arm is mounted to the bus and the bus connects to
the charger) or pole-mounted (where the charging arm is mounted to the charging
56

pole and the pantograph drops down to connect to the bus). For this charging type, the
chargers are placed along or near the route, so that buses may be charged throughout
the day, at designated charging locations (often stations, ends of routes, or other
optimized locations, such as where different routes overlap). It is more common in
Europe and North American than other regions, but is beginning to grow in China.
While plug-ins may take anywhere from 1-10 hours, pantograph charging takes about
five to 20 minutes to reach 80% of battery, or less time to reach sufficient charge for a
route service (around 40-80%). The size of battery and the amount of charge needed
depends on whether pantograph charging is combined with overnight charging, but
generally pantograph charging is most financially advantageous for large cities with
high kilometers travelled per public bus. While opportunity charging (i.e. short term
charging on or near routes) with pantograph infrastructure yields the greatest electric
bus service performance and route stability, financial and grid constraints (from high
volume charging within a short period, as opposed to low intensity charging over a
longer period with plug-in) may slow adoption.
● Inductive charging. Inductive charging is a wireless charging system that uses a
contactless power transfer system that allows electrical energy to be supplied to buses
without any electrical or mechanical contact75. Although the system is still considered
as a low charging system with a range starting from 30 kW to 60 kW, the advantages of
this system can be seen from the absence of physical contact and driver interventions
which can reduce the charging duration and makes this system is suitable for
opportunity charging at stations.
Based on the current operations of TransJakarta, the combined charging type would be an
ideal option for Transjakarta. The depot charging strategy alone would not be sufficient to
support the operations, particularly for longer routes. Many Transjakarta routes would exceed
the distance range charged only by overnight charging. As the number of fleets would grow in
the future, it is reasonable to invest in opportunity charging outside the depot.
In terms of charging strategy, the use of staging facilities would be helpful to increase the
range of electric buses. The staging facilities may be placed in the start or the end or both
stations depending on the operational requirements. Transjakarta may use the staging facility
to charge buses in several suitable routes to operate properly.
Table 17. General Comparison of Charging Strategy
Implication to Bus
Charging Strategy Typical Location Typical Charging Power
Battery Size
Depot Charging Depot Large Battery Size 150 kW
Staging charging Start or end of the Large/Medium Battery 150kW

routes size
Opportunity Charging Terminal or Station Small - Medium Battery 180 kW

Size
Flash Charging Terminal or Station Small Battery Size 450 kW
4.3.2 Infrastructure Design

75
Griffith et al. (2008). Inductive Charging of Ultracapacitor Electric Bus
57

As a part of charging infrastructure, infrastructure design is an important aspect to consider
when choosing overnight charging at the e-bus depot. It should include charging stations,
parking areas for buses and workers, workshop areas, offices, and other supporting facilities in
the e-bus depot design. Another issue of infrastructure design is the operational flow in the
depot. Since electric buses may bring a different operation time or arrangement, the design
should consider the flow of buses within the depot. Besides that, the availability of land and
the number of fleets that will park in the depot are also crucial to be taken into account in the
design.
In general, there are four main bus activities in the e-bus depot, which starts with the
inspection process, maintenance, washing/cleaning, and charging process. All these processes
have different time durations, and a good design should optimise this total time consuming, so
the e-buses can operate within the schedule. Based on the Transjakarta current operation
data, to operate within the schedule on the next day, the maximum time that all fleets should
spend in a depot since the arrival of the first batch must be less than 7 hours or 420 minutes.
This time limit corresponds with e-bus depot design, such as the number of fleets that can be
served, type of chargers and number of chargers that should be installed, and also defining
minimum bays for inspection, maintenance, and washing/cleaning activities in the depot. All
these primary components should be included in the design, and the size of each component
might vary depending on the availability of the land to build the depot. If land availability is
limited, then creativity in the design might be required. For instance, multi-level parking might
be employed in the design rather than at-grade parking to optimise spaces.
In some routes that overnight charging only is not viable, staging facilities might be required as
the supporting charging system to meet the daily operation mileage of each route. This staging
facility is also part of the charging infrastructure designs to consider. The facility can be in the
form of charging spaces along the route, including bus stations. It can also be a separate
facility nearby the route dedicated to charging the electric buses. It is worth noting that in the
design of staging facilities, the area of land and type of chargers might be different from the
e-bus depot design. This facility might need smaller spaces but fast charging strategies.
Typical Depot Design

For e-bus depot design, Transjakarta may use a typical depot design but should include
charging stations. In order to minimize bus movement after fully-charged, it is recommended
that the charging poles should be installed next to the bus parking areas, so e-buses can
charge their battery and then move to the parking lots and spare the chargers for the waiting
buses.
Besides the charging process at the depot, space availability for the inspection zone,
maintenance area, and washing bay should also be considered in the e-bus depot design. It is
recommended that to spend less than 420 minutes serving 200 e-buses, a depot should have a
minimum of 8 bays for the inspection process, 10 bays for maintenance areas, and 8 washing
bays. The recommendation for the typical e-bus depot design is shown in Figure 9, and for the
detailed explanation about this design, see Annex 1.
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Figure 9. Proposed Electric Buses Depot Layout
4.3.3 Grid Network and Energy

The grid network and energy play a major role in delivering proper operation of electric buses,
especially in charging infrastructures.
The load profile is one of the most important aspects in grid networks. Transjakarta should
consider having a constant load profile in their power consumption of charging infrastructures.
The constant load profile can be managed by using the charging station at the same time and
the same duration. A reliable operational flow also would help Transjakarta to achieve a
constant load profile.
Taking Transjakarta's plan to charge their electric bus fleets with renewable energy by utilizing
solar PV rooftop, opportunity charging would be a better solution than overnight charging.
Transjakarta electric buses will operate during the day when solar PV rooftops also fully
operate and the generated electricity can be directly used to charge the buses. If the latter
option is to be chosen, Transjakarta will need to install a large battery system to save the
generated electricity during the day for overnight consumption. This without a doubt will
increase the capital cost.
Transjakarta may also consider the location of grid extensions for the charging infrastructures.
Inner city locations tend to have wider and more extensive grid networks that may not require
a lot of cable extensions. Therefore, it would be great if Transjakarta may consider building
charging stations in inner city areas having a current grid network. However, inner city
locations also have their disadvantage. Transformator distributions in the inner city area might
not have enough capacity left to accomodate big electric demand from the charging stations.
That means, whether the charging stations need to provide new and dedicated substation’s
transformer (it means additional cost) or reduce the charging station’s power to match the
available capacity of the existing substation’s transformer.
59

Without the grid network and capacity support, charging infrastructures will not work properly.
Charging infrastructures depend on the grid network to have consistent support.
A. Grid Capability
It is crucial to conform with the existing power grid requirements and codes. It means, electric
bus charging stations must consider the capability of grid networks and grid safety in
supporting the electric bus operation. Many elements may affect the performance of the grid
supplying electricity to the charging system for the electric buses.
The load profile shows the electrical load in a system within a time period and is one of the
essential elements in planning the system’s operation. The electric bus operation scheme
would have a typical load profile based on the charging time, charging power, and charging
duration. This load profile also relates closely to the bus charging operation, whether it is
overnight charging or opportunity charging76. It is preferable to have a manageable load profile
that has a minimum number of spikes and consistent profiles and contributes to less stress to
the existing grid.
Another element to consider is the average demand of charging power. It is one of the most
significant factors in charging demand. The average demand is the metric to measure how
much power is needed for charging an electric bus on average. The number of electric buses
charged in the stations and the type of charging would affect the average demand. Having this
electric demand data will help to determine which charging stations (in the case there will be
more than one charging station) connect to which substation.
B. Local Grid Network

While it is important to look at the national and regional grid network, the local grid network in
the vicinity of the charging station should not be overlooked.
One of the most important aspects is the current cable grid network. The current network may
have several impacts on the cost of connecting the charging stations to the actual grid. Should
the charging stations be out of reach, the network may need to be expanded and it requires
cost to extend the current network.
The transformer substation would also become one of the important things to consider in the
local grid network. For a big size and centralized e-bus charging station, it is usually supplied
by a dedicated transformer substation to avoid congestion with other loads, e.g. households
demand, in this distribution network. Working together with the local utility, this trafo
substation can be negotiated to be closer to the charging station. However, for a small size and
distributed charging stations, the electricity supply will need to be taken from the closest
available substation. Several characteristics may need to be defined from the transformer, such
as its location, size and current load, as this will determine whether this transformer can still
be used to supply the required power. Moreover, since the battery used for electric buses is
usually large, high charging power is usually required to shorten the charging time, which in
turn can increase burden to the substation.
C. Integrating Renewable Energy for Charging
76
Opportunity charging refers to charging the buses along their routes, for example at the bus
stops during the time when passengers get-in/out of the bus.
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In order to support the grid while integrating renewable energy sources at the same time,
distributed/decentralized energy generation such as rooftop solar photovoltaics (PV) can be
considered in the charging strategy. In the case where overnight charging is employed, there
might be a mismatch between solar electricity production and e-buses charging demand at
night, in which a battery energy storage system would be required. In the case where
opportunity charging is the preferred option, rooftop solar can be deployed at the charging
facilities at the end of route without a need for an energy storage system—unless required for
another purpose. On the other hand, Indonesia also has a typical rainy season and the solar
energy can be varied within a year hence it will be essential to consider the energy storage.
Consequently, the cost of installing energy storage needs to be put into a careful consideration
as it is not a cheap investment.
It is important to note that in the case of overnight charging, where charging is mostly done at
the bus depot at night, a huge size of battery energy storage system would be required, if a
high level of renewable energy charging penetration (%RE charging) is to be achieved. This will
certainly add a significant amount of cost to the overall cost of the charging infrastructure. In
addition to that, dimensional constraints might also limit the level of renewable energy
penetration, especially for the rooftop solar. Therefore it is important to optimize these factors
when considering a high level of renewable energy share in the charging strategy.
In the case of opportunity charging, especially during the day, rooftop solar generation can be
used directly for charging the e-buses although at a very limited share as the charging is
usually done within minutes at the end of route and solar output will not be enough to supply
the entire demand from the fast charger. When not in use, however, rooftop solar generation
can be used for the facilities at the end of route and will be exported to PLN’s grid if there is
an excess supply of electricity through the net metering policy, as stated in Ministry of Energy
and Mineral Resources (MEMR) Regulation 49/2018. Alternatively, besides e-bus charging, solar
PV can also be used for self-use at the bus stops and facilities.
Lastly, integrating renewable energy sources—particularly solar energy—for e-buses charging

requires a proper optimization and consideration based on many factors. Most fundamentally
is the charging strategy in which the buses are going to use. Depending on that, opportunities
for solar PV penetration can then be optimized considering e-buses load and solar generation
profiles, areas or space for rooftop solar installation, battery energy storage system capacity
(when needed), and ultimately, the entire costs and benefits of integrating the solar energy for
e-buses charging.
4.4 Capacity Building

With the introduction of electric buses, there will be a lot of changes in terms of bus
operations, maintenance, charging, and other related aspects. Therefore, capacity building in
the electric bus ecosystem plays an important role to create a smooth transition.
It is great to understand that currently, Transjakarta has started a specific unit focusing on the
plan and the operation of electric buses. While focused organizations would help much of the
work, training and developments on electric buses are crucial to be started as soon as
possible. A best practice would be to coordinate training prior to or during the early stages of
the bus procurement process, as well as determine which staff members will receive training.
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Several major changes in the working process, such as bus drivers and maintenance workers
should be the priority for the training to smooth the transitions.
A. Human Resources Training and Development

Transitioning from conventional buses to electric buses would require human resources to
keep up with the new technologies. Hence, it is critical to developing human resources
according to the electric bus technology chosen.
Training for critical human resources in electric buses, such as drivers and maintenance staff,
would be essential as there are substantial differences compared to conventional buses. Prior
to or during the early stages of the bus procurement process, coordination with bus
manufacturers should occur in order to schedule the necessary training. In addition to drivers
and maintenance staff, external partners, such as first responders, should be trained on
electric buses. A human resource development plan for electric-bus-related staff should also
be considered.
For smooth operation, drivers should be trained on the difference between conventional buses
and electric buses. Electric buses have different components and controls and different
performance levels from their conventional counterparts. Operational training should include
training on expected range and limitations, including climate variations, as well as expected
refueling and recharging times. Drivers should also be trained on developing efficient driving
habits, as driving habits could affect bus efficiency and performance. Additional training or
incentives can be established to promote more efficient driving behaviors. Operators should
also be briefed on issues related to silent operation, including being mindful of pedestrian
safety and ensuring the bus is correctly shut off when parked. Operators should be trained to
read and understand system notifications from the bus, such as remaining operating time and
estimated range. Additionally, there should be consistent protocols on dealing with the
warning signals and system notifications that may appear on the dashboard.
Maintenance staff should receive technical training, including how to troubleshoot all-electric
propulsion and auxiliary systems and how to work with on-board diagnostic systems. In
addition to operation and maintenance training, sufficient high-voltage hazards and safety
training should be provided to all staff supporting bus deployments. Maintenance and
operations staff should be familiar with procedures to follow when there are disruptions that
affect the electric buses, such as power outages.
B. Operational Management
Since there will be a significant change in operations, there is a possibility that bus
management will have an adjustment, especially for taking care of electric buses.
A dedicated managing team would be important to be established to create a consistent

management system for issues for electric buses. The electric bus managing team should be a
team with experiences and knowledge in electric bus operations. Inside the team, there are
several elements to be considered, such as fleet operations, maintenance, and management.
Bus schedules or layover times may need to be adjusted to accommodate for the charging
needs of electric buses. Procedures to address disruptions in operations should also be
updated. Since charging infrastructure requires continual power to operate, procedures need to
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be updated to account for power outages and how they will impact operations. Options should
be explored for how to secure backup power during these situations.
4.5 Technological Advancement

In support of the technology within the electric bus itself, there should be a supporting
technological advancement to create a smooth operation of electric buses. The technological
advancement may revolve around the operational support system, such as bus tracking
technology, mapping system, and improved operation control centre (OCC).
The implementation of electric buses would require a proper bus tracking system since electric
bus operations are sensitive to distance range. It may utilize the GPS systems tracking the
movement of the bus and the average speed of buses. Having a system to collect real-time
deployment data can provide better insights into bus performance under various conditions,
including operating profiles, driving styles, and service areas.
Technical advancements, as discussed above, may also be introduced as soon as the electric
buses are in the procurement plan. Transjakarta may start discussing the technology
advancement with the bus manufacturers, the grid providers, or any related electric bus
stakeholders to maintain the electric bus operations at top. The introduction of more advanced
bus tracking systems including real-time monitoring systems would be helpful to manage the
electric buses properly. The usage of monitoring systems for charging stations would also be
required to prevent operational problems or hazards relating to electricity or related issues,
such as electric spikes or overloaded power consumption. It is recommended that electric
utilities are consulted when developing a system to monitor charging stations. Utilities may
provide necessary input in developing an electric infrastructure and an appropriate charge
management system.
To minimize energy costs, a charge management system could be put in place. A system can be
as simple as limiting the time of day charging occurs to a more complex arrangement of
alternating bus charging times so that fleet charging is not occurring simultaneously. A robust
charge management solution will allow the flexible operation of the fleet. Software solutions
for charge management are available in some markets.
4.6 Gender Equality and Social Inclusion

Policy identification/collection and analysis (among others in existing policies for investment
options) should consider GESI dimensions. It will identify and outline the project's potential
impact for women and marginalized groups (among others in existing operation, accessibility
and safety, procurement, core labor standard, fleet requirement, charging option, and depot
situation as well as other relevant aspects). Based on the policy analysis, GESI aspects shall
contribute and provide national and sub-national policy recommendations for any relevant
issues under this roadmap of electric bus deployment.
The roadmap of E-bus deployment should state GESI related strategy and activity clearly
including in the timeline and budget, if any. The strategy should cover:
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● Sex disaggregated data collection in the overall relevant aspects of these roadmap
monitoring and evaluation including the annual report indicating social and gender
dimension.
● Policy change and support in the areas of existing operation, accessibility and safety,
procurement, job opportunity, core labor standard, fleet requirement, charging option
in the context of electric buses deployment.
● Any capacity building and training will consider GESI dimensions and participation of
women and people with disabilities.
● Dedicated GESI focus activities and budget to increase women’s participation in job
opportunities and procurement framework.
Mainstreaming GESI could be applied through two mechanisms i.e. GESI mainstreaming
throughout the relevant aspects of electric buses deployment and GESI focused
strategy/activities such as specific training and capacity building.
Mainstreaming GESI throughout electric buses deployment could be implemented though

these following relevant aspects:
A. Accessibility, Safety, and Affordability

Safety issues in public transport is one of the key challenges across the globe. Women and
mainly people with disabilities face difficulty in accessing public transportation and
participating in the labour market. To develop better transportation, we should identify the
needs of women and other vulnerable groups and better understand the challenges they face.
The authority is undertaking various measures to make public transport safe and comfortable
for women. It is very important to understand the travel needs of men and women are
different.
Government is in charge and obliged to provide public transportation/bus that meet the
standard of safety, security, convenience, and affordability. To this end, the law requires in this
case TransJakarta fleet to meet the SPM (Standar Pelayanan Minimum) or Minimum Service
Standard that covers: (a) security; (b) safety; (c) convenience; (d) affordability; (e) equality (Law
No.22/2009 on Traffic and Road Transport, GR (Government Regulation) No.74/2014, MR
(Ministerial Regulation) No.98/2013. SPM is significant for TransJakarta Buses users/passengers
due to it contains services standards including for the marginalized groups (the elderly,
children, disabled, and pregnant women).
The electric buses deployment can be the momentum to improve accessibility and safety
issues for women and other vulnerable groups (children, elderly, and people with disability).
Any investment and subsidy for electric buses deployment with all new infrastructure could be
a momentous and appropriate entry point to enhance the accessibility, safety, and affordability
for any TransJakarta fleets.
B. GESI Related Policies
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Even though national and DKI Jakarta policy/regulations on safety and accessibility of public
transportation are currently available, yet it lacks more appropriate gender dimensions in the
overall framework of public transportation services, in particular electric buses deployment.
The minimum service standards for the public buses services mentioned above lack of more
appropriate gender sensitive monitoring and evaluation framework. In some interviews with
public buses corporations such as TransJakarta, DAMRI, and even the Ministry of
Transportation, no clear, consistent, and productive monitoring and evaluation
process/procedure for the minimum services standards which address the GESI issues. Some
spot checks evaluations occurred for these standards application.
GESI dimensions in the context of electric buses deployment basically are not only about the
accessibility and safety issues but it should cover the access to employment and corporate
leaderships, gender sensitive procurement, health and safety, and core labour standards
(including anti sexual harassment/abused). An in-depth research and analysis for the latter
should be conducted in order to provide specific GESI dimensions information for these areas.
C. GESI Related Fleet Requirement

Most fleet requirements in the context of electric-buses deployment usually contain and solely
focus on the technical aspects. In other words, social and gender are not yet considered in the
fleet requirement. In most narrative and discussion on fleet requirement, fleet requirement is
the matters that the engineers’ crowd shall deal with. Ideally, the GESI consideration should be
in the framework of fleet requirement, such as the special space and ramp for the disabilities.
Government policies for these requirements also not yet consider the fleet requirement as
well.
While mainstreaming GESI focused strategy/ activities through specific training and capacity
building could be implemented though these following relevant aspects:
D. GESI Related Training and Capacity Building

As mentioned, some issues that should be considered in the electric buses deployment is,
among others, accessibility, safety, procurement, job opportunities, and core labor standards.
These will imply some additional support from the corporate corporate management, and it
will need more capacity building and training for management and staff. The training shall
consider women’s participation and leaderships as well as core labor standard in relation to,
among others, non-discrimination, equal opportunity and anti-sexual harassment/abused.
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5. Previous Studies on Transjakarta Electric Bus
Deployment
To date, two studies have been done on the deployment of electric buses by Transjakarta. The
first study was conducted by Grutter Consulting and ADB, focusing on electric bus deployment
on BRT Corridor 1 and Corridor 6, and the second was by C40-CFF which focused on the
implementation plan of 100 pilot electric buses as a follow-up of the pre-trial stage. To provide
the background on several assumptions made in this report, the main findings and
recommendations of both studies will be presented briefly in this section.
5.1 Study on Electric Buses for BRT Corridors 1 and 6 of

Transjakarta
The study was carried out in 2019 by Grutter Consulting team and ADB.
5.1.1 Scope of the study
The study assessed the technical, financial, and economic viability of three electric bus
technologies (overnight charging, opportunity charging at end-of-routes, and flash charging at
bus stops) for Transjakarta’s BRT Corridor 1 and 6. Battery-swap and trolleybus technology are
not assessed due to their route inflexibilities and very high infrastructure costs.
5.1.2 Main findings and recommendations

1. Electric bus technology recommendations:
a. Flash charging technology with smaller LTO batteries is recommended for
Transjakarta BRT corridors. The option has the lowest TCO between the three
charging technologies, lowest grid supply risk due to its high redundancy of
charging locations, and does not require additional buses. Overnight charging
for BRT corridors is not recommended due to the high costs, additional
operational complexities, and risks due to the additional fleets required. An
overnight charging system will require a very large battery set which results in
lower bus capacity and hence more fleets. The option is in particular not
feasible for 18-m articulated buses. Opportunity charging at end-of-routes is
also not recommended for BRT corridors due to additional operational
complexities, higher risk related to grid supply and blackouts since the
chargers are only placed at two locations per route, and the need for
additional buses. With the short 2 minutes headway of BRT service at peak
hours, multiple charging posts are needed to tackle the backlog due to the 2-6
minutes charging time requirement for each bus.
b. For feeder and non-BRT routes, fast-charged electric buses are recommended.
With their smaller battery and lower total capital costs of infrastructure, they
have 20% less TCO and overall lower upfront investment compared to
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slow-charged buses. In addition, they also have less operational risks and
more operational flexibility.
2. Full electrification of both corridors is recommended to achieve the lowest possible
TCO, since the upfront costs of infrastructure will be the same to fully or partially
electrify the fleets.
3. Findings on grid implications:
a. The 0.01% additional electricity demand from Corridor 1 and 6 electrification
will not affect the power generation since it is still considerably lower than the
forecasted 6.9% annual demand growth by PLN.
b. Overnight charging sites at depo with a capacity of above 50 buses (5-15MW)
will require new 20kV cables to connect the site to connect to 150/20kV
substations. Overnight charging sites with lower capacity and en-route flash or
opportunity charging poles can be connected to existing 20kV cables.
4. The economic costs of air pollution should be considered in the TCO calculation. The
full electrification of both corridors will result in 50% lower GHG emissions, even with
the high carbon factor in Indonesia, and thus bring significant health benefits
5. Cost parity with diesel buses can almost be reached using non-subsidized diesel fuel
(500 ppm sulphur diesel) or if the cost of charging infrastructure installation is
subsidized.
5.2 Study on the Implementation of 100 Pilot Electric

Buses
The study started in March 2020 and is still conducted until March 2021 by C40-CFF.
5.2.1 Scope of the study
The study supports the implementation of 100 pilot electric buses, by conducting technical,
institutional, legal, and financial feasibility analysis, furthermore also preparing business and
financial models to procure the pilot fleets. The study includes identification of routes for the
pilot project, based on TCO analysis (comparing the TCO difference between electric buses and
diesel buses on each route), number of buses, and daily ridership on each route, identification
of pilot project charging strategies and charger specifications, and identification of
recommended fleet size and specifications.
5.2.2. Main findings and recommendations
Since the study is still ongoing, the pointers presented here are based on the submitted
deliverables i.e. the Technical Feasibility Study and Financial Feasibility Study.
1. Big battery buses (324 kWh) are recommended for BRT routes. Route characteristics
and operational readiness are highly influential in determining the fleet specifications.
Although medium battery buses fare better in terms of TCO difference, the requirement
to provide en-route charging infrastructure is a challenge for Transjakarta in the short
term.
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2. Medium battery buses (180 kWh) with fast charging are recommended for Non-BRT
routes.
3. The average TCO for medium buses with small batteries (135 kWh) is still 53% higher
than the average TCO of medium buses on Non-BRT routes. This significant difference
causes the recommendation to delay medium electric bus deployment until the
battery cost is further reduced.
4. Recommendations on charging strategy:
a. Overnight charging at depots for big battery (>300kWh) buses, with bus-charger
ratio of 2:1.
b. Overnight charging at depots and opportunity fast charging at terminals for
small to medium battery buses, with bus-charger ratio of 5:1.
5. Recommendations on financing strategy:
a. Given the reduced revenue and budget due to the COVID-19 pandemics,
self-financing opportunities by Transjakarta and the Government of Jakarta are
limited.
b. Operator self-financing through the domestic banking sector or PT SMI is thus
recommended, but still need to consider the recovery from the pandemics
situation.
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6. Timetable for Transjakarta Fleet Electrification
This section will cover analysis and recommendations on the timetable for Transjakarta fleet
electrification.
6.1 Methodology
The goal of this timetable development is to determine route priority and implementation
phases for Transjakarta full fleet electrification. The approach taken to develop the timetable is
presented below.
Figure 10. Timetable Methodology
1. Defining the typology
The review of Transjakarta’s current operations made on Section 2 has shown that the public
transport operator has many routes with different characteristics and various types of bus
which cater different services and routes. Analyzing all possible combinations of electric bus
technologies (fleet size, battery size) on all routes would be onerous. It would also be
undesirable for Transjakarta to have too many variations of electric bus technology on their
routes; it would be difficult to achieve the economies of scale and add more operational
complexity. Therefore, typologies of electric bus technology were firstly defined prior to
analyzing route priority and implementation phases.
2. Identifying charging systems
Following the typology definition, we identified the charging system suitable for each route for
each typology. There are three charging systems considered for this analysis:
1. Overnight charging at depots (150 kW chargers)
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2. Overnight charging at depots (150 kW chargers) + Opportunity fast charging at
terminals (450 kW chargers)
3. Overnight charging at depots + Opportunity fast charging at terminals + Opportunity
flash charging at bus stops or at staging facilities
Analysis to determine the suitable charging system for each route was done for each typology.
If there are multiple battery size options considered for the same bus type, lower battery size
buses are prioritized in the analysis, because:
1. They have a lower TCO. Currently, batteries are a notable cost component of electric
[1]
bus CAPEX. A previous study has concluded in their preliminary TCO analysis that
considering only overnight and opportunity fast charging at terminals, lower battery
size buses have lower TCO difference with diesel buses compared to buses with bigger
battery size.
2. They are lighter. Heavy battery packs reduce the passenger capacity of buses, which
may cause the need for additional buses for certain routes. More detailed analysis on
the passenger capacity per electric bus typology will be presented in Annex 4.
The analysis of the charging infrastructure requirement was conducted in three steps:
1. We compared the average daily distance of each bus at each route, which ranges
between 55 km to more than 300 km, to the electric bus range per typology. The
overnight charging system was assigned for routes whose daily distance can be
covered by the electric bus range.
2. For routes which cannot be covered by single overnight charging, we analyzed whether
an additional opportunity fast charging system is sufficient to add required energy of a
bus to cover the existing daily distance. The analysis is done by comparing the number
of possible fast charging occasions done at terminals and the number of fast charging
occasions needed by each bus on each route. The calculation parameters are as
follows:
Table 18. Calculation parameters for fast charging requirement
No. of possible fast charging occasion at terminals No. of charging occasions needed
Charging space availability at terminal (No space Charger power (kW)

available at both terminals/Only at one
terminal/Both terminals)
Possibility to charge at peak hours (Yes/No) Charging time (hour)
Number of round trips made per day at peak hours

and non-peak hours
Space availability of the terminal was known based on the type of terminal. Dedicated
terminals, such as Ragunan, Blok M, Priok, Ancol, Kampung Rambutan, and Pulo
Gadung, are assumed to have sufficient space for the installation of charging stations.
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On the other hand, terminals without dedicated land such as Kota, Tendean, and
Harmoni, are unsuitable for fast charging station installation since the terminal is
located in a mixed traffic area and there is no space for buses to be idle for a
minimum of 3 minutes to be charged. To be noted, Kampung Melayu and Lebak Bulus
area are still considered as a location which can be installed with fast charging
although future traffic improvements are required in these locations. The location of
terminal charging points can be seen from Figure 11.
Figure 11. Terminal Charging Point Locations
The calculation was made under the assumptions that each opportunity fast charging
occasion at terminals adds 22.5 kWh of power (after 3 minutes charging using a 450 kW
fast charger).
Buses were assumed to be able to charge at terminals at peak hours if their dwelling
time at peak hours is more than the charging time. Fast charging system was assigned
to routes which have more possible charging occasions at terminals than needed.
3. If the combination of overnight and fast opportunity charging at terminals also is not
viable, we did cost analysis to explore and compare other options which are:
1. Add more buses
2. Use buses with bigger battery capacity (only applicable for single buses)
3. Establish staging facilities to charge the split fleets during off-peak periods
4. Install flash charging at bus stations
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We both compared the quantitative costs as well as conducted qualitative assessments
for each option (e.g. operational complexity, flexibility, and possible advancement of
the technology).
3. Grouping the routes
After the charging technology for each route under each electric bus typology had been
identified, we grouped routes which are recommended to be implemented at the same time.
For BRT routes, a spatial analysis was conducted to identify the groups. Routes with the same
charging systems which have overlaps on their stops, terminals, staging facilities, and depots
were grouped together. The “outliers”, i.e. routes without any spatial overlaps with any other
groups, will be grouped based on network improvement considerations. For Non-BRT Routes,
the same approach was applied to identify the groups. Some of the Non-BRT routes were also
grouped together with the BRT routes if they formed a network. In case there is a scattered
Non-BRT network, a dedicated group for these routes will be formed and the routes will be
ranked based on their demand, daily distance and replacement ratio.
4. Phasing the implementation of the groups
Charging infrastructure provision readiness, in terms of technology maturity and Transjakarta’s

readiness to provide en-route charging facilities in addition to depot charging provided by the
bus operators, was considered to determine the implementation phases.
6.2 Electric Bus Typology

The typologies classify electric bus technology options based on bus type (single bus, medium
bus, articulated bus), battery size, and service type (BRT and Non-BRT). Based on a previous
study by C40-CFFf77 customization of electric buses should be avoided to reduce capital costs.
Therefore, the combination of bus type and its battery size for the typologies has considered
fleet model availability in the market. The service type parameter was also included for the
typology specification since the two services (BRT and Non-BRT) have major differences, such
as:
● BRT service employs only high-deck buses, while Non-BRT can employ both high- and
low-deck buses.
● BRT service starts and ends at terminus stations, while Non-BRT service mostly does
not and hence a fast charging system at terminals may not be viable.
● BRT service mostly operates on dedicated lanes, while Non-BRT service mostly does
not operate on dedicated lanes.
The resulting typologies of electric bus technology are as follows:
Table 19. Electric bus typologies
Typology
Parameter
77
C40-CFF (2020). Technical Feasibility Study Report of 100 Pilot E-buses by Transjakarta.
72

1 2 3 4 5 6 7 8
Service BRT BRT Non-BRT Non-BRT Non-BRT BRT Non-BRT Non-BRT

type
Bus type Single Single Single Single Medium Articulated Single Single
low-deck low-deck
Battery size 324 kWh 180 kWh 324 kWh 180 kWh 135 kWh 350 kWh 324 kWh 180 kWh
6.3 Charging System Identification
6.3.1 BRT Routes
Firstly, routes which can be serviced by overnight or overnight+opportunity charging were

identified. This process has been done by comparing the daily distance of the routes and the
range of BEB batteries (in Km) that will be applied in the system. For example, as can be seen
from Figure 12, a 324 kWh battery which has a range around 216 km can make lots of
Transjakarta BRT routes can be fully run by using overnight charging strategy since the daily
distance is lower than the battery ranges. When the daily distance is passing the BEB range
level, those routes will be considered as the routes which need an opportunity charging.
Figure 12. Average Daily Distance of BRT Buses
A. Single buses
Typology 1 and 2 apply for this analysis. Typology 2 (single bus with 180 kWh battery) will be
prioritized in the analysis due to its smaller battery size. Assuming the power consumption of
[3]
1.0 kWh/km and depth of discharge of 80%, a single bus with 180 kWh battery will have a
range of 144 km. By comparing the Typology 2 BEB range with the daily distance which has to
73

be travelled on each route, we identified routes which could use only the overnight charging
system, and those which need additional opportunity charging systems. The table below shows
the charging system classifications. Two routes, i.e. Route 9 and 13F, have just enough number
of possible charging occasions at terminals but are included in the “Need additional power”
group to account for a safety factor and thus subject to further analysis.
B. Articulated buses
BRT routes which are served by articulated buses were analyzed using Typology 6 (350 kWh
battery). The power consumption for an articulated bus is higher than a single bus, so in this
[4]
calculation it uses 2.3 kWh/km . Using the same assumption of depth of discharge of 80%,
the battery range for daily usage will be around 122 km. Even after using a 350 kWh battery
pack, there are still 12 routes where the combination of overnight and fast charging is not
viable.
Table 20. BRT Routes Charging System
Single bus (180 kWh) Articulated bus (350 kWh)

Charging
System Route OD Route OD
Code Code
Overnight 2C MONAS - JIEXPO 3F KALIDERES - GELORA BUNG KARNO

charging
only 3F KALIDERES - GELORA BUNG KARNO 4C TU GAS - BUNDARAN SENAYAN
4C TU GAS - BUNDARAN SENAYAN 9A PGC 2 - GROGOL 2
4H PULO GADUNG 2 - RAGUNAN
5C PGC 1 - HARMONI
9A PGC 2 - GROGOL 2
9B PINANG RANTI - KOTA
9M PINANG RANTI - HALIMUN VIA KUNINGAN
L4 PGC 2 - DUKUH ATAS 2
M6 RAGUNAN - HARMONI
M7 KAMPUNG RAMBUTAN - HARMONI
Overnight + 1 BLOK M - KOTA 2 PULO GADUNG 1 - HARMONI

Fast
charging at 2 PULO GADUNG 1 - HARMONI 2A PULO GADUNG 1 - RAWA BUAYA
terminals
3 KALIDERES - PASAR BARU 5 KAMPUNG MELAYU - ANCOL
4 PULO GADUNG 2 - TOSARI
5 KAMPUNG MELAYU - ANCOL
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7 KAMPUNG RAMBUTAN - KAMPUNG
MELAYU
10 PGC 2 - TANJUNG PRIOK
11 KAMPUNG MELAYU - PULO GEBANG
13 CILEDUG - TENDEAN
10D KAMPUNG RAMBUTAN - TANJUNG PRIOK
10H TANJUNG PRIOK - BLOK M
13A PURI BETA - BLOK M
13B PURI BETA - PANCORAN BARAT
13D PURI BETA - RAGUNAN
13F PURI BETA - KAMPUNG MELAYU
4D PULO GADUNG 2 - KUNINGAN
4K PULO GADUNG 2 - BLOK M
4M PULO GADUNG 2 - KOTA
5D PGC 1 - ANCOL
5E KAMPUNG RAMBUTAN - ANCOL
5H HARMONI - ANCOL
5K KAMPUNG MELAYU - KOTA
7M KAMPUNG RAMBUTAN - PULO GADUNG 2
9K KAMPUNG RAMBUTAN - GROGOL 2
6 RAGUNAN - HALIMUN 1 BLOK M - KOTA

Need
additional 8 LEBAK BULUS - HARMONI 3 KALIDERES - PASAR BARU
power
9* PINANG RANTI - PLUIT 7* KAMPUNG RAMBUTAN - KAMPUNG
MELAYU
12 PENJARINGAN - SUNTER BOULEVARD 8 LEBAK BULUS - HARMONI

BARAT
11V PULO GEBANG - PASAR BARU 9 PINANG RANTI - PLUIT
12M SUNTER BOULEVARD BARAT - HARMONI 10 PGC 2 - TANJUNG PRIOK
13C PURI BETA - DUKUH ATAS 10D KAMPUNG RAMBUTAN - TANJUNG

PRIOK
13E PURI BETA - KUNINGAN 5C PGC 1 - HARMONI
2D KALIDERES - ASMI 5D PGC 1 - ANCOL
75

6A RAGUNAN - MONAS VIA KUNINGAN 5E KAMPUNG RAMBUTAN - ANCOL
6B RAGUNAN - MONAS VIA SEMANGGI 9K KAMPUNG RAMBUTAN - GROGOL 2
7F KAMPUNG RAMBUTAN - HARMONI VIA

CEMPAKA PUTIH
8A GROGOL 2 - HARMONI
* As a safety factor
A rough TCO analysis was conducted for routes where both the overnight charging system and
the fast charging system at terminals are not viable (i.e. the “Need additional power” group in
Table 20). As mentioned in the methodology section, four scenarios were considered: 1) add
more buses, 2) use buses with bigger battery capacity, 3) establish staging facilities to charge
the split fleets during off-peak periods, and 4) install flash charging at bus stations. The
assumptions for each scenario is as follows.
1. Add more buses
Below are the number of additional e-buses needed to cover the existing daily distance,
assuming fast chargers are installed at the maximum number of terminals possible.
Table 21. Total additional Single Buses (180 kWh) for Each Route
Route Origin - Destination # Fast # Possible Bus in Additional

Code Charges charging Operation Bus Needed
Needed occasion at
terminals
6 RAGUNAN - HALIMUN 5 4 25 4
8 LEBAK BULUS - HARMONI 5 3 30 6
9* PINANG RANTI - PLUIT 2 2 32 1
12 PENJARINGAN - SUNTER BOULEVARD BARAT 3 0 24 9
11V PULO GEBANG - PASAR BARU 5 4 5 1
12M SUNTER BOULEVARD BARAT - HARMONI 3 0 6 3
13C PURI BETA - DUKUH ATAS 5 4 15 3
13E PURI BETA - KUNINGAN 5 4 8 2
2D KALIDERES - ASMI 4 3 10 2
6A RAGUNAN - MONAS VIA KUNINGAN 5 4 18 2
6B RAGUNAN - MONAS VIA SEMANGGI 5 4 15 3
7F KAMPUNG RAMBUTAN - HARMONI VIA CEMPAKA PUTIH 7 3 6 3
8A GROGOL 2 - HARMONI 1 0 11 2
76

Table 22. Total additional Articulated Buses (350 kWh) for Each Route

Needed occasion at
terminals
1 BLOK M - KOTA 6 4 40 7
3 KALIDERES - PASAR BARU 9 5 18 6
7* KAMPUNG RAMBUTAN - KAMPUNG MELAYU 8 8 4 1
8 LEBAK BULUS - HARMONI 12 3 26 17
9 PINANG RANTI - PLUIT 5 2 23 6
10 PGC 2 - TANJUNG PRIOK 9 4 19 7
10D KAMPUNG RAMBUTAN - TANJUNG PRIOK 7 6 3 1
5C PGC 1 - HARMONI 2 0 2 1
5D PGC 1 - ANCOL 7 3 3 1
5E KAMPUNG RAMBUTAN - ANCOL 5 4 2 1
9K KAMPUNG RAMBUTAN - GROGOL 2 8 4 4 2
2. Use buses with bigger battery capacity
This analysis considers the scenario if bigger battery buses were used for the routes.
Nevertheless, this option is only applicable for single buses, using Typology 1 (buses with 324
kWh battery pack). For the cost analysis, routes with articulated buses were assigned more
buses as in Scenario 1.
Table 23. Possibility of Using Bigger Battery Buses for Each Route
Route Origin - Destination Applicable charging system

Code
6 RAGUNAN - HALIMUN Overnight + Fast charging at terminals
8 LEBAK BULUS - HARMONI Overnight + Fast charging at terminals
9* PINANG RANTI - PLUIT Overnight charging
12 PENJARINGAN - SUNTER BOULEVARD BARAT Overnight charging
77

11V PULO GEBANG - PASAR BARU Overnight + Fast charging at terminals
12M SUNTER BOULEVARD BARAT - HARMONI Overnight charging
13C PURI BETA - DUKUH ATAS Overnight + Fast charging at terminals
13E PURI BETA - KUNINGAN Overnight + Fast charging at terminals
2D KALIDERES - ASMI Overnight + Fast charging at terminals
6A RAGUNAN - MONAS VIA KUNINGAN Overnight + Fast charging at terminals
6B RAGUNAN - MONAS VIA SEMANGGI Overnight + Fast charging at terminals
7F KAMPUNG RAMBUTAN - HARMONI VIA CEMPAKA PUTIH Staging/Flash charging/Add more buses
8A GROGOL 2 - HARMONI Overnight charging
As seen in Table 23, other options are still needed for Route 7F and 13F even when 324 kWh
buses are used. Since it will not make sense to apply a flash charging system or establish two
staging facilities only for those two routes (based on the spatial analysis on staging facility
grouping presented previously), for the cost analysis we assumed that more buses were
assigned to these routes.
3. Establish staging facilities to charge the split fleets during off-peak periods
The first scenario is to consider establishing a number of staging facilities for the routes. A
spatial analysis was conducted to group routes which could share staging facilities. The group
are as follows:
Table 24. Staging Facility Groups
Group 1: Pesing area
Route Origin - Destination Bus Type

Code
8 LEBAK BULUS - HARMONI Single Bus
9 PINANG RANTI - PLUIT Single Bus
2D KALIDERES - ASMI Single Bus
8A GROGOL 2 - HARMONI Single Bus
3 KALIDERES - PASAR BARU Articulated
8 LEBAK BULUS - HARMONI Articulated
9 PINANG RANTI - PLUIT Articulated
Group 2: Pejaten area
78

Route Origin - Destination Bus Type
Code
6 RAGUNAN - HALIMUN Single Bus
13C PURI BETA - DUKUH ATAS Single Bus
13E PURI BETA - KUNINGAN Single Bus
6A RAGUNAN - MONAS VIA KUNINGAN Single Bus
6B RAGUNAN - MONAS VIA SEMANGGI Single Bus
Group 3: North area
Route Origin - Destination Note

Code
12 PENJARINGAN - SUNTER BOULEVARD BARAT Single Bus
12M SUNTER BOULEVARD BARAT - HARMONI Single Bus
1 BLOK M - KOTA Articulated
5C PGC 1 - HARMONI Articulated
5D PGC 1 - ANCOL Articulated
Group 4: Pinang Ranti - Kampung Rambutan area
Route Origin - Destination Note

Code
7F KAMPUNG RAMBUTAN - HARMONI VIA CEMPAKA PUTIH Single Bus
7* KAMPUNG RAMBUTAN - KAMPUNG MELAYU Articulated
10 PGC 2 - TANJUNG PRIOK Articulated
10D KAMPUNG RAMBUTAN - TANJUNG PRIOK Articulated
5E KAMPUNG RAMBUTAN - ANCOL Articulated
9K KAMPUNG RAMBUTAN - GROGOL 2 Articulated
The spatial analysis conducted shows that each route can be assigned to one of the staging
facility groups based on their proximity to other routes, except for Route 11V (Single bus). Since
it will not make sense to apply a flash charging system or establish one staging facility only for
one route, for the cost analysis we assumed that more buses will be assigned to Route 11V
since it requires only 1 additional bus. In addition, it is assumed that the staging facilities for
Group 3 (North area) and 4 (Pinang Ranti - Kampung Rambutan area) can be established at
existing terminal areas and therefore will not need any land acquisition cost.
4. Install flash charging at bus stations
79

This scenario considers charging the buses also at several bus stations, instead of only at
terminals and depots. The costs associated with this scenario are the additional flash charger
costs. The battery costs are also higher since a flash charger system requires LTO batteries
which are more expensive. A flash charging pantograph 450 kW will be installed at the stations.
By this, the system will allow the bus to gain around 2.125 kW during the boarding-alighting
process at the stations (which typically takes 17 secs). There are 13 single bus routes and 11
articulated bus routes that need flash charging at their bus stops. Considering that there are
some main corridor routes that also need to adopt this approach such as Route 1, 3, 7, 6, 8, 9,
10, and 12 where the network is not forming any overlap lines within each other, several bus
stops within these corridors will be installed with flash charging pantographs. Figure 7 shows
the proposed flash charging locations that have been optimised with an “in-between”
approach to reduce the capital cost. In total, there are 74 stations that will install the
pantograph charging.
Figure 13. Potential Flash Charger Locations
The summary of the analysis for the four scenarios is presented in Table 25.
Table 25. Charging System Scenarios for “Need Additional Power” Group
Scenario % TCO difference Remarks

with Diesel buses
80

1. Add more buses 42.71% Pros:
● Lighter battery, thus less reduction in passenger capacity
relative to diesel buses than 324 kWh buses.
● No additional land procurement for staging station is needed
Cons:
● More operational complexity due to the increased number of
buses
● Higher risks regarding insufficient battery capacity since only
overnight charging is used
2. Use 324 kWh 45.24% Pros:

buses for routes Less complex/changes in operations since the number of bus remains
with single buses the same on most single bus routes
and more buses
for routes with Cons:
articulated buses ● For single buses, some routes (7F and 13F) still need more
buses
● More battery weights mean less passenger capacity, which may
lead to more buses needed especially for routes with high
ridership and therefore additional costs.
3. Establish staging 41.21% Pros:

facilities ● Lighter battery, thus less reduction in passenger capacity
relative to diesel buses than 324 kWh buses.
● Less complex/changes in operations since the number of bus
remains the same on most single bus routes and fleet
“splitting” at off-peak hours has been a standard practice in
Transjakarta operations
Cons:
● Need to acquire land for staging facility
4. Install flash 49.31% Pros:

charging at bus ● Lighter battery, thus less reduction in passenger capacity
stations relative to diesel buses than 324 kWh buses.
● Less complex/less changes in operations since the number of
bus remains the same on most routes
Cons:
● The flash chargers can only be installed at bus stations along
BRT corridors (instead of all bus stops). Since not all the routes
have sufficient overlaps with the bus stations, the system is not
compatible with many of the routes in the scenario.
● Less flexible bus operations. To use flash charging, the buses
need to be equipped with on-board charger and require
Lithium-Titanate batteries to capture and retain the large surge
[5]
of energy . Apart from its higher price, the different interface
with conventional pantograph charging and thus dependency to
the fixed flash chargers will make the buses unable to be
shifted to other routes.
● Less flexible technology. We expect that there will be many
technological advancements especially with the batteries in the
near future. The batteries for flash charging will be incompatible
with slow and fast charging, which are more economical.
Moreover, this scenario needs huge investment on the charging
infrastructure, which is less flexible to change compared to
batteries.
81

Figure 14. Cost Structure for Each Charging Scenario
*Preliminary calculation only
Based on the preliminary calculation, all scenarios will have higher TCO compared to the
existing condition of using diesel buses. Nevertheless, Scenario 3 (Establish staging facilities)
will have the lowest TCO among the scenarios. There are several things to note in addition to
the pros and cons stated in Table 25:
● A notable underestimation may occur for Scenario 2. The TCO calculation assumed the
number of buses to be the same as existing, thus the additional costs due to the
probable need to add more buses (since 324 kWh buses have much less capacity than
180 kWh buses) are not yet reflected in the calculation and could negate the stated
cost savings.
● The driving distance for each bus was calculated based on the energy consumption
target set for Transjakarta Bus Electrification Phase 3 and beyond (<1.2 kWh/km)78.
However, it applies as a general target and does not differentiate between e.g. BRT and
Non-BRT routes.
● Higher number of fleets for all routes, as in Scenario 1 and unavoidably in Scenario 2,
will bring much higher operational complexity.
● The congestion factor has not been taken into account. We have to note that
congestion, which mostly affects Non-BRT routes, will largely affect the driving distance
of electric buses and thus the actual energy consumption will expectedly differ
between the routes.
● Based on lessons learned in China, the depot charger:bus ratio of 1:5 might not be
enough. Many Chinese cities have recommended the ratio of 2 or 3 e-buses per 1
charger (120 kW). For this study, the 1:5 ratio is still used to align with a previous study
conducted by C40-CFF in 2020. A further study needs to be conducted to refine the
assumptions of charging infrastructure.
● A considerable percentage of Scenario 3 costs will be for land acquisitions and staging
facility construction, which could be regarded as long-term assets for the company and
there are opportunities to gain ancillary revenues from the assets. [2] [3] [4] [5] [6] [7]
78
C40-CFF (2020). Technical Feasibility Study Report of 100 Pilot E-buses by Transjakarta.
82

Considering the analysis above, a combination of establishing staging facilities and adding
more buses (for Route 11V, since only 1 additional bus is needed for the route) is recommended
for the group of routes.
6.3.2 Non-BRT Routes
A similar approach was taken to determine the charging infrastructure for each non-BRT route.
Firstly, routes which can be serviced by overnight or fast charging at terminals were identified.
Figure 15 shows the average daily distance for each of Transjakarta's Non-BRT routes. As can be
seen, there would be lots of routes that will need the opportunity charging when the 180 kWh
battery which has a range of 144 Km is used.
Figure 15. Average Daily Distance Comparison
A. Single buses (High-deck)
Typology 3 and 4 applies for this section. Similar to the approach for BRT routes, the first step
of the analysis was done using the typology which has the lowest battery size. 8 routes still
need additional power, mostly because there is no space available for fast chargers at both
ends of their routes.
B. Single buses (Low-entry)
There are several BRT routes which are currently served by low-entry single buses. Typology 7
and 8 applies for this section. Typology 8, which has the lowest battery size, was analyzed as
the base scenario. Using the 180 kWh buses, 13 routes need a further cost analysis study to
define the best option to achieve daily service because overnight charging and opportunity
charging are not viable due to lack of fast charger space at route ends.
C. Medium buses
Compared to other typologies that have been discussed before, Typology 5 uses a smaller bus
(Medium bus) with a battery capacity of 135 kWh. Based on the energy consumption of this bus,
83

which is assumed as 1 kWh per km, the BEB range for this typology is around 108 km. Due to
the short range, overnight charging system is only viable for Route 6F.
Table 26. Non-BRT Routes Charging System (Single Bus)
Single bus High Deck (180 kWh) Single bus Low Entry (180 kWh)
Charging
System Route OD Route OD
Code Code
Overnight 1F STASIUN PALMERAH - BUNDARAN 1F STASIUN PALMERAH - BUNDARAN

charging SENAYAN SENAYAN
only
4B STASIUN MANGGARAI - UI 1R TANAH ABANG - SENEN
7E KAMPUNG RAMBUTAN - RAGUNAN 4B STASIUN MANGGARAI - UI
11U PULO GEBANG - STASIUN CAKUNG VIA DA1 DUKUH ATAS - SAM RATULANGI VIA
CAKUNG CILINCING SEMANGGI
DA2 DUKUH ATAS - TANAH ABANG
GR2 TANAH ABANG EXPLORER
MR1 CSW - PAKUBUWONO
MR3 CSW - WIJAYA
Overnight + 11A PULO GEBANG - RAWAMANGUN 1E PONDOK LABU - BLOK M

Fast
charging at
11D PULO GEBANG - PULO GADUNG 2 VIA 1N TANAH ABANG - BLOK M
terminals
PIK
11T PULO GEBANG - STASIUN CAKUNG 4F PINANG RANTI - PULO GADUNG
3D PENJARINGAN - RAWA BUAYA 5F KAMPUNG MELAYU - TANAH ABANG
5A KAMPUNG MELAYU - GROGOL 1 5M KAMPUNG MELAYU - TANAH ABANG VIA

CIKINI
6M STASIUN MANGGARAI - BLOK M 6N RAGUNAN - BLOK M VIA KEMANG
7A KAMPUNG RAMBUTAN - LEBAK BULUS 6R RAGUNAN - STASIUN MRT FATMAWATI
7B KAMPUNG RAMBUTAN - BLOK M 7B KAMPUNG RAMBUTAN - BLOK M
Need 12B PLUIT - SENEN 12E HISTORY OF JAKARTA EXPLORER

additional
power 1A PIK - BALAI KOTA 12K ASEMKA EXPLORER
1B STASIUN PALMERAH - TOSARI 1H TANAH ABANG - STASIUN GONDANGDIA
4A TU GAS - JELAMBAR 1P SENEN - BUNDARAN SENAYAN
6H SENEN - LEBAK BULUS 6D STASIUN TEBET - KARET VIA UNDERPASS
84

7D PANCORAN - TMII 6Q EPICENTRUM - KOTA KASABLANKA
9D PASAR MINGGU - TANAH ABANG 8C KEBAYORAN LAMA - TANAH ABANG
9E KEBAYORAN LAMA - JELAMBAR 9D PASAR MINGGU - TANAH ABANG
DA3 DUKUH ATAS - KUNINGAN VIA SEMANGGI
DA4 DUKUH ATAS - KOTA VIA BUNSEN
GR1 BUNDARAN SENAYAN - HARMONI
Table 27. Non-BRT Routes Charging System (Medium Bus)
Medium bus (135 kWh)

Charging System
Route OD
Code
Overnight charging 6F STASIUN MANGGARAI - RAGUNAN
Overnight + Fast charging at 11D PULO GEBANG - PULO GADUNG 2 VIA PIK
terminals
11Q KAMPUNG MELAYU - PULO GEBANG VIA BKT
1C PESANGGRAHAN - BLOK M
1Q REMPOA - BLOK M
5N KAMPUNG MELAYU - RAGUNAN
7N KAMPUNG RAMBUTAN - GANDARIA
8D JOGLO - BLOK M
MR9 SOUTH QUARTER - LEBAK BULUS
Need additional power 10F SUNTER KELAPA GADING - STASIUN LRT PEGANGSAAN DUA
10K TANJUNG PRIOK - SENEN VIA TAMAN BMW
12A PELABUHAN KALIADEM - KOTA
12B PLUIT - SENEN
1M MERUYA - BLOK M
2K JAKARTA GARDEN CITY - HARAPAN INDAH
3D PENJARINGAN - RAWA BUAYA
3E SENTRALAND CENGKARENG - PURI KEMBANGAN
4B STASIUN MANGGARAI - UI
85

5B STASIUN TEBET - BIDARA CINA
6C STASIUN TEBET - KARET VIA PATRA KUNINGAN
6D STASIUN TEBET - KARET VIA UNDERPASS
6E STASIUN TEBET - KARET VIA MEGA KUNINGAN
7P PONDOK KELAPA - BKN
8E BINTARO - BLOK M
8K BATU SARI - TANAH ABANG
9E KEBAYORAN LAMA - JELAMBAR
9H CIPEDAK - BLOK M
MR2 CSW - KRAMAT PELA
MR5 STASIUN MRT BLOK A - RADIO DALAM
For the “Need additional power” group, three scenarios were compared: 1) add more buses, 2)
use buses with bigger battery capacity, and 3) assign to staging facilities. Due to the large
number of Non-BRT routes and buses which need additional power, to avoid operational
issues at the staging facilities the scenario to charge buses at staging facilities were excluded
for single buses which have the option to switch to bigger batteries. Scenario 4 (flash charging
at bus stations) considered for the analysis on BRT routes was excluded for both Non-BRT
routes with single and medium buses because there is no overlap between any of the Non-BRT
routes and BRT stations, where flash chargers can be installed.
1. Add more buses
Below are the number of additional e-buses needed to cover the existing daily distance,
assuming fast chargers are installed at the maximum number of terminals possible.
Table 28. Total additional Single Buses (180 kWh) for Each Route

Needed occasion at
terminals
High Deck Buses
12B PLUIT - SENEN 2 0 7 2
1A PIK - BALAI KOTA 4 0 17 11
1B STASIUN PALMERAH - TOSARI 3 0 6 3
4A TU GAS - JELAMBAR 2 0 21 5
86

6H SENEN - LEBAK BULUS 5 3 24 5
7D PANCORAN - TMII 6 0 9 8
9D PASAR MINGGU - TANAH ABANG 2 0 9 2
9E KEBAYORAN LAMA - JELAMBAR 1 0 11 1
Low Entry Buses
12E HISTORY OF JAKARTA EXPLORER 1 0 4 1
12K ASEMKA EXPLORER 1 0 5 1
1H TANAH ABANG - STASIUN GONDANGDIA 1 0 8 1
1P SENEN - BUNDARAN SENAYAN 2 0 9 2
6D STASIUN TEBET - KARET VIA UNDERPASS 1 0 9 1
6Q EPICENTRUM - KOTA KASABLANKA 2 0 5 1
8C KEBAYORAN LAMA - TANAH ABANG 1 0 13 2
9D PASAR MINGGU - TANAH ABANG 2 0 9 2
DA3 DUKUH ATAS - KUNINGAN VIA SEMANGGI 1 0 4 1
DA4 DUKUH ATAS - KOTA VIA BUNSEN 1 0 5 1
GR1 BUNDARAN SENAYAN - HARMONI 2 0 9 3
Table 29. Total additional Medium Buses (135 kWh) for Each Route

Needed occasion at
terminals
10F SUNTER KELAPA GADING - STASIUN LRT PEGANGSAAN

DUA 1 0 3 1
10K TANJUNG PRIOK - SENEN VIA TAMAN BMW 4 4 8 1
12A PELABUHAN KALIADEM - KOTA 3 0 3 2
12B PLUIT - SENEN 3 0 5 4
1M MERUYA - BLOK M 4 4 8 1
2K JAKARTA GARDEN CITY - HARAPAN INDAH 5 0 2 2
3D PENJARINGAN - RAWA BUAYA 5 5 8 1
3E SENTRALAND CENGKARENG - PURI KEMBANGAN 6 6 7 1
87

4B STASIUN MANGGARAI - UI 1 0 12 2
5B STASIUN TEBET - BIDARA CINA 5 0 3 3
5N KAMPUNG MELAYU - RAGUNAN 5 3 11 3
6C STASIUN TEBET - KARET VIA PATRA KUNINGAN 4 0 14 9
6E STASIUN TEBET - KARET VIA MEGA KUNINGAN 1 0 1 1
7P PONDOK KELAPA - BKN 5 0 9 9
8E BINTARO - BLOK M 5 5 9 1
8K BATU SARI - TANAH ABANG 4 0 8 7
9H CIPEDAK - BLOK M 6 3 11 5
MR2 CSW - KRAMAT PELA 1 0 3 1
MR5 STASIUN MRT BLOK A - RADIO DALAM 2 0 6 2
MR9 SOUTH QUARTER - LEBAK BULUS 1 0 4 1
2. Use buses with bigger battery capacity
This analysis considers the scenario if bigger battery buses were used for the routes.
Nevertheless, this option is only applicable for single buses, using Typology 3 for high deck
buses and Typology 7 for low entry buses (with 324 kWh battery pack). Based on the analysis,
bigger battery packs were still not sufficient for Route 1A and 7D. Therefore, for the cost
analysis routes with medium buses, Route 1A, and 7D were assigned more buses as in Scenario
1.
Table 30. Possibility of Using Bigger Battery Buses for Each Route
Route Origin - Destination Applicable charging system

Code
High Deck Buses
12B PLUIT - SENEN Overnight charging
1A PIK - BALAI KOTA Staging/Flash charging/Add more buses
1B STASIUN PALMERAH - TOSARI Overnight charging
4A TU GAS - JELAMBAR Overnight charging
6H SENEN - LEBAK BULUS Overnight + Fast charging at terminals
88

7D PANCORAN - TMII Staging/Flash charging/Add more buses
9D PASAR MINGGU - TANAH ABANG Overnight charging
9E KEBAYORAN LAMA - JELAMBAR Overnight charging
Low Entry Buses
12E HISTORY OF JAKARTA EXPLORER Overnight charging
12K ASEMKA EXPLORER Overnight charging
1H TANAH ABANG - STASIUN GONDANGDIA Overnight charging
1P SENEN - BUNDARAN SENAYAN Overnight charging
6D STASIUN TEBET - KARET VIA UNDERPASS Overnight charging
6Q EPICENTRUM - KOTA KASABLANKA Overnight charging
8C KEBAYORAN LAMA - TANAH ABANG Overnight charging
9D PASAR MINGGU - TANAH ABANG Overnight charging
DA3 DUKUH ATAS - KUNINGAN VIA SEMANGGI Overnight charging
DA4 DUKUH ATAS - KOTA VIA BUNSEN Overnight charging
GR1 BUNDARAN SENAYAN - HARMONI Overnight charging
3. Assign to staging facilities
This scenario applies to medium buses, since the option to have bigger batteries is not viable
due to the absence of the typology in the market. Routes which could be assigned to the
staging facilities which have been recommended previously for BRT routes are:
Table 31. Staging Facility Groups
Group 1: Pesing area
Route Code Bus Type Origin - Destination
3D Medium PENJARINGAN - RAWA BUAYA
3E Medium SENTRALAND CENGKARENG - PURI KEMBANGAN
8K Medium BATU SARI - TANAH ABANG
9E Medium KEBAYORAN LAMA - JELAMBAR
Group 3: North area
Route Code Bus Type Origin - Destination
10K Medium TANJUNG PRIOK - SENEN VIA TAMAN BMW
12A Medium PELABUHAN KALIADEM - KOTA
89

12B Medium PLUIT - SENEN
A rough TCO calculation was done for each route in the group. The results are as below.
Figure 16. TCO Comparison Scenario 1 and 2 (Single High Deck Non-BRT)
Figure 17. TCO Comparison Scenario 1 and 2 (Single Low Entry Non-BRT)
The scenario with the lowest TCO was recommended for each route. Table 25 summarizes the
charging system recommended per route with single buses.
Table 32. “Need Additional Power” Non-BRT Routes Charging System (Single Bus)
Route Origin - Destination Charging System

Code
High Deck Buses
12B PLUIT - SENEN

Use bigger buses
1A PIK - BALAI KOTA

Add more buses
90

1B STASIUN PALMERAH - TOSARI
Use bigger buses
4A TU GAS - JELAMBAR
Add more buses
6H SENEN - LEBAK BULUS

Use bigger buses
7D PANCORAN - TMII
Add more buses
9D PASAR MINGGU - TANAH ABANG

Add more buses
9E KEBAYORAN LAMA - JELAMBAR

Add more buses
Low Entry Buses
12E HISTORY OF JAKARTA EXPLORER

Add more buses
12K ASEMKA EXPLORER

Add more buses
1H TANAH ABANG - STASIUN GONDANGDIA

Add more buses
1P SENEN - BUNDARAN SENAYAN

Add more buses

Add more buses
6Q EPICENTRUM - KOTA KASABLANKA

Add more buses
8C KEBAYORAN LAMA - TANAH ABANG

Add more buses
9D PASAR MINGGU - TANAH ABANG

Add more buses
DA3 DUKUH ATAS - KUNINGAN VIA SEMANGGI

Add more buses
DA4 DUKUH ATAS - KOTA VIA BUNSEN

Add more buses
GR1 BUNDARAN SENAYAN - HARMONI

Use bigger buses
For routes with medium buses, whenever viable (as indicated in Table 33) we assigned the
routes to one of the four staging facilities. More medium buses hence need to be added to the
other routes. The summary is as below.
Table 33. “Need Additional Power” Non-BRT Routes Charging System (Medium Bus)
Route Origin - Destination Charging system

Code
10F SUNTER KELAPA GADING - STASIUN LRT PEGANGSAAN DUA

Add more buses
10K TANJUNG PRIOK - SENEN VIA TAMAN BMW Staging facility at North area
12A PELABUHAN KALIADEM - KOTA Staging facility at North area
12B PLUIT - SENEN Staging facility at North area
91

1M MERUYA - BLOK M
Add more buses
2K JAKARTA GARDEN CITY - HARAPAN INDAH

Add more buses
3D PENJARINGAN - RAWA BUAYA Staging facility at Pesing
3E SENTRALAND CENGKARENG - PURI KEMBANGAN Staging facility at Pesing
4B STASIUN MANGGARAI - UI
Add more buses
5B STASIUN TEBET - BIDARA CINA

Add more buses
5N KAMPUNG MELAYU - RAGUNAN

Add more buses
6C STASIUN TEBET - KARET VIA PATRA KUNINGAN

Add more buses

Add more buses
6E STASIUN TEBET - KARET VIA MEGA KUNINGAN

Add more buses
7P PONDOK KELAPA - BKN

Add more buses
8E BINTARO - BLOK M
Add more buses
8K BATU SARI - TANAH ABANG Staging facility at Pesing
9E KEBAYORAN LAMA - JELAMBAR Staging facility at Pesing
9H CIPEDAK - BLOK M
Add more buses
MR2 CSW - KRAMAT PELA

Add more buses
MR5 STASIUN MRT BLOK A - RADIO DALAM

Add more buses
MR9 SOUTH QUARTER - LEBAK BULUS

Add more buses
6.4 Route Grouping

In this subsection we will discuss the grouping of routes which was determined based on
spatial proximity and shared charging facilities. As what has been discussed in the previous
subsection, the charging strategy for each Transjakarta route has been determined. Instead of
using flash charging at stations, the staging facility strategy is recommended for the routes
which are classified as the routes which still need additional power even after the fast terminal
charging is applied, the additional power still cannot cover the daily distance needs.
Group 1. Staging Facility at Pesing Area
Group 1 consists of several Transjakarta routes which can be assigned to a shared staging
facility (See Table 34). The location of the staging facility at Pesing area, West Jakarta, is
recommended for this group. In general, all routes in this group are forming a network that
mostly pass a road in Pesing area and serve people from Kalideres to Pulogadung, Pinang Ranti
92

and also Pluit. The staging facility will serve 175 buses, and when the staging facility in Pesing
area is ready, overall Transjakarta can deploy around 213 electric buses from this group. Some
routes that also will not need charging at the staging facility are also included in the group as
it forms up the same network.
Table 34. Group 1 - Staging Facility at Pesing
Route OD Service Bus Type Battery Number Charging Strategy

code Type Size of Bus
8 LEBAK BULUS - HARMONI BRT Single 180 30 Terminal+Staging
9 PINANG RANTI - PLUIT BRT Single 180 32 Terminal+Staging
2D KALIDERES - ASMI BRT Single 180 10 Terminal+Staging
8A GROGOL 2 - HARMONI BRT Single 180 11 Staging
2 PULO GADUNG 1 - HARMONI BRT Articulated 350 16 Terminal
3 KALIDERES - PASAR BARU BRT Articulated 350 18 Terminal+Staging
8 LEBAK BULUS - HARMONI BRT Articulated 350 26 Terminal+Staging
9 PINANG RANTI - PLUIT BRT Articulated 350 23 Terminal+Staging
2A PULO GADUNG 1 - RAWA BUAYA BRT Articulated 350 8 Terminal
3D PENJARINGAN - RAWA BUAYA Non BRT Single 180 2 Terminal
9E KEBAYORAN LAMA - JELAMBAR Non BRT Single 180 12 Overnight (Add more buses)
3D PENJARINGAN - RAWA BUAYA Non BRT Medium 135 8 Terminal+Staging
3E SENTRALAND CENGKARENG - Non BRT Medium 135 7 Staging

PURI KEMBANGAN
8K BATU SARI - TANAH ABANG Non BRT Medium 135 8 Staging
9E KEBAYORAN LAMA - JELAMBAR Non BRT Medium 135 2 Staging
93

Figure 18. Group 1 Routes
Group 2. Staging Facility at Pejaten Area
Group 2 consists of the routes that also can be served by a shared staging facility. In order to
cover the energy needs, a staging facility at Pejaten area is proposed as the place where the
buses can charge during off peak time window. With approximately 21 charging slots, this area
can serve around 81 electric buses from this group. Similar to Group 1, there are also some of
the routes that are part of the network but do not need to charge at staging facilities that can
be grouped within this group, such as route M6, 6F, 6R, 6H, and 13. Overall, there are 234 buses
in this group.
Table 35. Group 2 - Staging Facility at Pejaten
Route OD Service Bus Type Battery Number of Charging Strategy

code Type Size Bus
6 RAGUNAN - HALIMUN BRT Single 180 25 Terminal+Staging
13 CILEDUG - TENDEAN BRT Single 180 75 Terminal
13B PURI BETA - PANCORAN BARAT BRT Single 180 17 Terminal
13C PURI BETA - DUKUH ATAS BRT Single 180 15 Terminal+Staging
13D PURI BETA - RAGUNAN BRT Single 180 4 Terminal
94

13E PURI BETA - KUNINGAN BRT Single 180 8 Terminal+Staging
13F PURI BETA - KAMPUNG MELAYU BRT Single 180 5 Terminal
6A RAGUNAN - MONAS VIA BRT Single 180 18 Terminal+Staging

KUNINGAN
6B RAGUNAN - MONAS VIA BRT Single 180 15 Terminal+Staging

SEMANGGI
M6 RAGUNAN - HARMONI BRT Single 180 7 Overnight
6H SENEN - LEBAK BULUS Non BRT Single 324 24 Terminal (Use bigger buses)
5N KAMPUNG MELAYU - RAGUNAN Non BRT Medium 135 11 Terminal
6F STASIUN MANGGARAI - Non BRT Medium 135 5 Overnight

RAGUNAN
6R RAGUNAN - STASIUN MRT Non BRT Low Entry 180 5 Terminal

FATMAWATI
Group 3. Staging Facility at North Jakarta (Ancol)
95

A staging facility at Ancol area in North Jakarta is seen as the potential staging location for this
group. Table 36 shows the list of routes that will be grouped into Group 3 which all need to be
charged during off peak hours. As can be seen from the table, most of the routes are the routes
which start or end in North Jakarta. Route 1 (for its articulated buses) is also included in this
group as the charging strategy assessment has shown that it needs additional energy after the
fast charging at the terminal has been used. The proximity of the ending point at Kota with
Ancol area has been taken into consideration for including Route 1 to this group. In total, 91
buses will be accommodated by the North Jakarta staging facility.
Table 36. Group 3 - Staging Facility at North Jakarta (Ancol)

code Type Size Bus
12 PENJARINGAN - SUNTER BRT Single 180 24 Staging

BOULEVARD BARAT
12M SUNTER BOULEVARD BARAT - BRT Single 180 6 Staging

HARMONI
1 BLOK M - KOTA BRT Articulated 350 40 Terminal+Staging
5C PGC 1 - HARMONI BRT Articulated 350 2 Staging
5D PGC 1 - ANCOL BRT Articulated 350 3 Terminal+Staging
10K TANJUNG PRIOK - SENEN VIA Non BRT Medium 135 8 Terminal+Staging
TAMAN BMW
12A PELABUHAN KALIADEM - KOTA Non BRT Medium 135 3 Staging
12B PLUIT - SENEN Non BRT Medium 135 5 Staging
96

Group 4. Staging Facility at Kampung Rambutan
Group 4 will be the last group of staging facilities from the 12 groups that are recommended in
this analysis. The group will consist of the routes that need to be charged during the peak hour
which mostly start and end at Kampung Rambutan area (East Jakarta). There would be around
38 electric buses that will be using this staging facility based on the current bus operation. The
list of the routes from this group can be found on Table 37.
Table 37. Group 4 - Staging Facility at Kampung Rambutan

code Type Size Bus
7F KAMPUNG RAMBUTAN - BRT Single 180 6 Terminal+Staging

HARMONI VIA CEMPAKA PUTIH
7 KAMPUNG RAMBUTAN - BRT Articulated 350 4 Terminal+Staging

KAMPUNG MELAYU
10 PGC 2 - TANJUNG PRIOK BRT Articulated 350 19 Terminal+Staging
10D KAMPUNG RAMBUTAN - TANJUNG BRT Articulated 350 3 Terminal+Staging

PRIOK
97

5E KAMPUNG RAMBUTAN - ANCOL BRT Articulated 350 2 Terminal+Staging
9K KAMPUNG RAMBUTAN - GROGOL BRT Articulated 350 4 Terminal+Staging

2
Group 5. Kampung Rambutan Routes
Group 5 will consist of the routes that can be deployed without any staging facilities as the
energy needs can be covered by overnight charging and opportunity charging at the end of the
routes. The group is named “Kampung Rambutan Routes” as it contains most of the routes that
start and end at Kampung Rambutan area. There are around 148 buses which belong in this
group.
Table 38. Group 5 - Kampung Rambutan Route

7 KAMPUNG RAMBUTAN - BRT Single 180 24 Terminal

KAMPUNG MELAYU
10 PGC 2 - TANJUNG PRIOK BRT Single 180 37 Terminal
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10D KAMPUNG RAMBUTAN - TANJUNG BRT Single 180 5 Terminal
PRIOK
5D PGC 1 - ANCOL BRT Single 180 14 Terminal
5E KAMPUNG RAMBUTAN - ANCOL BRT Single 180 15 Terminal
7M KAMPUNG RAMBUTAN - PULO BRT Single 180 7 Terminal

GADUNG 2
9K KAMPUNG RAMBUTAN - GROGOL BRT Single 180 6 Terminal

2
7A KAMPUNG RAMBUTAN - LEBAK Non BRT Single 180 15 Terminal

BULUS
7D PANCORAN - TMII Non BRT Single 180 17 Overnight (Add more

buses)
7E KAMPUNG RAMBUTAN - Non BRT Single 180 5 Overnight

RAGUNAN
7N KAMPUNG RAMBUTAN - Non BRT Medium 135 3 Terminal

GANDARIA
99

Group 6. Corridor 9 Intersects
Group 6 consists of the routes that operated in Corridor 9 from Pluit to Pinang Ranti. The
routes will be using Single Bus 12-meter with battery capacity of 180 kWh. Since Corridor 9 is
known as the congested corridor in the city where the line located in the road which connects
the traffic between city centre and west-east side of Jakarta, an effort to increase the
operational speed within this corridor will be reasonable before deploying e-bus fleets for this
group. In total, there would be around 71 buses in this group.
Table 39. Group 6 - Corridor 9 Intersects

code Type Size Bus
9A PGC 2 - GROGOL 2 BRT Single 180 20 Overnight
9B PINANG RANTI - KOTA BRT Single 180 22 Overnight
9M PINANG RANTI - HALIMUN VIA BRT Single 180 6 Overnight

KUNINGAN
M7 KAMPUNG RAMBUTAN - HARMONI BRT Single 180 12 Overnight
9A PGC 2 - GROGOL 2 BRT Articulated 350 11 Overnight
100

Group 7. Blok M Routes
Group 7 consists of routes with mixed bus types that start/end in Blok M terminal. By this, the
readiness of the charging facility at Blok M terminal will play an important role in the e-Bus
deployment for this group. In general, there will be several Non-BRT routes that can be
deployed within this group as the fast charging in the terminal can support the operational
needs. In total, there will be around 234 buses that can be deployed in this group which
includes BRT and Non BRT routes.
Table 40. Group 7 - Blok M Routes

1 BLOK M - KOTA BRT Single 180 48 Terminal
10H TANJUNG PRIOK - BLOK M BRT Single 180 7 Terminal
13A PURI BETA - BLOK M BRT Single 180 25 Terminal
4K PULO GADUNG 2 - BLOK M BRT Single 180 4 Terminal
6M STASIUN MANGGARAI - BLOK M Non BRT Single 180 15 Terminal
7B KAMPUNG RAMBUTAN - BLOK M Non BRT Single 180 12 Terminal
1C PESANGGRAHAN - BLOK M Non BRT Medium 135 11 Terminal
1M MERUYA - BLOK M Non BRT Medium 135 9 Terminal (Add more buses)
1Q REMPOA - BLOK M Non BRT Medium 135 9 Terminal
8D JOGLO - BLOK M Non BRT Medium 135 12 Terminal
8E BINTARO - BLOK M Non BRT Medium 135 10 Terminal (Add more buses)
9H CIPEDAK - BLOK M Non BRT Medium 135 16 Terminal (Add more buses)
1E PONDOK LABU - BLOK M Non BRT Low Entry 180 14 Terminal
1N TANAH ABANG - BLOK M Non BRT Low Entry 180 9 Terminal
1P SENEN - BUNDARAN SENAYAN Non BRT Low Entry 180 11 Overnight (Add more
buses)
6N RAGUNAN - BLOK M VIA Non BRT Low Entry 180 14 Terminal

KEMANG
7B KAMPUNG RAMBUTAN - BLOK M Non BRT Low Entry 180 8 Terminal
101

Group 8. Depot Area
Group 8 is chosen as it has a proximity with various bus operators’ depot areas. Several routes
such as 4H, 4D, 4 and 2 basically start and end in the east-side of Jakarta where the depot area
spreaded out in this place. This group is expected to reduce the cost imposed for the operators
as it has lower dead-KM and there might be an opportunity for bus operators to utilize the
existing depot for e-bus depot without an additional land acquisition cost. In total, around 188
buses can be deployed from this group.
Table 41. Group 8 - Depot Area

2 PULO GADUNG 1 - HARMONI BRT Single 180 31 Terminal
4 PULO GADUNG 2 - TOSARI BRT Single 180 29 Terminal
2C MONAS - JIEXPO BRT Single 180 1 Overnight
4C TU GAS - BUNDARAN SENAYAN BRT Single 180 27 Overnight
4D PULO GADUNG 2 - KUNINGAN BRT Single 180 10 Terminal
102

4H PULO GADUNG 2 - RAGUNAN BRT Single 180 6 Overnight
4M PULO GADUNG 2 - KOTA BRT Single 180 3 Terminal
5C PGC 1 - HARMONI BRT Single 180 24 Overnight
L4 PGC 2 - DUKUH ATAS 2 BRT Single 180 5 Overnight
4C TU GAS - BUNDARAN SENAYAN BRT Articulated 350 7 Overnight
4A TU GAS - JELAMBAR Non BRT Single 180 26 Overnight (Add more

buses)
4F PINANG RANTI - PULO GADUNG Non BRT Low Entry 180 19 Terminal
Group 9. Corridor 3
Group 9 will have 61 e-bus in operation which consists of Route 3 and 3F. As this group is more
flexible because it does not need any additional power from the staging facility, these routes
can be deployed in the early stage of e-bus implementation phase. Overall, a 180 kWh single
bus can cover the operational needs with a supporting opportunity charging in Kalideres
terminal.
Table 42. Group 9 - Corridor 3
103

3 KALIDERES - PASAR BARU BRT Single 180 38 Terminal
3F KALIDERES - GELORA BUNG BRT Single 180 22 Overnight

KARNO
3F KALIDERES - GELORA BUNG BRT Articulated 350 1 Overnight

KARNO
Group 10. North Jakarta Routes
Group 10 will deploy around 92 buses which have origin-destination in the North side of
Jakarta. All e-bus fleets in this group can be fully run with overnight and fast charging terminal
strategy, therefore this group can be deployed even before the staging facility in North Jakarta
is ready to operate. All routes within this group can be seen from Table 43.
Table 43. Group 10 - North Jakarta Routes

5 KAMPUNG MELAYU - ANCOL BRT Single 180 15 Terminal
104

5H HARMONI - ANCOL BRT Single 180 3 Terminal
5K KAMPUNG MELAYU - KOTA BRT Single 180 8 Terminal
5 KAMPUNG MELAYU - ANCOL BRT Articulated 350 33 Terminal
12B PLUIT - SENEN Non BRT Single 324 7 Overnight (Use bigger buses)
5A KAMPUNG MELAYU - GROGOL 1 Non BRT Single 180 15 Terminal
12E HISTORY OF JAKARTA EXPLORER Non BRT Low Entry 180 5 Overnight (Add more buses)
12K ASEMKA EXPLORER Non BRT Low Entry 180 6 Overnight (Add more buses)
Group 11. Pulo Gebang Routes
Group 11 consists of the routes that will stop in Pulo Gebang terminal. There are 71 e-bus fleets
that can be deployed from this group. Since this group will highly rely on terminal charging, the
provision of fast charging in Pulo Gebang is very crucial for this deployment.
Table 44. Group 11 - Pulo Gebang Routes

105

11 KAMPUNG MELAYU - PULO BRT Single 180 24 Terminal
GEBANG
11V PULO GEBANG - PASAR BARU BRT Single 180 6 Terminal (Add more buses)
11A PULO GEBANG - RAWAMANGUN Non BRT Single 180 8 Terminal
11D PULO GEBANG - PULO GADUNG 2 Non BRT Single 180 2 Terminal
VIA PIK
11T PULO GEBANG - STASIUN CAKUNG Non BRT Single 180 2 Terminal
11U PULO GEBANG - STASIUN CAKUNG Non BRT Single 180 2 Overnight
VIA CAKUNG CILINCING
11D PULO GEBANG - PULO GADUNG 2 Non BRT Medium 135 12 Terminal
VIA PIK
11Q KAMPUNG MELAYU - PULO Non BRT Medium 135 15 Terminal

GEBANG VIA BKT
Group 12. Scattered Non-BRT Routes
Group 12 will be the last group. It basically consists of the Non BRT routes which does not form
any network with the other routes. The routes are fully supported with overnight and fast
106

charging at the terminal only therefore the deployment can be more flexible. In general there
would be around 283 e-buses that can be deployed from this group. In practice, these routes
can be deployed in any stage of implementation because of its flexibility. Table 45 shows the
list of Group 12 routes which has been sorted based on its load factor, TCO difference, daily
distance and number buses, as a reference to implement this group in phases.
Table 45. Group 12 - Scattered Non-BRT Routes

Code Type of Bus
4B STASIUN MANGGARAI - UI Non BRT Single 180 5 Overnight
4B STASIUN MANGGARAI - UI Non BRT Low Entry 180 15 Overnight
4B STASIUN MANGGARAI - UI Non BRT Medium 135 14 Overnight (Add more buses)
GR1 BUNDARAN SENAYAN - HARMONI Non BRT Low Entry 324 9 Overnight (Use bigger
buses)
6D STASIUN TEBET - KARET VIA Non BRT Low Entry 180 10 Overnight (Add more buses)
UNDERPASS
6D STASIUN TEBET - KARET VIA Non BRT Medium 135 7 Overnight (Add more buses)
UNDERPASS
6C STASIUN TEBET - KARET VIA Non BRT Medium 135 23 Overnight (Add more buses)
PATRA KUNINGAN
GR2 TANAH ABANG EXPLORER Non BRT Low Entry 180 10 Overnight
9D PASAR MINGGU - TANAH ABANG Non BRT Single 180 11 Overnight (Add more buses)
9D PASAR MINGGU - TANAH ABANG Non BRT Low Entry 180 11 Overnight (Add more buses)
MR9 SOUTH QUARTER - LEBAK BULUS Non BRT Medium 135 4 Terminal
5F KAMPUNG MELAYU - TANAH Non BRT Low Entry 180 9 Terminal

ABANG
MR5 STASIUN MRT BLOK A - RADIO Non BRT Medium 135 8 Overnight (Add more buses)
DALAM
1R TANAH ABANG - SENEN Non BRT Low Entry 180 10 Overnight
1H TANAH ABANG - STASIUN Non BRT Low Entry 180 9 Overnight (Add more buses)
GONDANGDIA
MR1 CSW - PAKUBUWONO Non BRT Low Entry 180 2 Overnight
MR2 CSW - KRAMAT PELA Non BRT Medium 135 4 Overnight (Add more buses)
6E STASIUN TEBET - KARET VIA MEGA Non BRT Medium 135 2 Overnight (Add more buses)
KUNINGAN
5M KAMPUNG MELAYU - TANAH Non BRT Low Entry 180 9 Terminal

ABANG VIA CIKINI
107

5B STASIUN TEBET - BIDARA CINA Non BRT Medium 135 6 Overnight (Add more buses)
1F STASIUN PALMERAH - BUNDARAN Non BRT Single 180 4 Overnight

SENAYAN
1F STASIUN PALMERAH - BUNDARAN Non BRT Low Entry 180 4 Overnight

SENAYAN
MR3 CSW - WIJAYA Non BRT Low Entry 180 2 Overnight
1B STASIUN PALMERAH - TOSARI Non BRT Single 324 6 Overnight (Use bigger
buses)
10F SUNTER KELAPA GADING - Non BRT Medium 135 4 Overnight (Add more buses)
STASIUN LRT PEGANGSAAN DUA
7P PONDOK KELAPA - BKN Non BRT Medium 135 18 Overnight (Add more buses)
DA1 DUKUH ATAS - SAM RATULANGI Non BRT Low Entry 180 1 Overnight
VIA SEMANGGI
8C KEBAYORAN LAMA - TANAH Non BRT Low Entry 180 15 Overnight (Add more buses)
ABANG
1A PIK - BALAI KOTA Non BRT Single 180 28 Overnight (Add more buses)
DA4 DUKUH ATAS - KOTA VIA BUNSEN Non BRT Low Entry 180 6 Overnight (Add more buses)
DA3 DUKUH ATAS - KUNINGAN VIA Non BRT Single 180 5 Overnight (Add more buses)
SEMANGGI
6Q EPICENTRUM - KOTA KASABLANKA Non BRT Low Entry 180 6 Overnight (Add more buses)
DA2 DUKUH ATAS - TANAH ABANG Non BRT Low Entry 180 2 Overnight
2K JAKARTA GARDEN CITY - HARAPAN Non BRT Medium 135 4 Overnight (Add more buses)
INDAH
108

6.5 Implementation Phase

The previous subsection has discussed the grouping system for e-bus deployment. This
subsection will discuss the implementation strategy that can be applied by Transjakarta
considering the technology readiness and the number of e-buses that will be deployed each
year. Generally, the charging facility should be highly taken into consideration before deploying
any specific groups into operation. For example, in the earlier stage (phase 1), the group 8,
group 7 and 12 can be deployed first as it does not require any additional charge with staging
facility. At this stage, Transjakarta can run the E-Bus fleets just by only providing fast charging
at several terminals and overnight charging in the depot. The next group (phase 2) can be
implemented when Transjakarta is ready to provide at least 1 staging facility in the system. The
staging facility in Pesing area can be chosen in this phase as it can allow lots of e-buses which
need additional charging to be operated in the system. The articulated bus can be held back in
the operation at this stage if the technology and market availability is not clear yet. In the
future, this implementation strategy can be continued by providing at least one staging facility
for each phase. At the end of phase 4, it is expected that Transjakarta E-Bus deployment plans
are already mature technologically and financially. All the charging facilities are ready to be
used therefore all Transjakarta routes can be ready to be electrified. The summary of the
implementation phase can be seen from Table 46.
Table 46. Transjakarta E-Bus Implementation Phase
109

E-Bus Pilot Project
Implementation (C40) Post Pilot Post Pilot Post Pilot Post Pilot
Stages
Phase Pilot Phase 1 Phase 2 Phase 3 Phase 4
Technology -Transjakarta - 9 charging point - 10 charging point - 11 charging point - 12 charging point
Readiness provides staging at terminal at terminal at terminal at terminal
facility at Pejaten provided by provided by provided by provided by
- 5 charging point Transjakarta Transjakarta Transjakarta Transjakarta
at terminal - E-Bus depot - 1 Staging location - 2 Staging - 3 Staging location
provided by provided by Bus ready to be used location ready to ready to be used
Transjakarta Operators - E-Bus depot be used - E-Bus depot
provided by Bus - E-Bus depot provided by Bus
Operators provided by Bus Operators
Operators
Charging Depot + Staging At Depot + At Depot + At Depot + At Depot +

Strategy Terminals Terminals + Terminals + Terminals +
Staging Facilities Staging Facilities Staging Facilities
Staging Facility Pejaten - Pesing Kampung Ancol (Utara)

Location Rambutan
Type of Bus Single Bus Single Bus & Single Bus & Single, Medium & Singe, Medium &
Medium Bus Medium Bus Articulated Bus Articulated Bus
Fast Charging at Lebak Bulus Pinang Ranti Kalideres Ancol Pulogebang

Terminal Ragunan Kampung
Kampung Melayu Rambutan
Blok M Pulogadung
Ciledug Priok
Charging Power Depot: Plug-in Depot: Plug-in 150 Depot: Plug-in 150 Depot: Plug-in 150 Depot: Plug-in 150
150 kW kW kW kW kW
Staging: Plug-in Staging: Plug-in Staging: Plug-in Staging: Plug-in Staging: Plug-in
180kW 180kW 180kW 180kW 180kW
Terminal Terminal: Terminal: Terminal: Terminal:
Pantograph 450 Pantograph 450 kW Pantograph 450 kW Pantograph 450 kW Pantograph 450 kW
kW
Route Grouping Group 2 Group 7, Group 8, Group 1, Group 6, Group 4, Group 5, Group 3, Group 10,
Group 12 Group 9, Group 12 Group 12 Group 11, Group 12
6.6 Environmental Impact

To complement the project objectives, this section will explore the Greenhouse Gas (GHG)
emissions reduction estimation as the impact of implementing e-bus fleets in Transjakarta
services. It is estimated that transforming Transjakarta fleets toward an electrification regime
could improve air quality and reduce emissions which leads to health benefits and a
sustainable mobility ecosystem. This report will be structured as follow:
1. Methodology
2. Data Input
110

3. Results
6.6.1 Methodology
The environmental impact assessment includes emissions of CO2, PM2.5, SO2, and NOx. The
International Panel on Climate Change (IPCC) model has been used to estimate GHG emissions
reduction in transport sectors. According to IPCC 2006 guidelines, the basic methodology to
estimate emissions value can be calculated by quantifying the activity data (AD) with the
emissions factor (EF) per unit activity. Following is the basic equation that being used in this
analysis:
Emissions = AD x EF
For electric bus environmental impact analysis, the kilometre travelled of bus operation is
taken into account as the quantitative activity data. With a given emissions factor per vehicle
kilometres travelled, the emissions reduction would be achieved as the operational ICE buses
will be replaced by the electric bus which has a lower emissions factor. The equation below is
used to calculate the total reduction of emissions due to the shift to electric buses regime.
𝐸𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠 𝑅𝑒𝑑𝑢𝑐𝑡𝑖𝑜𝑛 = (𝑉𝐾𝑇 𝐼𝐶𝐸 𝑏𝑢𝑠

𝑥 𝐸𝐹 ) − (𝑉𝐾𝑇
𝐼𝐶𝐸 𝑏𝑢𝑠 𝐸−𝐵𝑢𝑠
𝑥 𝐸𝐶 𝑥 𝐸𝐹 )
𝐸−𝐵𝑢𝑠
Where:
VKTICE bus: ICE bus, vehicle kilometres travelled (km)

EFICE bus: emissions factor for ICE bus (kgCO2eq/km)
VKTE-bus: E-bus, vehicle kilometres travelled (km)
EC: energy consumption (kWh/km)
EFE-bus: emissions factor for E-bus (kgCO2eq/kWh)
The same approach will be used for all emissions type including PM2.5, SO2, and NOx
The data inputs for the emissions factor for this analysis was collected from multiple sources
including ITF-OECD, MoMo models and Grutter Study which can be found in the next section.
6.6.2 Data Input

The emissions reduction will be achieved as the replacement of the current ICE bus with the
electric bus. The findings from the previous section (Table 46) such as the number of buses,
grouping and implementation phase will be used as the baseline for the emissions value as
produced by the operation of ICE buses.
Emissions factor, unit of CO2eq per vehicle-km-travelled will be an important data to calculate
emissions value produced by each travelled bus. For the CO2 emissions factor, the value for
electric buses is assumed to be generated from the production of electricity source /
well-to-tank (WTT), with no direct emissions generated from its operation / tank-to-wheel
(TTW).
Despite the fact that electric buses do not produce any tailpipe emissions on its operation, the
number of carbon emissions that are produced from the production, processing and
transporting of electricity sources should be taken into consideration in well-to-wheel
111

calculations. This process could be reflected by the value of carbon intensity produced in
regional levels. Figure 30 shows the carbon intensity value which was published by the Ministry
of Energy and Mineral Resources for DKI Jakarta (JAMALI) between 2011 and 2018.
Figure 30 DKI Jakarta’s Carbon Intensity
Given the carbon intensity value of DKI Jakarta, the WTW CO2 per km factors for electric buses
then will be estimated by taking into account the energy consumption value (kWh/km) for each
bus type. Table 47 shows the emissions factor (CO2, PM2.5, SO2 and NOx) for both ICE bus and
electric buses, collected from multiple sources.
Table 47. Emissions factor for each bus type
ICE Buses Electric Bus

Parameter Source
Single & Medium Articulated Single-180 Medium Articulated Single-324 LE-180 LE-324
LE Bus Bus Bus (CNG) -135 -350
WTW CO2 1.94 1.51 3.46 0.88* 0.88* 2.02* 1.05* 0.88* 1.05* COPERT Model
Emissions
Factor (kg *Based on Jakarta
CO2eq/vkm) Carbon Intensity,
converted with
energy
consumption
PM2.5 (g/km) 0.63 0.15 0.01 0 0 0 0 0 0 Transjakarta

data , taken
from Grutter
Consulting, 2018
SO2 (g/km) 0.4 0.14* 0 0 0 0 0 0 0 Grutter

Consulting, 2018
* Ministry of
Environment
and Forestry
Regulation no
12/2010
NOx (g/km) 14 4.7 2.5 0 0 0 0 0 0 Grutter

Consulting, 2018
112

*This analysis is partially based on the COPERT Model data, all rights reserved, but the resulting analysis has been
prepared by ITDP and does not necessarily reflect the views of the COPERT.
6.6.3 Result
Figure 31 shows the comparison of WTW CO2eq produced between ICE and selected electric bus
technology, given the number of buses that will be operated and the energy consumption
assumed for each bus type. Based on the chosen bus typology, the largest avoided CO2
emission was found from the operation of single bus with medium battery size (53.7%) and the
lowest value received from the operation of articulated bus with 350 kWh battery capacity
(41%).
Figure 31. CO2eq based on bus type
The avoided CO2 emissions for each implementation phase can be seen from Figure 32.
113

Figure 32. Avoided CO2eq for each phase
Besides the CO2 reduction, it was found that the electrification program could also reduce the
total local pollutants generated from the tailpipe emissions such as PM2.5, SO2, and NOx. From
the environmental impact assessment, the PM2.5 will be reduced by 137 kg assuming all
implementation phases will be carried out by Transjakarta. There is also a significant reduction
for SO2 and NOx, which will be reduced by 84 kg and 3,251 kg for SO2 and NOx respectively
(Figure 33).
Figure 33. Avoided PM2.5, SO2 and NOx
114

In total, the shift to electric buses could lead to a significant carbon dioxide emissions by
around 50,3% (100,9 ton) from business-as-usual baseline. The number of avoided CO2eq
emissions for each phase (cumulative) can be found from Figure 34.
Figure 34. Cumulative avoided CO2eq emissions
115

Annex 1. E-bus Depot Design
This design is based on several characteristics and assumptions as follows.
● Bus Characteristic: 12m electric bus (Single Bus Type)
● Parking type: At-grade parking
● Depot capacity: 220 e-bus (200 operational and 20 stand-by buses based on 10% of
allocation)
● Charging Type: 150 kW Double-gun charger
2
● Site area: 30,000 𝑚
● Number of staff: 500 staff (drivers and depot crews)
E-bus Depot Layout
Figure 35. Proposed E-Bus Depot Layout
Based on Figure 30, the main infrastructure of the e-bus depot in this design is the inspection
area, parking areas for buses and private vehicles, an office, staff facilities, workshop and
storage, maintenance, and washing areas. The entrance of this depot is located on the
Southern side before the inspection area. After the inspection zone, the e-bus can go through
the maintenance area or go directly to the washing bays, on the Northside, opposite the
reserved parking area. Most charging stations are located in the center of the depot, but there
are a few that are located in the North and East parts of the depot. The private vehicle parking
for staff and drivers is situated on the Southside, next to the entrance gate.
Based on this design, overall 17,713 m2 from the depot area has been built in this e-bus depot.
The allocation spaces for each facility are shown in Table 47.
Table 48. Space Allocation of Each Facility in E-bus Depot
Facilities Descriptions Area (𝑚 )

2 Number 2
Total Area (𝑚 )
116

Security Room E-bus registration space, before enter and exit 25 1 25
depot
Inspection Zone Area for checking e-bus conditions by staffs 60 8 480
Office Including staff rooms, toilets, and meeting 600 1 600

room
Staff Facilities Including dormitories, lockers, toilets, canteen 600 1 600

and kitchen
Workshop Including body shop zone, and preventive 550 1 480

maintenance area
Maintenance Bay Designated areas to examine and service e-bus 90 10 900
Storage To store tires and spare parts for buses 203 1 203
Washing Bay Washing areas, usually close to the water 100 8 800
storage tank
Bus Parking Parking space for electric buses 56.875 220 12,512
(including
circulation)
Charging Bay Space for charging poles installation 8.75 128 612.5
Vehicle Parking Parking space for staffs and drivers vehicles 500* 1 500
(including include cars, motorcycles, and bicycles
circulation)
* Include 10 parking lots for cars, 138 motorcycles, and 55 bicycles
E-bus Operational Plan at Depot

Based on the e-bus depot design that has been discussed before, the assessment to calculate
the duration of e-bus in the depot to finish all mandatory activities will be conducted. The first
assumption that is applied in this design is the number of e-buses that arrive at the depot. By
using Transjakarta's current operation data, the number of busses that arrive at the depot are
split into 3 batches. It is assumed that 20% of operational fleets arrived at the 1st batch,
followed by 30% at the 2nd batch, and the remaining fleets in the last batch (see Table 48).
Table 49. Assumption of E-bus Arrival at Depot
Batch Arrival Time Percentage Number of Buses (unit)
1 09.00 - 10.00 pm 20% 40
2 10.00 - 11.00 pm 30% 60
3 11.00 - 12.00 am 50% 100
After the arrival of 1st batch fleets, which are around 40 e-buses, these e-buses will go through
the inspection process, maintenance, washing, and charging of the battery. It is important to
note that at least 200 e-buses will come back to the depot each day and should finish all
buses within 7 hours or 420 minutes. This is to ensure that all fleets can operate within their
timetable. Because of that, operational time is required to analyse before finalising the design.
117

Because of the limitations of inspection zones, maintenance spaces, and washing bays, some
fleets might need to wait before undergoing a specific process. The duration time for each
activity is based on the current operation data in Transjakarta depots. Except for the charging
duration, it is based on the maximum charging time for battery capacity 324 kWh by using a
charger with a power output of 150 kW. It is also assumed that the battery capacity when e-bus
back at depot should be around 20% of the full capacity. Then, by using 90% charging
efficiency, the duration of charging at the depot can be calculated by dividing the energy
needed to achieve fully charging battery capacity with the power output. Table 49 shows the
time estimation based on bus activities in the depot, which takes into account the availability
of areas/bays with the number of arrival buses in the depot.
Table 50. Time Estimations of E-bus Operation at Depot
Batch 1 2 3
Activities Duration Bay Buses Start Dur End Buses Start Dur End Buses Start Dur End
(min) (unit) (min) (unit) (min) (unit) (min)
Number of Arrival Buses 40 60 100
1A 2A 3A
Inspection 5 8 4 0 5 5 6 60 5 65 10 120 5 130

(A)
Maintenan 90 10 4 5 90 95 6 65 90 155 10 130 90 220

ce (A)
Washing 8 8 4 95 8 103 6 155 8 163 10 220 8 236

(A)
Charging 115 110 4 103 115 218 6 163 115 278 10 236 115 351
(B)
1B 2B 3B
Inspection 5 8 36 5 25 30 54 65 35 100 90 60 130 190

(B)
Washing 8 8 36 30 40 70 54 100 56 156 90 96 190 286

(B)
Charging 115 110 36 70 115 185 54 156 115 271 90 115 286 401
(B)
*Notes: A = E-buses requires scheduled maintenance, and B = E-buses go directly to washing bay
The explanation of the operational plan of e-bus activities shown in Table 49 is as follows.
● In the first batch, 40 electric buses arrive at the depot. All buses should go through
inspection zones, each bus will go through examination by staff, bus drivers might also
give their complaints regarding bus conditions. In this design, the inspection zone can
carry out up to 8 buses. The inspection process can take 5 minutes, and for the 1st
batch, this process starts from min 0 and ends 5 minutes after that.
● Even though it is stated that electric buses might not require maintenance, in this
design, it is assumed that 10% of daily operational fleets are required to do scheduled
maintenance. After the inspection process, 10% of the first batch fleets (4 buses) are
going through scheduled maintenance (group A). There are 10 maintenance bays in this
depot and because this number exceeds the number of buses, so the maintenance
process will start at min 5. and it takes up to 90 minutes, so it will end in min 95.
118

● After maintenance, these 4 buses will go to the washing bay. The washing process takes
up to 8 minutes with the availability of 8 washing bays. Assumed that all fleets in group
1B already finished the washing process, so there is no waiting time for 1A. Thus, the
washing process for group 1A will start from min. 95 to 103.
● The last activity in the depot is the charging process. The charger type that has been
used in this design is double-gun electric chargers with a power of 150 kW. There are
50 charges available in this depot design, and 1 charger can be used to charge 2
e-buses simultaneously. Hence, all buses that arrive from the 1st batch do not need to
wait for the charging process because the total buses are less than 100. In the 1A case,
the charging process can start directly after washing, which is from min. 103 to 218. It is
suggested in this design that the first batch can use a charging priority first to give
spaces for turning radius in opposite the washing areas.
● The process for group 1B is also similar to 1A, except after the inspection process, the
group 1B will go directly to the washing areas. Therefore, the washing process for group
1B will start from min. 30 to 40. The duration times for each activity for group 1B are
different from the 1A, this is because the number of buses in this group (B) exceeds the
number of available bays. Thus, the duration time is calculated based on multiplying
normal duration time by the ratio between the number of buses and the availability of
bays (see Table 50).
● After achieving the fully charged battery, the e-buses from the first batch can park in
the same charging areas until the departure time from the depot, which is at 04.00 am.
● The time calculation for the 2nd and 3rd batch is also similar to the 1st batch. However,
because the availability of the bays is limited, some fleets might require to wait to go
under a certain process. Table 50 shows the detailed time estimation based on the
availability of bays. It is worth noting that e-buses that group 2A, 3A, and 3B are
required to wait for the washing, maintenance, and charging process respectively.
Table 51. Time Estimations of E-bus Operation at Depot
Waiting Waiting Waiting

Groups Start Checking Maintenance Washing Charging End
Time Time Time
1A (4 Buses) 0 5 0 90 0 8 0 115 218
1B (36 Buses) 5 25 0 - 0 40 0 115 185
2A (6 Buses) 60 5 0 90 1 8 0 115 279
2B (54 Buses) 65 35 0 - 0 56 0 115 271
3A (10 Buses) 120 10 25 90 0 16 0 115 376
3B (90 Buses) 130 60 0 - 0 96 16 115 417
Based on this design layout, and simulation of operational e-bus activities in a depot that is
shown in Table 50. All of the 200 fleets can finish all processes (from inspection to full
charging) at min. 417. This is less than 7 hours. Thus, this design can accommodate 220 fleets,
with 200 buses can operate within the schedule every day. Figure 31 describes the timeline for
each arrival batch based on the 4 main activities that should be done at a depot.
119

Figure 36. Time Allocation of Bus Activities at Depot
120

Annex 2. Charging System Identification
A. BRT Routes
1. Single bus
Table 52. BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
Route Origin - Destination Total Daily Distance by Daily Distance Per

Code Single and Maxi Bus Bus
2C Monas - JIEXPO 56 56
3F Kalideres - Gelora Bung Karno 2,035 93
4C TU Gas - Bundaran Senayan 2,711 100
4H Pulo Gadung 2 - Ragunan 442 74
5C PGC 1 - Harmoni 3,251 135
9A PGC 2 - Grogol 2 2,366 118
9B Pinang Ranti - Kota 2,496 113
9M Pinang Ranti - Halimun Via Kuningan 614 102
L4 PGC 2 - Dukuh Atas 2 493 99
M6 Ragunan - Harmoni 633 90
M7 Kampung Rambutan - Harmoni 1,060 88
Assumptions:
● Operation days per month = 28 days

● Depth of discharge = 80%
● Power consumption single bus = 1 kWh/km
121

A further analysis was done on the routes which need additional opportunity charging systems
on whether fast chargers at terminals would suffice to supply the additional power needed to
cover the daily distance. The number of possible charging at terminals depends on the space
availability at terminals and the number of roundtrips per route.
Table 53. BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)
Route Origin - Destination Total DD by DD Per Bus # Fast # Possible

Code Single and Maxi Charges charging
Bus Needed occasion at
terminals
1 Blok M - Kota 8,571 179 2 4
2 Pulo Gadung 1 - Harmoni 4,909 158 1 5
3 Kalideres - Pasar Baru 7,913 208 3 5
4 Pulo Gadung 2 - Tosari 5,807 200 3 4
5 Kampung Melayu - Ancol 2,712 181 2 8
7 Kampung Rambutan - Kampung Melayu 4,732 197 3 8
10 PGC 2 - Tanjung Priok 7,453 201 3 4
11 Kampung Melayu - Pulo Gebang 4,477 187 2 10
13 Ciledug - Tendean 15,102 201 3 5
10D Kampung Rambutan - Tanjung Priok 922 184 2 6
10H Tanjung Priok - Blok M 1,121 160 1 8
13A Puri Beta - Blok M 5,667 227 4 8
13B Puri Beta - Pancoran Barat 4,155 244 5 6
13D Puri Beta - Ragunan 940 235 5 8
13F Puri Beta - Kampung Melayu 1,159 232 4 8
4D Pulo Gadung 2 - Kuningan 1,699 170 2 4
4K Pulo Gadung 2 - Blok M 690 172 2 8
4M Pulo Gadung 2 - Kota 671 224 4 5
5D PGC 1 - Ancol 2,555 183 2 3
5E Kampung Rambutan - Ancol 2,514 168 2 4
5H Harmoni - Ancol 722 241 5 7
5K Kampung Melayu - Kota 1,470 184 2 5
122

7M Kampung Rambutan - Pulo Gadung 2 1,651 236 5 8
9K Kampung Rambutan - Grogol 2 1,167 195 3 4
Assumptions:
● Fast charger at terminals power = 450 kW
Table 54. BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)

Code Single and Maxi Charges charging
terminals
6 Ragunan - Halimun 6,054 242 5 4
8 Lebak Bulus - Harmoni 7,063 235 5 3
9 Pinang Ranti - Pluit 5,453 170 2 2
12 Penjaringan - Sunter Boulevard Barat 4,750 198 3 0
11V Pulo Gebang - Pasar Baru 1,214 243 5 4
12M Sunter Boulevard Barat - Harmoni 1,217 203 3 0
13C Puri Beta - Dukuh Atas 3,716 248 5 4
13E Puri Beta - Kuningan 2,000 250 5 4
2D Kalideres - Asmi 2,326 233 4 3
6A Ragunan - Monas Via Kuningan 4,241 236 5 4
6B Ragunan - Monas Via Semanggi 3,716 248 5 4
Kampung Rambutan - Harmoni Via Cempaka

7F Putih 1,770 295 7 3
8A Grogol 2 - Harmoni 1,750 159 1 0
* As a safety factor, the number of possible charging occasions should be at least one more than needed. Therefore,
routes with possible charging occasions equal to needed charging occasions are still categorized as needing more
charging location.
Assumptions:
123

2. Articulated bus
Table 55. BRT Routes with Overnight Charging (Using 350 kWh Articulated Bus)
Route Origin - Destination Total DD by Articulated DD Per Bus

Code Bus
3F Kalideres - Gelora Bung Karno 93 93
4C TU Gas - Bundaran Senayan 703 100
9A PGC 2 - Grogol 2 1,301 118
Assumptions:
● Power consumption single bus = 2.3 kWh/km
Table 56. BRT Routes with Fast Charging at Terminals (Using 350 kWh Articulated Bus)

Code Articulated Bus Charges charging
Needed occasion at
terminals
2 Pulo Gadung 1 - Harmoni 2,534 158 4 5
2A Pulo Gadung 1 - Rawa Buaya 1,027 128 1 6
5 Kampung Melayu - Ancol 5,967 181 7 8
Assumptions:
● Power consumption single bus = 2.3 kWh/km
Table 57. BRT Routes Which Need Additional Power (Using 350 kWh Articulated Bus)

Code Articulated Bus Charges charging
Needed occasion at
terminals
1 Blok M - Kota 7,143 179 6 4
3 Kalideres - Pasar Baru 3,748 208 9 5
124

7* Kampung Rambutan - Kampung Melayu 789 197 8 8
8 Lebak Bulus - Harmoni 6,122 235 12 3
9 Pinang Ranti - Pluit 3,919 170 5 2
10 PGC 2 - Tanjung Priok 3,827 201 9 4
10D Kampung Rambutan - Tanjung Priok 553 184 7 6
5C PGC 1 - Harmoni 271 135 2 0
5D PGC 1 - Ancol 548 183 7 3
5E Kampung Rambutan - Ancol 335 168 5 4
9K Kampung Rambutan - Grogol 2 778 195 8 4
Assumptions:
● Power consumption articulated bus = 2.3 kWh/km
3. Preliminary TCO Analysis for “Need More Power” Group (Single Bus)
TCO is identified by calculating the present value of all capital expenditures (CAPEX) and
operational expenditures (OPEX) associated with the operation of the buses. The CAPEX
components include bus purchasing price, battery cost plus battery replacement cost at year 8,
charging infrastructure plus its installation costs, and vehicle procurement taxes. The OPEX
components include staff and overhead costs, energy cost, maintenance costs both for fleet
maintenance and charging infrastructure maintenance, and insurance costs.
The TCO calculation assessed the CAPEX and OPEX for 10 years since the procurement of the
bus. The TCO was calculated for each route and was compared to the TCO of diesel bus with the
same bus type. TCO difference was used for the parameter instead of the absolute electric bus
TCO value since it would be more beneficial for Transjakarta to know the additional costs
relative to their current expenses.
Table 58. TCO differences BRT routes
% TCO Difference with Using Diesel Bus

Route Code Origin - Destination Add more 180 kWh buses Use 324 kWh buses
6 Ragunan - Halimun
28.41% 35.93%
8 Lebak Bulus - Harmoni

32.36% 36.95%
125

9* Pinang Ranti - Pluit
34.58% 52.66%
12 Penjaringan - Sunter Boulevard Barat

52.44% 44.03%
11V Pulo Gebang - Pasar Baru

43.82% 46.34%
12M Sunter Boulevard Barat - Harmoni

60.90% 44.83%
13C Puri Beta - Dukuh Atas

32.01% 36.48%
13E Puri Beta - Kuningan

38.25% 40.50%
2D Kalideres - Asmi
38.03% 42.13%
6A Ragunan - Monas Via Kuningan

27.25% 38.76%
6B Ragunan - Monas Via Semanggi

32.01% 36.48%
7F Kampung Rambutan - Harmoni Via Cempaka

Putih
46.94% 46.94%
8A Grogol 2 - Harmoni
49.23% 57.76%
Assumptions:
● Discount rate = 6%
● USD to IDR rate = 14,000
● Operation days per year = 338 days
● Depot charger cost (150 kW) = USD 75,000
● Fast charger cost at staging facility for single bus (180 kW) = USD 92,500
● Fast charger at terminal cost/at staging facility for articulated bus (450 kW), including
planning = USD 330,000
● Flash charger at bus station cost (450 kW), including planning = USD 300,000
● Depot charger:bus ratio = 1:5
● Bus procurement costs:
○ Electric single bus 324 kWh = USD 370,000
○ Electric single bus 180 kWh = USD 300,000
○ Electric articulated bus 350 kWh = USD 595,000
○ Electric medium bus 135 kWh = USD 228,500
○ Diesel single bus = USD 154,354
○ Diesel single bus low entry = USD 159,183
○ Diesel articulated bus = USD 330,000
○ Diesel medium bus = USD 59,285
○ Battery cost = USD 100/kWh
○ Battery replacement costs year 8 = USD 80/kWh
○ Insurance and legal = 1.5% per bus per year
○ Tax e-bus = 20% import tax
● Energy costs:
○ Electricity = IDR 740/kWh
126

○ Diesel fuel = IDR 5,150/liter
● Energy efficiency:
○ Electric single bus 324 kWh = 1.2 kWh/km
○ Electric single bus 180 kWh = 1 kWh/km
○ Electric articulated bus 350 kWh = 2.3 kWh/km
○ Electric medium bus 135 kWh = 1 kWh/km
○ Diesel single bus = 2.03 km/liter
○ Diesel single bus low entry = 2.03 km/liter
○ Diesel articulated bus = 1.45 km/liter
○ Diesel medium bus = 3.2 km/liter
● Maintenance costs:
○ Electric single bus 324 kWh = IDR 1,800/km
○ Electric single bus 180 kWh = IDR 1,800/km
○ Electric articulated bus 350 kWh = IDR 3,360/km
○ Electric medium bus 135 kWh = IDR 1,800/km
○ Diesel single bus = IDR 5,450/km
○ Diesel single bus low entry = IDR 5,450/km
○ Diesel articulated bus = IDR 11,678/km
○ Diesel medium bus = IDR 3,000/km
○ Charging infrastructure = 2.5% charger cost per year
● Staff and overhead costs = IDR 2,000/km
● Training costs = 10% staff and overhead costs
B. Non-BRT Routes
1. Single buses (High-deck)
The difference between Typology 3 and Typology 4 is the battery capacity. Typology 4 employs a
Single Bus with a battery capacity of 180 kWh. This typology gives the BEB range around 144 km.
Based on the daily distance per bus in each route, only a few routes can use overnight
charging only.
Table 59. Non-BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
Route Origin - Destination Total Daily Distance Daily Distance Per Bus
Code
PULO GEBANG - STASIUN CAKUNG VIA CAKUNG

11U CILINCING 275 138
1F STASIUN PALMERAH - BUNDARAN SENAYAN 560 140
4B STASIUN MANGGARAI - UI 603 121
7E KAMPUNG RAMBUTAN - RAGUNAN 707 141
Assumptions:
127

Table 60. Non-BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)
Route Origin - Destination Total Daily Daily Distance # Fast # Possible

Code Distance Per Bus Charges charging
Needed occasion at
terminals
11A PULO GEBANG - RAWAMANGUN 1,683 210 3 5
11D PULO GEBANG - PULO GADUNG 2 VIA PIK 353 176 2 5
11T PULO GEBANG - STASIUN CAKUNG 473 236 5 23
3D PENJARINGAN - RAWA BUAYA 410 205 3 5
5A KAMPUNG MELAYU - GROGOL 1 2,442 163 1 4
6M STASIUN MANGGARAI - BLOK M 2,973 198 3 5
7A KAMPUNG RAMBUTAN - LEBAK BULUS 2,934 196 3 10
7B KAMPUNG RAMBUTAN - BLOK M 1,795 150 1 6
Assumptions:
After combining overnight charging and opportunity fast charging at terminals, there are still
many routes that need other scenarios to fulfill their service. The list of these routes is shown
in Table 60.
Table 61. Non-BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)
Route Origin - Destination Total Daily Daily # Fast # Possible

Code Distance Distance Per Charges charging
terminals
12B PLUIT - SENEN 1,227 175 2 0
1A PIK - BALAI KOTA 3,920 231 4 0
1B STASIUN PALMERAH - TOSARI 1,207 201 3 0
4A TU GAS - JELAMBAR 3,612 172 2 0
128

6H SENEN - LEBAK BULUS 5,718 238 5 3
7D PANCORAN - TMII 2,378 264 6 0
9D PASAR MINGGU - TANAH ABANG 1,504 167 2 0
9E KEBAYORAN LAMA - JELAMBAR 1,637 149 1 0
Assumptions:
2. Single buses (Low entry)
Table 62. Non-BRT Routes with Overnight Charging (Using 180 kWh Single Bus)
Code
1F STASIUN PALMERAH - BUNDARAN SENAYAN 560 140
1R TANAH ABANG - SENEN 1,375 138
4B STASIUN MANGGARAI - UI 1,809 121
DA1 DUKUH ATAS - SAM RATULANGI VIA SEMANGGI 105 105
DA2 DUKUH ATAS - TANAH ABANG 273 137
GR2 TANAH ABANG EXPLORER 793 79
MR1 CSW - PAKUBUWONO 141 70
MR3 CSW - WIJAYA 283 142
Assumptions:
Table 63. Non-BRT Routes with Fast Charging at Terminals (Using 180 kWh Single Bus)

Code Distance Distance Per Charges charging occasion
Bus Needed at terminals
1E PONDOK LABU - BLOK M 2,607 186 2 6
1N TANAH ABANG - BLOK M 1,480 164 1 7
129

4F PINANG RANTI - PULO GADUNG 2,817 148 1 3
5F KAMPUNG MELAYU - TANAH ABANG 1,559 173 2 6
5M KAMPUNG MELAYU - TANAH ABANG VIA CIKINI 1,457 162 1 6
6N RAGUNAN - BLOK M VIA KEMANG 2,609 186 2 6
6R RAGUNAN - STASIUN MRT FATMAWATI 857 171 2 9
7B KAMPUNG RAMBUTAN - BLOK M 1,197 150 1 6
Assumptions:
Table 64. Non-BRT Routes Which Need Additional Power (Using 180 kWh Single Bus)

12E HISTORY OF JAKARTA EXPLORER 626 157 1 0
12K ASEMKA EXPLORER 758 152 1 0
1H TANAH ABANG - STASIUN GONDANGDIA 1,165 146 1 0
1P SENEN - BUNDARAN SENAYAN 1,502 167 2 0
6D STASIUN TEBET - KARET VIA UNDERPASS 1,315 146 1 0
6Q EPICENTRUM - KOTA KASABLANKA 837 167 2 0
8C KEBAYORAN LAMA - TANAH ABANG 2,099 161 1 0
9D PASAR MINGGU - TANAH ABANG 1,504 167 2 0
DA3 DUKUH ATAS - KUNINGAN VIA SEMANGGI 627 157 1 0
DA4 DUKUH ATAS - KOTA VIA BUNSEN 754 151 1 0
GR1 BUNDARAN SENAYAN - HARMONI 1,677 186 2 0
Assumptions:
130

3. Medium buses
Table 65. Non-BRT Routes with Overnight Charging (Using 135 kWh Medium Bus)
Code
6F STASIUN MANGGARAI - RAGUNAN 360 72
Assumptions:
● Power consumption medium bus = 1 kWh/km
Table 66. Non-BRT Routes with Fast Charging at Terminals (Using 135 kWh Medium Bus)

11D PULO GEBANG - PULO GADUNG 2 VIA PIK 2,116 176 4 5
11Q KAMPUNG MELAYU - PULO GEBANG VIA BKT 2,960 197 4 5
1C PESANGGRAHAN - BLOK M 1,814 165 3 5
1Q REMPOA - BLOK M 1,775 197 4 6
5N KAMPUNG MELAYU - RAGUNAN 2,236 203 5 6
7N KAMPUNG RAMBUTAN - GANDARIA 560 187 4 6
8D JOGLO - BLOK M 2,063 172 3 6
MR9 SOUTH QUARTER - LEBAK BULUS 487 122 1 12
Assumptions:
Table 67. Non-BRT Routes Which Need Additional Power (Using 135 kWh Medium Bus)

SUNTER KELAPA GADING - STASIUN LRT

10F PEGANGSAAN DUA 371 124 1 0
10K TANJUNG PRIOK - SENEN VIA TAMAN BMW 1,558 195 4 4
131

12A PELABUHAN KALIADEM - KOTA 503 168 3 0
12B PLUIT - SENEN 876 175 3 0
1M MERUYA - BLOK M 1,583 198 4 4
2K JAKARTA GARDEN CITY - HARAPAN INDAH 414 207 5 0
3D PENJARINGAN - RAWA BUAYA 1,642 205 5 5
SENTRALAND CENGKARENG - PURI

3E KEMBANGAN 1,633 233 6 0
4B STASIUN MANGGARAI - UI 1,447 121 1 0
5B STASIUN TEBET - BIDARA CINA 599 200 5 0
6C STASIUN TEBET - KARET VIA PATRA KUNINGAN 2,482 177 4 0
6E STASIUN TEBET - KARET VIA MEGA KUNINGAN 110 110 1 0
7P PONDOK KELAPA - BKN 1,844 205 5 0
8E BINTARO - BLOK M 1,872 208 5 5
8K BATU SARI - TANAH ABANG 1,561 195 4 0
9H CIPEDAK - BLOK M 2,547 232 6 3
MR2 CSW - KRAMAT PELA 387 129 1 0
MR5 STASIUN MRT BLOK A - RADIO DALAM 801 133 2 0
Assumptions:
132

Annex 3. Fast Charging at Terminals
1. List of terminals with available space for fast chargers:
1. Ancol
2. Blok M
3. Ciledug
4. Kalideres
5. Kampung Melayu
6. Kampung Rambutan
7. Lebak Bulus
8. Pinang Ranti
9. Pulo Gadung 1
10. Pulo Gadung 2
11. Pulo Gebang
12. Puri Beta
13. Ragunan
14. Rawa Buaya
15. Tanjung Priok
2. Possible charging occasion per route
Table 68. Number of Possible Charging Occasion at Terminals per Route
Route Origin Destination No of Possibility of No of round No of round No of possible

Code terminals peak hour trip at peak trip at charging
available for charging hours off-peak occasion at
charging hours terminals
1 BLOK M KOTA 0 No 4 4 0
2 PULO GADUNG 1 HARMONI 1 No 5 5 5
3 KALIDERES PASAR BARU 1 No 5 5 5
4 PULO GADUNG 2 TOSARI 1 No 4 4 4
5 KAMPUNG MELAYU ANCOL 1 No 4 4 4
6 RAGUNAN HALIMUN 0 No 4 4 0
7 KAMPUNG RAMBUTAN KAMPUNG MELAYU 1 No 4 4 4
8 LEBAK BULUS HARMONI 1 No 3 3 3
9 PINANG RANTI PLUIT 1 No 2 2 2
10 PGC 2 TANJUNG PRIOK 1 No 4 4 4
11 KAMPUNG MELAYU PULO GEBANG 1 No 5 5 5
12 PENJARINGAN SUNTER BOULEVARD 0 No 4 4 0

BARAT
13 Ciledug Tendean 1 No 5 5 5
133

10D KAMPUNG RAMBUTAN TANJUNG PRIOK 2 No 3 3 6
10F SUNTER KELAPA STASIUN LRT 0 No 9 9 0

GADING PEGANGSAAN DUA
10H TANJUNG PRIOK BLOK M 1 No 4 4 4
10K TANJUNG PRIOK SENEN VIA TAMAN 1 No 4 4 4

BMW
11A PULO GEBANG RAWAMANGUN 1 No 5 5 5
11D PULO GEBANG PULO GADUNG 2 VIA 1 No 5 5 5

PIK
11Q KAMPUNG MELAYU PULO GEBANG VIA BKT 0 No 5 5 0
11T PULO GEBANG STASIUN CAKUNG 1 No 23 23 23
11U PULO GEBANG STASIUN CAKUNG VIA 1 No 12 12 12

CAKUNG CILINCING
11V PULO GEBANG PASAR BARU 1 No 4 4 4
12A PELABUHAN KOTA 0 No 6 6 0

KALIADEM
12B PLUIT SENEN 0 No 4 4 0
12E HISTORY OF JAKARTA EXPLORER 0 No 10 10 0
12K ASEMKA EXPLORER 0 No 9 9 0
12M SUNTER BOULEVARD HARMONI 0 No 5 5 0

BARAT
13A PURI BETA BLOK M 1 No 4 4 4
13B PURI BETA PANCORAN BARAT 1 No 6 6 6
13C PURI BETA DUKUH ATAS 1 No 4 4 4
13D PURI BETA RAGUNAN 1 No 4 4 4
13E PURI BETA KUNINGAN 1 No 4 4 4
13F PURI BETA KAMPUNG MELAYU 1 No 4 4 4
1A PIK BALAI KOTA 0 No 3 3 0
1B STASIUN PALMERAH TOSARI 0 No 14 14 0
1C PESANGGRAHAN BLOK M 0 No 5 5 0
1E PONDOK LABU BLOK M 0 No 6 6 0
1F STASIUN PALMERAH BUNDARAN SENAYAN 0 No 17 17 0
1H TANAH ABANG STASIUN GONDANGDIA 0 No 17 17 0
1M MERUYA BLOK M 0 No 4 4 0
1N TANAH ABANG BLOK M 0 No 7 7 0
134

1P SENEN BUNDARAN SENAYAN 0 No 5 5 0
1Q REMPOA BLOK M 0 No 6 6 0
1R TANAH ABANG SENEN 0 No 7 7 0
2A PULO GADUNG 1 RAWA BUAYA 1 No 3 3 3
2C MONAS JIEXPO 0 No 8 8 0
2D KALIDERES ASMI 1 No 3 3 3
2K JAKARTA GARDEN HARAPAN INDAH 0 No 10 10 0

CITY
3D PENJARINGAN RAWA BUAYA 0 No 5 5 0
3E SENTRALAND PURI KEMBANGAN 0 No 6 6 0

CENGKARENG
3F KALIDERES GELORA BUNG KARNO 1 No 5 5 5
4A TU GAS JELAMBAR 0 No 3 3 0
4B STASIUN MANGGARAI UI 0 No 3 3 0
4C TU GAS BUNDARAN SENAYAN 0 No 4 4 0
4D PULO GADUNG 2 KUNINGAN 1 No 4 4 4
4F PINANG RANTI PULO GADUNG 1 No 3 3 3
4H PULO GADUNG 2 RAGUNAN 1 No 3 3 3
4K PULO GADUNG 2 BLOK M 1 No 4 4 4
4M PULO GADUNG 2 KOTA 1 No 5 5 5
5A KAMPUNG MELAYU GROGOL 1 0 No 4 4 0
5B STASIUN TEBET BIDARA CINA 0 No 15 15 0
5C PGC 1 HARMONI 0 No 3 3 0
5D PGC 1 ANCOL 1 No 3 3 3
5E KAMPUNG RAMBUTAN ANCOL 2 No 2 2 4
5F KAMPUNG MELAYU TANAH ABANG 0 No 6 6 0
5H HARMONI ANCOL 1 No 7 7 7
5K KAMPUNG MELAYU KOTA 0 No 5 5 0
5M KAMPUNG MELAYU TANAH ABANG VIA 0 No 6 6 0

CIKINI
5N KAMPUNG MELAYU RAGUNAN 0 No 3 3 0
6A RAGUNAN MONAS VIA KUNINGAN 0 No 4 4 0
6B RAGUNAN MONAS VIA SEMANGGI 0 No 4 4 0
135

6C STASIUN TEBET KARET VIA PATRA 0 No 9 9 0
KUNINGAN
6D STASIUN TEBET KARET VIA UNDERPASS 0 No 11 11 0
6E STASIUN TEBET KARET VIA MEGA 0 No 9 9 0

KUNINGAN
6F STASIUN MANGGARAI RAGUNAN 0 No 4 4 0
6H SENEN LEBAK BULUS 1 No 3 3 3
6M STASIUN MANGGARAI BLOK M 0 No 5 5 0
6N RAGUNAN BLOK M VIA KEMANG 0 No 6 6 0
6Q EPICENTRUM KOTA KASABLANKA 0 No 10 10 0
6R RAGUNAN STASIUN MRT 0 No 9 9 0

FATMAWATI
7A KAMPUNG RAMBUTAN LEBAK BULUS 2 No 5 5 10
7B KAMPUNG RAMBUTAN BLOK M 1 No 3 3 3
7D PANCORAN TMII 0 No 6 6 0
7E KAMPUNG RAMBUTAN RAGUNAN 1 No 7 7 7
7F KAMPUNG RAMBUTAN HARMONI VIA 1 No 3 3 3

CEMPAKA PUTIH
7M KAMPUNG RAMBUTAN PULO GADUNG 2 2 No 4 4 8
7N KAMPUNG RAMBUTAN GANDARIA 1 No 6 6 6
7P PONDOK KELAPA BKN 0 No 5 5 0
8A GROGOL 2 HARMONI 0 No 10 10 0
8C KEBAYORAN LAMA TANAH ABANG 0 No 6 6 0
8D JOGLO BLOK M 0 No 6 6 0
8E BINTARO BLOK M 0 No 5 5 0
8K BATU SARI TANAH ABANG 0 No 4 4 0
9A PGC 2 GROGOL 2 0 No 3 3 0
9B PINANG RANTI KOTA 1 No 3 3 3
9D PASAR MINGGU TANAH ABANG 0 No 4 4 0
9E KEBAYORAN LAMA JELAMBAR 0 No 6 6 0
9H CIPEDAK BLOK M 0 No 3 3 0
9K KAMPUNG RAMBUTAN GROGOL 2 1 No 4 4 4
9M PINANG RANTI HALIMUN VIA 1 No 5 5 5

KUNINGAN
136

DA1 DUKUH ATAS SAM RATULANGI VIA 0 No 8 0
SEMANGGI
DA2 DUKUH ATAS TANAH ABANG 0 No 14 0
DA3 DUKUH ATAS KUNINGAN VIA 0 No 6 0

SEMANGGI
DA4 DUKUH ATAS KOTA VIA BUNSEN 0 No 5 0
GR1 BUNDARAN SENAYAN HARMONI 0 No 6 6 0
GR2 TANAH ABANG EXPLORER 0 No 10 50 0
L4 PGC 2 DUKUH ATAS 2 0 No 8 8 0
M6 RAGUNAN HARMONI 0 No 4 4 0
M7 KAMPUNG RAMBUTAN HARMONI 1 No 3 3 3
MR1 CSW PAKUBUWONO 0 No 18 18 0
MR2 CSW KRAMAT PELA 0 No 19 19 0
MR3 CSW WIJAYA 0 No 14 14 0
MR5 STASIUN MRT BLOK A RADIO DALAM 0 No 23 23 0
MR9 SOUTH QUARTER LEBAK BULUS 1 No 12 12 12
Annex 4. Passenger Capacity for Electric Buses
A. Diesel Bus Capacity

Table 69. Diesel Bus Passenger Capacity
Bus type Max gross weight (kg) Max. Passenger Capacity

(Diesel Bus)
Single bus 16,000 66
Maxi bus 24,000 92
Articulated bus 26,000 120
Medium bus 8,000 31
Low entry 16,000 59
Microbus 5,000 11
137

B. Electric Bus Data
Table 70. Electric Bus Market Data
OEM Bus Type Model Number Curb Weight Battery Battery Battery Density
(kg) Weight Capacity (kg/kWh)
(kg) (kWh)
Skywell Single bus NJL612BEV 12,085 1,840 258 7.1
Zhongtong Single bus LCK6126EVGRA1 12,870 2,170 350 6.2
Higer Single bus KLQ6125GEV 13,000 2,400 380 6.3
BYD-K9 Single bus BYD-YTC90A 13,315 2,314 324 7.1
BYD-Laksana Single bus BYD2912TZ-XY-A 12,700 N/A 348 N/A

(estimation)
BYD-C6 Medium bus - 6,250 N/A 135 N/A
BYD-K11 Articulated bus - 23,000 N/A 578 N/A
Average battery density 6.7
C. Passenger Capacity Estimation

Table 71. Electric Bus Passenger Capacity Estimation
Bus Typology Bus Type Battery Max Bus Body Battery Total Curb Max. % from
Size (kwh) GVW (kg) Weight Weight Weight Passenger Diesel Bus
(kg) (kg) (kg) Capacity Capacity
Typology 1, 3, 7 Single bus 324 16,000 10,600 2,170 12,770 46 69.91%
Typology 2, 4, 8 Single bus 180 16,000 10,600 1,206 11,806 60 90.79%
Typology 5 Medium bus 135 8,000 5,346 904 6,250 25 80.65%
Typology 6 Articulated bus 350 26,000 15,900 2,344 18,244 111 92.33%
Single bus weight (without battery) = Higer bus curb weight - Higer 324 kWh battery weight
Medium bus weight (without battery) = BYD C6 bus curb weight - 135 kWh battery weight
Articulated bus weight (without battery) = Single bus weight * 150%
Passenger weight = 70 kg/pax
138

Deliverable 3.2 - Roadmap _ Timetable Transjakarta

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Roadmap and Timetable of E-bus Deployment

Supporting Jakarta’s Transition to E-mobility

3. Benchmarking of Electric Bus Implementation in Other Cities 21

Institute for Transportation and Development Policy

4. Roadmap of Electric Bus Transition 43

Institute for Transportation and Development Policy

5. Previous Studies on Transjakarta Electric Bus Deployment 67

6. Timetable for Transjakarta Fleet Electrification 70

Institute for Transportation and Development Policy

Annex 1. E-bus Depot Design 117

Annex 2. Charging System Identification 122

Annex 3. Fast Charging at Terminals 134

Annex 4. Passenger Capacity for Electric Buses 138

Institute for Transportation and Development Policy

Institute for Transportation and Development Policy

■ Table 1. Transjakarta Fleet Typology

Institute for Transportation and Development Policy

Institute for Transportation and Development Policy

2. Supporting policies need to be enacted to enable electric bus implementation. Both

Institute for Transportation and Development Policy

4. Recommendations on charging system and infrastructure:

a. Based on driving distance analysis, several routes need only an overnight

c. Four staging facilities are recommended to be established: North Jakarta,

5. Recommendations on the implementation plan:

a. To determine implementation phases, 12 route groups are identified based on

b. Technology readiness (i.e. the provision of charging infrastructure) and the

Institute for Transportation and Development Policy

ii. Phase 1: Implementation of Group 7, 8, and several routes in Group 12.

iii. Phase 2: Implementation of Group 1, 6, 9, and several routes in Group

iv. Phase 3: Implementation of Group 4, 5, and several routes in Group 12.

v. Phase 4: Implementation of Group 3, 10, and several routes in Group 12.

Institute for Transportation and Development Policy

Institute for Transportation and Development Policy

Institute for Transportation and Development Policy

2.1 Current Operations

2.1.1 Current Service and Fleet Typology

The seven types of service with fixed routes are1:

Table 1. Transjakarta Fleet Typology

No Fleet type Capacity (prior to Service

Institute for Transportation and Development Policy

2 Single bus 28-41 seat BRT, Integration routes, Transjabodetabek, Rusun

3 Maxi bus 43 seat BRT, Integration routes, Transjabodetabek

4 Low-entry bus 30-41 seat Integration routes, Transjabodetabek

5 Medium bus 17-20 seat Integration routes, Rusun routes

6 Small bus (microbus) 11 seat Mikrotrans

7 Double decker bus 45-80 seat Tourist routes

Table 2. Number of Existing Fleet by Fuel Type (2019)

No Type of bus Type of fuel

CNG Diesel Gasoline

1 Medium Bus 9 m 0 410 0

2 Single Bus 10 m 0 100 0

3 Single Bus 12 m 96 757 0

4 Single low Entry (12 m) 0 289 0

5 Maxi Bus (13.5 m) 0 293 0

6 Double Decker (13.5 m) 0 28 0

7 Articulated (18 m) 244 0 0

8 Mikro Bus (4 m) 0 46 1,285

Total 340 1,923 1,285

2.2.2 Daily Operational Pattern

Institute for Transportation and Development Policy

2.2 Transjakarta Fleet Procurement Plan

Table 3. Transjakarta Number of Fleet Projection in Transjakarta RJPP 2020-2030

Double Decker Bus 28 28 28 28 27 14 10 8 0 0 0 0

Table 4. Transjakarta Fleet Procurement Plan in Transjakarta RJPP 2020-2030