brt lost in translation. jakarta and seoul closed vs open brt jakartaseoul
TRANSCRIPT
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BRT LOST IN TRANSLATION
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Jakarta and Seoul Closed vs Open BRT
Jakarta Seoul
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Direct Service Vs. Trunk (w/out Feeder)
Seoul System
Jakarta System
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Basic System Differences
• 50km built, 191 km planned, integrates with 300km of metro• Direct Service with Normal Buses, some route restructuring• Buslanes in the central verge, but not median stations• Access from at grade crossings.• Stations mid block• On-board electronic smart card ticketing system integrated with metro system
and normal bus system• No physical separation from mixed traffic lanes
• 34km built (3 corridors), roughly 150 km planned by 2008 (14 corridors). No metro system.
• Trunk Service with Limited Feeder Buses• Buslanes in the central verge and stations in the central median.• Access mostly by pedestrian overpasses on Corridor I• Stations mid block• Off board ‘smart’ card ticketing system, not integrated yet with feeders or other
transit modes• Physical separation from mixed traffic lanes
Seoul Jakarta
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Speed and capacity on both systems is not yet best practice
• 13,000 pphpd maximum• Many buses still operate
in mixed traffic lanes• Bus capacity 80• Semi low floor, doors on
curb side only• Speeds increased from
around 8kph to around 18.5 kph
• Good physical integration with Seoul Metro
• 4,000 pphpd maximum
• MOST buses still operate in mixed traffic lanes
• Bus capacity 80• High floor, doors on
both sides, • Speeds increased
from around 10kph to around 15kph
Seoul Jakarta• 35,000 pphpd
maximum• No buses operate
in mixed traffic lanes
• Bus capacity 150• High floor, doors on
median side• Buses all
articulated
Bogota
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Seoul configuration
Jakarta configuration
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Seoul BRT Hybrid operations - Very convenient routing structure
• 43 Red inter-district buses
• Yellow CBD circulators
• Blue buses serve arterials
• Green buses are feeders to trunk lines and metro stations
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Bus queuing problem
Mass confusion and congestion when first opened, requiring immediate modifications.
3 meter passing lanes at stops were added. (4 meters is standard)
100 of 400 buses per hour relocated back to mixed traffic lanes
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No designated bus bays
Passengers don’t know where bus will stop, so they run along the platform.
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Open bus platforms do not regulate where buses stop
Confusion at the stations
Narrow overtaking lane obstructs oncoming buses and mixed traffic lanes
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Stations are Mid-Block or offset from intersection
Maximum width needed at stations does not compromised mixed traffic intersection capacity
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Standard on-board payment system
Boarding with steps leads to 2 second boarding times/passenger.
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Pedestrian access is at-grade, very convenient.
Traffic lights are timed to conform to nearest intersection to avoid vehicular traffic delay and enhance pedestrian safety.
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Information at bus stations
Clearly shows bus routes with stations and overall network
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Very convenient ticketing system integrates with metro and other buses. Other cash card functions
Distance based fare structure requires swiping when entering and exiting. GPS based with backup driver activated station-based.
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Trans - Jakarta
A TransmilenioLOST IN TRANSLATION !
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Median-aligned pre-paid platform-level boarding stations, but..
Platform not that well aligned and only one door per bus at each station.
Stations were undersized for actual demand
This caused crowing at inside stations
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Huge queues at stations
Slow Boarding due to small stations and small doors increased dwell time and caused huge queues
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Bus queuing even at very low capacity (3000 pphpd) Mainly due to single doorHigher demand exists on the corridor so other buses ply in mixed traffic
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HarmoniHarmoniHarmoniHarmoniHarmoniHarmoniHarmoniHarmoniHarmoni
Bunderan SenayanBunderan SenayanBunderan SenayanBunderan SenayanBunderan SenayanBunderan SenayanBunderan SenayanBunderan SenayanBunderan Senayan
Kota StationKota StationKota StationKota StationKota StationKota StationKota StationKota StationKota Station
Blok MBlok MBlok MBlok MBlok MBlok MBlok MBlok MBlok M
MonasMonasMonasMonasMonasMonasMonasMonasMonas
Diversity of Routes could be offered, but currently buses only run along Corridor I, II, or III, and do not serve multiple corridors. As a result everyone has to transfer.
Pulogadung
Kalideras
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No feeder buses reduced demand
Yet, the system was initially overcrowded at Terminals
Blok M Terminal Below was reconstructed (tripled in size)
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Problem will be solved when new Expanded (rebuilt) Harmony terminal station is completed
But whole problem could be avoided by adding routes where buses continued from one segregated corridor to the other
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New Terminal Stations are Much Larger
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Inside the bus, passengers crowd around the single door
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Size and number of doors and ease of access (stepless) is more important than bus size
Bogota has 4 x 1.1 meter doors
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Access is mostly through elevated pedestrian crossing: safe but inconvenient for pedestrians. They are used because no
other way to get into station.
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Bogota is at-grade in the City Center, pedestrian overpass access on high speed arterials.
Curitiba and Quito are all At Grade
Underpass or pedestrian bridge only necessary if crossing more than 3 high speed lanes without a pedestrian refuge, and no intersections
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Why do both systems have capacity and speed far below Bogota’s TransMilenio?
• Seoul has passing lanes, but no pre-paid boarding, no platform level boarding, and chaos at stations due to lack of control through stopping bays.
• TransJakarta has pre-paid boarding, platform level boarding, but no passing lanes, therefore no express buses, no sub-stops, and only one door per bus.
• Transjakarta Corridors 4- 6 will have articulated buses and high volume stations will have passing lanes.
• Corridor I will be reconstructed to have three doors at a large expense.
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Some Possible improvements
Average boarding time
(seconds)Capacity(pass/h)
Bus stop time
(seconds)Speed(km/h)
Fleet(buses)
Present Situation 2.5 2700 45 17 60
Improving boarding 1.7 3700 35 19 56
Bus with two doors 0.5 6000 22 21 51
With articulated bus 0.3 9600 18 23 26
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TransJakarta Corridors all being reconstructed with wider, elegant sidewalks.
Revitalization of pedestrian traffic on the whole corridor.
Governor just announced plans to pedestrianize major road in N. Jakarta
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High grade shaded walkway connects TransJakarta to the Commuter rail line.
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Bogota had “Open’ busway before Transmilenio. Very slow speeds of 12km/hr
Bad quality of serviceUnsafe conditions
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Rough parameters for increasing capacity at constant (20kph or higher) speed.
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What to do about Indian Cities with Narrow Streets:
Hyderabad: Corridor 1 : present width (wall to wall)
0
10
20
30
40
50
60
70
80
0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000
South NorthCenter2 way2 way
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Physical separation may be possible by splitting routes into two one way exclusive corridors.
Or continuity of route can be maintained by reducing mixed traffic road space to
one lane per direction
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KALUPUR
RAILWAY STATION
MANINAGAR
RAILWAY STATION
LAL DARWAJA
AMTS BUS TERMINAL
GEETA MANDIR
ST BUS TERMINAL
PROPOSED
BRIDGE
KANKARIA LAKE
BRTS CORRIDOR PHASE 1A
BRTS CORRIDOR PHASE 1A
AHMEDABAD Maninagar loop design
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KANKARIA
LAKE
MANINAGAR
RAILWAY STATION
BHAIRAVNATH ROAD SECTION
30 MTS. ROW
MANINAGAR STATION ROAD SECTION
24 MTS. ROW
MANINAGAR LOOP PROPOSAL
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2 lanes per direction for BRT entering into intersection (for straight, left and right turning bus routes) and 3 lanes per direction for main carriage way.
Restriction of certain turning movements to reduce cycle time and increase throughputAdditional space for pedestrians to cross at intersection (utilizing staggered stop line for other motorized traffic)
MAJOR JUNCTIONS
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Distance of bus station from stop line on streets with wide RoW
if an extra right turning bus lane is required (with 12m buses)
If all the buses are going straight and total bus volume is under 70 buses/hour, only one lane per direction is sufficient.
Then Bus stop can be 25m from stop line (with 12m buses)
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Distance of bus station from stop line for narrow RoW streets (30-35m) - 70m
BUS STOP
BUS STOP
Mixed traffic needs more right of way at the intersection to avoid congestion of mixed traffic at intersection
Pedestrian signals can be installed synchronized with the signals at the nearest junction
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Intersection Design
• Intersections are criticalSO REDUCE CONFLICTS
But how? Restrict turning options (right turns)
Avoid elements which can be put elsewhere (No parking – Shift back stations)
Provide time for pedestrians to cross and safe places to wait
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Present movements in 4 phase signal.
. . . . . . . … .. .
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Road capacityGeneral traffic capacity along a corridor
0
20
40
60
80
100
0 200 400 600 800 1000 1200meters
real
tivec
apci
ty %
Two phase signal
traffic direction
four phase signal
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DESIGN CONCERNS:• PEDESTRIAN SAFETY
• REDUCING THE WAITING TIME AT SIGNALS, BY REORIENTING THE RIGHT TURNING TRAFFIC THROUGH LOOPS ALONG THE ROAD ACROSS THE WESTERN CORRIDOR
• TRAFFIC CONGESTION REDUCED AND DIVERTED AWAY FROM THE JUNCTION
• PROPOSED ORGANISED VEHICULAR MOVEMENT
• PROPOSED BUS STOP AND RELATED AMENITIES ACCESSIBLE FOR THE PEDESTRIANS
PROPOSED MOVEMENTS ON THE JUNCTION
BUS STAND AND SUPPORTING AMENITIES
PEDESTRIAN FRIENDLY CROSSING
RIGHT TURNING
via U-Turn on Perpendicular street
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RETAINING THE EXISTING PARK AND REDESIGNING THE REMAINING AVAILABLE ROW (48KMS)DESIGN PROPOSAL
NEHRUNAGAR TO SHIVARANJANI
Exisiting park on one side of the RoW could be converted into a vibrant space which include jogging tracks, public amenities, organized hawking
THE EXISTING PARK (RETAINED)
BRT LANES
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DESIGN PROPOSAL NEHRUNAGAR TO SHIVARANJANI
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3 Principles to Remember• Vehicle Speed
– Vehicle speed is a significant determinant of severity of crashes, should be logical with respect to context, and is a critical factor in safety where there are conflicting traffic modes.
– Lower vehicle speeds open a range of design options that enable a street to look less like an expressway and more like a neighborhood street.
• Pedestrian and bicycle exposure risk– By making the distance to cross the street shorter, the time
spent crossing the street is reduced and the exposure risk is subsequently reduced.
• Driver predictability– If other street users can better predict how and where a
particular vehicle will be driven, the street will be safer.
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BRT only underpass is a possible solution
Quito
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Single flyover creates conflict w/ center lane BRT. Either a signal or weaving lanes are needed. Perpendicular flyovers are not a problem. Double flyovers with space in middle for BRT also ok.
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BRT INTERFACE WITH FLYOVERS
Split flyover removes the weaving problem
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Secret to Bogota’s High Speed and Capacity:
• 3 stopping bays, (specific buses stop at specific stopping bays)
• passing lanes, • express services, • pre-paid off-bus boarding
stations, • articulated buses with 4 doors.
Not every Indian city needs this high capacity…
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BRT is a concept not a rubber stamp
Most cities have some common factors
…and some very different ones
We should use the basic concepts to make the best possible design for each city with its own special design
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Kunming BRTIntersection treatment