MRT Construction Details
Elevated Section
Most of the MRT are elevated structures which extend along ±10 km; from Lebak Bulus to Sisingamangaraja areas. This section contains 7 elevated stations; namely Lebak Bulus, Fatmawati, Cipete Raya, Haji Nawi, Blok A, Blok M and Sisingamangaraja stations. The MRT train depot will be built at Lebak Bulus, adjacent to the Lebak Bulus terminal station. In this section, all stations and tracks will be built above ground while the depot will be built on ground level.
The type of elevated structures that will be used is Single Pier on the bottom and Precast Concrete Box Girder on the top. The girder height will be at least 5 metres above road surface in accordance with applicable rules for urban streets.
The elevated section of MRT Jakarta consists of the three construction packages, namely Contract Package (CP) 101,CP 102 and CP 103.
Underground Section
The MRT's underground section extends along ±6 km, consisting of tunnels and underground MRT stations; Senayan, Istora, Bendungan Hilir, Setiabudi, Dukuh Atas and Bundaran Hotel Indonesia stations. This section will be built using TBM (Tunnel Boring Machine), with the type EPB (Earth Pressure Balance Machine), with three construction packages – CP 104, CP 105 and CP 106.
Railway Systems & Trackwork and Rolling Stock
Railway Systems refers to supporting infrastructures of the MRT, which consists of 10 subsystems; Substation System, Overhead Contact System, Power Distribution System, Signaling System, Telecommunication System, Facility SCADA, Automatic Fare Collection System, Platform Screen Doors, Escalator & Elevator and Trackwork. The railway system of MRT Jakarta will use the latest signaling system in Indonesia by introducing CBTC (Communication Based Train Control) signaling system and applying the moving block system for train travel arrangements.
Railways Systems & Trackwork and Rolling Stock of MRT Jakarta consists of two packages, which is CP 107 dan CP 108.
Construction Process
Building a MRT system is not purely a matter of economic and financial feasibility, but more than that, how to reflects the vision of a city. Life and economic activity of a city, among other things, depend on how easily can its citizens travel and how often they can do that to reach various destinations in the city. The main goal of the construction of the MRT system is to provide opportunity for citizens to improve the quality and quantity of travel to become more reliable, trustworthy, safe, convenient, affordable and economical.
Jakarta has grown very rapidly, forcing many people, especially those from the working class, to stay outside city boundaries.
Everyday, more than 20 million commuters from areas around Jakarta (known as Jabodetabek) exit and enter the capital. The poorly-controlled and overly rapid nature of Jakarta and Greater Jakarta's expansion significantly increase transportation costs, reduce mobility and quality of life.
As Jabodetabek continues to grow, the issue of transportation becomes an inevitable problem. It is estimated that by 2020, without any significant breakthrough in the transportation system, Jakarta would experience tremendous traffic congestions that causes economic losses amounting to Rp 65 billion. Currently, modes of public transportation in Jakarta is dominated by private vehicles, leaving only 2% for rail-based transportation.
Jakarta's uncontrollable growth also has lessen supply of land, where most are occupied by residential and low-rise buildings. As a result, today Jakarta does not have enough room for future developments. To be able to meet the demands of economic growth and social development, one of the most sensible way is to draw up a carefully planned integration plan with areas surrounding the Jakarta MRT project, as well as the rejuvenation of urban areas in a comprehensive manner. This urban renewal initiative should be able to effectively combine intelligent land use with the development of a mass transportation network.
Project Funding
The MRT project is funded by the Central Government and the Provincial Government of Jakarta and supported by the Japanese Government through the Japan International Cooperation Agency (JICA).
JICA support is given in the form of provision of development funds in the form of loans. JICA commitments that have been given to the MRT development aid is set at ¥ 125,237,000,000, -, while the loan agreement has been given by ¥ 50,019,000,000; consisting of Loan Agreement No. IP-536 amounting to ¥ 1,869,000,000.- and Loan Agreement No. IP-554 amounting to ¥ 48,150,000,000,-. And also Loan Agreement No. IP-571 amounting to ¥ 75,218,000,000,-.
MRT implementation involves PT MRT Jakarta and several agencies at the level of the Central Government, the Provincial Government of Jakarta. Therefore, the necessary budget documents also involve these institutions with differing names of the program and activities but with the same output, the construction of the MRT.
JICA loan funds that have been received by the Government was forwarded to the Provincial Government of Jakarta. Budget documents (Budget) that are associated with it are at the Ministry of Finance, Directorate General of Fiscal Balance, Directorate of Finance and Capacity Development, Sub Directorate for Regional Grants, the name of the program and its activities are Management Program Grant State with activities Subsidiary Loan and / or Grant LN as a grant to the Local government. Executing Agency is the DGR.
The Jakarta Provincial Government, as the implementing agency, will record revenues and expenditures in the budget, putting the document on budget implementation of development activities MRT in Jakarta Financial Management Agency (BPKD) by the name of Program and Activities Equity (Finance / Investment) Government of DKI Jakarta PT. MRT Jakarta. In addition, the implementation of the development budget documents are also placed on the Jakarta MRT Jakarta BAPPEDA as direct spending by program name, Development Planning and Urban Infrastructure Facility, with the name of activity, Management Consulting Services for MRT Jakarta.
Jakarta Provincial Government as implementing agency, has appointed PT. MRT as a sub implementing company of the development program of MRT Jakarta
MRT Jakarta’s Non-Farebox Revenue
In reference to the Strategic Objectives outlined in the company’s Long-Term Plan (RJPP), in 2018, as a short-term initiative, the Company will acquire a non-farebox limited revenue. The Company will commercially utilize operating assets, not only limited to the revenue ticket/farebox, but also non-farebox revenue simultaneously with the commencement of operations MRT network in 2018 in accordance with specified rules.
Non-farebox revenue or income is an additional revenue generated from activities related indirectly with the services farebox. It is commonly applied in MRT networks worldwide for utilizing existing infrastructure operations associated with the MRT network to obtain additional income from other sources of income. Sources of additional non-farebox revenue include, among others:
- Retail concessions in stations
- Advertising
- Telecommunications
- Park & Ride
- Taxi, bus, and other feeder networks;
- Consultancy and technical services
- Investments
- Interconnection Fee
Other non-railway income source can also be obtained from the development of Transit Property Business which seeks to obtain commercial benefits of integrating assets of land adjacent to MRT stations or depots, owned by the company, private parties or society.