The Delhi Mass Rapid Transit (MRT) of India has invited city-owned subway developer and operator PT MRT Jakarta (MRTJ) to help develop the system in the capital.

Governor Fauzi Bowo said Wednesday the invitation would encourage MRTJ officials to follow the success of the system development in India.

"Delhi MRT invites MRTJ to learn about the MRT system development and offers technical assistants," he told reporters at City Hall.

"Both of us started feasibility studies for the system about 15 years ago. But Delhi MRT now has two lines and provides good services for commuters. This can be a good example."

Fauzi, however, refused to say the project had gone very slow in Jakarta.

"The system development is neither faster in Delhi nor slower in Jakarta. But the project in Delhi started earlier with less costs than initially projected," he said.

He also said MRT Jakarta might ask for assistance if necessary.

The Jakarta administration and the central government are jointly developing the MRT system in an attempt to address Jakarta's abysmal traffic conditions.

The project is estimated to cost a total of US$800 million, with 85 percent of the funding (Rp 8.3 trillion) coming from Japan Bank for International Cooperation loans.

The government will pay for 42 percent of the loans at an annual interest rate of 0.4 percent, while the administration will cover the remainder.

The project's first phase, estimated to cost Rp 200 billion ($21.69 million), consists of feasibility studies, the establishment of MRTJ and the construction of a 14.3-kilometer line from Lebak Bulus in South Jakarta to Dukuh Atas in Central Jakarta.

The MRT's first line is expected to be up and running by 2015.

The second phase of MRT development will connect Dukuh Atas to Kota, West Jakarta.

MRTJ, established on June 10 through two ordinances, is responsible both for the system development and operation.

If private vehicle users switched to taking the busway, the administration could save hundreds of billions of rupiahs, the Institute for Transportation and Development Policy (ITDP) estimates.

"On the assumption that private vehicles travel an average of 10 kilometers in an hour, Rp 235 billion (US$25.8 million) would be saved in fuel subsidies a year if private vehicle users switched to the busway," ITDP national director Milatia Kusuma Mu'min said at a seminar Tuesday.

The seminar on economical efficiency prospects through improving public transportation services was held by the ITDP, the Indonesian Transportation Community and the University of Indonesia's engineering faculty alumni association.

The Transjakarta busway routes are Blok M-Kota, Pulo Gadung-Harmoni, Kalideres-Harmoni, Pulo Gadung-Dukuh Atas, Ancol-Kampung Melayu, Ragunan-Kuningan, and Kampung Rambutan-Kampung Melayu.

Milatia said if the busway system utilized all 14 corridors, the government would save Rp 963 billion in fuel subsidies a year.

A fully functioning busway system can carry up to 900,000 passengers per day, while after the recent fuel price increases, the number of busway passengers has increased from 210,000 to around 225,000 a day.

ITDP data shows there were only 30,000 passengers a day in the busway's first operational year in 2004.

According to the New York-based ITDP, bus services have evolved from an informal transit service to conventional bus services, then to basic busways and eventually full Bus Rapid Transit (BRT) systems.

"Jakarta's busway system is currently seen as a basic busway. So, it still needs to be upgraded to be a fully functioning BRT system. There's no instant solution," she said.

Basic busway services are characterized by segregated or single corridor services, on-board fare collection, basic bus shelters and standard bus vehicles.

The fully functioning BRT refers to an integrated network of routes and corridors, enclosed and high-quality stations, pre-board fare collection, frequent and rapid services and the use of clean technology.

Looking toward a full BRT system, the Tranjakarta busway is expected to set up an integrated electronic fare collection system, integrated modes of public transport with excellent feeder services, as well as supporting policies through appropriate traffic demand management and transit oriented development.

"A good feeder service is not available yet," Mila said.

She said it was important to start preparing for manual feeder services, like bicycle facilities, as well as motorized services.

Head of the logistics and transportation study center at Gadjah Mada University, Heru Sutomo, said although Corridor I has been a success, the construction of other corridors have been too fast and too ambitious, and have overshadowed the need for feeder services.