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

etc) many of these intersections could be made safe enough for surface crossing. As part
of the expansion of the modern pedestrian facilities this should certainly be considered.
With the dramatic increase in pedestrian movements at the Kota Railway Station and
around Blok M, it is even more important that the pedestrian facilities be systematically
redesigned.
At Kota, simplifying the signal phasing as suggested above resolves most of the
pedestrian conflicts as the pedestrians can simply cross with the light. This requires that
the left turning traffic in front of Kota station be given a red phase to allow pedestrian
crossing in the area indicated below. This approach will have about 1800 pcu per hour,
with four lanes to accommodate it, so saturation level will only be 1800/(2000*4)=.225.
Therefore, there is no difficult to have 50% pedestrian time without saturating this part of
the intersection. The cycle on this approach could be around 60 or 70 seconds green time
and 60 or 70 seconds red time, which is an optimal
balance of pedestrian and vehicle delays given the
high pedestrian volumes. No tunnel is therefore
necessary.
As the Kota Railway Station is an area of great historical importance, the pedestrian
facilities in the entire area should be upgraded.
The Blok M area pedestrian facilities also need to be significantly upgraded, and again a
detailed design needs to be developed when the traffic pattern for this area is settled.
Final Recommendations for TransJakarta, p. 88