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

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3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 20 25 30 Planning for Corridor II was also more advanced than on corridor 3, so our evaluation is more detailed for Corridor II. VI.4.a. Segment Pulo Gadung – Flamboyan (1.2 km) VI.4.a.i. Typical Existing Cross Section: Corridor 2 typical section: Pulugadung – Flamboyan (Mediros Hospital) Type sidewalk (north) traffic w>e Island traffic e>w sidewalk (south) Width 2.9 9.45 0.85 9.42 2.9 Sum 2.9 12.35 13.2 22.62 25.52 This first stretch has a narrow section, with only three lanes per direction. Width of sidewalk is less than three meters available. On practical terms, the first curb lane is rarely used for a real flow traffic lane, but it is being used for parking, pedestrian, street vendors, etc. Photo 1: Pulogadung – Flamboyan (Mediros Hospital) Final Recommendations for TransJakarta, p. 96
Photo 2: Pulogadung – Flamboyan (Mediros Hospital) Therefore, the traffic uses mostly two lanes. The BRT lanes can be implemented while maintaining the actual capacity for mixed traffic if: o The sidewalks are reconstructed and preserved only as a walk way. o Parking and other uses on the first lane are forbidden and controlled (this means permanent policeman allocated to patrol this section) If the above cannot be implemented, it is recommended not to implement BRT exclusive lanes on this 1.2 km section, just use the left lane as a normal lane, shared by BRT and general traffic. Directional traffic goes up to 2400 pcu/hour. According to the standard of 400 pcu/meter, the general traffic would need only 2400/420 = 5.6 meters. In the near future, volume could increase by 30% and therefore the general traffic would need 7.4 meters. However, there is not enough space to provide 7.4 meters for the general traffic. The existing space of 5.6 meter is only enough for the present volume, so we suggest Jakarta government to acquire land to obtain a wider section. VI.4.a.ii. DisHub and ITDP Proposed Typical TransJakarta Cross Sections Presently, for the first 100 meters from Pulo Gadung terminal, there is a signalized right turn conversion from west to enter south to the terminal, and boarding and alighting on buses and associated street vendors on this section is very intensive. If the BRT were implemented, saturation degree would be above 100% and considerable congestion will occur on peak periods. While bus lane for this segment would certainly give a big travel Final Recommendations for TransJakarta, p. 97
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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
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indefinite period of time. In these
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o 25 kilometers for stopping the bu
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the greatest flexibility in terms o
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prefer a ‘single-seat’ trip whe
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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),
Page 61 and 62: 14 3 7 8 9 6.5 3 6 Shops stairs inv
Page 63 and 64: Base scenario Lines Headway extensi
Page 65 and 66: IV. 3. Demand Impact of Different F
Page 67 and 68: Morning peak hour demand (paying pa
Page 69 and 70: If both the Blue and Green Lines ar
Page 71 and 72: The proposed fare was defined at Rp
Page 73 and 74: Jakarta - Desire Lines The current
Page 75 and 76: Passengers at Morning peak hour Lin
Page 77 and 78: Most urgently, TransJakarta should
Page 79 and 80: significant reduction of efficiency
Page 81 and 82: V.3.b. Mitigating Congestion Along
Page 83 and 84: V.3.e. Congestion Along Hayam Wuruk
Page 85 and 86: Existing Proposed 1 st S T A G E 2
Page 87 and 88: That being said, even after reconst
Page 89 and 90: VI. PHYSICAL DESIGN ISSUES ON CORRI
Page 91 and 92: For some high demand stations (such
Page 93 and 94: Corridor 2-3 Examples of minimum wi
Page 95: Bus Bus The offset of the pedestria
Page 99 and 100: VI.4.a.iii. ITDP and DisHub Suggest
Page 101 and 102: 3.5 2.5 1.5 0.5 3 2 1 0 0 10 20 30
Page 103 and 104: The typical cross section correspon
Page 105 and 106: Photo 6: Buses parking on express a
Page 107 and 108: traffic. This practice should not b
Page 109 and 110: ITDP recommendation (after the BRT
Page 111 and 112: Our proposal would be a simpler 2-p
Page 113 and 114: 3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
Page 115 and 116: No suggestions, as right turns on c
Page 117 and 118: Photo 11: Roxy Mas trade center Rai
Page 119 and 120: 3.5 3 2.5 2 1.5 1 0.5 0 0 5 10 15 2
Page 121 and 122: 3.5 2.5 1.5 0.5 3 2 1 0 3.5 3 2.5 2
Page 123 and 124: 3.5 2.5 1.5 0.5 3 2 1 0 Type Sidewa
Page 125 and 126: U- turn capacity(fig 2 lay-out) Cap
Page 127 and 128: . . 1 2 Off course the present U-tu
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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