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

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congestion in the mixed traffic lanes. The difference in annual revenue at Rp.2500 per trip is in the range of Rs.25 billion ($2.75 million). If and when this modification in the route is possible, it should be made. IV. 2. Demand Impact of Different Operational Designs for Corridors I, II, and III IV.2.a. Impact of Different Operational Designs on Passenger Demand, Revenue and Cost The configuration of lines in this alternative is composed by the itineraries: - BlockM-Kota with headway of 2.5 minutes; - Pulogadung-Kalideres with headway of 2 minutes; - Pulogadung-BlockM with headway of 3 minutes; - Kalideres-BlockM with headway of 6 minutes. In the following tables are shown the comparison between the basic scenario with integration at Harmoni and the scenario with direct services (ITDP itinerary). Final Recommendations for TransJakarta, p. 62
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 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 BM-KL 6.0 22.51 75.33 528 351 km operating cost USD gain USD TOTAL 162.7 16450 188 3496 2525 1555 For almost the same revenue, the configuration with direct services permits to increase the demand (paying passengers) which compensate the higher operating costs. It reduce the transfers at Harmoni to 1600 passengers/hour, which means that the duplication of the station Harmoni and overpassing lanes are still necessary, but without problem of capacity for a two module station. There is not a good opportunity to reduce more the transfers offering direct services to Kota, because the volumes are relatively low, and that would induce very high headways for direct services, which is not recommended for BRT. If itinerary 1 is constructed, it is recommended to develop the same kind of operational design, creating a bidirectional lane south Monas to permit a direct and shorter service from Pulogadung to BlockM, as illustrated as follow Final Recommendations for TransJakarta, p. 63
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
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The Harmoni Station is a special pr
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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 and 58: IV.1. Projected Demand on Current C
Page 59 and 60: and Kota, and Kalideras and Kota),
Page 61: 14 3 7 8 9 6.5 3 6 Shops stairs inv
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
Page 101 and 102: 3.5 2.5 1.5 0.5 3 2 1 0 0 10 20 30
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
Page 109 and 110: ITDP recommendation (after the BRT
Page 111 and 112: 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
Page 127 and 128:
. . 1 2 Off course the present U-tu
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period, and the expansion of the da
Page 131 and 132:
Globally, the calibration is very s
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