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

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This operating structure will reduce the number of transferring passengers at Harmoni to only 1600 per hour. If the other changes in Corridor I recommended above are made, the station should be able to handle this number of transfers. Some other measures will also improve the capacity of Corridor I, such as tightening the exclusivity of the right of way at the roundabouts with police enforcement, expanding the exclusivity of the right of way between Blok M and Al Ahazar, modifying slightly the internal configuration of the bus, and improving the operation of the buses in the corridor so that the central control system forces them to carefully follow a timetable. I.2. Improving Traffic Flow in Corridor I The mixed traffic congestion in Corridor I is much worse than it needs to be, mainly because of four intersections: o the Sisingamanga Raja/Trunojoyo Intersection o Pintu/Besar/jem. Batu/Petongkangan (at Kota Station) o Sissimangi Flyover o Veteran/Hayam Wuruk/Harmoni/Pranoto These intersections need to be redesigned and their signal phasing changed to improve their efficiency. Several other minor changes could be made in Corridor I to improve the flow of mixed traffic. Details are contained in the report. If the bus routing is implemented as suggested above, and a two-directional bus way is constructed between Bank Indonesia and Senen along Medan Merdeka Selatan and Prapatan, the following intersection will also have to be carefully redesigned to accommodate the new bus turning movements: o Jl. Thamrin/Medan Merdeka Selatan/Medan Merdeka Barat Intersection I.3. Increasing the Capacity of Corridor II and III When Corridors II and III open, both will carry over 2700 pphpd. As the designs for Corridor I have been largely replicated in Corridor II and III, and the capacity of Corridor I is only 2700 pphpd, Corridor II and III will be filled to capacity from the day it opens. As such, it would be cheaper to modify the designs now before the system is actually built, than to wait until after they are constructed and then reconstruct them. Demand in Corridor II and III will not initially be as high as in Corridor I. Simply adding a second door to each bus and each bus station should be enough to handle the projected Final Recommendations for TransJakarta, p. 8
demand. If the single door bus and station stop is to be used, a second station should be added with a passing lane at four stops: o Senen, (if a routing near the Senen bus and railway station is selected) o Grogol, o Cempaka Mas, o Roxy. If articulated buses are to be procured, the Pulo Gadung – Blok M and Kota to Blok M are the most important routes. I. 4. Demand Projections for Corridors I, II, and III Under Different Scenarios The current routing of Corridor II and III are below. The main problem with this routing is that it does not connect with the Senen bus or railway terminals. The demand projection for each line under the current scenario is as follows: Final Recommendations for TransJakarta, p. 9
Page 1 and 2: Making TransJakarta a World Class B
Page 3 and 4: V. INCREASING THE BUSWAY’S CAPACI
Page 5 and 6: The main reason the capacity on Tra
Page 7: The Harmoni Station is a special pr
Page 11 and 12: The difference in terms of daily ri
Page 13 and 14: This operational change would incre
Page 15 and 16: I.7. Priorities for Next TransJakar
Page 17 and 18: Lines Headway extension Travel time
Page 19 and 20: While various BOT options are avail
Page 21 and 22: That being said, pedestrian safety
Page 23 and 24: II. INSTITUTIONAL RECOMMENDATIONS G
Page 25 and 26: ? 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
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and Kota, and Kalideras and Kota),
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14 3 7 8 9 6.5 3 6 Shops stairs inv
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Base scenario Lines Headway extensi
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IV. 3. Demand Impact of Different F
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Morning peak hour demand (paying pa
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If both the Blue and Green Lines ar
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The proposed fare was defined at Rp
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Jakarta - Desire Lines The current
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Passengers at Morning peak hour Lin
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Most urgently, TransJakarta should
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significant reduction of efficiency
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V.3.b. Mitigating Congestion Along
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V.3.e. Congestion Along Hayam Wuruk
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Existing Proposed 1 st S T A G E 2
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That being said, even after reconst
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VI. PHYSICAL DESIGN ISSUES ON CORRI
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For some high demand stations (such
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Corridor 2-3 Examples of minimum wi
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Bus Bus The offset of the pedestria
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Photo 2: Pulogadung - Flamboyan (Me
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VI.4.a.iii. ITDP and DisHub Suggest
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3.5 2.5 1.5 0.5 3 2 1 0 0 10 20 30
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The typical cross section correspon
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Photo 6: Buses parking on express a
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traffic. This practice should not b
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ITDP recommendation (after the BRT
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Our proposal would be a simpler 2-p
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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No suggestions, as right turns on c
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Photo 11: Roxy Mas trade center Rai
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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
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3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
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3.5 2.5 1.5 0.5 3 2 1 0 Type Sidewa
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U- turn capacity(fig 2 lay-out) Cap
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. . 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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