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

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This proposal considers two free transfer stations, at Harmoni between all the lines and at Pecenongan between corridor 2 and corridor 3. Modeling results: Scenario 1 Morning peak hour Lines Headway extension Travel time Boarding pax Max Volume Pax. paying # Bus running BM-KT 1.5 13.01 43.58 4412 3644 11523 63 820 KT-BM 1.5 13.02 43.61 2951 2678 63% KL-H 2.0 15.24 50.99 3187 2721 54 811 H-KL 2.0 14.78 49.45 1989 1976 PL-H 1.9 12.66 42.4 2747 2733 46 572 H-PL 1.9 12.19 40.8 2932 2791 TOTAL 80.9 18218 163 2202 At this level of demand, Corridor I of TransJakarta will be significantly in excess of the system’s current capacity of around 2700 pphpd. If the same design used in Corridor I is applied to Corridor II and III, Corridor II and III will be roughly at capacity at soon as it opens. As such, Corridor I needs to be reconstructed immediately to accommodate this projected increase of demand prior to the opening of Corridor II and III in January of 2006, and Corridor II and III designs should be modified to ensure that the system is not already at capacity the day it opens. The analysis also shows that if there is no direct bus routing (ie. no bus lines running direct between Pulo Gadung and Blok M, and Kalideras and Blok M, and Pulo Gadung km Final Recommendations for TransJakarta, p. 58
and Kota, and Kalideras and Kota), then transfers at Harmony will be in excess of 5000 and could be as high as 6000 transfers at the peak hour. The capacity of this station is below 2700, meaning that even with a second station stop and a passing lane, Harmony station will be severely overcrowded. Hence, direct services are required for at least some of these routes to reduce overcrowding at the Harmony station. The current itinerary of Corridor II bypasses the Senen Bus Station and Senen Railway Station. There may be significant political reasons why this routing was selected. From a demand and operations perspective, however, ITDP has proposed an alternative routing. Itinerary proposed by ITDP This itinerary compared with itinerary 1 offers: - A single line between corridors 2 & 3 with operational returns to adjust the bus frequency with the demand of each corridor - The route is shorter and does not overlap and hence congest Corridor I as much, reducing delays and operating costs. - The demand is higher due to proximity to the Senen bus and rail terminals. Scenario 2 Morning peak hour Lines Headway extension Travel time Boarding pax Max Volume paying km BM-KT 1.4 13.01 43.58 4840 3942 12666 68 885 Pax. KT-BM 1.4 13.02 43.61 3913 3582 62% # Bus running KL-H 2.2 12.78 42.74 2528 2451 42 537 H-KL 2.2 12.78 42.74 2150 2150 PL-H 1.5 11.86 39.72 3930 3557 57 682 H-PL 1.5 12.06 40.39 3183 3023 TOTAL 75.5 20544 167 2104 Final Recommendations for TransJakarta, p. 59
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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
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 and 14: This operational change would incre
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: IV.1. Projected Demand on Current C
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Page 63 and 64: Base scenario Lines Headway extensi
Page 65 and 66: IV. 3. Demand Impact of Different F
Page 67 and 68: Morning peak hour demand (paying pa
Page 69 and 70: If both the Blue and Green Lines ar
Page 71 and 72: The proposed fare was defined at Rp
Page 73 and 74: Jakarta - Desire Lines The current
Page 75 and 76: Passengers at Morning peak hour Lin
Page 77 and 78: Most urgently, TransJakarta should
Page 79 and 80: significant reduction of efficiency
Page 81 and 82: V.3.b. Mitigating Congestion Along
Page 83 and 84: V.3.e. Congestion Along Hayam Wuruk
Page 85 and 86: Existing Proposed 1 st S T A G E 2
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
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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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