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

3.5
2.5
1.5
0.5
3
2
1
0
Type Sidewalk
(north)
Traffic
w>e
BRT Island BRT Traffic
e>w
Sidewalk
(south)
width 19 13.1 3.3 6 3.3 13.1 6
sum 19 32.1 35.4 41.4 44.7 57.8 63.8
This solution avoids cutting the central island, sidewalks and trees. If necessary, the
separator between the local and express lanes can be rebuilt: with 0.3 meters we can
obtain local and express lanes each one with (13.1 - 0.3)/2 = 6.4 m = two lanes of 3.2
meters per lane.
Critical points
U-turn near railroad crossing
Actual volume of U-turn is considerably high (1500 pcu/hour), and the specific location
of the conversion is inconvenient, just where the road is not widened and the U-turn ratio
is not adequate.
Our proposal is:
Move the actual U-turn 100 meters away to the west side where there is more space.
Introduce a second U-turn on the middle of the stretch to reduce the volume of present U-
turns and reduce the additional vehicle km generated (present km is estimated as 30,000
vehicles km/day). The best location of the second U-turn can be better estimated from an
O-D survey of U-turn vehicles.
A number of different U-turn alternatives are available, but all of them could perform
better if more space is available, so we suggest cutting the lateral sidewalks to provide an
extra lane on each direction, as shown on figure 2:
Final Recommendations for TransJakarta, p. 123