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e a very heavy volume of buses arriving at the Harmony station. With this significant increase in buses and passengers being served by this station, it is important that this station be reconfigured. This configuration adds an overtaking lane at this station, and a second bus stop per direction connected to the first one. 20 m 20 m By providing a second bus lane in each direction at the Harmony stop, having a much longer bus stop, and locating the doors in each direction so that they are not immediately across from one another, crowding within the transfer terminal will be reduced and buses cueing at this station stop can be minimized. Obviously, it would be even better if the buses and bus stations had four doors, as depicted below. This would give the Harmony station sufficient capacity for the next ten years or more, which would prevent having to reconstruct the station in the medium term. V.3. Improving Capacity and Speed of Busway and Mixed Traffic in Corridor I Simple changes in the roadway and intersection design in Corridor I could significantly improve the TransJakarta bus speeds and capacity, while also improving the speed and capacity of the mixed traffic. It is also Congestion in this short stretch causes a Final Recommendations for TransJakarta, p. 78
significant reduction of efficiency in TransJakarta Corridor I. Most of the delays are caused by just four areas: o Blok M to the Sisingamanga Raja/Trunojoyo Intersection o Congestion Along Sudirman/Thamrin o The Semanggi Flyover o The Veteran/Hayam Wuruk/Harmony/Pranoto Intersection and Hayam Wuruk/Hasyim Ashari o Congestion Along Hayam Wuruk o The Kota Railway Station Intersection (Pintu/Besar/jem. Batu/Petongkangan) Running Time 0:57 0:50 0:43 Time 0:36 0:28 0:21 0:14 0:07 0:00 Blok M Bunderan Senayan POLDA Karet Dukuh Atas Bunderan H.I. Bank Indonesia Harmoni Mangga Besar Glodok Station To Blok M To Kota V.3.a.Blok M to the Sisingamanga Raja/Trunojoyo Intersection There remain boarding delays at Blok M. These are partially the result of the TransJakarta security personnel stopping passengers from boarding the bus when it is only about half full. Security personnel should allow the bus to fill to roughly ¾ capacity before stopping passengers from boarding. Passengers should not be allowed to wait for seats to board. The delays in the first stretch of the TransJakarta busway immediately to the north of Block M are caused by Final Recommendations for TransJakarta, p. 79
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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
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II. INSTITUTIONAL RECOMMENDATIONS G
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? 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 and 74: Jakarta - Desire Lines The current
Page 75 and 76: Passengers at Morning peak hour Lin
Page 77: Most urgently, TransJakarta should
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
Page 125 and 126: 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
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Globally, the calibration is very s
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