AP.1 APPENDIX TO PRE-FEASIBILITY STUDY ON BUSWAY EXTENSION PROJECT (CULCULATION OF BUS SHELTER S DIMENSIONS AND CONSTRUCTION COST BREAK DOWN)

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1 Final Report, Volume 2: Pre-Feasibility Studies (Appendix) AP.1 APPENDIX TO PRE-FEASIBILITY STUDY ON BUSWAY EXTENSION PROJECT (CULCULATION OF BUS SHELTER S DIMENSIONS AND CONSTRUCTION COST BREAK DOWN) AP1.1 Design Condition in 2007 AP1.1.1 Number of Passengers by Each Bus Loading Facility Calculation that is to define the dimensions of the bus loading facilities was carried out using the actual estimated numbers of passengers for Bus Terminal and Transfer Center, and standardized numbers of passengers for bus stop. (1) Bus Terminals and Transfer Centers For Bus Terminals and Bus-to-bus Transfer Centers, numbers of the transferring passengers as well as boarding/alighting passengers were tabulated in Table AP.1.1. Table AP1.1 NB of Passengers at Bus Terminal and Transfer Center (daily) Traffic Volume (Buses/hour) NB of Daily Bording/Alighting/Transfering Passenger Bus Type NB (1) Bording (2) Alighting (3) Transfering (4) Σ(1)~(3) PB01 Kota Terminal ,650 1,280 9,380 12,310 L.Bulus Terminal Articulated 16 5,900 8, ,250 PB02 Ragunan Terminal Articulated 4 1,940 1, ,560 PB03 KP. Rambutan Terminal Single 30 9,900 9, ,250 PB04 Kalideres Terminal 27 5,880 4, ,490 Articulated P.Gadung Terminal 27 2,430 2, ,600 01x02x04 Monas Transer Center ,315 23,251 01x02x04 Harmoni Transer Center ,668 7,553 03x04 Senen Transer Center ,254 2,915 22,230 27,399 (2) Bus Stops The figure AP.1.1 indicates the distribution of the numbers of boarding and alighting passengers according to the result of the demand forecast. Since there are around 80 bus stops, design was carried out using 4 standardized numbers of passengers that were classified by Table AP.1.2,. Table AP1.2 Class of the Bus Stops NB of Passengers Boarding Alighting Class-A Class-B Class-C Class-D AP1-1

2 8,000 7,000 6,000 Class-D NB of Alighting Passenger 5,000 4,000 3,000 Class-B Class-C 2,000 1,000 A 0 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 NB of Boarding Passenger Figure AP1.1 NB of Boarding/Alighting Passengers at Bus Stop (daily) AP1.2 Size of the Bus Loading facilities AP1.2.1 Form of Loading Area In Highway Capacity Manual, four different types of bus berths are exhibited as figure AP.1.2 Liner Type and Sawtooth Type were adopted in this design, since these are easy to install to the restricted area, such as bus stop along the road. Figure 1.2 Bus Loading Area Design 1 1 Source: Highway Capacity Manual 2000 Transportation Research Board National Research Council,, USA AP1-2

3 It is recognized that the Liner Type is less efficient than other types, so that Sawthooth Type was adopted when more than three berths would be required. AP1.2.2 Calculation of Number of Bus Berth (1) Dwell Time 1) Passenger Volume per Bus Headway a. Hourly Passenger Volume Hourly passenger volume was converted from daily volume using following formula. PVhourly = PVdaily PF Where as; PV hourly : Hourly passenger volume (shown as 3 in Table AP.1.4 ) PV daily : Daily passenger volume (shown as 2 in Table AP.1.4 ) PF: Peak Factor (0.1) Peak factor of 10 percent was assumed considering the present condition. b. Passenger Volume per Bus Headway Passenger volume per bus headway was calculated by the following formula. PV = PVhourly BV AF int Where as; PVint: Passenger volume per bus headway (shown as 4 in Table AP.1.4) BV: Hourly bus traffic volume (shown as 1 in Table AP.1.4) AF: Proportion of the passenger volume on heavier-direction during the peak hour (0.65) 2) Average dwell time (td) The results of the calculations are tabulated in Table AP.1.4 In Transit Capacity and Quality Service Manual, the time requires for single boarding/ alighting passenger (dwell times) is suggested as per fare condition (Table AP.1.2). Since there is no available data in Indonesia regarding the dwell time, the times tabulated in Table AP.1.3 were adopted in the study. The average dwell time for each bus stopping was calculated by multiplying passenger volume that is built up within the bus interval (shown as 4 in Table AP.1.4) and the tabulated time. AP1-3

4 And in the study, alighting time of 2.0 seconds was used for both boarding and alighting, since the pre-payment fare system would be adopted. Table1.3 Required Times for Each Bus Passenger 2 Boarding/ Alighting Time (sec) Boarding* Pre-Payment 2.0 Single Ticket/Token 2.6 Exact Fare 3.0 Alighting 1.7 to 2.0 *Note: Add 0.5 seconds is standees are present on the bus Remarks (2) Number of Bus Berths The results are tabulated in Table AP Number of bus berths was set bus traffic volume (shown as 1 in Table AP. 2.6) less than bus berth capacity (shown as 7 in Table AP.2.6) multiplied by number of effective loading area.(neb; see 3) ) 1 7 x N eb 1) Capacity of Bus Loading Facilities Capacity of a bus stop was calculated by the following formula. B s = N eb B bb = N eb t c + 3,600( g / C) ( g / C) t d + Z acvt d Where as; Bs: Maximum number of buses per bus stop per hour N eb : Number of effective loading area (see 3) ) Bbb : The number of operating buses per hour (shown as 7 in Table AP. 2.6 ) g/c:ratio of effective green time to a cycle (see 2) ) tc:clearance time for sequentially arriving buses (15 sec) td:average dwell time (shown as 5 in Table AP. 2.6) Zd:Probability not to emerge bus queues (0.675) Cv:Variation coefficient of stopping time (0.6) 2 Source: Transit Capacity and Quality Service Manual Transportation Research Board National Research Council,, USA AP1-4

5 Route Name Table AP.1.4 Calculation Sheet for Dwell Time Bus Type NB 1 Bording 2 Alighting 3 Transfering 4 Σ1~ Required Dwell Time (sec) Kota Terminal ,650 1,280 9,380 12,310 1, PB01 L.Bulus Terminal Articulated 16 5,900 8, ,250 1, PB02 Ragunan Terminal Articulated 4 1,940 1, , PB03 KP. Rambutan Terminal Single 30 9,900 9, ,250 1, PB04 Kalideres Terminal 27 5,880 4, ,490 1, Articulated P.Gadung Terminal 27 2,430 2, , x02x04 Monas Transer Center ,315 23,251 2, x02x04 Harmoni Transer Center ,668 7, x04 Senen Transer Center ,254 2,915 22,230 27,399 2, Class-A Bus Stop Articulated , PB01 PB01 (D.M. - K.S. *1 ) PB01 (Kota - D.M. K.S.-H.I. *2 ) PB02-1 PB02-2 PB03-1 PB03-2 PB04 Facility's Name 1 Traffic Volume (Buses/hour) Class-B Bus Stop Articulated 16 1,300 1, , Class-C Bus Stop Articulated 16 2,275 2, , Class-D Bus Stop Articulated 16 4,550 5, , Class-A Bus Stop Articulated , Class-B Bus Stop Articulated 49 1,300 1, , Class-C Bus Stop Articulated 49 2,275 2, , Class-D Bus Stop Articulated 49 4,550 5, , Class-A Bus Stop Articulated , Class-B Bus Stop Articulated 22 1,300 1, , Class-C Bus Stop Articulated 22 2,275 2, , Class-D Bus Stop Articulated 22 4,550 5, , Class-A Bus Stop Articulated , Class-B Bus Stop Articulated 6 1,300 1, , Class-C Bus Stop Articulated 6 2,275 2, , Class-D Bus Stop Articulated 6 4,550 5, , Class-A Bus Stop Articulated , Class-B Bus Stop Articulated 4 1,300 1, , Class-C Bus Stop Articulated 4 2,275 2, , Class-D Bus Stop Articulated 4 4,550 5, , Class-A Bus Stop Single , Class-B Bus Stop Single 30 1,300 1, , Class-C Bus Stop Single 30 2,275 2, , Class-D Bus Stop Single 30 4,550 5, , Class-A Bus Stop Single , Class-B Bus Stop Single 15 1,300 1, , Class-C Bus Stop Single 15 2,275 2, , Class-D Bus Stop Single 15 4,550 5, , Class-A Bus Stop Articulated , Class-B Bus Stop Articulated 27 1,300 1, , Class-C Bus Stop Articulated 27 2,275 2, , Class-D Bus Stop Articulated 27 4,550 5, , ) Green Time Ratio (g/c) 2 NB of Daily Bording/Alighting/Transfering Passenger Passenger Volume at Peak 1Hour Passenger Volume per Headway In the study, green time ratio (shown as 6 in Table AP.1.6) was assumed in following condition. g / C = 1.00 : in case of no signalized intersection near the bus loading facility which is accessed by the pedestrian bridge g / C = 0.75 : in case of no signalized intersection near the bus loading facility which is accessed by the cross-walk with traffic signals AP1-5

6 g / C = 0.50 : in case of a signalized intersection near the bus loading facility 3) Number of Effective Loading Area (Neb) The capacity of plural bus berths varies according to the layout of bus berth. As shown in Table AP.1.5, increasing the number of loading areas at a parallel bus berths has an ever-decreasing effect on capacity as the number of berths increase because the stopping buses interfere with other buses. On the other hand, no decreasing effect is needed to consider in the sawtooth design. Loading Area NB Table 1.5 Effective Loading in case of Parallel Berth (N eb ) On-Line Loading Areas Off-Line Loading Areas Efficiency NB of Cumulative Efficiency % Effective Loading % NB of Cumulative Effective Loading Areas Areas Note: On-line values were assumed that buses do not overtake each other. Table 1.6 Calculation Sheets for Number of Bus Berths Route Name PB01 1 Traffic Volume (Buses/hour) Bus Type NB Parallel [On-Line] of Berth by Type Parallel [Off-Line] Sawtooth Type Kota Terminal Para(On) 2 L.Bulus Terminal Articulated Para(On) 2 PB02 Ragunan Terminal Articulated Para(On) 1 PB03 KP. Rambutan Terminal Single Para(On) 2 PB04 Facility's Name 5 Required Dwell Time (sec) 6 Green Time Ratio Clearan ce Time between Buses 7 Bus Berth Capacity (buses/h Bus Berth Configuration 8 Required NB 9 Adopted Berth Design Layout NB of Berth Kalideres Terminal Articulated Para(On) 1 P.Gadung Terminal Para(On) 1 01x02x04 Monas Transer Center Saw 3 01x02x04 Harmoni Transer Center Para(On) 1 03x04 Senen Transer Center Saw 3 AP1-6

7 Table 1.6 Calculation Sheets for Number of Bus Berths (Continued) Route Name PB01 [g/c=1.00] PB01 [g/c=0.75] PB01 [g/c=0.50] PB02-1 [g/c=1.00] PB02-1 [g/c=0.75] PB02-1 [g/c=0.50] PB02-2 [g/c=1.00] PB02-2 [g/c=0.75] PB02-2 [g/c=0.50] PB03-1 [g/c=1.00] PB03-1 [g/c=0.75] PB03-1 [g/c=0.50] PB03-2 [g/c=1.00] PB03-2 [g/c=0.75] PB03-2 [g/c=0.50] PB04 [g/c=1.00] PB04 [g/c=0.75] PB04 [g/c=0.50] Facility's Name 1 Traffic Volume (Buses/hour) Bus Type NB 5 Required Dwell Time (sec) 6 Green Time Ratio Clearan ce Time between Buses 7 Bus Berth Capacity (buses/h Bus Berth Configuration Parallel [On-Line] 8 Required NB of Berth by Type Parallel [Off-Line] Sawtooth 9 Adopted Berth Design Layout NB of Berth Type Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 2 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 2 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 2 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 1 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 2 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 2 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 1 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 1 Class-A Bus Stop Single Para(On) 1 Class-B Bus Stop Single Para(On) 1 Class-C Bus Stop Single Para(On) 1 Class-D Bus Stop Single Para(On) 2 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 1 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 2 Class-A Bus Stop Articulated Para(On) 1 Class-B Bus Stop Articulated Para(On) 1 Class-C Bus Stop Articulated Para(On) 1 Class-D Bus Stop Articulated Para(On) 2 AP1-7

8 AP1.2.3 Required Floor Area of Bus Shelters Waiting areas of the bus shelters that are shown as 10 in Table AP.1.7 were calculated by multiplying 1.2 and boarding/alighting passenger volume per bus headway (shown as 4 in Table AP.1.7). 1.2 m 2 is assumed as the minimum area when the standing and free circulation through the queuing area possible without disturbing others within the queue (equivalent to LOS A in Figure below). Figure 1.3 Level of Service of Queuing Area 3 3 Exhibit 11-9 Queuing Area Los Shown in the Highway Capacity Manual 2000 Transportation Research Board National Research Council, USA AP1-8

9 Table 1.7 Calculation Sheets for Waiting Area and Ticketing System Route Name PB01 (1) (2) (3) 1Hour Headway (sqm) Bording Alighting Transfering /direction /direction In Out Bi-Direction Kota Terminal 1,650 1,280 9,380 5, L.Bulus Terminal 5,900 8, , PB02 Ragunan Terminal 1,940 1, , PB03 KP. Rambutan Terminal 9,900 9, , PB04 Kalideres Terminal 5,880 4, , P.Gadung Terminal 2,430 2, , x02x04 Monas Transfer Center ,315 5, x02x04 Harmoni Transer Center ,668 3, x04 Senen Transfer Center 2,254 2,915 22,230 8, Class-A Bus Stop PB01 PB01 (D.M. - K.S.*1) PB01 (Kota - D.M. K.S.-H.I. PB02-1 PB02-2 PB03-1 PB03-2 PB04 Facility's Name 2 NB of Daily Bording/Alighting/Transfering Passenger 3 Passenger Volume at Peak 4 Passenger Volume per 5 Passenger Volume Passing Through the Gate /peak 1min 10 Required Waiting Area 11 Required NB of Ticketing Gate Ticketing Gate Way Total NB of Ticketing Gate Machine Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop Class-C Bus Stop Class-D Bus Stop Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Class-A Bus Stop Class-B Bus Stop 1,300 1, Class-C Bus Stop 2,275 2, Class-D Bus Stop 4,550 5, Required Ticket Vending Machine AP1.2.4 Ticketing Equipments (1) Turn Style Gate In Japan, it is known that 25 passenger can pass through the turn style gate in maximum. In the study, 20 passengers that are 80% of 25 passengers were adopted and following formula was used to calculate the required number of the gates, and the results were shown in Table AP.1.7. Where as; N g max = ( P, P ) b a PF 20 / 60 Ng: Number of ticketing gate (shown as 11 in Table AP. 1.7) Pb: Daily Boarding Passenger (shown as 2 in Table AP. 1.7) Pa: Daily Alighting Passenger (Ditto) PF: Peak Factor mentioned in AP (1) AP1-9

10 From the result of the calculations, it was found that one gate has sufficient capacity for the passengers in 2007 to board or alight. In the study, one gate facility was allocated for each boarding side and alighting side, and also one reversible gate facility was installed. (2) Ticket Vending Machine Number of ticket vending machines was calculated by using formula below, and results were shown in Table AP.1.7. Capacity of the vending machine was assumed as 4 passengers/second according to the experience in Japan. N tv = Pb PF / 60 4 Where as; Ntv: Number of ticket vending machine (shown as 12 in Table AP1.7) AP1.3 Adjustment Work In aforementioned procedure, general data such as boarding/alighting time, clearance time, probability, etc was adopted the values that generally used in USA. Therefore, adjustment work will be occasionally needed using actual observed data on service section. AP1.4 Construction COST BREAK DOWN AP1.4.1 Civil Works This item consists of the civil works relating to busway and bus shelter construction. Major works of this item are demolition/construction of the pavement/curb, widening/construction of the bridge, construction of the pedestrian bridge, installation of the stair, etc. The cost of civil works shown in the main text of the Vol.2 Pre Feasibility Study is total of the tabulated cost in B.1.2 and Contingency and VAT. AP1-10

11 (1) Cost Break Down 1) PB01 The Study on Integrated Transportation Master Plan for JABODETABEK (Phase II) No. Description Unit Unit Cost (thousand Quantity Cost (million Rp.) Rp.) 1 General 2, General Lm 420 5,525 2,321 Remarks 2 Drainage 5, Drainage Lm 1,075 5,175 5,563 3 Earth Works Commn Excavation m , Embankment with Material from 3.2 Common or Borrow Excavation m Demolition of Pavement m , Demolition of Curb m , Pavement 12,480 Travelled Way m ,640 9,996 Sidewalk m ,050 2,484 7 Structure 2, Pedestrian Bridge m2 8, ,440 Monas T.C Pedestrian Bridge Stair m2 6, Brdge Widening m2 6, Box Culvert (2.5x2.5) m 3, Duku Atas F.O. 8 Miscellaneous 2, Precast Concrete Curb Lm 54 21,713 1, Lane Marking m , Traffic Sign Each Street Lighting Median Each 27, Street Tree Median Each Traffic Separater Lm 59 11, Total 25,292 5,269 Mllion Rp./Km AP1-11

12 2) PB02 No. Description Unit Unit Cost (thousand Quantity Cost (million Rp.) Rp.) 1 General 5, General Lm ,300 5,586 Remarks 2 Drainage 2, Drainage Lm 1,075 2,580 2,774 3 Earth Works Commn Excavation m , Embankment with Material from 3.2 Common or Borrow Excavation m Demolition of Pavement m , Demolition of Curb m , Pavement 4,110 Travelled Way m ,355 2,603 Sidewalk m ,840 1,507 7 Structure 26, Pedestrian Bridge m2 8, Pedestrian Bridge Stair m2 6, , Brdge Widening m2 6,600 3,808 25, Box Culvert (2.5x2.5) m 3, R.Said Station 8 Miscellaneous 2, Precast Concrete Curb Lm 54 13, Lane Marking m , Traffic Sign Each Street Lighting Median Each 27, Street Tree Median Each Traffic Separater Lm 59 22,300 1,316 Total 42,566 8,868 Mllion Rp./Km 3) PB03 No. Description Unit Unit Cost (thousand Quantity Cost (million Rp.) Rp.) 1 General 9, General Lm ,290 9,362 Remarks 2 Drainage 8, Drainage Lm 1,075 8,140 8,751 3 Earth Works 1, Commn Excavation m ,661 1,010 Embankment with Material from 3.2 Common or Borrow Excavation m Demolition of Pavement m , Demolition of Curb m , Pavement 18,088 Travelled Way m ,645 13,597 Sidewalk m ,145 4,492 7 Structure 4, Pedestrian Bridge m2 8, ,200 Mangga Dua 7.05 Pedestrian Bridge Stair m2 6, , Brdge Widening m2 6, , Box Culvert (2.5x2.5) m 3, Miscellaneous 6, Precast Concrete Curb Lm 54 47,741 2, Lane Marking m ,034 1, Traffic Sign Each Street Lighting Median Each 27, Street Tree Median Each Traffic Separater Lm 59 47,530 2,804 Total 49,182 10,246 Mllion Rp./Km AP1-12

13 4) PB04 No. Description Unit Unit Cost (thousand Quantity Cost (million Rp.) Rp.) 1 General 9, General Lm ,680 9,946 Remarks 2 Drainage 1, Drainage Lm 1,075 1,180 1,269 3 Earth Works Commn Excavation m , Embankment with Material from 3.2 Common or Borrow Excavation m Demolition of Pavement m , Demolition of Curb m , Pavement 5,759 Travelled Way m ,396 5,759 Sidewalk m Structure 6, Pedestrian Bridge m2 8, Senen T.C Pedestrian Bridge Stair m2 6, , Brdge Widening m2 6, , Box Culvert (2.5x2.5) m 3, Miscellaneous 4, Precast Concrete Curb Lm 54 4, Lane Marking m , Traffic Sign Each Street Lighting Median Each 27, Street Tree Median Each Traffic Separater Lm 59 47,360 2,794 Total 28,561 5,950 Mllion Rp./Km (2) Quantity Calculations Quantities tabulated in the spreadsheets shown in B.1.2 were calculated adding Normal Section to Bus Shelter. 1) Normal Section STATION LENGT H (m) Common Excavation (cu.m) EARTHWORK Demolition of Pave. (sq.m) Demolition of Curb (m) DRAINAG E (m) Pave. (m) Sidewalk (m) PAVEMENT Curb (m) Separater (m) BRIDGE (sqm) Marking (sq.m) MISCELLANEOUS Retaining Street Wall Lighting (sq.m) PB01 12,925-13, ,275-13, , , ,655 2, ,700-14, , , , , ,250-14, , , ,600-18,450 3,850 1, ,400 3, , , ,194.5 TOTAL 5,525 16,317 3,040 19,600 5,175 65,075 31,050 21,400 11, , Street Tree AP1-13

14 (Continued) STATION LENGT H (m) Common Excavation (cu.m) EARTHWORK PAVEMENT MISCELLANEOUS Demolition DRAINAG Demolition of Pave. Pave. (m) Sidewalk Curb (m) Separater BRIDGE Retaining E (m) Marking Street (sqm) Wall of Curb (m) (m) (m) (sq.m) Lighting (sq.m) (sq.m) PB , ,050-1, , ,150-1, ,808 1,430-1, , ,600-5,275 3, ,350 1, ,275-5, ,690-9,600 3,910 11,965 11,730 23, , ,820 2, ,600-10, , ,200-10, , , ,480-11,950 1,470 7,673 3,528 5,880 1,470 9,114 4, , ,950-12, ,300 1, ,600-13, ,660 2,240 1, ,800 4, TOTAL 13,300 27,204 18,886 34,460 2,580 17,133 18,840 12,440 22,300 3,808 6, PB ,050 1,650 1, , , ,900 3,300 1, ,050-2, , ,840-6,020 3,180 1, , ,360 2, ,020-6, ,275-6, , , ,440-9,725 2, ,570 1, ,725-11,180 1, , ,180-11, ,470-12, ,197 1, , ,100-13,250 1, , , ,250-15,400 2, ,300 1, ,400-17,750 2,350 20,727 3,055 9,400 2,350 23,970 14,100 9,400 4, , ,750-20,570 2,820 27,664 1,128 5,640 2,820 31,302 16,920 11,280 5,640 1, ,570-22,950 2,380 24,847 2,142 9,520 2,380 28,084 14,280 9,520 4,760 1,356.6 TOTAL 22,290 77,661 16,536 39,535 8,140 90,350 56,145 44,795 47, , PB ,550 9,550 14, , , ,550-10,900 1, ,400 1, , ,900-13,200 2, , , PB , , ,900 1, ,150-2,700 1, , ,700-6,650 3, ,900 1, ,650-9,300 2, ,650 10,600 6, ,300 1, ,300-10,480 1,180 1, ,720 1,180 12,154 2,360 2, TOTAL 23,680 16,403 5,690 41,720 1,180 36, ,310 47, , Street Tree 2) Bus Shelter Costs relating to bus stop were calculated by multiplying Number of Bus Shelters by Type and Quantity of Each Bus Shelter. AP1-14

15 a. Number of Bus Shelters by Type Shelter for Bus Terminal Shelter for Transfer Center Shelter for Bus Stop PB01 PB02 PB03 PB04 Total Lebak Bulus 1 1 Ragunan 1 1 KP.Rambutan 1 1 Kalideres & Pulogadung 2 2 Monas 1 1 Senen 1 1 Ic Ic Ip Ip IIc IIc IIc IIc IIp IIp IIIc IIIp Total b. Quantities of Each Bus Shelter The following quantities of shelters are excluded quantities in normal sections. ITEM UNIT QUANTITY NOTE Lebak Bulus Terminal DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m Ragunan Terminal DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m 40.0 PAVEMENT sq.m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m KP.Rambutan Terminal DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 8.2 CURB m 82.0 LANE MARK sq.m P. BRIDGE STAIR sq.m AP1-15

16 (Continued) ITEM UNIT QUANTITY NOTE Kalideres & Pulogadung Terminal DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m Monas Transfer Center DEMOLITION OF PAVE. sq.m 31.3 DEMOLITION OF CURB m PAVEMENT sq.m 1,565.0 CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 Senen Transfer Center DEMOLITION OF PAVE. sq.m 45.0 DEMOLITION OF CURB m PAVEMENT sq.m 1,700.0 CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 Ic1 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m 35.0 Cross-Walk: 22.1m x 3.0m x 1/2 P. BRIDGE STAIR sq.m Ic2 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m 35.0 Cross-Walk: 22.1m x 3.0m x 1/2 P. BRIDGE STAIR sq.m Ip1 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 Ip2 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 AP1-16

17 (Continued) ITEM UNIT QUANTITY NOTE IIc1 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m m x 0.25m CURB m LANE MARK sq.m 40.0 Cross-Walk: 25.6m x 3.0m x 1/2 P. BRIDGE STAIR sq.m IIc2 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m m x 0.25m CURB m LANE MARK sq.m 30.0 Cross-Walk: 19.6m x 3.0m x 1/2 P. BRIDGE STAIR sq.m IIc3 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m Cross-Walk: 22.1m x 3.0m x 1/2 P. BRIDGE STAIR sq.m IIc4 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m Cross-Walk: 22.1m x 3.0m x 1/2 P. BRIDGE STAIR sq.m IIp1 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m m x 0.25m CURB m 44.0 LANE MARK sq.m 70.0 Zebra=2*1/2*3*45/2 P. BRIDGE STAIR sq.m 30.0 IIp2 Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 IIIc Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m AP1-17

18 (Continued) ITEM UNIT QUANTITY NOTE IIIp Type Shelter DEMOLITION OF PAVE. sq.m DEMOLITION OF CURB m PAVEMENT sq.m 220m x 0.25m CURB m LANE MARK sq.m P. BRIDGE STAIR sq.m 30.0 AP1.4.2 Bus Shelter Installation Bus Shelter Installation consists of new bus shelter constructions and existing bus shelter extensions. Both costs shown in the B.2.1 and B.2.2 need to add the contingency and VAT to calculate the cost described in the main text of Vol.2. Pre Feasibility Study. (1) New Construction Costs relating to bus shelter installation were calculated by multiplying Number of Bus Shelters by Type (mentioned in B.1) and Quantity of Each Bus Shelter. Lebak Bulus BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 Ragunan BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 1.0 KP.Rambutan BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 Kalideres & Pulogadung BUS SHELTER sq.m 92.5 FLOOR AREA BUS STOP DISP. Set 1.0 Monas BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 6.0 Senen BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 6.0 Ic1 BUS SHELTER sq.m 80.5 FLOOR AREA BUS STOP DISP. Set 2.0 AP1-18

19 (Continued) ITEM UNIT QUANTITY NOTE Ic2 BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 Ip1 BUS SHELTER sq.m 50.3 FLOOR AREA BUS STOP DISP. Set 2.0 Ip2 BUS SHELTER sq.m 77.3 FLOOR AREA BUS STOP DISP. Set 2.0 IIc1 BUS SHELTER sq.m 35.5 FLOOR AREA BUS STOP DISP. Set 2.0 IIc2 BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 IIc3 BUS SHELTER sq.m 47.5 FLOOR AREA BUS STOP DISP. Set 2.0 IIc4 BUS SHELTER sq.m 65.5 FLOOR AREA BUS STOP DISP. Set 2.0 IIp1 BUS SHELTER sq.m 55.0 FLOOR AREA BUS STOP DISP. Set 2.0 IIp2 BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 IIIc BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 IIIp BUS SHELTER sq.m FLOOR AREA BUS STOP DISP. Set 2.0 (2) Extension of Existing DKI Shelter Existing 20 bus shelters constructed by DKI alongside of PB01 must be extended to suite to articulated bus. 45 sqm was considered as requirement floor area for extension for each bus shelter. AP1-19

20 AP1.4.3 Ticketing System Installation This item consists of the installation of ticketing gate and the ticket vending machine. From Kota to Blok M, no additional equipment for the ticketing system was considered, since existing system would be able to apply for the demand in The cost tabulated below need to add the Contingency and VAT (31% in total) to calculate the cost shown in the main text Vol.2 Pre Feasibility Study. ITEM Unit Cost PB01 PB02 PB03 PB04 (million Rp.) Quantity Amount Quantity Amount Quantity Amount Quantity Amount Ticket Facilities Sets of Ticketing Gate One Direction (Enter/Exit) , , , ,890 Bi-Direction , , , ,600 Ticket Vending Machine , , , ,400 Total 15,320 16,940 39,110 39,890 AP1.4.4 Traffic Signal Installation Main part of this item is bus priority signal installation, but also the center facility including software of the Bus Location System. The total cost of the item is that total a cost tabulated in the table plus 1,572 million Rp (including contingency and VAT). that is the cost for center facility of the Bus Location System. Regarding the signals, three types of signals such as Signals at intersections, Signals nearby the crosswalks to the mid-block bus shelters and Signals at u-turn openings were considered. The cost tabulated below need to add the Contingency and VAT (31% in total) to calculate the cost shown in the main text Vol.2 Pre Feasibility Study. AP1-20

21 (1) Signals at Intersections 1) PB01 The Study on Integrated Transportation Master Plan for JABODETABEK (Phase II) Description Unit Quantity Unit price Amount Total Remarks F/C L/C F/C L/C x1000 Yen x1000 Rp x1000 Rp x1000 Rp Rp. million Bus priority signal Local controller no. 15 1,400 10,000 1,636, ,000 1,786 Footing & wiring included Bus priority/preemption software set , ,760 75, aspect vehicle lantern set , ,768 60, Signal wiring included Signal pole (straight) no. 60 1, Roadside tag reader set ,000 1,168,800 90,000 1,259 Tag reader pole no , ,640 60, Conduit m 3, , Supply & installation Handhole unit , Timing parameter set set , ,320 60, Miscellaneous works LS 1 6, , , , Sub-total 4,453,128 1,210,000 5,663 2) PB02 Description Unit Quantity Unit price Amount Total Remarks F/C L/C F/C L/C x1000 Yen x1000 Rp x1000 Rp x1000 Rp Rp. million Bus priority signal Local controller no. 11 1,400 10,000 1,199, ,000 1,310 Footing & wiring included Bus priority/preemption software set , ,424 55, aspect vehicle lantern set , ,563 44, Signal wiring included Signal pole (straight) no. 60 1, Roadside tag reader set , ,120 66, Tag reader pole no , ,136 44, Conduit m 2, , Supply & installation Handhole unit , Timing parameter set set , ,568 44, Miscellaneous works LS 1 6, , , , Sub-total 3,390, ,000 4,304 3) PB03 Description Unit Quantity Unit price Amount Total Remarks F/C L/C F/C L/C x1000 Yen x1000 Rp x1000 Rp x1000 Rp Rp. million Bus priority signal Local controller no. 24 1,400 10,000 2,618, ,000 2,858 Footing & wiring included Bus priority/preemption software set , , , aspect vehicle lantern set , ,229 96, Signal wiring included Signal pole (straight) no. 60 1, Roadside tag reader set ,000 1,870, ,000 2,014 Tag reader pole no , ,024 96, Conduit m 4, , Supply & installation Handhole unit , Timing parameter set set , ,512 96, Miscellaneous works LS 1 6, , , , Sub-total 6,844,493 1,976,000 8,820 AP1-21

22 4) PB04 Description Unit Quantity Unit price Amount Total Remarks F/C L/C F/C L/C x1000 Yen x1000 Rp x1000 Rp x1000 Rp Rp. million Bus priority signal Local controller no. 15 1,400 10,000 1,636, ,000 1,786 Footing & wiring included Bus priority/preemption software set , ,760 75, aspect vehicle lantern set , ,922 72, Signal wiring included Pedestrian lantern set ,500 77,920 15, New signal Mastarm no ,000 46,752 40, New signal Signal pole (straight) no ,000 28,051 6, Roadside tag reader set ,000 1,402, ,000 1,511 Tag reader pole no , ,768 72, Conduit m 3, , Supply & installation Conduit for new signal m , Supply & installation Handhole unit , Timing parameter set set , ,320 60, Miscellaneous works LS 1 6, , , , Sub-total 4,993,893 1,580,000 6,574 (2) Signals at Cross Walk/U-turn Opening Unit cost of the Signals for Cross-Walk and U-turn was estimated roughly refer to the cost estimated in B.4.2. ITEM Unit Cost PB01 PB02 PB03 PB04 (million Rp.) Quantity Amount Quantity Amount Quantity Amount Quantity Amount Traffic Signals CrossWalk to Bus Shelter , , , ,460 U-turn opening , , Total 4,240 3,400 4,620 5,460 AP1-22

23 Appendix 2 (1): Economic Analysis of Busway Total 2004~20010 Total 2004~ Costs (billion rupiahs) 1) Widdening Land & Compensation 1, ,174 Civil work for widdening Sub-total 1, ,317 2) Bus Shelter Land & Compensation 0 0 Investment Cost Sub-total ) Signal & Bus Location System Land & Compensation 0 0 Civil Work Sub-total ) Bus Operation Bus operation cost is included in VOC of bus for busway. 5) O&M of facilities Total Financial Cost Land & Compensation 1, ,174 Construction Cost O&M Total (Financial Cost) 1, ,308 SCF 1) Widdening Land & Compensation 70% Civil work for widdening 85% Sub-total ) Bus Shelter Land & Compensation 0 0 Investment Cost 80% Sub-total ) Signal & Bus Location System Land & Compensation 70% Civil Work 85% Sub-total ) Bus Operation 5) O&M of facilities 85% Total Economic Cost Land & Compensation Construction Cost O&M Total (Economic Cost) 1, Discounted total costs 12% AP2-1

24 Appendix 2 (2): Economic Analysis of Busway Total 2004~20010 Total 2004~ Benefits (billion rupiahs) 1) VOC Savings 668 1, ) Travel Cost Savings High income group 468 1, Middle income group 538 1, Low income group Total Travel Cost Savings 1,031 2, Total Benefits 1,699 4, Discounted benefits DR 1) VOC Savings 12% ) Travel Cost Savings 12% 1, Total benefits 12% 1, Net Benefits (billion rupiahs) Net Benefits (economic prices) 3, ,420 Net Benefits (discounted at 12 %) 1, Accumulated Net Benefits (discounted at 12 %) ,153 NPV 12% (discount rate) 1,153 billion rupiahs EIRR 31.9% AP2-2

25 Appendix 3: Economic Analysis of TDM Total 2004~2010 Total 2004~ Costs (billion rupiahs) 1) Financial Cost Land & Compensation 0 0 Manual surveillance system ERP system IU O&M (System) O&M (IU) Total 1,589 2, , ) Economic Cost Land & Compensation Manual surveillance system 85% ERP system 80% IU 80% O&M (System) 85% O&M (IU) 85% Total 1,286 2, , Discounted total costs 12% Benefits (billion rupiahs) 1) VOC Savings 2,147 9, ,033 2) Travel Cost Savings High income group 864 3, Middle income group 1,492 4, Low income group Total travel cost savings 2,489 8, , Total benefits 4,636 18, ,170 1,746 1,631 1,534 1,455 1,393 1,347 1,317 1,304 1,309 1,332 1,379 Discounted benefits DR 1) VOC Savings 12% 3, ) Travel Cost Savings 12% 3, Total benefits 12% 6, Net Benefits (billion rupiahs) Net Benefits (economic prices) 16, , ,554 1,456 1,375 1,310 1,262 1,230 1,215 1,217 1,238 1,282 Net Benefits (discounted at 12 %) 5, Accumulated Net Benefits (discounted at 12 %) ,095 1,745 2,081 2,784 3,372 3,867 4,289 4,652 4,968 5,246 5,495 5,722 5,931 NPV 12% (discount rate) 5,930 billion rupiahs EIRR - B/C 7.2 AP2-3

26 Appendix 4: Financial Analysis of TDM (Restricted Area: Alt 4) Total 2004~2010 Total 2004~ Costs (billion rupiahs) TDM Land & Compensation 0 0 Manual surveillance system ERP system IU (Subsidies: 50%) O&M (System) O&M (IU): Owner's cost 0 0 Total 1,213 1, Revenue 1) Traffic Generation (Trip per day) High 552, , , , , , , , ,960 1,055,109 1,133,707 1,218,160 1,308,904 1,406,408 1,511,175 1,623,747 Middle 704, , , , , , , , , , , , , , , ,291 Low 74,135 61,279 50,652 41,868 34,607 28,606 23,645 19,544 16,155 13,353 11,038 9,124 7,541 6,234 5,153 4,259 Total 1,330,950 1,328,251 1,332,214 1,342,621 1,359,340 1,382,316 1,411,562 1,447,151 1,489,213 1,537,931 1,593,537 1,656,309 1,726,575 1,804,708 1,891,126 1,986,297 2) Trip in TDM Area (Trip per day) Rp. 8,000 High 505, , , , , , , , , ,438 1,027,790 1,103,312 1,184,383 1,271,411 1,364,833 1,465,121 Middle 611, , , , , , , , , , , , , , , ,037 Low 28,738 23,671 19,497 16,059 13,228 10,895 8,974 7,392 6,088 5,015 4,131 3,402 2,802 2,308 1,901 1,566 Total 1,145,974 1,149,858 1,158,669 1,172,389 1,191,046 1,214,711 1,243,490 1,277,530 1,317,008 1,362,136 1,413,162 1,470,365 1,534,056 1,604,585 1,682,334 1,767,724 Rp. 16,000 High 485, , , , , , , , , , ,810 1,052,358 1,129,125 1,211,491 1,299,866 1,394,688 Middle 472, , , , , , , , , , , , , , , ,695 Low 3,064 2,567 2,150 1,801 1,509 1,264 1, Total 960, , ,751 1,004,366 1,027,123 1,054,174 1,085,689 1,121,860 1,162,900 1,209,047 1,260,560 1,317,725 1,380,855 1,450,291 1,526,405 1,609,598 Rp. 20,000 High 472, , , , , , , , , , ,615 1,020,696 1,094,790 1,174,264 1,259,506 1,350,937 Middle 384, , , , , , , , , , , , , , , ,818 Low Total 857, , , , , , ,797 1,029,803 1,071,443 1,117,944 1,169,557 1,226,556 1,289,241 1,357,938 1,433,003 1,514,820 3) Proposed Levy and Trip in TDM Area per day Proposed Levy per Trip Rp.8,000 Rp.8,000 Rp.8,000 Rp.8,000 Rp.8,000 Rp.16,000 Rp.16,000 Rp.16,000 Rp.16,000 Rp.16,000 Rp.20,000 Rp.20,000 Rp.20,000 Rp.20,000 Rp.20,000 Rp.20,000 High 505, , , , , , , , , , ,615 1,020,696 1,094,790 1,174,264 1,259,506 1,350,937 Middle 611, , , , , , , , , , , , , , , ,818 Low 28,738 23,671 19,497 16,059 13,228 1,264 1, Total Trip in TDM Area 1,145,974 1,149,858 1,158,669 1,172,389 1,191,046 1,070,174 1,101,689 1,137,860 1,178,900 1,225,047 1,189,557 1,246,556 1,309,241 1,377,938 1,453,003 1,514,820 4) Revenue (billion rupiahs) From Total Day Trip 15,917 74,946 2,292 2,300 2,317 2,345 2,382 4,281 4,407 4,551 4,716 4,900 5,948 6,233 6,546 6,890 7,265 7,574 Peak 6 hours 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% 41% Exemption of 3 in One 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% 82% Return Traffic 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% 60% Revenue 3,211 15, ,200 1,257 1,321 1,390 1,465 1, Profits (billion rupiahs) 1) Cost 1,213 1, ) Revenue 3,211 15, ,200 1,257 1,321 1,390 1,465 1,528 3) Profit 1,998 13, ,156 1,212 1,273 1,340 1,414 1,474 NPV: 18% (discount rate) 2,997 billion rupiahs FIRR: B/C: 6.0 AP2-4

27 Appendix 5 (1): Economic Analysis of Serpong Line Double Tracking, Access Improvement and Integrated Land Development Total 2004~2020 Total 2004~ Costs (billion rupiahs) 1) Serpong Line Double Tracking Land & Compensation Civil and Track Work Electric Facility 690 1, Building and Depot Rolling Stock 1,553 1, O&M 778 2, Sub-total 4,021 5, ) Station Square Land & Compensation Investment Cost O&M 0 0 Sub-total ) Access Road Land & Compensation Civil Work O&M Sub-total 996 1, Total Financial Cost Land & Compensation Construction Cost 3,370 3, O&M 807 2, Total (Financial Cost) 5,115 7, ,052 1, SCF 1) Serpong Line Double Tracking Land & Compensation 70% Civil and Track Work 85% Electric Facility 80% Building and Depot 85% Rolling Stock 80% 1,242 1, O&M 85% 661 1, Sub-total 3,279 4, ) Station Square Land & Compensation 70% Investment Cost 80% O&M 85% Sub-total ) Access Road Land & Compensation 70% Civil Work 85% O&M 85% Sub-total Total Economic Cost Land & Compensation Construction Cost 2,751 3, O&M 686 2, Total (Economic Cost) 4,094 5, Discounted total costs 12% 2, AP2-5