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

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The demand for these corridors is as shown below: Passengers at Morning peak hour Lines Headway extension Travel time Boarding pax Max Volume Pax. paying BM-KT 0.7 13.01 43.58 11212 7226 41896 KT-BM 0.7 13.02 43.61 9251 5977 52% KL-H 0.9 15.24 50.99 7940 6272 H-KL 0.9 14.78 49.45 5625 5485 P-H 1.1 12.66 42.41 6457 5073 H-P 1.1 12.19 40.81 5856 4374 A 1.0 22 73.97 9747 5543 A 1.0 22 73.97 6747 3230 B 0.9 11.07 37.18 7463 6215 B 0.9 11.32 38.03 5683 4831 C 2.2 12.24 41.21 1641 1586 C 2.2 12.24 41.21 2533 2508 TOTAL 171.8 80155 Only the proposed Line A corresponds to a major corridor of demand. Line B is sharing a part of the demand with Corridor II towards Pulogadung. Line C is a corridor of low demand. Based on demand alone, the following corridors would be optimal for the next phase: Optimal configuration for demand: Line E Line D Line A Final Recommendations for TransJakarta, p. 74
Passengers at Morning peak hour Lines Headway extension Travel time Boarding pax Max Volume Pax. paying BM-KT 0.4 13.01 43.58 20435 13070 85338 KT-BM 0.4 13.02 43.61 16867 10070 51% KL-H 0.8 15.24 50.99 11121 6651 H-KL 0.8 14.78 49.45 8450 6265 P-H 0.8 12.66 42.41 10874 6548 H-P 0.8 12.19 40.81 8864 5366 A 0.6 22 73.97 15950 8436 A 0.6 22 73.97 11034 3227 D 0.5 25.98 87.34 19885 10405 D 0.5 25.98 87.34 18089 10322 E 0.6 16.94 56.88 12020 8331 E 0.6 16.96 56.94 13897 8880 TOTAL 210.8 167486 In this configuration, the potential of Line I increases in relation with the proposed extensions, due to a better connectivity of the network. By routing Line E North to Tanjung Priok, it picks up an enormous amount of additional demand. Line D is basically Gen. Subroto and the toll road, which carries very high volumes of transit passengers, though its compatibility with BRT needs to be studied. With the extension of the network in this way, some interesting combinations of lines can be proposed, like for example a service between Tanjung Priok-BlockM, with a high potential demand. A detailed study is necessary to evaluate the global benefits including all the related costs in a multi-criteria analysis. Final Recommendations for TransJakarta, p. 75
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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
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The Harmoni Station is a special pr
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demand. If the single door bus and
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The difference in terms of daily ri
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This operational change would incre
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I.7. Priorities for Next TransJakar
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Lines Headway extension Travel time
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While various BOT options are avail
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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 and 62: 14 3 7 8 9 6.5 3 6 Shops stairs inv
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: Jakarta - Desire Lines The current
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
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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Page 115 and 116: No suggestions, as right turns on c
Page 117 and 118: Photo 11: Roxy Mas trade center Rai
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Page 121 and 122: 3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
Page 123 and 124: 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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