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

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national government could also be included in the TransJakarta Board. (In Bogota, the national government has just joined the TransMilenio board due to the receipt of a large loan from the World Bank via the national government). This new PT should completely replace the current BP, which should be abolished. Otherwise, additional administrative confusion will result. This new PT should directly control the farebox revenue but could also receive funds from other government sources. The power to regulate the bus routes in the TransJakarta corridors should also ideally be transferred from DisHub to PT TransJakarta. PT TransJakarta should also be empowered to directly negotiate all operating contracts for both trunk line and feeder bus line operators, and ticketing system operators, and pay them directly from the proceeds of the farebox revenue. TransJakarta would then need to hire additional competent staff to fulfill these new responsibilities, perhaps some of them coming from DisHub or being seconded from DisHub. The second best scenario would be to leave bus route regulation with DisHub. I.6.b. Improve Contracting Decisions and Bus Procurement TransJakarta should competitively bid the trunk line bus operations within all three corridors to the top four operating companies. These operating companies would be promised a minimum number of operating kilometers in exchange for promising to providing the service and meeting minimum service standards. These operating contracts should not be linked to specific corridors. The competitive bidding requirements should be primarily based on the minimum cost per kilometer that the bus operating companies are willing to provide the service for a period of 8 to 10 years. Each operating company should make this bid based on the assumption that they will have to procure a minimum of 20 articulated buses. The bid should be based on the assumption that the company will take ownership of 22 or 23 of the existing TransJakarta buses. As part of the bid, TransJakarta must insist that the buses procured have the precise dimensions of the final station re-design. The bidder can then decide whether they want to reconstruct these existing buses to fit the new technical standard, or sell them and replace them with other buses meeting the new technical specifications. These contracts should be signed between the operating companies and a newly incorporated PT TransJakarta. The total number of buses needed will depend on: a. the fare structure decided upon b. the operational system decided upon c. the final routing of the bus lines and Corridor II The contracts with bus operating companies should include a system of financial rewards and punishments for good or bad service and maintenance, cleaner vehicles, including small bus owners in the ownership structure, hiring women as bus drivers, and other social objectives. Final Recommendations for TransJakarta, p. 14
I.7. Priorities for Next TransJakarta Corridors The highest priority corridor to do next is actually the Westbound link between Senen and Bank Indonesia to cut travel times and operating costs in the Pulo Gadung – Blok M corridor. Currently, DisHub has prioritized three additional corridors to extend the Transjakarta BRT system. Corridor I – III are show in black below. In blue, green, and red are shown the next three corridors prioritized by DisHub. Line B Line C Line A Of these corridors, only Line A has any significant demand. Line B if slightly reconfigured to turn North on Ahmad Yani and Sudarso (under the toll road) would carry significant traffic. Line C pulls demand off Corridor I and does not have heavy demand. Our demand estimates for these corridors indicate that only Line A would be profitable: Final Recommendations for TransJakarta, p. 15
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 and 12: The difference in terms of daily ri
Page 13: This operational change would incre
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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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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