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zerocool
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National Government
Let me rephrase it. Which financial institution is funding it?

World bank I guess is already out of the picture. Who else? None of the articles posted states any interested financial body who is willing to fund this. They're all talk (gullas, DOTC, AMA). Show us the willingness to do a feasibility study and let the true data decide its future. Dont railroad it just for the sake of building one. Its already been deemed "not feasible" twice, what make us think it is feasible now? Kung kelan brt is gathering real steam tsaka naman biglang nabuhay to, obviously pagwapo kasi mag-eelection na. Wherein Tommy O. has got nothing to gain politically from brt at least in the short term since his term is ending.
 

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wow buti pa bangkok may progress.
 

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zerocool
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wow buti pa bangkok may progress.
Exactly!

They don't just talk, they walk the talk. Since it is under construction now I am speculating that the studies started about 2 years ago during which nobody from the Philippines heard about BRT. I guess this just goes to show that our countries leaders is kinda stuck inside the box. Thankfully, the Cebu City leadership has a head that thinks outside the box of Philippines norm.
 

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zerocool
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Transjakarta Transforms Jakartans’ Travel Behavior

ITDP Post:
The Jakarta Post

From The Jakarta Post
See the original post here.

Ratna Yunita, Jakarta

Jakarta is the capital city of Indonesia with some 8.5 million inhabitants and about 3 million additional commuters during weekdays.

No wonder, since metropolitan Jakarta is becoming the largest and most populous city in Southeast Asia. These numbers result in a series of problems, one of which is the transportation system.

Since the 1970s, the Jakarta administration has tried to reform Jakarta’s transportation system by producing policies to solve congestion problems.

Those policies have been confirmed by experts who have recommended that that the most appropriate mode of transportation for Jakarta is the one that can transport as many people as possible, in a fast, safe and affordable manner.

The latest and most significant change was made during the Sutiyoso era when the former Governor of Jakarta promoted the Bus Rapid Transit (BRT) system which has become known as Transjakarta. Launched on Jan. 15, 2004 with an initial total of 12.9 kilometers in service length, Transjakarta, also became known as the busway.

It has been criticized by many since it has taken over a lane from previously normal road space, reducing space available for other vehicles.

Beside these critics, there is much appreciation for the existence of the Transjakarta especially from its users. They say that Transjakarta is a breakthrough in the Jakarta transportation system that has increased their mobility. Many of them have chosen to leave their private cars at home and take the Transjakarta to work.

“I took Transjakarta from home to the nearest shelter to the parliament building. I save 40 minutes during peak hours compared to driving my own car,” said Nusron Wahid, a parliament member.

Transportation problems can be solved not only by making physical changes to infrastructure, but also by gaining public support. The system is now serving eight corridors with a total of 124 kilometers in road length, served by a total of 385 single buses and 23 articulated buses, so public acceptance is important in making the system successful.

The number of Transjakarta passengers keeps increasing over time. From January to November 2009, Transjakarta served approximately 6.8 million passengers per month, which is an 11 percent increase from the same period last year.

However, public acceptance could still be boosted. There has been an initiative by the users to increase public acceptance by establishing a forum where they can exchange information and discuss how to improve the system.

The forum, named Suara Transjakarta (Voice of Transjakarta), was launched on Feb. 2, 2004. “Transjakarta is a boon for the Jakarta transportation system that brings not only new physical infrastructure, but also adds new socio-cultural trends to Jakarta public transportation,” said David Tjahjana, Coordinator of Suara Transjakarta.

Indeed, there is a huge behavioral difference for Jakartans between using the old transportation modes and the Transjakarta. Before the Transjakarta era, people could easily hop on and off the buses anywhere they liked, mostly not from the provided bus stops and shelters.

In many cases, this anarchy led to traffic chaos and accidents. There were reports of passengers being hit by other vehicles when attempting to get on and off buses, which did not always stop appropriately at the provided shelters.

Meanwhile, Transjakarta has its dedicated shelters so that passengers do not need to be afraid of being hit by other vehicles while hopping on and off the bus. These physical changes have led to behavioral changes in travel.

However, there are also concerns regarding passengers’ behavior while using Transjakarta buses.

First, there are still passengers who are not patient enough and force their way forward to get closer to the shelter door, instead of queuing. The front-liners - duty officers at the shelters - frequently have difficulties calming down those impatient passengers. Some front-liners even said that that overcrowding invited pickpockets to become active on the busways.

Second, passengers’ frequently ignore to give priority and give up their seats to elderly people, pregnant women and the disabled. Transjakarta management has put visual printed warnings on this inside the busways, but some people still completely ignore them.

Third, passengers, who cannot get seats, are frequently reluctant to proceed down the bus and they often opt to stand near the entrance door, thus obstructing others getting into the bus. Their attitude makes the buses appear to be more crowded, while actually they could still take more people standing in the aisles. As a result, passengers in the next bus shelter often do not want to board the bus, which seems more crowded than in reality, and wait for the next one.

These examples of poor behavior have caused inconvenience to other Transjakarta users. To deal with those problems, the Suara Transjakarta has set up a public education program via the listed group service, website and direct campaign events, mentioning the “dos and don’ts” in using Transjakarta.

The forum members also do “word of mouth” campaigns by advising other passengers who they meet with, especially passengers who behave improperly during trips. Hopefully, these campaign programs will help change the improper behavior of some passengers and persuade them adopt good habits.

The writer is Communication Specialist at the Institute for Transportation and Development Policy (ITDP) Indonesia.
 

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Hmmm tsk yan kasi ang kagandahan sa pinoy politics, mas umaasenso sila kesa sa mga projects na dapat nilang tinatapos para sa bayan, wala eh, puro tyan muna nila ang inuuna. Anak ng tupa talaga...... :no:
 

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Exactly!

They don't just talk, they walk the talk. Since it is under construction now I am speculating that the studies started about 2 years ago during which nobody from the Philippines heard about BRT. I guess this just goes to show that our countries leaders is kinda stuck inside the box. Thankfully, the Cebu City leadership has a head that thinks outside the box of Philippines norm.
The Pre-FS for a Metro Manila BRT was conducted in 2007 and previous to that, a BRT workshop was held (sponsored by ADB I think) in 2006. The Pre-FS results were presented to the Metro Manila Council by a team that included UP's National Center for Transport Studies, Clean Air Initiative for Asia and the DOTC Road Transport led by Usec Lontoc. Sadly, MMDA didn't push through with the FS despite the availability of funds from the WB (at the time already with MMDA) and their commitment to do such when the pre-FS was conceived and approved for funding by the USAID.
 

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zerocool
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The Pre-FS for a Metro Manila BRT was conducted in 2007 and previous to that, a BRT workshop was held (sponsored by ADB I think) in 2006. The Pre-FS results were presented to the Metro Manila Council by a team that included UP's National Center for Transport Studies, Clean Air Initiative for Asia and the DOTC Road Transport led by Usec Lontoc. Sadly, MMDA didn't push through with the FS despite the availability of funds from the WB (at the time already with MMDA) and their commitment to do such when the pre-FS was conceived and approved for funding by the USAID.
Well isn't that sad?
 

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ITDP Post:
The Jakarta Post

Transportation problems can be solved not only by making physical changes to infrastructure, but also by gaining public support. The system is now serving eight corridors with a total of 124 kilometers in road length, served by a total of 385 single buses and 23 articulated buses, so public acceptance is important in making the system successful.

The number of Transjakarta passengers keeps increasing over time. From January to November 2009, Transjakarta served approximately 6.8 million passengers per month, which is an 11 percent increase from the same period last year.
.
I was just wondering on the ridership of Transjakarta, with the 6.8 Million passengers transported or let's say, an annualized of 81.6 Million that rode Transjakarta in 2009 with 124 kms. in road length. This is the reason why the city government is pushing for their very first MRT. The traffic jam in Jakarta is getting worse.

This really pales in comparison versus the 149 Million that rode the LRT system in Manila for the same period in 2009. LRT 1 and 2 cover 29 kms. of road length. You still have to add MRT 3, which has more ridership than LRT. MRT (17 kms.) has at least 450,000 passengers per day, or an annual ridership of 162 Million. So, LRT and MRT both carried at least 311 Million passengers in 2009 for the 46 kms. road length. This will increase further this year once the loop of LRT connecting MRT will be completed. :)

sources: LRT 1 ridership hits all-time high at 149.44 M in 2009
By EMMIE V. ABADILLA
January 7, 2010, 2:43pm

The Light Rail Transit Authority (LRTA)’s 2009 ridership totalled 149.44 million passengers for the Baclaran-Monumento Line (Line 1), breaking the highest record of 145.83 million passengers set half a decade ago, in 1994, LRTA Administrator Melquiades Robles announced.
http://www.mb.com.ph/articles/237324/lrt-1-ridership-hits-alltime-high-14944-m-2009
 

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zerocool
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I was just wondering on the ridership of Transjakarta, with the 6.8 Million passengers transported or let's say, an annualized of 81.6 Million that rode Transjakarta in 2009 with 124 kms. in road length. This is the reason why the city government is pushing for their very first MRT. The traffic jam in Jakarta is getting worse.

This really pales in comparison versus the 149 Million that rode the LRT system in Manila for the same period in 2009. LRT 1 and 2 cover 29 kms. of road length. You still have to add MRT 3, which has more ridership than LRT. MRT (17 kms.) has at least 450,000 passengers per day, or an annual ridership of 162 Million. So, LRT and MRT both carried at least 311 Million passengers in 2009 for the 46 kms. road length. This will increase further this year once the loop of LRT connecting MRT will be completed. :)

sources: LRT 1 ridership hits all-time high at 149.44 M in 2009
By EMMIE V. ABADILLA
January 7, 2010, 2:43pm

The Light Rail Transit Authority (LRTA)’s 2009 ridership totalled 149.44 million passengers for the Baclaran-Monumento Line (Line 1), breaking the highest record of 145.83 million passengers set half a decade ago, in 1994, LRTA Administrator Melquiades Robles announced.
http://www.mb.com.ph/articles/237324/lrt-1-ridership-hits-alltime-high-14944-m-2009
That is good and bad. For one, we also can't deny that Transjakarta also pales in comparison to the construction cost of the 3 systems in Manila. The Ridership is also being artificially pumped due to the unusually low prices of tickets because of the over subsidy by our National Government. Despite this feat - record breaking ridership and all, the 3 systems are still loosing money and the biggest looser of them all is the Taxpayers who keeps on subsidizing Manila peeps just so they have a better life every year. :eek:hno:

Transjarta admittedly is not the epitome of efficiency and ridership as compared to what Transmilenio & Curitiba has achieved. Transmilenio has surpassed the daily passenger capacity of NYC subways system per day and at a very low cost. Even all the criticism, transjakarta has transformed that rather hopeless & gridlocked city to a more livable and humane city. I don't know maybe they still lack the cumulative policies to favor public transport but we can't deny the benefits it has brought to that city.
 

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zerocool
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^^ Again, the LRT is not losing money and in fact is making money. It's the MRT that's definitely losing money, to the tune of billions of pesos a year.
LRT (the company itself) may not be loosing money but we can't deny that their income is due in part(majority) of the subsidy the government is doling out per ticket sold. Good for the company but bad for the government when that money could have been used for other social projects. MRT is a much sadder story. At the end of the day all three systems are loosing money and punishing the taxpayers. If the government drops the subsidy to an acceptable level, say 20-30%, I would keep quiet with my retorts. But the questions are:

1) would the systems still attract the same numbers of passengers considering
that majority of our population is poor?
2) would LRT still have positive income?
3) would any financial institution be even willing to fund any lrt/mrt projects?
4) would any lrt/mrt proposal in Manila be even feasible?

Those few questions would rise up. If the government removes the guaranteed income, no sane financial institution would fund this projects.
 

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zerocool
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question:

can roads in metro manila accomodate 2 dedicated lanes for brt use?
Why not? Question is how much are we willing to give up on our driving previlidges for a better and more humane metro. Medyo may ugali kasi ang Pinoy lalu na yung medyo nakakaangat ng konti sa buhay. Likas ang kaartehan maturingan Lang na sosyal. Kagaya ng nagpopost sa cebu LRT thread, tawag nya sa BRT bakya!
 

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Be a Prodigal Son

Let me rephrase it. Which financial institution is funding it? .....Tommy O. has got nothing to gain politically f.
It is part of the national project of DOTC.
If they can do it in Manila, why should we stop them from doing it here
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Just imagine:
Your father in Manila gave your younger brother all his share of inheritance. Your brother went to Cebu and splurged his money in Pagcor, beautiful women and bought the 2011 BMW Z4 sDrive35is.

He lost all his money to Pagcor, sold his car too and was dumped by all his women. Your brother went back to Manila to ask for forgiveness.
Your father was so happy and declared.
Let's have a feast and celebrate. For this son of mine was dead and is alive again; he was lost and is found." So they began to celebrate.
......
Meanwhile, the older brother was in the field. When he came near the house, he heard music and dancing. So he called one of the servants and asked him what was going on. "Your brother has come," he replied, "and your father has killed the fattened calf because he has him back safe and sound." The older brother became angry and refused to go in. So his father went out and pleaded with him. But he answered his father, "Look! All these years I've been slaving for you and never disobeyed your orders. Yet you never gave me even a young goat so I could celebrate with my friends. But when this son of yours who has squandered your property with prostitutes comes home, you kill the fattened calf for him!" "My son," the father said, "you are always with me, and everything I have is yours. But we had to celebrate and be glad, because this brother of yours was dead and is alive again; he was lost and is found." (Luke 15:11-32)
 

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A BRT system is definitely feasible for Metro Manila. We even have wider roads than Bangkok. Sana magka C5 BRT muna for the meantime para masubukan.
 
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