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

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Under the flyover, we propose creating a new local route just for traffic interconnecting with Genderal Gatot Subroto. These local roads (one on each direction) shall be constructed under lateral clearance available on the bridge. This solution will improve capacity under the bridge from 3 to 8 lanes, 4 just for straight flow, and 4 for turns (2 for direct movements ahead and left and 2 for right turns). This configuration would allow the use of a merge way between local and express ways in order to not overload the expressway. V.3.d.The Veteran/Hayam Wuruk/Harmony/Pranoto Intersection and the and Hayam Wuruk/Hasyim Ashari Intersection These two intersections are already major bottlenecks and will become even more serious bottlenecks when Corridor II and III are completed. ITDP developed a concept for improving its function with a single North-South TransJakarta line. However, with the addition of Corridor II and Corridor III, we were unable to develop a design until we knew the routing for Corridor II and III, and the bus routes on it. Dishub engineers should consult leading traffic experts like Pedro Szasz or others from reputable firms for reconfiguring these intersections before Corridor II and III are opened to avoid a major bottleneck. Final Recommendations for TransJakarta, p. 82
V.3.e. Congestion Along Hayam Wuruk There are several problems which are pervasive throughout the corridor but which are more pronounced in the northern section of the corridor which are aggravating mixed traffic congestion and slowing down bus speeds. First, buses that have continued to operate in the mixed traffic lanes do not stop at designated bus stops, nor do they stop only in the curb lane. They frequently consume two full lanes of traffic. The congestion impact of this is further exacerbated as they sometimes idle in these locations waiting for passengers. The removal of more of the bus lines with the opening of Corridor II and III should help this problem somewhat. Tighter police enforcement of illegal stopping of buses would also help. There are also problems of illegally parked vehicles along the northern part of the corridor, as well as considerable illegal vending activity and various forms of paratransit occupying the roadway waiting for passengers. Much of the northern section of the corridor needs to be revitalized, and part of an urban revitalization effort in the Glodok area should include working out a more rational parking plan, rationalization of vending activity, and integration of paratransit idling into the design or tighter regulation of this activity. We estimate that two out of four lanes are lost due to these activities. There are also several U turns in the corridor, particularly in the northern section. The current configuration is acceptable for locations where the number of u-turning private vehicles is less than 1200 vehicles per hour. For between 1200 vehicles per hour and 2000 vehicles per hour, a traffic light separating the u-turning traffic and the busway should be used. For volumes over 2000, an additional U-turn should be added in another location to split the turning volumes at each U-turn. The U – turn just north of the Harmony intersection will have to be addressed as a special case as it will have to accommodate turning buses as well. Final Recommendations for TransJakarta, p. 83
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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
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had also visited BRT systems in Bra
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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),
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Page 63 and 64: Base scenario Lines Headway extensi
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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: V.3.b. Mitigating Congestion Along
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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
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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
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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 125 and 126: U- turn capacity(fig 2 lay-out) Cap
Page 127 and 128: . . 1 2 Off course the present U-tu
Page 129 and 130: period, and the expansion of the da
Page 131 and 132: Globally, the calibration is very s
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