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JAKARTA | MONORAIL

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#1 · (Edited)
Artikel menarik ttg resiko pembangunan/operasional monorail...

Bisa kita lihat kerugian yg ditanggung Kuala Lumpur luar biasa besar...

Semoga ini bisa menjadi bahan pertimbangan Pemda dalam menentukan moda transportasi publik yang paling cocok (aman, nyaman, handal, dan terjangkau/murah) bagi masyarakat Indonesia...tapi saya tidak mengkritik keinginan Makassar dan kota2 lain untuk membangun monorail karena mungkin saja Bukaka (Pak JK) telah menemukan sistem yg lebih murah operasionalnya...

Juga semoga bisa menjadi masukan bagi kita untuk tidak selalu menyalahkan pemerintah karena enggan membangun monorail di Jakarta, dari artikel tsb ternyata yg di cancel di dunia bukan cuma di Jakarta tapi juga di beberapa kota lain seperti Seattle... saya kira pemerintah Indonesia mendapatkan masukan seperti ini dari berbagai ahli transportasi dan keuangan di Jakarta ketika mereka enggan memberikan jaminan subsidi...

Pak Mod saya tidak tahu info ini sebaiknya diletakkan di thread mana jadi saya buat thread baru, silakan bila Pak Mod mau memindahkannya, terimakasih sebelumnya...

Special Report | Monorails: Back to the future

http://www.itdp.org/index.php/news/detail/special_report_monorails_back_to_the_future

Monorail technology has long stirred images of sophistication, speed, and modernity. No longer confined to amusement park applications, several monorail vendors have set their sights on cities, both in the developed and developing world. The idea of whisking customers quietly and swiftly above city streets has prompted more than a few officials to investigate the monorail option.

Unfortunately, the reality of monorail technology has failed to match its promise. Instead of ushering in a new era of clean and rapid public transport, monorails have had an uneven history of limited corridors that have proven to be financially unsustainable. Beyond the costly collapse of projects in Kuala Lumpur, Putrajaya and Seattle, the technology has little to show in terms of actual implementation. At the same time, the disruption caused by cities pursuing monorails has meant that more realisable and more effective forms of public transport are often ignored.

A promising beginning

Monorail’s modernistic status emanates from both the sleek appearance of the technology as well as its early application in high-profile settings, such as at World’s Fairs and amusement parks.

Monorail systems are a single track technology that generally operates on an elevated structure. While the concept had been known since the 19th Century, the modern era of monorails was perhaps launched in 1959 with the development of a monorail at the Disneyland theme park in Anaheim (US).

Subsequently, more practical, commuter systems have been developed, such as the systems in Osaka and Tokyo. Most of these applications are in Japan and most only consist of a few kilometres of track. Excluding amusement parks and zoos, there are currently 13 monorail systems in operation today: Jacksonville, Las Vegas, Seattle, Sydney, Qiongquing, Osaka, Tokyo, Tama, Hiroshima, Naha, Kokura, Chiba City, and Kuala Lumpur. In addition, Maglev systems, such as the one operated in Shanghai, can be considered a form of a monorail technology. None of these existing systems have actual ridership levels greater than 5,000 passengers per hour per direction.

Like all technologies, monorail possesses many positive attributes as well as limitations that should be considered in any decision-making process. Some of the advantages of monorails include:

* Relatively quiet ride performance (since monorails actually use rubber tire technology for traction with the median rail)
* Excellent safety record in systems to date (the nature of the technology means that a derailment is nearly impossible)
* Sophisticated image that can help attract discretionary public transport users

At the same time, there are some issues that merit further consideration when evaluating a monorail option:

* Infrastructure costs can be relatively expensive (especially when compared to Bus Rapid Transit and Light Rail options)
* Use of single rail means that required turning radius is greater than twin rail systems (and thus implying limitations in design of routing alignment)
* As an elevated system, monorails can create access issues for customers moving from the surface level to platform (especially for the physically disadvantaged)
* Elevated structures can create visual intrusions in the urban environment
* Elevated structure implies that emergency evacuation can be difficult
* Potential frequency of train sets can be limited by the challenges of rail switching for monorail systems

Perhaps the most successful application to date has been in Osaka (Japan). The 28-kilometre (17.4-mile) system connects the Osaka Airport to the University of Osaka as well as several northern neighbourhoods in the city (Figure 4). The system also runs along the site of the 1970 World’s Fair. The Hitachi-built system features a comfortable passenger environment, professional and courteous staff, clean and modern station areas with enclosed areas providing either air conditioning or heating, and even bicycle rentals at stations.

While certainly impressive, Osaka-type systems are perhaps limited in market reach due to both infrastructure and operating costs. The Osaka system cost approximately US$ 120 million per kilometre to construct. Further, in order to partially cover operating costs, the system must charge fares of between US$ 2 and US$ 4.50. Being a relatively affluent city, Osaka has been able to make its monorail a success and a source of pride.

Kuala Lumpur and Putrajaya

Prior to the development of the Kuala Lumpur monorail in 2003, the technology was the domain of North American, European, and Japanese manufacturers. By contrast, the Kuala Lumpur system was constructed by MTrans Holdings and managed by KL Infrastructure Group Bhd (KLIG), both indigenous firms of Malaysia.

The Kuala Lumpur monorail (8.6 kilometres/5.3 miles) was constructed over a five-year period. The system experienced a difficult opening as an accident at the time of launch resulted in a journalist, David Cheliah, being seriously injured by a falling part. Mr. Cheliah was a pedestrian below the system when part of the undercarriage fell from the train. A financial settlement was eventually reached, but the negative publicity greatly harmed the system’s image.

Due to the Kuala Lumpur monorail’s cost structure and limited capacity, the system has had to rely heavily upon operational subsidies. During the system’s first 8 months of operations, operational debts of RM 46.24 million (US$ 13.6 million) were accumulated.

In May 2007, the Kuala Lumpur monorail system went into receivership after KLIG failed to repay a loan to a Malaysian bank. The system is now in the hands of Bank Pembangunan Malaysia Bhd. In the wake of the system’s bankruptcy, the public sector will now be responsible for taking over the system’s debt of approximately RM 906 million (US$ 266.5 million).

MTrans also received a contract for a new system in Putrajaya, the new capital city of Malaysia. Some construction work began in 2005 but was subsequently halted due to financial problems. The construction pillars of the abandoned system remain in place in Putrajaya.

Las Vegas and Seattle

Two of the newest attempts at monorail implementation have been in the United States, with the cities of Las Vegas and Seattle. Both of these systems, though, have had rather tumultuous histories.>

Like the unfortunate incident in Kuala Lumpur, the Las Vegas monorail has had parts of the carriages fall to the ground in at least two occasions. Further, an incident occurred in which doorways opened while in operation along an open portion of the track. The system thus underwent two costly system closures while Bombardier, the system manufacturers, sorted out the technical problems. The Las Vegas monorail is currently embroiled in a financial crisis. The system cost a reported US$ 101.6 million per kilometre ($ 163.9 million per mile) for the 6.4 kilometre (4 mile) corridor. Each day the system is losing approximately US$ 70,000. To improve the financial basis for the system, the operators raised fares in 2006 to US$ 5 per single trip. While this marginally improved total revenues, the higher fare reduced the number of customers able to afford the system.

Seattle’s “Green Line” monorail system was to connect the West Seattle community of Ballard with central city destinations, including businesses and sports stadiums. The planned 22.4 kilometre (13.9 mile) corridor was to be just the first of five monorail lines operating in the city. The project was approved in a 1997 public referendum.>

The Green Line project was eventually de-railed due to escalating costs, which included US$ 2 billion in construction costs and US$ 9 billion in financing costs. In a subsequent public referendum in November 2005, sixty-five percent of Seattle’s voters moved to cancel the project. By order of the City Council, the project office has been disbanded, although millions of dollars was spent on planning a system that was never developed.

Jakarta

A range of other projects are “in development”, although it is unclear the extent to which actual implementation will be realised. Most often, when municipal officials are approached to consider monorail systems, they are presented with very misleading information about the profitability and capacity of the system. Often the monorail developer will tell a city that they will not be required to invest any money, all they ask is for the city to provide a ridership or revenue guarantee, meanwhile presenting very optimistic projected ridership estimates based on very sketchy planning techniques. They also often claim monorails can move tens of thousands of passengers per hour, but then present technical details for systems with far lower capacity.

Since 2003, Jakarta (Indonesia) has been considering two monorail lines in the city. The “Green Line” and “Blue Line” are envisioned to include a total of 27.8 kilometres (17.3 miles) of track, and will service many central district destinations. The project was originally awarded to MTrans Holdings of Malaysia. The Memorandum of Understanding (MoU) with MTrans was subsequently cancelled, and the project was then awarded to a Singaporean-led consortium (Omnico), which first proposed Hitachi technology and later switched to South Korean maglev technology. By July 2005, another consortium appeared on the scene with Siemens technology being offered. This merry-go-round of firms has led to several legal challenges which have further delayed the project.

The Jakarta system developers seem to have employed a sort of “Trojan Horse” strategy in attempting to win project approval. This technique has been practiced elsewhere in which private sector developers attempt to quickly gain city and provincial commitments to major investments. In each case, the developer has received permission to quickly put in place a skeleton of construction pillars to encourage a sense of inevitability to the project. It is expected that governments will then make a full project commitment when faced with the prospect of having derelict infrastructure lining the streets.

Numerous other cities, including Rio de Janeiro, Hyderabad, and many other Indian and Chinese cities have been similarly approached to consider monorail systems.

South Africa

Despite the bankruptcy of the Kuala Lumpur system and the financial collapse of the Putrajaya project, the Malaysian monorail developers have attempted to develop new markets elsewhere. The most recent target has been South Africa. With South Africa’s hosting of the 2010 World Cup looming, a Malaysian consortium, known as Newcyc Vision, has targeted South African cities as a prime market.

In fact, on 16 May 2006, the very day of the bankruptcy of the Kuala Lumpur system, Newcyc Vision, announced a project commitment to build a 45-kilometre (28-mile) system in Johannesburg. The system would link Soweto directly with the central business district of Johannesburg. The estimated infrastructure cost of the system is R 12 billion (US$ 1.7 billion), or US$ 38.1 million per kilometre.

While the exact financial arrangements on the Johannesburg project are unclear, it appears that the system developers will be awarded with land, property, and a ridership guarantee. As part of the deal, the consortium will be given public property in the central business district as well as along the corridor for development. Also, as is increasingly the case of many rail-based PPPs (Public-Private Partnerships), the developers will be guaranteed a minimum number of daily passengers. If that guaranteed ridership does not materialise, the South African government (i.e. South African taxpayers) will make up the difference. The costly Gautrain system, a previously approved rail system for the Johannesburg area, also provides a private consortium with rather generous ridership guarantees.

As in other cities, the Johannesburg project promoters have made some rather bold claims regarding the monorail system’s likely performance and ridership. At the initial press conferences to announce the project, the Province of Gauteng and Newcyc Vision claimed that the Johannesburg system would be able to carry 1.5 million passengers per day. Given that this amount is roughly equal to all public transport trips in the city, it was a bit difficult to believe this ridership could be achieved on a single corridor. Further, given that no monorail system is currently serving more than 5,000 passengers per peak hour per direction, increasing this by an order of magnitude in low-density South African conditions seems optimistic. However, if given ridership guarantees by the Government, then perhaps the system developers have no real concern regarding the actual performance.

The proposed monorail alignment will also largely duplicate the proposed Rea Vaya Bus Rapid Transit (BRT) project that has already been approved and is under planning in Johannesburg. The future of the Rea Vaya project may become somewhat doubtful if the monorail project proceeds.

Fortunately, the Johannesburg project announcement now appears to have been premature. Apparently, the project developers forgot to notify the Mayor of Johannesburg and the City Council, who have responsibility over public space in the city, as well as the National Minister of Transport, who holds responsibility over rail systems nationally. In an unprecedented move, the National Transport Minister Jeff Radebe was forced to make a press statement in which he noted that he had no prior knowledge to the project’s existence. The project has thus been retracted to the status of being “under review”.

Undeterred, though, by this initial setback, the Gauteng Provincial Government and Newcyc Vision have instead insisted that they will continue pursuing the project not only in Johannesburg but also other South African municipalities, including Tshwane (Pretoria) and Ekhuruleni. Hopefully, reason will prevail and the Gauteng projects will be forced to go through an open and transparent process in which there is full public financial disclosure and as well as a full comparative analysis with all other public transport options.

Conclusions

Monorail technology does hold many intriguing performance aspects as well as an image that can potentially be attractive to discretionary public transport users, and especially to car owners. While the Malaysian monorail systems have experienced financial difficulties, there is a glimmer of hope that these systems can evolve into well-performing and lower-cost services, as was originally envisioned.

However, that future is yet to arrive. To date, monorail technology has suffered from operational difficulties, negative press coverage, and a spate of bankruptcies. As technologies such as Bus Rapid Transit (BRT) have delivered quality services at rational costs to a long list of cities, including Bogotá, Brisbane, Curitiba, Guayaquil, Jakarta, Los Angeles, Ottawa, Paris, Rouen, and Seoul, monorails have achieved nowhere near the same record of implementation or performance.

It would perhaps be unfortunate if the unrealised promises of monorails deter actual public transport advancements in South Africa and elsewhere. Monorail developers dream of taking us back to the future, but the hard reality is that our world cities require quality public transport today.

Fonte: The Institute for Transportation and Development Policy
 
#982 · (Edited)
http://news.detik.com/read/2013/03/...memulai-dan-mengevaluasi-kebijakannya?9911012

Jokowi Harus Berani Memulai dan Mengevaluasi Kebijakannya

Jangan sampai dikasih jebakan-jebakan yang sebenarnya belum siap untuk di realisasikan. Itu hanya membuat dampak psikologis pada masyarakat. Bisa mencederai kebijakan pak Jokowi," lanjutnya.

only just build/cor/Jokowi....:cripes:


http://www.beritasatu.com/aktualitas/104225-jokowiahok-dan-dprd-dki-bertemu-bahas-transportasi.html

Jokowi-Ahok dan DPRD DKI Bertemu Bahas Transportasi

"Bahkan untuk jalur lanjutan dari HI ke Kampung Bandan, DED-nya (Detail Engineering Design) akan segera dimulai, begitu ini selesai, bisa dilanjutkan sehingga tahun 2019 bisa tuntas, kira-kira seperti itu," kata Ferrial.

DPRD sendiri menyampaikan supaya apabila seluruh program tersebut belum siap, maka jangan dulu dilaksanakan. Hal tersebut pun sudah sependapat dengan Jokowi terkait hal itu.
 
#983 ·
@VRS: satu beritanya saya buka, menarik. :cheers:

Jokowi Harus Berani Memulai dan Mengevaluasi Kebijakannya :banana:

Jakarta - Jokowi seakan menjadi harapan baru warga Jakarta, setiap kebijakannya selalu menjadi sorotan. Agar tidak mencederai kepercayaan publik, sebaiknya Jokowi berani memulai setiap kebijakan yang dianggap mampu memperbaiki Jakarta dan berani melakukan evaluasi setelahnya.

"Coba saja dulu lah. Baru setelah itu ada evaluasi. Berani memulai dan berani evaluasi. Pak Jokowi harus berani mengambil sikap. Dia harus memberikan alasan misal yang ini kurang tepat, dan ada yang lebih tepat," kata Pengamat Perkotaan dari Universitas Trisakti, Yayat Supriyatna, saat berbincang, Selasa (26/3/2013) malam. :eek:kay:

Hal terbaru terkait penerapan kebijakan plat nomor ganjil genap. Kemungkinan Jokowi menunda penerapannya dan bahkan menggantinya dengan sistem jalan berbayar elektronik atau eletronic road pricing (ERP).

"Kalau jumlah busnya belum siap ya tidak benar juga kalau kita paksakan. Jadi kelihatannya setelah mengkaji, beliau memutuskan untuk langsung ke ERP," kata Wakil Gubernur Jakarta, Basuki Tjahaja Purnama, Selasa (26/3).

Yayat menilai, Jokowi tidak langsung menunda bahkan membatalkan setiap kebijakan yang telah ia katakan pada publik. Untuk kasus ganjil genap, sebaiknya dimulai dengan sehari-dua hari. Setelah berjalan tiga bulan, baru dievaluasi.

"Jangan cepat-cepat dibatalkan. Memang tingkat efektivitasnya masih dipertanyakan, bagaimana tahu kalau tidak dicoba. Misalkan diberlakukan tiap hari Rabu Kamis, Rabu ganjil atau sebaliknya. Berjalan beberapa waktu masyarakat akan merasakan dampaknya. Disitulah dilakukan evaluasi," jelasnya. :yes:

Menurut Yayat, jika suatu kebijakan belum memiliki landasan kuat untuk diberlakukan, sebaiknya Jokowi tidak buru-buru menyampaikannya kepada publik. :cheers:

"Jangan sampai dikasih jebakan-jebakan yang sebenarnya belum siap untuk di realisasikan. Itu hanya membuat dampak psikologis pada masyarakat. Bisa mencederai kebijakan pak Jokowi," lanjutnya.
Ada yang nama Yayat di SSCI ? dipersilahkan tambahan komentarnya disini.
terimakasih pak yayat. :cheers: #Pedaaaas




source:
 
#985 · (Edited)
@Namewee,

welldone! Sekali lagi tinggal kota itu membuat tata kotanya spt etalase boutique toko terkenal. Semakin baik, semakin mudah org berbisnis dan semakin banyak uang yg berputar di toko itu. Kalau etalasenya bagus, tentu banyak pengusaha kelas kakap yg berminat.

Contoh yg gagal sudah ada, yakni Bali. Di pegang gubernur sekarang tata kotanya tambah hancur. Bali gak ada bedanya dgn Jakarta: kumuh macet, banyak bangunan liliput dan design bangunannya banyak yg ngawur sehingga Bali jadi terkesan biasa. Belum lagi kualitas pelayanan dan ijin yg tdk terpantau. Terus yg datang turisnya ya yg benar2 tdk berkualitas.

Benchmarknya bisa spt Malaysia, Singapura, HK atau Dubai.

Tinggal bagaimana pemda mengelola kualitas human capital, fasum dan fasilitas penunjang bisnis agar pemda bisa tetap on top of the business game.
 
#986 ·
kok kepikiran :
selain visi dan misi yang perlu disampaikan bagi pejabat yang berhubungan dengan tata perkotaan rasanya harus ada semacam uji layak "skill" urban planner, disamping uji layak lainnya seperti kejujuran, kedisiplinan dan kepedulian yang menjadi dasar untuk semua uji layak.
berpikiran munkin bisa dijadikan simulator. " ada sebuah game yang bernama SymCity, disitu selain rasa/insting ada settingan parameter-parameter yang disusun oleh ahlinya bagaimana sebuah kota akan bisa maju pabila parameter-parameter tersebut dijalankan secara tepat, mulai Land Using, Keseimbangan penggunaan anggaran dan pembangunan, perpajakan dll." Apabila dalam traget tertentu sang pemain tidak adapat memenuhinya maka dia bisa dikatakan tidak layak secara skill.

jujur, disiplin, peduli adalah mutlak, tapi tidak punya skill sama saja pepesan kosong.
 
#988 ·
@Beta,

Itu yg kita mau dari Jokowi. Kita ingin Jakarta jadi etalase yg kinclong di samping memikirkan kaum bawah dan yg baru berkeluarga. Kalau kita mau jualan Prada tentu etalasenya sekelas prada.

Intinya skill org2 yg berada di pyramid kependudukan terbawah benar2 on top of the game. Kalau yg bawah benar2 on top of the game, mau business apa saja kita bisa lakukan dan dgn siapa saja.

Jadi spt China sekarang, suruh bikin mainan anak2 seharga kacang rebus pun kita bisa.
 
#990 ·
Adhi Karya dan Ortus Holdings Siap Garap Monorel

SUMBER

JAKARTA, KOMPAS.com - Dua perusahaan siap bekerjasama menggarap proyek transportasi massal berjenis monorel di luar jalur blue dan green line. Yakni PT Adhi Karya dengan Ortus Holdings Ltd. Kesepakatan awal ini tercapai setelah kedua pemilik perusahaan itu bertemu, dan pada Kamis (28/3/2013) kemarin, menghadap Gubernur DKI Jakarta Joko Widodo.

"Kami juga sudah melaporkan rencana kerjasama kami dengan Ortus kepada Gubernur DKI. Pak Jokowi setuju dan menyambut baik," kata Direktur Utama PT Adhi Karya, Kiswo Dharmawan, dalam rilis yang diterima Kompas.com, Jumat (29/3/2013).
setelah ortus menguasai saham JM, adhi karya dan ortus siap bekerjasama. perkembangan yg menarik. :banana:
 
#994 ·
Proyek Monorel Adhi Karya Tinggal Tunggu Arahan SBY
Jakarta - Konsorsium Badan Usaha Milik Negara (BUMN) pengusul monorel Jabodetabek yang diketuai PT Adhi Karya Tbk (ADHI) masih menunggu surat penugasan berupa peraturan presiden (Perpres) dalam menggarap proyek monorel di ibukota dan sekitarnya.

Perpres penugasan ini, diperlukan sebagai payung hukum karena proyek monorel made in Indonesia dan tanpa dibiayai APBD atau APBN ini, harus melewati dua provinsi yakni Jawa Barat dan DKI Jakarta.
http://finance.detik.com/read/2013/...rya-tinggal-tunggu-arahan-sby?f990101mainnews
 
#996 ·
Ternyata kerjasama AK dan Ortus adalah dalam konektivitas jalur monorel

Gabungkan Rute Monorel Jabodetabek, ADHI Gandeng Ortus Grup
30/03/2013 13:33 WIB


Konsorsium Badan Usaha Milik Negara (BUMN) pengusul monorel Jabodetabek yang diketuai PT Adhi Karya Tbk (ADHI) akan bersinergi dengan perusahaan swasta Ortus Holdings Ltd, milik Edward Soeryadjaya yang juga menggarap monorel untuk rute dalam kota atau DKI Jakarta.

Rute monorel ADHI, nantinya akan terkoneksi dengan jalur monorel green line dan blue lini milik Ortus yang dikembangkan oleh PT Jakarta Monorail. Hal ini diungkapkan oleh Direktur Utama ADHI Kiswodarmawan kepada detikFinance, Sabtu (30/3/2013).

"Ortus kita sudah panggil kemaren, kalau bicara monorail kan bicara jaringan sukur bisa kerjasama. Intinya mereka seneng bisa kerjasama dengan kita," tutur Kiswo.
Sumber : http://finance.detik.com/read/2013/03/30/173810/2207367/4/adhi-karya-ingin-replika-monorel-dipajang-di-monas-bundaran-hi?f9911013
 
#997 ·
salam semua...saya dari malaysia....

saya rasa jokowi benar untuk berhati2 menilai mrt jakarta...tp menurut saya, jokowi harus berani...

dulu malaysia masa mula2 ada lrt, tak ramai yg guna....memang kerajaan rugi untuk beberapa tahun pertama....tp lama kelamaan, apabila harga minyak naik, pastu kesesakan teruk di KL, rakyat malaysia dh suka naik lrt...

jadi, jokowi harus berani tanggung rugi dahulu, tp lama2 akan untung juga...bahkan jakarta pun mungkin lebih bersih dari pencemaran udara...

ok cheers:cheers::cheers::cheers:
 
#999 ·
I used to really support the monorail project. As I have gotten older and learned more about mass transit, however, I am left wondering what the actual aim of this project is. Monorail lines tend to have very low ridership numbers unless they are integrated with existing forms of non-car transit. For instance, Tokyo Monorail -- the world's busiest -- connects an airport with a train station. Chongqing's monorail lines are integrated with the city's subway.

Are there plans for some kind of MRT-Monorail interchange (for instance, in Senayan)? Thanks for any response.
 
#1,001 ·
I used to really support the monorail project. As I have gotten older and learned more about mass transit, however, I am left wondering what the actual aim of this project is. Monorail lines tend to have very low ridership numbers unless they are integrated with existing forms of non-car transit. For instance, Tokyo Monorail -- the world's busiest -- connects an airport with a train station. Chongqing's monorail lines are integrated with the city's subway.

Are there plans for some kind of MRT-Monorail interchange (for instance, in Senayan)? Thanks for any response.
Some of proposed Jakarta monorail stations are planned to be connected with existing Jakarta rapid bus transit Transjakarta or KRL Commuterline, and also planned MRT.

For example the Palmerah station will connect Monorail Green Line with KRL Commuterline train. Blue line Monorail will connect with Tanah Abang Station. It was planned that the Sudirman (Dukuh Atas) station in downtown central Jakarta (in Sudirman) will connects Green line Monorail, MRT Jakarta Subway, Bus Rapid Transit Transjakarta 1st corridor, and KRL commuterline.

There is also a plan to expand Manggarai station as Jakarta's new Central Station (to replace Gambir and colonial era Kota Station). Similar to KL Central Station. Soekarno-Hatta Airport train is not monrail but common rail based train will connects to Sudirman (Dukuh Atas) and Manggarai station (Similar concept with KLIA Express train and Suvarnabhumi Airport Link). But it was all planned... no realization so far. :eek:hno:

Here the map of planned Jakarta Transportation infrastructure:
 
#1,019 ·
http://www.merdeka.com/jakarta/dahlan-proyek-monorail-siap-tinggal-tunggu-keputusan-jokowi.html

Dahlan: Proyek monorail siap, tinggal tunggu keputusan Jokowi

Menurut Dahlan, Adhi Karya akan mengerjakan jalur dari Bekasi-Kuningan, dan Cibubur-Cawang sehingga akan menyatu. Dokumen pun dinyatakan telah lengkap, dan hanya menunggu keputusan Gubernur DKI Jakarta Joko Widodo (Jokowi).

============
come on ngecorrr pakk....all document ready, cash ready....lets goo.....:fiddle::fiddle::fiddle::fiddle:
 
#1,011 ·
Kemenhub Segera Keluarkan Aturan Pembangunan Monorel
4 April 2013 14:09 wib


Wakil Menteri Perhubungan (wamenhub) Bambang Susantono mengatakan, Kemeterian Perhubungan (Kemenhub) akan segera menerbitkan Peraturan Menteri Perhubungan (Permenhub) terkait dengan pembangunan alat transportasi monorail.

"Harus ada ketetapan sistem transportasi ini secara terpadu antara monorail, subway, dan MRT," kata Bambang di The Ritz Carlton, Kuningan, Jakarta, Kamis (4/4/2013).

Bambang melanjutkan, bahwa Permenhub tersebut akan direalisakikan dalan kurun waktu 1-2 minggu ke depan. Tidak hanya itu, Bambang mengungkapkan bahwa Permenhub tersebut akan menjadi dasar izin untuk pembangunan transportasi lintas provinsi.

"Untuk sekarang sudah mendesak, ini akan segera dimulai," terangnya.

Bambang menambahkan, bahwa regulasi ini hanya untuk izin sistem jaringan. Sedangkan Peraturan Presiden itu akan dijadikan konsesi.
Sumber : http://economy.okezone.com/read/2013/04/04/320/786235/kemenhub-segera-keluarkan-aturan-pembangunan-monorel
 
#1,014 ·
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