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

The main reason the capacity on TransJakarta is much lower than on other BRT systems
is excessive boarding and alighting times at the stations. This problem cannot be solved
by adding additional buses. Adding additional buses will increase capacity but slow bus
speeds significantly if other measures are not simultaneously adopted.
This problem is primarily related to the fact that:
? Buses and bus stops have only one door, reducing boarding and alighting speed
? The size of the bus is small for a high volume BRT corridor.
? These problems are further aggravated by the control person, who stands in the
doorway, impeding the speed of boarding and alighting
Average
Bus stop
boarding time Capacity time Speed Fleet
(seconds) (pass/h) (seconds)(km/h)
(buses)
Present
Situation 2.5 2700 45 17 60
Stop
Interference
from Security
Person 1.7 3700 35 19 56
Bus with two
doors 0.5 6000 22 21 51
With
articulated
bus 0.3 9600 18 23 26
While the simplest solution is to not have the security person stand in the doorway, this
alone will provide only a small increase in the capacity and speed of TransJakarta
Corridor I.
As a minimum Jakarta needs to make one of the following two changes in Corridor I if it
is to avoid very serious capacity problem when Corridor II and III open.
o Immediately rebuild the stations to have at least two doors, one for entry and one
for exit, and convert the existing buses to have two doors, or
o Add a second station stop at each stop, and a passing lane at each stop.
However, one of these two changes alone will only give TransJakarta Corridor I enough
capacity to handle the demand of Corridor II and III. It will not be enough to handle the
demand when Corridors IV, V, and VI open. While the demand will depend on the
routing, ticketing system and design of these additional corridors, DKI Jakarta should
consider making all the required changes in Corridor I at once rather than having to
reconstruct the corridor again in 2008 or 2009.
Final Recommendations for TransJakarta, p. 5