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BUS RAPID TRANSIT (BRT) EXPERIENCE
Final Engineering Design and Implementation
Preparation Plan for
Preparation Plan for
Location
Jakarta, Indonesia
Client
Provincial Government of DKI Jakarta
Firm
PT. Pamintori Cipta
Services
Detailed Engineering Design, Implementation Preparation Program
Completion
2003
As part of the overal package of the first Asia's modern Bus Rapid Transit System
Implementation, ie. the Blok M - Kota Trans Jakarta Busway, Pt. Pamintori Cipta was
appointed for the preparation of the Final Engineering Design and
Implementation, ie. the Blok M - Kota Trans Jakarta Busway, Pt. Pamintori Cipta was
appointed for the preparation of the Final Engineering Design and
A modular concept is adopted for the Bus
Stations design to accommodate future
expansion of the Bus Stations. All stations
are raised by about 1.05 meters above the
road level for obtaining high platform stations
with bus level boarding and allowing
deployment of a fully functional closed system
busway operation. This also provides an
easy access for passengers while
minimising the boarding and alighting time,
and hence bus travel time, so that higher bus
frequency and system capacity are achieved.
The new enclosed steel based structures
stations were designed to allow speedy
construction works and hence minimised
traffic disruptions along one of the Jakarta's
congested roads, while maintaning lower
construction costs. Many stations are reached
by modified existing pedestrian overpasses.
Stations design to accommodate future
expansion of the Bus Stations. All stations
are raised by about 1.05 meters above the
road level for obtaining high platform stations
with bus level boarding and allowing
deployment of a fully functional closed system
busway operation. This also provides an
easy access for passengers while
minimising the boarding and alighting time,
and hence bus travel time, so that higher bus
frequency and system capacity are achieved.
The new enclosed steel based structures
stations were designed to allow speedy
construction works and hence minimised
traffic disruptions along one of the Jakarta's
congested roads, while maintaning lower
construction costs. Many stations are reached
by modified existing pedestrian overpasses.
Several pedestrian underpasses are also planned; at-grade roadway crossings was
used until construction is completed. Most stations offer wheelchair access. Ramps,
elevators and wider sidewalks of 4-8 meters wide were incorporated in the design to
comparison to a standard stair. Better, secured and less efforts access by the bus
passengers are considered important for increasing busway riderships and
encourage higher shift of private vehicles users to the busway.
used until construction is completed. Most stations offer wheelchair access. Ramps,
elevators and wider sidewalks of 4-8 meters wide were incorporated in the design to
comparison to a standard stair. Better, secured and less efforts access by the bus
passengers are considered important for increasing busway riderships and
encourage higher shift of private vehicles users to the busway.
Fares are paid off-board at ticket office box on the
stations and other selected places around the
city. As normally apply in any other forms of
mass transit system, no transaction is allowed
on the bus. Passengers should pass electronic
turnstiles upon entry to the station boarding area
using touchless smartcard system. A Busway
Control Center that electronically links all these
turnstiles and bus stations computers were
proposed in order to allow real time ticketing
revenue and passengers as well as operational
data collections.
stations and other selected places around the
city. As normally apply in any other forms of
mass transit system, no transaction is allowed
on the bus. Passengers should pass electronic
turnstiles upon entry to the station boarding area
using touchless smartcard system. A Busway
Control Center that electronically links all these
turnstiles and bus stations computers were
proposed in order to allow real time ticketing
revenue and passengers as well as operational
data collections.
Blok M - Kota Busway Corridor, Jakarta
comprehensive implementation
preparation program of the corridor
to be brought for immediate
construction works. It was the first
mass transit project to make
substantial forward progress, as
other transit projects were halted in
order to pursue alternative
possibilities. Planning for the
busway system began in 2001.
Such formerly controversial, yet it is
now becoming a public demanded
mass transit system, was
introduced to serve the city
preparation program of the corridor
to be brought for immediate
construction works. It was the first
mass transit project to make
substantial forward progress, as
other transit projects were halted in
order to pursue alternative
possibilities. Planning for the
busway system began in 2001.
Such formerly controversial, yet it is
now becoming a public demanded
mass transit system, was
introduced to serve the city
population connecting north-south of Jakarta along the most prestigious business /
commercial areas covering shopping malls, luxorious hotels, banks, government and
high reputable business offices. The north-south Blok M-Kota Corridor consists of
12.9 kilometers of dedicated and close system bus line. It runs along the median of
one of the most heavily congested road of Sudirman-Thamrin, seperated from other
general traffic.
The corridor comprises 20 bus stations including 2 terminals on its ends. Stations are
located in the center of the roadway with 19.5 - 26.6 meters in length to allow over 5,500
passenger boardings per hour on each station.
commercial areas covering shopping malls, luxorious hotels, banks, government and
high reputable business offices. The north-south Blok M-Kota Corridor consists of
12.9 kilometers of dedicated and close system bus line. It runs along the median of
one of the most heavily congested road of Sudirman-Thamrin, seperated from other
general traffic.
The corridor comprises 20 bus stations including 2 terminals on its ends. Stations are
located in the center of the roadway with 19.5 - 26.6 meters in length to allow over 5,500
passenger boardings per hour on each station.
Most stations offer boarding from
the left side of the platform
through right side bus doors.
The Blok M bus station platform
is the opposite, with boarding
from the right side of the platform
onto left side bus doors. High
bus door platform are proposed
on both sides. Fifty-six
air-conditioned, diesel (EURO II
standard) buses operate on the
line, each with an 85-person
capacity (31 seated). Buses are
identified by the yellow and
orange livery, equipped with LED
the left side of the platform
through right side bus doors.
The Blok M bus station platform
is the opposite, with boarding
from the right side of the platform
onto left side bus doors. High
bus door platform are proposed
on both sides. Fifty-six
air-conditioned, diesel (EURO II
standard) buses operate on the
line, each with an 85-person
capacity (31 seated). Buses are
identified by the yellow and
orange livery, equipped with LED
visual displays and voice recordings to announce stops. Double doors, located
mid-bus, are present on both side to facilitate right-door boarding at most stops, as well
as left-door boarding at Blok M. Two smaller doors are also located on the right side of
the bus for emergency. Doors at stations are open only when a bus arrives.
mid-bus, are present on both side to facilitate right-door boarding at most stops, as well
as left-door boarding at Blok M. Two smaller doors are also located on the right side of
the bus for emergency. Doors at stations are open only when a bus arrives.
| Transjakarta Busway Corridor I Launched on 15 January 2004 |
| Simulated Picture of Pedestrian Access Ramp |
| Constructed Ramp |
| Typical Design al Bus Station and Pedestrian Access Ramp |
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