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

o Allow safer pedestrian at-grade crossings (when on level is recommended).
o Reduce the number of phases to improve capacity. Usually capacity can be
increased by 50% just by not allowing direct right turns for all movements.
o Control parking in the corridor.
VI.2.a. Station location at intersection
Typically we consider that bus stations should be more than 150 meters away from the
intersection, to provide additional capacity for turning vehicles and to increase the
number of mixed traffic vehicles able to clear the light in a single signal phase.
In fact, the distance is a function of the green time at the signal, where the distance L >
2.5*TG, where TG is green time. For most of the corridor, the green time is around 50
seconds, so, so 2.5*60 = 150m.
As intersections are infrequent, occurring only every 2 km on average, except in the
central area, there is little difficulty in keeping bus station stops away from intersections.
VI.2.b. Location of bus stations at non-intersections
For bus stops not at intersections, the bus station should be located near the attracting
point but not directly in front of it. Directly in front, there will tend to be a lot of non-
BRT buses, taxis and paratransit vehicles and pedestrians congregating. To reduce
congestion, so we split the BRT bus stop and the remainder lines bus stop.
Bus stop
Bus lane
Demand generator
VI.2.c. Width of the Mixed Traffic Right of Way
Mixed traffic lanes need to be wide enough to accommodate a reasonable growth of the
general traffic in the corridor less the bus lines cut from the corridor. This width should
be proportional to peak hour directional pcu volume. The following table shows the
correspondent width needed for some typical sections:
Final Recommendations for TransJakarta, p. 92