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

Most urgently, TransJakarta should rebuild the stations to have more doors and should
use buses with more doors. This would also allow the use of articulated buses on
Corridor I. Without changing the doors, the use of articulated buses will do little to
improve the current situation because passengers will continue to crowd around the one
doorway.
Ideally, the stations in Corridor I should immediately be rebuilt with four doors, two for
entry and two for exit. The exit doors do not necessarily have to be inside the enclosed
station. Articulated buses should be procured to operate in Corridor I, and the current
one door buses should be moved to Corridor II, where demand will initially be much
lower These simple measures, which require taking no additional road space, will
provide TransJakarta Corridor I with a capacity of 9600 pphpd, more than enough to
handle the projected demand upon completion of Corridors II and III.
The current very slow boarding times caused by the single door are aggravated by several
smaller issues. Because the gap between the bus floor and the station platform ranges
from 25 to 45 centimeters, which is several times wider than standard BRT systems,
passengers must take great care entering and existing the bus. This not only slows down
boarding, it also creates dangerous conditions. This problem needs to be fixed by minor
engineering adjustments in the station design. To ameliorate this problem, TransJakarta’s
management has placed its security guard directly in the doorway. The location of the
security personnel directly in the doorway further reduces the doorway capacity. The
security personnel is standing in the doorway also to assist the opening and closing of the
doors, which unassisted is quite slow. The current type of folding doors are not only
slow, the also occupy a lot of space in the doorway, further reducing door capacity.
Switching to metro-style fully retractable doors would ameliorate this problem. Further
aggravating this situation, overhead hand bars and straps for passengers to stand have
been placed directly in front of the doorway, while there are none in the rear of the bus.
This further aggravates a tendency for all standing passengers to cluster around the
doorway even when they are not alighting. The hand bar with hand straps directly in
front of the door needs to be removed, and additional overhead hand bars placed in the
rear of the bus where currently there are none. They should also be at a height easier for
people to reach. While all these minor details are not so much in and of themselves, and
are easy to fix, taken together they cause a loss of capacity by some 1000 pphpd. While
the pros and cons should be weighed, TransJakarta should consider relocating the
security person away from the doorway anyway until the other problems are fixed.
V.2. Harmony Interchange Between Corridor I and II
The most urgent reform must take place at the Harmony station, where connections
between Corridors I, II, and III, could lead to as many as 6000 passengers transferring per
hour, if no direct services from Pulo Gadung to Blok M and between Kalideras and Blok
M are added. If they are added, transfers will still be around 1600 at the peak hour at
Harmony. This is still greater than Harmony’s current capacity, which is only around
1000 passengers at the peak hour. When Corridor II and III are completed, there will also
Final Recommendations for TransJakarta, p. 77