TransJakarta

TransJakarta, short TJ / ti: dʒæɪ / is installed in Jakarta Busway system. It is modeled after the very successful launch in Bogotá TransMilenio system and is currently in the systematic expansion.

2.1 Track -side infrastructure
2.2 Vehicles
2.3 High travel speed
2.4 Operating characteristics
2.5 Improving opportunities

Overview

History

The first TransJakarta line, the so-called Corridor I, of Stasiun Kota Jakarta ( Kota Railway Station ) to Blok M ( a bus station with an adjoining shopping center ) was opened with its 12.9 kilometers on 15 January 2004. During the first two weeks free ride was granted, so that the commercial operation beginning can be dated by 1 February 2004 on the line.

There was some introduction problems such as a bus that rammed into a railway underpass with the roof. Likewise, there have been technical problems, such as non-functioning or defective doors stop request buttons. But also conceptual problems had to be overcome: so the buses were eg adapted to the size of Europeans, so that most of the handles of the smaller Indonesians could not be reached.

Most of these problems are solved but in the meantime, and TransJakarta has become a great success. Since 21 April 2005, women are employed as a driver for TransJakarta, which, however, always - as is fitting to the Islamic island of Java - must wear headscarves.

The second line of Corridor II, the bus terminal Pulogadung leads past the common transfer point for harmonization in the east of Jakarta, was opened on 15 January 2006. On the same date was also the third line, the Corridor III, opened by the westerly terminal Kalideres over to Pasar Baru Harmoni ( a major shopping street).

The Corridors IV -VII were officially inaugurated on 27 January 2007, and took a day later on the regular operation. Unlike the opening of Corridor I, there were no free tickets for the population.

21 February 2009 was followed by the Corridor VIII, on 31 December 2009, the Corridor IX and on March 18, 2011, the Corridor X.

Thus are currently ten TransJakarta lines in operation.

Ridership

At the end of the second year of operation 2005 65.000 passengers / day were counted. This number doubled it by leaps and bounds in just a quarter to 120,000 passengers / day in March 2006. Here especially the corridors II and III reported (ie, the east-west axis ) to particularly high passenger growth, whereas the corridor I ( the North south axis ) had a rather moderate passenger growth. The projected passenger aim of the previously opened network is 260,000 passengers / day.

Achievements

TransJakarta is recognized in both the decision-makers as well as to passengers as a highly efficient and convenient, so largely in Jakarta there is a consensus that a further expansion makes sense.

The system has not only led to significantly higher travel speeds in public transport, but it could be replaced a few hundred buses, most of the time were only in congestion and therefore were highly inefficient for the operator. The environmental impact along the now unrealized corridors has improved: firstly, the old diesel buses were replaced by the equipped with much better engine technology TransJakarta buses and on the other hand are now emerging in the rest of traffic less congestion, since the earlier buses in the most unlikely places passengers added and dropped, no longer operate.

Some of the TransJakarta system is also already attacked because of his success: as the buses at most times much faster progress than the traffic on the other lanes, there have been several protests, rallies and road closures of taxi and minibus drivers who fear them that the business is mitigated by the TransJakarta buses.

Operation

Track -side infrastructure

The essential element of the TransJakarta system based on their own lanes for the buses. These are separated by high curbs of the road for the other vehicles so that the buses are characterized by very many Jakarta traffic jams move forward unhindered. These bus lanes are clearly marked with " Khusus Busway " (special bus lane ). At the Crossroads The TransJakarta roadways are abmarkiert by red asphalt is intended to alert motorists not to block these areas.

However, there are some, usually only a few hundred meters long passages in which it comes to mixed traffic with the individual transport. These bodies (especially the junctions in the normal road ) and the non-prioritized for TransJakarta buses traffic lights at the intersections form a few obvious weaknesses of the system. They often lead to operational delays and long columns of vehicles. The buses jammed up, and it comes to Pulkbildung, which puts the operation in the sequence into an even more unstable state.

The central transfer point of the system is the stop Harmoni. This is - like many other stops too - built over one of the canals of Jakarta and yet offers connectivity to all lines. The station itself is, however, designed to be small. Passengers cram not only at peak times, and the Umsteigevorgang by the bus stop is by the many people in the narrow building very difficult.

Throughout the TransJakarta system a uniform tariff of 3,500 rupees applies (about 30 Euro cents). It can be switched without solution of another Tickets in all stops that are served by several bus lines.

Rolling stock

The buses have high-floor doors, so they can only stop at a special, equipped with high platforms stops for boarding and alighting. Since these plants are stops on both sides of the vehicle, there is on both sides of the vehicle a door. The vehicles are fully air conditioned and are, thanks to special servicing in favor of Indonesian relations good condition. There usually are standard buses and come partly modern articulated buses are used, which are painted in the color line:

Red: Corridor I ( Stasiun Kota Jakarta - Harmoni - Blok M)
Blue: Corridor II ( Harmoni - Terminal Pulogadung )
Yellow: Corridor III ( Pasar Baru - Harmoni - Terminal Kalideres )
Orange: Corridor IV / VII ( Ancol terminal Kp Melayu - Kp Rambutan )

When applied to the painting is the characteristic TransJakarta logo and mascot of Jakarta ( a Brahminy Kite ( Haliastur indus ), the three of them wearing Salakfrüchte in his claws ). The riders and drivers all wear uniforms. In the buses, there is also still one vehicle companions, but does not wear uniforms, but only a windbreaker and a cap with the logo TransJakarta.

High travel speed

The high travel speed in the TransJakarta system is achieved by the following points:

The own lanes, which, unaffected by other traffic, allow unimpeded progress.
The lines along a long main roads that have few intersections and curves. In addition, the own infrastructure is usually located here in the middle of the street, so that here also occur on or ausbiegende traffic.
The sale of tickets and the devaluation is already at the entrance to the stop in place so this does not cause loss of time in the vehicle arise.
The stops in the middle of the road be opened up in most cases by pedestrian bridges, so that also takes place no pedestrian traffic on the busway lanes. Escalators or lifts, there are, however, virtually no so that the system of disabled passengers - if at all - can only be used under difficult circumstances.
High-floor bus stops in combination with the bus side doors that allow a passenger change without overcoming a height difference time-consuming
Vehicle doors, which are designed as fast -running, two-winged, wide sliding doors so that passengers can easily two parallel one - or - off
Waiver of folding boards between vehicle and platform, so that no time is lost through the deployment and retraction. However, this also sometimes arise quite wide gaps between the vehicle and the platform.
A vehicle attendant in every vehicle, which ensures in addition to the protection and assistance in closing the gap that passengers are only let out completely and so no time is lost by scrum is formed in the door area.
Furthermore, the vehicle attendant from passengers when the bus is already full. This can be avoided for too long holding times. Most of the following bus is anyway already in sight, so that the left-behind passengers not a big time loss. It is generally even so that many passengers like to wait for the next bus overcrowding, only to get one of the first in the next bus and thus to obtain a seat.
The passengers mostly very quickly jostle in the vehicle in order to secure a seat.
The network configuration ensures that already takes place not too much change of passengers at intermediate stops. Mainly the relations between the central bus stops Stasiun Kota Jakarta and harmonization and located at the end points bus stations (terminals) are used, from which the traffic through each of several dozen city bus routes will be redistributed into the individual parts of the city or the remote buses to all Java leave. At the intermediate stops, however, very little traffic takes place.

Operating characteristics

Some peculiarities and curiosities of the TransJakarta system:

The vehicles each have only one door per side. This is the one that stops Equipment less complex and for another, so the change of passengers are covered by only one companion vehicle per bus.
Since the central transfer point is not approached by any line from all directions (see Network ), it is partly to stange Umsteigekaskaden. To get from Pasar Baru to Blok M, one must, for example, first with the yellow line after Juanda or Pecenongan drive, change to the blue line in the har, and then finally to get onto the red line to the Blok M. The corridor III towards Kalideres is not directly accessible from harmonization. For this reason, most passengers take the yellow line in most cases the " lap of honor " Pasar Baru over because they would lose their seat at direct change to Pecenongan.
The stops are in a much worse condition than the consistently well-maintained buses. Here it comes, for example, often the case that the actually existing air conditioning does not work or that the rubber beads are torn off at the ( secured with a sliding glass door ) platform edge, so that the already existing gap towards the vehicle then inevitably gaps of greater than 20 cm must accept.
When purchasing tickets you will receive a smart card, which is immediately after, fed to a hub which forms the entrance to the bus stop again. Presumably, these smart cards the first step to the planned, future integrated transport system of Jakarta, which is to include more TransJakarta, two monorail and MRT line. The diverse operated by the Indonesian state railway S -Bahn lines are to be integrated into the urban transport system.
The discipline of other road users is surprisingly high. It happens very rarely that cars or other buses use the TransJakarta tracks to progress more quickly. But this may simply be because, very often police posts are available at the places where the lanes merge back into the normal street that bring such " nimble " motorists from the tracks.
TransJakarta leads specifically training for student groups through. For this purpose, special buses that are not available to other passengers available. The objective of this training program is to teach the vehicles themselves, the parent queuing in a line and a restrained and the older passengers courteous behavior to the students.

Opportunities for improvement

The TransJakarta system works well in theory. The main problem is undisciplined road users, despite the prohibition to use the bus lanes with their cars and motorcycles and clog. However, there are a number of possible approaches that could improve the quality of the system:

Efficient Absperreungen and controls and penalties to prevent the misuse of bus lanes by private transport
Traffic light priority control at intersections and junctions in the normal busway lanes or mitigate various dangerous situations in these areas
The central connecting stop harmonization should be approached from the TransJakarta lines continuously from all directions.
Improved passenger information: particularly for non- locals are the mains and the possible connections of the TransJakarta lines very difficult to explore. Similarly, one does not receive any information about the ride offer, especially not on the first and last trips.
Better maintenance of stops
The busway lanes have the high bus frequency to a high wear. This shows up in potholes, lined curbs and deep ruts. Since these points also affect the speed, such bodies should be consistently eliminated again and equipped at stress points with an improved base.

Further system expansion

The section Ancol - Kampung Melayu Terminal of Corridor V and Corridor IV should already be operational on January 5, 2007. In the final state of 2010, the system then will comprise 15 corridors.

TransJakarta network in February 2007

Network topology in February 2007

TransJakarta network in February 2007

TransJakarta network in 2011

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