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V.4. Pedestrian Facilities in Corridor I The new sidewalks along Jl. Thamrin, soon to be extended throughout the length of the corridor, coupled with the improvements in the pedestrian overpasses, have brought about a fundamental transformation of this major commercial corridor. It has opened up short distance trips between shops to pedestrian travel, and dramatically increased street life in the corridor. The pedestrian overpasses, where they have been reconstructed, are heavily utilized and appreciated. Final Recommendations for TransJakarta, p. 86
That being said, even after reconstruction, where the new pedestrian facilities have been rebuilt, the lateral streets are still difficult to cross in some locations. For example, at Sarinah’s, crossing K.H.Wahid Hasyim remains difficult and unsafe. Free left turns at the traffic signal are the biggest problem. This could be tolerated if the turning ratios were tighter, but as they are currently designed, vehicles turn at very high speeds. At such high turning speeds, there is virtually no safe period to cross. In many locations pedestrian refuge islands could be constructed (as illustrated right) without any adverse impact on mixed traffic flow. The on and off ramps at the flyovers are also places of considerable danger for crossing pedestrians. The turning ratios on the access ramps could be sharpened and the crossing itself could be elevated to slow these turning vehicles. At-grade pedestrian access to the BRT system should still be considered in the Northern and Southern most sections of the BRT Corridor. The basic principles for determining whether or not pedestrian overpasses are necessary are the following: o The number of lanes that have to be crossed before reaching a pedestrian refuge (2 is safe at reasonably high speeds, 3 less so) o The presence or absence of a traffic signal, and how this signal is phased, (free left turns make it hard to cross even if there is a signal) o The average vehicle speeds and vehicle flow in the corridor (lots of vehicles with few gaps obviously makes it harder to cross) The pedestrian bridges used on Corridor I increase the passenger’s total travel time by 6 minutes (around 12 minutes in equivalent time for each passenger when the discomfort factor for walking is included). They are particularly inconvenient for the elderly, children, or anyone carrying packages. Therefore, there should be a very compelling reason why the surface crossing cannot be made reasonably safe through changes in the intersection’s physical design and changes in the signal phasing. While on Jl. Sudirman the travel speeds are sufficiently high, the road sufficiently wide, and the intersections sufficiently few that pedestrian overpasses are no doubt necessary. However, from Sarinah’s North, and from the Senayan roundabout South, with some modest intersection design changes and changes in the signal phasing (restricting free left turns, adding in some cases lead pedestrian intervals, Final Recommendations for TransJakarta, p. 87
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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
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An additional 34 buses were procure
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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
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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 81 and 82: V.3.b. Mitigating Congestion Along
Page 83 and 84: V.3.e. Congestion Along Hayam Wuruk
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Page 93 and 94: Corridor 2-3 Examples of minimum wi
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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 129 and 130: period, and the expansion of the da
Page 131 and 132: Globally, the calibration is very s
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