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

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