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Old September 4th, 2011, 12:15 AM   #1
wawawa
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JAKARTA | MONORAIL

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...

Quote:
Special Report | Monorails: Back to the future

http://www.itdp.org/index.php/news/d..._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
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Old September 4th, 2011, 12:28 AM   #2
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Kalau saya bisa usul ke Pemda DKI sih lebih baik tiang2 monorail di Jakarta digunakan utk busway seperti di China ini...

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Old September 4th, 2011, 02:07 AM   #3
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Originally Posted by wawawa View Post
Kalau saya bisa usul ke Pemda DKI sih lebih baik tiang2 monorail di Jakarta digunakan utk busway seperti di China ini...
wah keren..., kapan ya Palembang bisa punya sistem kayak gitu!? Pasti gak akan lama nunggu bus Trans Musi-nya...
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Old September 4th, 2011, 02:30 AM   #4
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wah keren..., kapan ya Palembang bisa punya sistem kayak gitu!? Pasti gak akan lama nunggu bus Trans Musi-nya...
mas Ares, harusnya Palembang bisa ya... palembang kan sekrg udah masuk kategori metropolitan, apalagi pemasukan propinsi mungkin akan menggelembung dari peningkatan pertambangan batu bara....anyway, all the best for palembang!
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Old September 4th, 2011, 09:32 AM   #5
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monorail lbh banyak untungnya ..kalo rugi malaysia ga bakal memperbanyak monorailnya..,singapore juga seluruh kota bakalan di sambung ama monorail disamping MRT,jngan dilihat dr uangnya aja jg..harus dilihat dari aspek lainya..
,klo bus way seperti di china yang tampak pada gambar diatas sebenernya kurang setuju..tetap akan mempertinggi polusi di jakarta dan juga kebiasaan masyarakat kita tau sndiri jalur busway di serobot ama kendaraan pribadi..pasti nantinya juga sama aja jalan diatas itu bakal dilanggar dan pasti isinya kendaraan umum juga..
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Old September 4th, 2011, 09:35 AM   #6
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Monorail itu EASY ON THE EYEs, tapi memang NOT EASY ON THE FINANCING

Sudah rahasia umum kok. Banyak proyek monorel di dunia ini cuman jadi jalur pergerakan para turis.

Proyek yang benar adalah Memperbaiki Kapasitas dan KInerja BUS UMUM (apapun jenisnya mau BRT atau Non-BRT), dan Kereta Api Komuter. Kalau perlu ya REGULASI lah harga BBM untuk masyarakat urban, REGULASI penggunaan mobil (dan motor) pribadi, REGULASI Pajak Kendaraan Bermotor, REGULASI perparkiran, dsb . Semua negara yang maju transportasi umumnya juga pasti punya REGULASI seperti ini

Dan kalau kotanya bukan model kota-kota padat pendududuk seperti Singapura dan Hong Kong .... Bangun MRT sama saja mempersiapkan anggaran jebol karena harus mensubsidi kerugian MRT itu.

Yang Easy on the Eyes, dan relatively Easy on the Financing memang Jalan Raya (Jalan Tol). Sayang untuk negara kita (terutama pulau Jawa), hal ini gak bisa diterima karena berhadapan dengan masalah pembebasan lahan. Karena kota2 besarnya SEMUANYA punya tata kota yang tidak dirancang untuk kapasitas penduduknya. Kelihatan selamat karena memang kebetulan tingkat kepemilikan kendaraannya belum tinggi. Dan model pembangunannya belum banyak yang pakai pola CBD.
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Old September 4th, 2011, 11:33 AM   #7
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Originally Posted by ardimusica View Post
monorail lbh banyak untungnya ..kalo rugi malaysia ga bakal memperbanyak monorailnya..,singapore juga seluruh kota bakalan di sambung ama monorail disamping MRT,jngan dilihat dr uangnya aja jg..harus dilihat dari aspek lainya..
,klo bus way seperti di china yang tampak pada gambar diatas sebenernya kurang setuju..tetap akan mempertinggi polusi di jakarta dan juga kebiasaan masyarakat kita tau sndiri jalur busway di serobot ama kendaraan pribadi..pasti nantinya juga sama aja jalan diatas itu bakal dilanggar dan pasti isinya kendaraan umum juga..
mungkinkah mas ardi lebih baik baca dulu artikel di atas sebelum berkomentar bahwa monorail malaysia tdk rugi dan memperbanyak monorail?

FYI putera jaya juga membatalkan monorailnya karena kerugian monorail KL... silakan mas ardi ke blog nya chedet (mahathir muhammad), dia mengakui bahwa dia tahu sejak awal kalau monorail KL adalah proyek rugi, tapi dia berharap scomi bisa ambil untung dari export ke LN, makanya dia marah ke badawi yg membatalkan monorail putera jaya karena dia kuatir negara lain tdk akan mau membeli monorail scomi akibat kasus putera jaya...

soal busway, itu masalah penegakan aturan dan penambahan armada yg kurang...saya kira kondisinya berangsur baik... sayang surabaya cuma wacana terus ya, bingung mau ambil yg mana malah gak jadi2...

Last edited by wawawa; September 4th, 2011 at 11:57 AM.
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Old September 4th, 2011, 11:34 AM   #8
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Originally Posted by rilham2new View Post
Monorail itu EASY ON THE EYEs, tapi memang NOT EASY ON THE FINANCING

Sudah rahasia umum kok. Banyak proyek monorel di dunia ini cuman jadi jalur pergerakan para turis.

Proyek yang benar adalah Memperbaiki Kapasitas dan KInerja BUS UMUM (apapun jenisnya mau BRT atau Non-BRT), dan Kereta Api Komuter. Kalau perlu ya REGULASI lah harga BBM untuk masyarakat urban, REGULASI penggunaan mobil (dan motor) pribadi, REGULASI Pajak Kendaraan Bermotor, REGULASI perparkiran, dsb . Semua negara yang maju transportasi umumnya juga pasti punya REGULASI seperti ini

Dan kalau kotanya bukan model kota-kota padat pendududuk seperti Singapura dan Hong Kong .... Bangun MRT sama saja mempersiapkan anggaran jebol karena harus mensubsidi kerugian MRT itu.

Yang Easy on the Eyes, dan relatively Easy on the Financing memang Jalan Raya (Jalan Tol). Sayang untuk negara kita (terutama pulau Jawa), hal ini gak bisa diterima karena berhadapan dengan masalah pembebasan lahan. Karena kota2 besarnya SEMUANYA punya tata kota yang tidak dirancang untuk kapasitas penduduknya. Kelihatan selamat karena memang kebetulan tingkat kepemilikan kendaraannya belum tinggi. Dan model pembangunannya belum banyak yang pakai pola CBD.
setuju

masalah pembangunan transportasi publik perkotaan memang tdk dpt terlepas dari pembangunan sistem permukiman di kota2 itu sendiri, jaringan infrastruktur apapun memang akan menjadi mahal dgn kepadatan penduduk yg relatif rendah seperti kota2 kita di mana masyarakatnya tdk menyukai utk tinggal di apartemen dan pemerintahnya tdk mau membangun apartemen sewa murah utk rakyatnya...

sayangnya jalan toll tdk akan memecahkan masalah transportasi kota, walaupun itu juga diperlukan....

Last edited by wawawa; September 4th, 2011 at 12:01 PM.
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Old September 4th, 2011, 05:48 PM   #9
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Tergantung penggunaan

Dari pengalaman saya di Jepang menggunakan tiga line monorail yang berbeda (Osaka, Yurikamome-Tokyo dan Tokyo Monorail-Akses ke Haneda), sebetulnya pengguna monorail sangatlah banyak.

Untuk Osaka line, selain menjadi monorail terpanjang, line ini menghubungkan Osaka Itami airport, Senri Chuo (salahsatu transport hub utama), Osaka University (dua kampus yang berbeda), dan Ibaraki-shi (salahsatu kota satelitnya Osaka). Dan monorail ini selalu penuh di peak hour-nya, dengan headway sekitar 5 - 10 menit di waktu sibuk, dan 15 menit di off-peak. Mayoritas orang yang pergi ke airport menggunakan monorail ini dan Osaka-Itami adalah salahsatu bandara tersibuk di Jepang.

Hal yang sama juga terjadi pada Tokyo Monorail (Haneda Access). Walaupun traffic public transport nya terbagi dengan kereta Keikyu line, Tokyo Monorail mendapat share yang sangat besar. Traffic nya pun padat, bahkan headway nya bisa hingga 3 menit sekali dan keretanya cenderung penuh. Dan ada layanan ekspress nya. Dan line ini terhubung dengan salahsatu transport hub berhubungan dengan Yamanote line.

Kemudian, kalau Yurikamome line, memang tidak sesibuk itu karena kawasan Odaiba yang dilalui memang tempat rekreasi mostly.
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Old September 4th, 2011, 06:28 PM   #10
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Ya bagus kalo banyak ruginya. Dengan rugi berarti akan membuat swasta nggak masuk. Itu artinya biar transportasi publik yang ngurusi pemerintah saja. Kalo nggak nutup kan bisa ditambal dari subsidi. Selama ini bayar pajak buat apa kalo nggak buat subsidi?? Jangan sampai duit pajak habis hanya buat dikorupsi sendiri sama orang2 pajak ... iya nggak??

Sekarang transportasi publik dilayani swasta yang terjadi adalah perang tarif tapi standar pelayanan minimal banget, juga rebutan trayek. Trayek gemuk banyak operator, trayek sepi tak pernah dikembangkan mengakibatkan pertumbuhan kota timpang. Sudah gitu menghasilkan banyak angkutan ngetem membuat kemacetan...

Cuma kalo rugi dan nggak berbasis keuntungan ketengan ala angkot biasa, apa pemerintah (pusat/daerah) mau nanggung?? Kalopun terealissi takutnya cuma atas nama gengsi daerah saja....
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Old September 4th, 2011, 07:04 PM   #11
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Ya bagus kalo banyak ruginya. Dengan rugi berarti akan membuat swasta nggak masuk. Itu artinya biar transportasi publik yang ngurusi pemerintah saja. Kalo nggak nutup kan bisa ditambal dari subsidi. Selama ini bayar pajak buat apa kalo nggak buat subsidi?? Jangan sampai duit pajak habis hanya buat dikorupsi sendiri sama orang2 pajak ... iya nggak??

Sekarang transportasi publik dilayani swasta yang terjadi adalah perang tarif tapi standar pelayanan minimal banget, juga rebutan trayek. Trayek gemuk banyak operator, trayek sepi tak pernah dikembangkan mengakibatkan pertumbuhan kota timpang. Sudah gitu menghasilkan banyak angkutan ngetem membuat kemacetan...

Cuma kalo rugi dan nggak berbasis keuntungan ketengan ala angkot biasa, apa pemerintah (pusat/daerah) mau nanggung?? Kalopun terealissi takutnya cuma atas nama gengsi daerah saja....
setuju pak...IMO sebaiknya fasilitas publik yang maintain tetep pemerintah, untung dan rugi sebenarnya jangan terlalu jadi titik berat, dan itu dah tanggung jawab pemerintah dalam memfasilitasi kebutuhan rakyatnya toh ..
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Old September 4th, 2011, 07:32 PM   #12
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Originally Posted by sorcerer13 View Post
Dari pengalaman saya di Jepang menggunakan tiga line monorail yang berbeda (Osaka, Yurikamome-Tokyo dan Tokyo Monorail-Akses ke Haneda), sebetulnya pengguna monorail sangatlah banyak.

Untuk Osaka line, selain menjadi monorail terpanjang, line ini menghubungkan Osaka Itami airport, Senri Chuo (salahsatu transport hub utama), Osaka University (dua kampus yang berbeda), dan Ibaraki-shi (salahsatu kota satelitnya Osaka). Dan monorail ini selalu penuh di peak hour-nya, dengan headway sekitar 5 - 10 menit di waktu sibuk, dan 15 menit di off-peak. Mayoritas orang yang pergi ke airport menggunakan monorail ini dan Osaka-Itami adalah salahsatu bandara tersibuk di Jepang.

Hal yang sama juga terjadi pada Tokyo Monorail (Haneda Access). Walaupun traffic public transport nya terbagi dengan kereta Keikyu line, Tokyo Monorail mendapat share yang sangat besar. Traffic nya pun padat, bahkan headway nya bisa hingga 3 menit sekali dan keretanya cenderung penuh. Dan ada layanan ekspress nya. Dan line ini terhubung dengan salahsatu transport hub berhubungan dengan Yamanote line.

Kemudian, kalau Yurikamome line, memang tidak sesibuk itu karena kawasan Odaiba yang dilalui memang tempat rekreasi mostly.
mungkin bukan sekedar soal penuhnya pak, tapi dari berapa jumlah yg bisa diangkut per bulan...monorail ini kan kebanyakan gerbongnya kecil sehingga daya angkutnya rendah, berbeda dgn MRT yg daya angkutnya tinggi...

kebetulan soal monorail ini saya belajar di Jepang jg, di Tama Toshi monorail... bahkan Pemda Tama nya sendiri tidak menganjurkan monorail karena mahalnya itu...

Tapi bapak betul, saya kira kota besar di negara kaya seperti Tokyo dan Osaka tidak akan kesulitan utk pembiayaan monorail, tetapi di kota yg relatif lebih kecil seeprti Tama, Seattle, Vegas, dll atau di negara berkembang akan menjadi tidak feasible secara keuangan...

Last edited by wawawa; September 4th, 2011 at 08:56 PM.
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Old September 4th, 2011, 07:37 PM   #13
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Originally Posted by titus15 View Post
Ya bagus kalo banyak ruginya. Dengan rugi berarti akan membuat swasta nggak masuk. Itu artinya biar transportasi publik yang ngurusi pemerintah saja. Kalo nggak nutup kan bisa ditambal dari subsidi. Selama ini bayar pajak buat apa kalo nggak buat subsidi?? Jangan sampai duit pajak habis hanya buat dikorupsi sendiri sama orang2 pajak ... iya nggak??

Sekarang transportasi publik dilayani swasta yang terjadi adalah perang tarif tapi standar pelayanan minimal banget, juga rebutan trayek. Trayek gemuk banyak operator, trayek sepi tak pernah dikembangkan mengakibatkan pertumbuhan kota timpang. Sudah gitu menghasilkan banyak angkutan ngetem membuat kemacetan...

Cuma kalo rugi dan nggak berbasis keuntungan ketengan ala angkot biasa, apa pemerintah (pusat/daerah) mau nanggung?? Kalopun terealissi takutnya cuma atas nama gengsi daerah saja....
uh saya setuju dgn kekacauan transportasi umum Jakarta akibat swasta rebutan trayek...

tapi sebetulnya dikelola swasta dan pemerintah menanggung subsidi pun tidak apa2 pak, mungkin lebih baik malah dr pd pemerintah langsung yg mengelola... permasalahannya adalah seberapa besar subsidi yg pemerintah bersedia tanggung?

nah utk membuat subsidi ini tdk membengkak besar seperti di KL, maka jenis transportasinya yg perlu dipertimbangkan: apakah monorail, MRT, BRT, atau gabungannya, dan berapa tarifnya...
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Old September 4th, 2011, 07:40 PM   #14
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setuju pak...IMO sebaiknya fasilitas publik yang maintain tetep pemerintah, untung dan rugi sebenarnya jangan terlalu jadi titik berat, dan itu dah tanggung jawab pemerintah dalam memfasilitasi kebutuhan rakyatnya toh ..
betul pak, tapi permasalahannya kan menyangkut opportunity cost... biaya subsidi tsb bisa digunakan utk yg lain seperti pendidikan dan kesehatan, dan di daerah lain seperti di kabupaten2 miskin..kan kita perlu juga melihat dr kaca mata saudara2 kita di daerah....karenanya perlu dipilih yg termurah (kebutuhan subsidi terkecil)...

Last edited by wawawa; September 4th, 2011 at 08:44 PM.
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Old September 4th, 2011, 07:55 PM   #15
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kalau yg akan dibangun Makassar ini sih sejujurnya saya berharap bisa murah, sehingga pemerintah tdk perlu banyak mensubsidi...saya harap Pak JK dan Bukaka memang bisa membuatnya jadi relatif murah...

sebetulnya ada semacam monorail dg teknologi yg murah, yakni aeromovel yg digerakan oleh angin, seperti yg di taman mini... saya gak tau kenapa kok teknologi ini gak laku, pdhal dia murah, non polutif, dan kita bisa produksi sendiri...

Last edited by wawawa; September 4th, 2011 at 08:46 PM.
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Old September 5th, 2011, 12:29 AM   #16
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Quote:
Originally Posted by titus15 View Post
Ya bagus kalo banyak ruginya. Dengan rugi berarti akan membuat swasta nggak masuk. Itu artinya biar transportasi publik yang ngurusi pemerintah saja. Kalo nggak nutup kan bisa ditambal dari subsidi. Selama ini bayar pajak buat apa kalo nggak buat subsidi?? Jangan sampai duit pajak habis hanya buat dikorupsi sendiri sama orang2 pajak ... iya nggak??
Kalau negara kita WEALTHY NATION boleh lah kita puna pandangan seperti ini. Lah negara ini aja masih Lower-Middle Income Nation kok....

Gak ada negara di dunia ini yang membangun Monorail sebelum sanggup menyediakan kehidupan yang layak bagi rakyatnya di aspek lain yang lebih krusial seperti pendidikan dan kesehatan.

Gak ada negara di dunia ini yang sanggup membangun Monorail, sebelum mereka yakin mampu menyediakan moda transportasi lain yang mantap.

Subsidi gila2an cuman untuk membiayai pergerakan monorel (dan menghabiskan porsi signifikan dalam anggaran pemerintah), sementara di saat yang bersamaan dapat digunakan untuk memperbaiki jalan dan jembatan... bener2 sangat tidak dapat dibayangkan. Lain kalau swasta yang membangun....
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Old September 5th, 2011, 12:33 AM   #17
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Quote:
Originally Posted by langit_biru View Post
setuju pak...IMO sebaiknya fasilitas publik yang maintain tetep pemerintah, untung dan rugi sebenarnya jangan terlalu jadi titik berat, dan itu dah tanggung jawab pemerintah dalam memfasilitasi kebutuhan rakyatnya toh ..
Kewajiban pemerintah memang memfasilitasi kebutuhan rakyat nya. Kewajiban rakyat adalah IKUT REGULASI yang sudah dibuat pemerintah.

Dan kewajiban pemerintah tidak berputar-putar dalam menyediakan monorel. Pemerintah pun berkewajiban membangun sarana transportasi lain yang lebih dapat dipergunakan untuk semua kalangan untuk tahapan pendapatan per kapita hari ini.

Bagaimana mungkin kita bisa memimpikan Monorail, kalau keadaan Bus Umum aja kurang meyakinkan dan tidak dapat diandalkan. Kalau pemerintah bisa membuktikan mereka sanggup melakukan hal serupa untuk moda transportasi yang lebih sederhana. Maka mungkin kita sanggup mempercayakan mereka mengelola monorail.

Lah Kereta Api Komuter aja bentuknya gak jelas gitu ....
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Old September 5th, 2011, 12:39 AM   #18
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Quote:
Originally Posted by sorcerer13 View Post
Dari pengalaman saya di Jepang menggunakan tiga line monorail yang berbeda (Osaka, Yurikamome-Tokyo dan Tokyo Monorail-Akses ke Haneda), sebetulnya pengguna monorail sangatlah banyak.

Untuk Osaka line, selain menjadi monorail terpanjang, line ini menghubungkan Osaka Itami airport, Senri Chuo (salahsatu transport hub utama), Osaka University (dua kampus yang berbeda), dan Ibaraki-shi (salahsatu kota satelitnya Osaka). Dan monorail ini selalu penuh di peak hour-nya, dengan headway sekitar 5 - 10 menit di waktu sibuk, dan 15 menit di off-peak. Mayoritas orang yang pergi ke airport menggunakan monorail ini dan Osaka-Itami adalah salahsatu bandara tersibuk di Jepang.

Hal yang sama juga terjadi pada Tokyo Monorail (Haneda Access). Walaupun traffic public transport nya terbagi dengan kereta Keikyu line, Tokyo Monorail mendapat share yang sangat besar. Traffic nya pun padat, bahkan headway nya bisa hingga 3 menit sekali dan keretanya cenderung penuh. Dan ada layanan ekspress nya. Dan line ini terhubung dengan salahsatu transport hub berhubungan dengan Yamanote line.

Kemudian, kalau Yurikamome line, memang tidak sesibuk itu karena kawasan Odaiba yang dilalui memang tempat rekreasi mostly.
Di Jepang, airport2 domestik kan LUAR BIASA SIBUK pergerakan manusianya.... Apalagi HANEDA. ..... Kalau di Jakarta monorail bisa dibangun mengarah ke bandara. Mungkin akan punya feasibility yang sama. Apalagi kalau ke bandara, rasanya tiket dimahalkan sedikit pun tidak masalah, asalkan masih lebih murah dari taksi. Memang kenyataannya, transportasi umum ke bandara TARIF nya biasanya diusahakan untuk tidak kemurahan, tapi juga tidak terlalu mahal seperti taksi.

Tapi Jepang, nilai mata uangnya berapa. Tokyo apa2 kan memang mahal. Orang yang tinggal dan kerja di sana, memang gaya hidup dan penghasilannya sudah disesuaikan dengan standar harga di sana.

Sy kurang tahu dengan monorel. Tapi kalau gak salah di Jepang itu (kalau gak salah di Tokyo), transportasi berbasis REL nya itu sudah sampai dalam tahapan MAKING PROFIT untuk perusahaan pengelolanya, dan pemerintah sudah tidak subsidi lagi. Kepadatan penduduk kota2 di Jepang sangat tinggi, dengan kemakmuran yang baik untuk mendapatkan PROFIT di transportasi berbasis rel.
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Old September 5th, 2011, 01:56 AM   #19
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Quote:
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sebetulnya ada semacam monorail dg teknologi yg murah, yakni aeromovel yg digerakan oleh angin, seperti yg di taman mini... saya gak tau kenapa kok teknologi ini gak laku, pdhal dia murah, non polutif, dan kita bisa produksi sendiri...
aeromovel yang di taman mini itu sepertinya tidak temasuk monorel karena masih menggunakan rel kereta konvensional. barangkali boleh disamakan dengan lrt/lrv yang berjalan di elevated track.

saya pernah dengar bahwa biaya pembangunan aeromover per km sekitar 9-10 juta dollar. ternyata masih lumayan mahal juga.

dan tetap berpolusi disekitar mesin blowernya dibeberapa stasiun karena menggunakan mesin diesel. barangkali kalau diganti blower listrik, baru bebas polusi.
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Last edited by Djoko Lelono; September 5th, 2011 at 02:02 AM.
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Old September 5th, 2011, 02:52 AM   #20
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Apa sebaiknya thread ini digabung aja ke thread Jakarta Monorail?
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