Making TransJakarta a World Class BRT System - ITDP | Institute for ...

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y the corridor, or make a right-turn to enter Roxy Mas trade center by a secondary access by Jl. Biak/Jl. Ternate. On Saturdays, right turn volume is around 1000 pcu/hour. The intersection has three phases: the first is for the corridor, the second is for the left and U–turn, and the third is for the transversal, where the north-bound approach has only the left option, to avoid the conflict with south approach. Phase 1 Phase 2 Phase 3 Roxy Mas trade center The shopping mall can attract up to 10 thousands people per hour, and this volume represents more than 1000 cars. One to three lanes are occupied only by buses mainly waiting for their potential passengers. And this is the main cause of congestion on the corridor. Final Recommendations for TransJakarta, p. 116
Photo 11: Roxy Mas trade center Railroad crossing Actually, this is the main bottleneck of corridor 2 on E > W direction. There are three main causes of the bottlenecks at this point, as described below in increasing order of magnitude: The train itself is a minor problem. Usually at peak hour there are around four trains per hour, each train interrupts flow about 1 minute, so capacity is reduced by 1/15 (or 7%). Photo 12: Train crossing at Senen/Galur There are a lot of small vehicles such as motor cycles, mini buses, bicycles crossing and making irregular U-turns at this point causing about 15% of capacity is lost. The following table shows the final liquid capacity obtained: Final Recommendations for TransJakarta, p. 117
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Making TransJakarta a World Class B
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V. INCREASING THE BUSWAY’S CAPACI
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The main reason the capacity on Tra
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The Harmoni Station is a special pr
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demand. If the single door bus and
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The difference in terms of daily ri
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This operational change would incre
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I.7. Priorities for Next TransJakar
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Lines Headway extension Travel time
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While various BOT options are avail
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That being said, pedestrian safety
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II. INSTITUTIONAL RECOMMENDATIONS G
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? DisHub procured a sub-optimal tic
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had also visited BRT systems in Bra
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encumber the TransJakarta BRT syste
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An additional 34 buses were procure
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Proposal to the City Maximum Points
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indefinite period of time. In these
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o 25 kilometers for stopping the bu
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the greatest flexibility in terms o
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prefer a ‘single-seat’ trip whe
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principal contract. The software to
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capability to do it, but they are n
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operation would be public. In Bosto
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TransJakarta’s ticketing departme
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The verification of the tickets sol
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trips, not a dollar amount. Each ti
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add value to cards should be stored
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IV.1. Projected Demand on Current C
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and Kota, and Kalideras and Kota),
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14 3 7 8 9 6.5 3 6 Shops stairs inv
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Base scenario Lines Headway extensi
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Page 67 and 68: Morning peak hour demand (paying pa
Page 69 and 70: If both the Blue and Green Lines ar
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Page 73 and 74: Jakarta - Desire Lines The current
Page 75 and 76: Passengers at Morning peak hour Lin
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Page 81 and 82: V.3.b. Mitigating Congestion Along
Page 83 and 84: V.3.e. Congestion Along Hayam Wuruk
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Page 87 and 88: That being said, even after reconst
Page 89 and 90: VI. PHYSICAL DESIGN ISSUES ON CORRI
Page 91 and 92: For some high demand stations (such
Page 93 and 94: Corridor 2-3 Examples of minimum wi
Page 95 and 96: Bus Bus The offset of the pedestria
Page 97 and 98: Photo 2: Pulogadung - Flamboyan (Me
Page 99 and 100: VI.4.a.iii. ITDP and DisHub Suggest
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Page 103 and 104: The typical cross section correspon
Page 105 and 106: Photo 6: Buses parking on express a
Page 107 and 108: traffic. This practice should not b
Page 109 and 110: ITDP recommendation (after the BRT
Page 111 and 112: Our proposal would be a simpler 2-p
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Page 115: No suggestions, as right turns on c
Page 119 and 120: 3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
Page 121 and 122: 3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
Page 123 and 124: 3.5 2.5 1.5 0.5 3 2 1 0 Type Sidewa
Page 125 and 126: U- turn capacity(fig 2 lay-out) Cap
Page 127 and 128: . . 1 2 Off course the present U-tu
Page 129 and 130: period, and the expansion of the da
Page 131 and 132: Globally, the calibration is very s
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