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

VI. PHYSICAL DESIGN ISSUES ON CORRIDOR II AND III
VI.1. General Comments to Improve Busway Operations
For the busway’s speed and capacity, the main bottleneck is the bus stop, and the time it
takes for passengers to board and alight. All the measures suggested below are based on
the effort to reduce the boarding time per passenger as much as possible.
VI.1.a. Overtaking Lanes, Larger Buses and More Doors
The initial demand in Corridors II and III is going to be just over 2700 pphpd. This is the
capacity of Corridor I. The bottlenecks in the system will be concentrated at four or five
major stations. As such, in the short term, if the Corridor I configuration has already
been designed for Corridor II and III, at all stations it would at least help if the station
platforms were wider (minimum width of 4 meters), and if a distance (10m) between the
two opposite boarding points were included to avoid excessive people concentration.
10 m
bus
passengers
Bus stop
passengers
bus
However, there are several stations in Corridor II and III where the volume of passengers
is high enough that significant delays in service will result if changes to the Corridor I
design are not made. These stations, (including Harmony in Corridor I which is shared
with Corridor III, and was already discussed) are as follows:
o Senen, (if a routing near the Senen bus and railway station is selected)
o Grogol,
o Cempaka Mas,
o Roxy.
Given that the medium term passenger demand in Corridor II and III is not that high,
there is more than one option for addressing this capacity problem:
o Option I: Keep the basic right of way geometry but give all stations in Corridor II
and III two or even four doors, and gradually introduce larger, articulated buses
with two and even four doors.
Final Recommendations for TransJakarta, p. 89