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

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Currently, TransJakarta was planning only to run three separate lines: Blok M – Kota, Kalideras to Harmoni, and Pulo Gadung to Harmoni. Base scenario Lines Headway extension Travel time Boarding pax Max Volume Pax. paying Fleet running km operating cost USD gain USD BM-KT 1.4 13.01 43.58 4840 3942 12666 64 1140 823 KT-BM 1.4 13.02 43.61 3913 3582 62% KL-H 2.2 12.78 42.74 2528 2451 39 696 503 H-KL 2.2 12.78 42.74 2150 2150 PL-H 1.5 11.86 39.72 3930 3557 53 945 683 H-PL 1.5 12.06 40.39 3183 3023 TOTAL 75.5 20544 156 2782 2009 1509 Using the traffic model, we tested an alternative scenario which provided the following four services: - Line I :BlockM-Kota with headway of 2.5 minutes; - Line II: Pulogadung-Kalideres with headway of 2 minutes; - Line III: Pulogadung-BlockM with headway of 3 minutes; - Line IV: Kalideres-BlockM with headway of 6 minutes. Adding direct services between Pulo Gadung and Blok M and between Kalideras and Blok M will increase demand at the peak hour by 2000 passengers, or some 45,000 passengers per day. This is a significant increase in the revenue of the system. With direct services Lines Headway extension Travel time Boarding pax Max Volume Pax. paying Fleet running BM-KT 2.5 13.01 43.58 2788 2174 14687 36 629 454 KT-BM 2.5 13.02 43.61 1940 1616 89% KL-P 3.0 24.84 83.13 2886 2509 80 1423 1028 P-KL 3.0 24.64 82.46 2902 2589 P-BM 3.0 20.98 70.25 2410 2121 56 993 717 BM-P 3.0 21.17 70.89 2359 2121 KL-BM 6.0 22.52 75.37 637 543 16 450 325 km operating cost USD gain USD BM-KL 6.0 22.51 75.33 528 351 TOTAL 162.7 16450 188 3496 2525 1555 T In terms of contracting out bus operations, it would be best if three or four operating companies were hired and paid by the bus kilometer and not specifically linked to a particular bus route. If TransJakarta insists on linking the bus operating contracts with specific bus routes, it would be better to use the bus routes specified in the table above. The capacity, speed and efficiency of TransJakarta could also be increased by having some buses not make the entire trip between Blok M and Kota, but having some buses go from Kota to Senayan and turn around, and other buses go from Blok M to Monas and turn around. Final Recommendations for TransJakarta, p. 12
This operational change would increase bus speeds and would allow fewer buses to handle the same number of passengers, making TransJakarta more profitable. Headway – 3 min Blok M Kota Bunderan Senayan Monas Headway – 3min Headway – 3 min Because TransJakarta pays by the bus kilometer, this would save 700 bus kilometers per day and make it possible to use 15 less drivers. It would increase headways at the terminals by 1.5 minutes. When Corridor II opens, TransJakarta would be similarly well advised to make several additional adjustments. For example, some buses in the Pulo Gadung to Blok M corridor might turn around at Senayan. I. 6. Institutional Issues with TransJakarta I.6.a. Improve technical decision making While TransJakarta is working well, physical design decisions significantly reduced the system’s capacity. In the future, from an institutional perspective, it is imperative that the Governor empower someone with sufficient technical grounding in Bus Rapid Transit system design to make the final decisions on design and routing in future corridors. This could be done either by giving a technical person outside of the transportation agency (DisHub) veto-power over DisHub’s final designs, by improving the technical understanding of the leadership at DisHub, or by transferring the planning powers to TransJakarta. Any of these actions would still be insufficient to ensure good technical outcomes. In our opinion, the best scenario to improve operating efficiency at TransJakarta would be to change TransJakarta from a BP to a PT, a publicly-owned company. TransJakarta ideally would have a Board of Directors chaired by the Governor, with representation by the Managing director of TransJakarta, ,the City Planning office, the Office of Landscape Architecture, Transportation (DisHub), and Public Works. If the national government becomes involved in financing future TransJakarta corridors, representatives of the Final Recommendations for TransJakarta, p. 13
Page 1 and 2: Making TransJakarta a World Class B
Page 3 and 4: V. INCREASING THE BUSWAY’S CAPACI
Page 5 and 6: The main reason the capacity on Tra
Page 7 and 8: The Harmoni Station is a special pr
Page 9 and 10: demand. If the single door bus and
Page 11: The difference in terms of daily ri
Page 15 and 16: I.7. Priorities for Next TransJakar
Page 17 and 18: Lines Headway extension Travel time
Page 19 and 20: While various BOT options are avail
Page 21 and 22: That being said, pedestrian safety
Page 23 and 24: II. INSTITUTIONAL RECOMMENDATIONS G
Page 25 and 26: ? DisHub procured a sub-optimal tic
Page 27 and 28: had also visited BRT systems in Bra
Page 29 and 30: encumber the TransJakarta BRT syste
Page 31 and 32: An additional 34 buses were procure
Page 33 and 34: Proposal to the City Maximum Points
Page 35 and 36: indefinite period of time. In these
Page 37 and 38: o 25 kilometers for stopping the bu
Page 39 and 40: the greatest flexibility in terms o
Page 41 and 42: prefer a ‘single-seat’ trip whe
Page 43 and 44: principal contract. The software to
Page 45 and 46: capability to do it, but they are n
Page 47 and 48: operation would be public. In Bosto
Page 49 and 50: TransJakarta’s ticketing departme
Page 51 and 52: The verification of the tickets sol
Page 53 and 54: trips, not a dollar amount. Each ti
Page 55 and 56: add value to cards should be stored
Page 57 and 58: IV.1. Projected Demand on Current C
Page 59 and 60: and Kota, and Kalideras and Kota),
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Base scenario Lines Headway extensi
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IV. 3. Demand Impact of Different F
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Morning peak hour demand (paying pa
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If both the Blue and Green Lines ar
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The proposed fare was defined at Rp
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Jakarta - Desire Lines The current
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Passengers at Morning peak hour Lin
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Most urgently, TransJakarta should
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significant reduction of efficiency
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V.3.b. Mitigating Congestion Along
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V.3.e. Congestion Along Hayam Wuruk
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Existing Proposed 1 st S T A G E 2
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That being said, even after reconst
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VI. PHYSICAL DESIGN ISSUES ON CORRI
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For some high demand stations (such
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Corridor 2-3 Examples of minimum wi
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Bus Bus The offset of the pedestria
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Photo 2: Pulogadung - Flamboyan (Me
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VI.4.a.iii. ITDP and DisHub Suggest
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3.5 2.5 1.5 0.5 3 2 1 0 0 10 20 30
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The typical cross section correspon
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Photo 6: Buses parking on express a
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traffic. This practice should not b
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ITDP recommendation (after the BRT
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Our proposal would be a simpler 2-p
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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No suggestions, as right turns on c
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Photo 11: Roxy Mas trade center Rai
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
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3.5 2.5 1.5 0.5 3 2 1 0 Type Sidewa
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U- turn capacity(fig 2 lay-out) Cap
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. . 1 2 Off course the present U-tu
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period, and the expansion of the da
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Globally, the calibration is very s
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