Mas Enry2
Mas Enry2
Mas Enry2
CASE STUDY:
T.B. SIMATUPANG-KARTINI CORRIDOR
UNDERGRADUATE THESIS
FACULTY OF ENGINEERING
DEPARTMENT OF ARCHITECTURE
INTERNATIONAL PROGRAM
JUNE 2016
CASE STUDY:
T.B. SIMATUPANG-KARTINI CORRIDOR
UNDERGRADUATE THESIS
FACULTY OF ENGINEERING
DEPARTMENT OF ARCHITECTURE
INTERNATIONAL PROGRAM
JUNE 2016
My highest gratitude is for the one and only Allah SWT; since without His
blessings I would not been able to meet this last provision in order to be a
Bachelor of Architecture in Universitas Indonesia.
Moreover, throughout the process of finishing this thesis, there are many
people who have been there to support, guide and help me. From which I would
like to point out my gratitude to:
1. My family – my dearest mother (Aiwati), father (Nasirwan) and my elder
brother (Dannie Rio Habibie), for everything; the endless prayers,
sacrifices, support, and for believing me in every step I have chosen.
2. Ibu Ir. Evawani Ellisa M.Eng., Ph.D for being a very helpful and inspiring
thesis advisor. For the understanding and the unstoppable support
throughout the process of making this undergraduate thesis.
3. Ibu Diane Wildsmith AIA., RIBA., M.Sc and Bapak Ir. Hendrajaya Isnaeni
M.Sc, Ph.D for kindly being my thesis examiner. Thank you for checking
my thesis thoroughly and giving inspirational input to my thesis.
4. My teachers in Department of Architecture, Universitas Indonesia who
have taught me for the past 4 years, especially for Ibu Ir. Herlily,
M.Urb.Des, Ibu Rini Suryantini S.T., M.Sc and Mas Cahyo Candrawan
M.Arch., IAI for the wise advice, discussions, and support.
5. Dzaki Yudi Ananda, for being the best friend to share worries, laughters,
dreams, and for always reminding me that I can. Thank you for taking a
good care of me.
6. Archipers 2012 and PI FTUI 2012; as the awesome colleagues I have never
asked for. I am thankful for every each of your presences that have taught
and support me. Kovanan; Bania, for all those nights (and days) that we
spent by eating, chatting, laughing, watching and trying to wake up each
other; Atika and Ollavy as my adorable driving force and for sharing the
best moments in these four years; Nisa Addina and Zulaikha for the soon-
to-be-missed noises you guys made; and Tibel, Ohlala and Bre for being
Sincerely,
Strip development and urban sprawl have been urban problems for a long
time. So many times nodal development is chosen to be the solution. T.B.
Simatupang-Kartini Corridor is currently anticipating the change that could
happen after the Jakarta Mass Rapid Transit (MRT) Project is finished and the
Transit Oriented Development (TOD) is implemented. But if we look at today
conditions on site; is it possible for T.B.Simatupang – Kartini Corridor to be a
Transit Oriented Development? Are there any possible differences from the
theoretical concept of it? Of course, since the context does matter, many
differences emerge from the implementation process of TOD. The transformation
and the changes in liveliness will surely occur in T.B. Simatupang – Kartini
Corridor; as it is an area developed without particular planning. It is experiencing
the linear growth, which today is expected to be a compact, mixed use
neighborhood. The thesis will examine the current street performance prior to the
MRT Jakarta Project based on theories regarding streets and Transit Oriented
Development. The question now is whether the space will encourage a good
transformation and whether liveliness will be provided.
INTRODUCTION
1.1 Background
The rapid trend of development that occurs along the street creates a pattern,
the so-called strip development. People compete to build and put their business along
the road, but then such developments may separate their residence from the main
road, an exception is in East Asian cities with shophouses. These developments turn
the neighborhood into urban sprawl; a pattern of development characterized by low
density, with an undefined central part, poor accessibility that direct residents to be
dependent on automobiles, extensive travel and an expansion of the land area
uncontrollably (Suzuki, Cervero, & Iuchi, 2013). This condition arouses crowding,
increased energy consumption, and furthermore increased air pollution. These
unfavorable conditions worsen when the developments are not balanced with
supporting transportation modes.
1.2 Issues
The recent pattern along the corridor is similar to strip development, yet, what
will happen preceding the development of MRT Stations and TOD plan? What is the
impact for the use and liveliness along the main street which was developed as a
ribbon-development? Will the plan of Transit Oriented Development be fully
implemented? Can T.B. Simatupang achieve the aim of a Transit Oriented
Development or will the pattern be different?
1.3 Objectives
This undergraduate thesis will cover the patterns of development (linear and
nodal development) and the changes that occur when the pattern is transformed.
Recently, developments around transit stations in Jakarta already exist, yet these
transit stops cannot be easily accessed within walking distance. The existing public
places, architecture and mobility patterns have not yet been ready to change into
compact, mixed-use communities. These factors will then be discussed along with the
addition of Transit Oriented Development in a neighborhood which is expected to
draw people back to the street by walking, and hence increase urban liveliness. The
case study will take place in T.B. Simatupang – Kartini Corridor, South Jakarta. This
corridor has experienced many changes in development initiatives and now it is under
the development to be a TOD area.
1.6 Methods
With the aim to fully understand the possibilities of street transformation and
liveliness in relation to transit development planning, in writing this undergraduate
thesis, I will conduct a literature research on street development patterns, elements
that trigger neighborhood liveliness, the compact, mixed-use community and Transit
Oriented Development. I will conduct a field research on the T.B. Simatupang –
1.7 Framework
This writing is divided into five chapters which consist of introduction, theory
of street and city development, transit oriented development and precedent study,
case study and conclusion.
1. Introduction
The introductory chapter consists of the background of the topics, issues and
questions, writing objective, significance of study, scope of writing, methods,
framework and writing structure.
2. Theory of Street and City Development
Consists of theories and explanation about strip development, streets, land
use, and what triggers to street liveliness.
3. Transit Oriented Development and Precedent Study
This chapter will explain about the principle, history of developments,
elements, implementation, upon Transit Oriented Development. It will also
discuss about the challenges and benefit expected from Transit Oriented
Development.
4. Case Study
Consists of the relation between the theories and the case study, in T.B
Simatupang – Kartini corridor. I will also explain the context of selected field
study by Jakarta’s Rencana Tata Ruang Wilayah and Rencana Detail Tata
Ruang, as well as Panduan Rancang Kota Pengembangan Koridor MRT
Jakarta Tahap I.
5. Conclusion
Consists of the conclusion and suggestions about the possibilities of street
transformation and liveliness within transit development planning in T.B.
Simatupang corridor.
There are several definitions regarding urban sprawl. Tingwei Zhang (in
Cahyadi, 2014) defined urban sprawl as “the phenomenon of disproportional
expansion of urbanized areas into undeveloped land”. It is also defined as “...low-
density, scattered, urban development without systematic large-scale or regional
public land-use planning,” according to Bruegmann (in Cahyadi, 2014).
Due to the pattern of development that goes after the figure of the road, it will
be hard to be accessed by foot; therefore it creates dependency towards automobiles.
More and more people move along the corridor with vehicles to reach their
workplaces that are distant with their homes. The noticeable problem that will arise
Land use (in Bahasa Indonesia is defined as peruntukan or tata guna lahan) is
an effort in planning the use of land in an area which includes the zoning for the
specialization of certain functions, such as: settlement areas, trade and service areas,
industrial areas, and so forth. The land-use plan is a framework that sets decisions
about the location and area capacity (Moeliono, 2011).
Land use planning in Indonesia comprises Rencana Tata Ruang dan Wilayah
(RTRW) and Rencana Detail Tata Ruang dan Peta Zonasi (RDTR dan PZ).
According to Regulations of The Special Capital of Jakarta Province, the RTRW
comprises of provincial, city, and district (kabupaten) spatial planning while RDTR is
more detailed plan relating to part of the district or city that is considered urban and /
or strategic areas of the city and regions, completed with a Zoning Map.
Land use planning is necessary in controlling the utilization of space. In the
land use planning, the functions which are planned have to be mutually supporting its
existence and avoiding land use conflict. It involves several issues, for instance;
regulating access to land, land tenure security, and the balance of various and
occasionally conflicting interests in land use (Moeliono, 2011). An example of land
use plan is locating an office area nearly commercial areas or government facilities so
that it will be relatively easy to reach, and so forth.
The regulations concerned in zoning map are; 1) the use of land and buildings,
including – the main, complimentary, conditional, exceptional and prohibited use, 2)
the intensity of space utilization or development density, included – floor area ratio,
building coverage ratio, green area ratio, building per hectares, 3) building mass
planning, building height, demarcation lines (setback), distance between buildings,
Currently, the terms are also used differently based on their distinct roles
(woodward.com, May 17th, 2016). “Road” refers to ways for transportation that
connect town and cities; the main function is to accommodate motor traffic
movement. “Street” refers to the path for the interaction of people. The key function
of street is still as space to provide movement, but its character is marked by the
houses, buildings, and public spaces that flank the sides of the street to show that the
function of place is also important (James Taylor Chair, 2007).
In Indonesia, the term “street” and “road” are generalized as “jalan”, and it
can be referred to several meanings, for instance, as the path for the use of
pedestrians and vehicles, or metaphorically; as a course taken and as a method or
direction for proceeding (wiktionary.com, May 17th, 2016). In the Law of the
Republic of Indonesia Number 38 Year 2004 regarding street and road, they are
defined as part of the transportation infrastructure and system that is important in
national development and national unity. Also, streets and roads are needed to
support economic, social, cultural, and environmental development among regions
2.2.1.1 Circulation
a. Pedestrian Path
1
Pedestrian throughway width if adjusted to pedestrian activity are; a) for two people to pass
comfortably; the minimum is 1.8 m, and the desired width is 2.5 m; b) minimum space for small
group to pass comfortably is 3.0 m; c) minimum space for larger groups in areas of high pedestrian
activity is 4.0 m ( (Ireland's Department of Transport, Touring and Sport, 2013).
According to Calthorpe, 5 foot (approximately 1.5 meter) is the minimum width for pedestrian walk
meanwhile ITDP argues that the minimum size should be 2 meter, for 2 people can walk alongside
each other at ease.
b. Vehicular Path
Some of the vehicular boulevards are very large (within size of 6-lanes
or more), and its width impacts to huge gap between two public realms
(pedestrian areas on the sidewalks), discourages overhead enclosure, and
often encourages people to drive in high speed.
The street represents the main public space (Appleyard, 1981). The
main function of streets is repeatedly said to serve traffic purposes, while they
also serve as a place for social exchanges, allowing neighbors to meet and
interact when they walk; provide for the possibility that the space is not
merely to move, but to stay in as well. Streets allow people to be outside
(Jacobs, 1995). This social function may occur in the section of street that is
designated to accommodate human movement (pedestrian path), not in the
lanes of motorized transport. How a street functions as public space is
fostered by the elements of pedestrian path that is mentioned in Section
2.2.2.1 above.
As part of urban public space, the street also has a function as a space
to access buildings, be it private buildings or public. The streets are also
frequently seen as an expansion of indoor space; when considered as the
definition of outer space (Jacobs, 1995). Jan Gehl (2010) also mentioned; that
the edge of the street is the meeting place between the buildings and the city.
The street can also be regarded as a public space in accordance with the public
space’s value or the freedom of action in it. Therefore, demonstrations, or
activities like parades and carnivals often take place on street. Today, as long
as the authorities and public do not consider streets to be only space for
vehicles; there are lots of street spaces that can be utilized for community
spaces, for instance, sidewalks that can be transformed into mini parks,
temporary bazaar, and so on.
“Streets have been the places where children first learned about the
world, where neighbors met, the social centers of towns and cities, the
rallying points for revolts, the scenes of repression.”
– Donald Appleyard
Liveliness of the street is fostered by the activities and physical elements. The
existence of people involved in various social activities can also bring liveliness to
the street. Liveliness in urban space is indicated by the existence of pedestrians and
various activities, as an addition to diverse uses and interactions. Therefore, a street
can be said as lively street when it contains a lot of pedestrians along with their
variety of activities (Lamit, Ghaghramanpouri, & Nia, 2013). According to Jan Gehl
in Life between Buildings (1987), human activity on the street as an urban space can
be divided into three categories, which are:
a. Necessary Activities
The activities included are compulsory daily activities that take place
throughout the year and shall proceed under all conditions (Gehl, 1987). They
b. Optional Activities
c. Social Activities
Additionally, in his book Cities for People (2010), Gehl also mentioned some
of the outdoor activities that occur and enhance the street liveliness. For instance,
chatting, interacting, entering and leaving from buildings, walking alongside the
sidewalk, standing, taking a break by the street, sitting, looking at displays, looking in
and out, and finally, shopping are among the different kinds of social activities (Gehl,
2010).
“Transit” is derived from Latin transīre, meaning ‘to go across, hence over,”
(Partridge, 2006). In accordance to Merriam-Webster dictionary, transit is simply
defined as the act of moving people or things from one place to another. These
definitions were: a) an act, process, or instance of passing through or over, b) change,
transition, and c) conveyance of persons or things from one place to another
(www.merriam-webster.com, April 25th, 2016). In this thesis, the term “transit” is
related to another definition from the dictionary; “as a facility consisting of the means
and equipment necessary for the movement of passengers or goods, be it the
infrastructure, or transportation. It could refer to building or place that affords a
particular service, or refer to the transportation system for moving passengers,”
(http://www.thefreedictionary.com/transit, April 25th, 2016).
2,000 feet =
609 meter
Walking Distance
Jurisdiction
Referenced
Mass Transit Administration (Maryland) 1500 ft. (± 450 meter)
Mid-America Regional Council (Kansas City, Missouri) 1500 ft. (± 450 meter)
NJTransit (New Jersey) ¼ - ½ mi (400-800 m)
Ontario Ministry of Transportation (Ontario) 0.25 mi (± 400 meter)
Regional Plan Associations (NY, CT, NJ Tri-Metro Area) ¼ mi (± 400 meter)
Snohomish Country Trans. Authority (Snohomish County) 1000 ft. (± 300 meter)
Table 2.1 Walking distance referenced by other transit agencies as the boundary for
TOD Manuals in their areas.
Source: www.fairfaxcounty.gov, June 26th, 2016
In the ongoing project of MRT Jakarta, the distance that is used by the
company is within 350 to 700 meter from transit stop (approximately five to ten
minutes walking). These differences could be based upon the local context of people,
behavior, as well as climate condition.
3.1.2 Levels of TOD: Urban TOD, Neighborhood TOD and Secondary Areas
TODs are also depended on the location and demand. There might be several
adjustments to the Transit Oriented Development concept within different scales of
area. In response, Calthorpe broke down the land use types into 1) Urban TODs, 2)
Neighborhood TODs and 3) Secondary Areas. These divisions are marked with its
variation of mix uses, connection to transit and the density.
Figure 3.2 Calthorpe’s Urban TOD scheme with light rail line.
Source: The Next American Metropolis, p. 57
Urban TODs are developments that are located near the trunk line of the
transit network. Its closeness with a transit stop makes this location strategic for high-
intensity and revenue-generator uses, for instance; uses for office, high-density
residential, commercial or public-service. In the design guidelines, it is recommended
to have a higher floor area ratio or higher-density housing, due to high accessibility
that the site could provide (Calthorpe, 1993). This way, job-generating uses could
also be developed. Economically, this TOD is expected to enhance income in the
area, therefore it could add more value.
Besides light rail that can accommodate a faster and farther travel destination,
a neighborhood also need support from feeder buses to accommodate short-journey.
These stops should be located within 10 minutes travel time from the light rail line.
Neighborhood TODs imply a lesser transit service to make an appropriate density in
order not to overcrowd the transport system (Calthorpe, 1993).
2
According to Transforming Cities with Transit, value capture is defined as “an opportunity to
generate revenues by capitalizing on the value created by infrastructure investments (often transit
and government-backed projects) by developing or selling property or collecting fees or taxes,”
(Suzuki, Cervero, & Iuchi, 2013).
TOD is a long-term project as it requires a long span of time from forming the
initial planning ideas to the execution and finalization. It is also a development
involving many stakeholders; community members, transit agencies, investors,
planners, different levels of governments and so forth. Therefore, within the time of
actualization, there is a high possibility that changes occur; in the political
arrangement, social life, also demographic profiles. The U.S. Department of
Transportation Federal Transit Administration (FTA) and the U.S. Department of
Housing and Urban Development (HUD) suggested organizing an action plan 3 as
guidance to achieve TOD’s targets. The action plan can also be utilized to check the
viability of the development objectives. According to Reddi (2010), arranging an
appropriate action plan would help to avoid the obstacles in TOD implementation
(FTA & HUD, 2008). The action plan will consider non-technical aspects and what
actions should be undertaken by public authorities and redevelopment agencies in
implementing TOD.
3
The action plan was mentioned in the 2008 Report to Congress: Better Coordination of
Transportation and Housing Programs to Promote Affordable Housing Near Transit from the U.S.
Department of Transportation Federal Transit Administration and the U.S. Department of Housing
and Urban Development.
The elements of TOD are identical with the ‘Smart-Growth’ ten basic
principles; that has already mentioned in Section 3.1. The difference would be in the
additional goal of TOD; which is to encourage people in using public transit (Reddi,
2010). The elements of TOD comprise five concepts: Density, Diversity, Design
Distance to Transit, and Destination (Chow, 2014), but the overall application is
similar to the following essential characteristics; that is, to recognize a place as a
Transit Oriented Development.
4
Performance capacity is generated from the data regarding amount of transit users, available
transportation modes, traffic congestion, density, available housing choices, infrastructure facilities,
land and housing values, etc.
5
From the article Infrastructure Financing Options for Transit-Oriented Development in the website
www.epa.gov. Retrieved on May 6th, 2016.
The first element of TOD principle is a compact and mixed land use
neighborhood; a combination of commercial, retail, residential and institutional
functions in a close proximity. The various uses are regarded as the enablers for the
area to grow. Compact mixed-use development aims to provide a wide range of
needs, for different kinds of people, in a close distance (www.itdp.org, May 15th,
2016). If the needs can be found in a short distance, people no longer need to go far
using their personal vehicles, and this approach can reduce the commute time and
pollution.
One thing that should be highlighted is, functions that are provided must be
balanced with the amount of people who live in the area or those who will use it.
Placing the different functions should conform to the local context, market demand,
as well as the goal which is to be achieved, in order that the development can be
considered efficient. Related with the liveliness topic in previous chapter, a compact-
mixed-use approach in developing neighborhood is expected to encourage various
activities at different times.
Figure 3.9 Walking and cycling are the activities projected in the realm of TOD.
Source: www.itdp.org
Other aspects that have to be fulfilled are the population and its mixture with
varied household size, age and income. The purpose is to provide a mix of housing
types, densities and costs in a compact, high dense development with multimodal
network (Reddi, 2010). In plotting the area to generate the appropriate density, the
proposal has to provide at least 140 dwelling units per hectare (www.itdp.org, May
15th, 2016). When designing a TOD, there will be areas that have the right to build
higher (floor area ratio). With a rapid transit station’s high capacity (about 2,000
passengers per route), the highest density could be placed in a radius of 400 meter.
Figure 3.11 High density should be balanced with high opportunity and significant
regional accessibility to major jobs and activity center as well.
Source: www.itdp.org
Transit Oriented Development does not work merely at one location; it needs
other places to be connected with, either by foot, bicycle, or other non-motorized
transport. The connection has to be direct. For walking and bicycling case, it also
need to be short and varied. This can be done by dividing large blocks into small
blocks by adding paths exclusively for pedestrians or bicycles among others.
From the concept to the implementation of TOD, a site may face many
challenges but different countries might encounter other difficulties. The following
are some of the challenges for a TOD to be implemented efficiently. First, land use or
zoning regulations are very complex and these are a critical part of the city planning
(Cervero, Ferrell, & Murphy, 2002). Therefore, if the TOD proposal does not match
with local land regulations, it is necessary to re-check the concept of TOD, whether it
meets the particularity of a site, or it should meet the related regulations being
amended (Carlton, 2007). Realizing Transit Oriented Development will involve and
affect many parties such as government, transportation departments, also local
communities. It is critical to discuss the concept altogether (Cervero, Ferrell, &
Murphy, 2002).
6
The presentation was Transforming Lives: Human & Cities in Jakarta, 25th February 2016. Michael
King works in Nelson Nygaard, a transportation planning firm in which he explained the street design
on the presentation.
From the description above, we can also point out the benefits expected from
TODs (reconnectingamerica.org, May 24th, 2016), which are;
4.1 Introduction
Fatmawati
Station
Figure 4.2 The chosen site area in Google Maps and reproduced
diagram showing the planned area of Fatmawati MRT Station. This thesis
will examine the area of building frontages and street in the selected area.
Source: www.maps.google.com; diagram reproduced by Author, (2016)
The street condition which developed on either side of the toll road is in the
form of a strip. It eliminates the concentration of activities directly on this road,
especially with the highrise office property development. This also resulted in urban
sprawl. Urban sprawl is caused by the separation of workplace (business district)
from residential areas. Although there are many houses located at the back of this
main road, they are not necessarily occupied by the same workers. The strip
development results in the expensive land price (see Figure 4.3).
Figure 4.3 The land price per square meter in T.B. Simatupang-
Kartini Corridor.
Source: smartcity.jakarta.go.id/maps.
With this condition, the Jakarta city government had planned to widen the
road. However, it can result in reciprocal action, where the provision of land for more
vehicles can trigger the addition of even more vehicle later on.
12 noon and 7 pm (Figure 4.4). On weekdays, traffic jams occur during the morning
rush hours (7am) and the rush hours after work (7pm) – marked by red and orange.
Congestion in the hours after work on a Friday is very serious, because the vehicle
from various workplaces wants to go home to a diverse area of residence.
With urban sprawl, the environment is also affected, and because the area
along the corridor is developed for business, land prices will become more expensive.
Furthermore, the developer tends to utilize the space as efficiently as possible,
although there are regulations about green space. As a result, the corridor, which is an
area that should be a water catchment area, is flooded, especially in 2014.
The typical traffic pattern certainly has an impact that prolonged the daily
experience of the corridor user. It is not comfortable to walk or to do activities
outdoors because of pollution, and there is also insecurity because of intensive
vehicular traffic. This could have an impact on TOD planning.
Figure 4.5 South Jakarta land use planning in Rencana Tata Ruang
Wilayah 2011- 2030.
Source: www.jakarta.go.id
Universitas Indonesia
Seeing the planned land use, the first layer along this road is mostly planned
to be developed as office, trade and services area (marked by purple and light purple),
as public and social service (marked in brown) and recreational green areas (marked
by light green, but, in the implementation, this area will be developed as part of
Fatmawati City Center). That is why this region is considered as another Central
Business District (CBD) in Jakarta by some people.
However, the office type in this area is different with the ones in Sudirman
Central Business District. Oil and gas, mining, pharmacies, consumer goods are the
types of offices in T.B. Simatupang, which mostly make the employees to work in
office during work hours. Unlike T.B. Simatupang, offices in Sudirman CBD area are
the financial centers and the main offices with similar activities and needs, such as
meeting. In SCBD’s kind of office, employees can walk from one building to another
according to their needs 7. Other differences are found in the pattern of development.
Sudirman CBD area is integrated in superblock district and can be accessed by
pedestrian, meanwhile, offices in T.B. Simatupang areas are not connected to each
other, and hence, it will be more convenient to be accessed with vehicles. Its
designation as an office or business area has resulted in large numbers of people who
come only at certain times, and fter working hours, the area will be empty.
7
Based on the discussion with Mr. Teguh Utomo Atmoko on February 2016. He is a lecturer on Real
Estate and Property in Architecture Department, Universitas Indonesia.
8
Chairman of Indonesian Chapter for Eastern Regional Organizational for Planning and Human
Settlements (EAROPH), 2014. The information is based on the website article from Planolog:
"Pembangunan Jakarta Bukan ke Selatan, tapi ke Timur" published by www.properti.kompas.com
Cushman & Wakefield, a commercial real estate services company did some
research in T.B. Simatupang and divided it into four major sections that indicate the
site’s opportunity and class. The first section is the most prominent one, followed by
the second, and so on. Section One is comprised of Pondok Indah-Fatmawati
corridor, Section Two is Fatmawati-Cilandak, Section Three is Cilandak-Tanjung
Barat, then Section Four is the Tanjung Barat-Pasar Rebo.
Fatmawati Hospital
Although it has been mentioned that the road functions are not only as
circulation, but also as a destination, T.B. Simatupang-Kartini corridor still
renders the circulation as the main role and the more dominant. Specifically,
the T.B. Simatupang corridor acts as the circulation area for motor vehicles.
In the macro scale, it can be seen that this corridor has a lot of network
connections with other paths. The position of the road that runs East-West
allows this corridor to be the main liaison for pathways towards North-South
for South Jakarta. The role of this corridor for vehicular circulation will also
increase with the Depok-Antasari toll road which is currently still under
construction. One example in the form of access that allows North-South
connections are through the arterials of T.B. Simatupang - Kartini, one can
access Pondok Indah, from Lenteng Agung. However, it is difficult to access
if it is not supported with vehicles or some kind of transportation modes.
b. Vehicular Path
There are not a lot of outdoor place in the corridor where people
themselves are destined to go. Most people who consider T.B. Simatupang as
their destination are most likely to have the activities indoors, for instance;
The MRT construction in Jakarta marks the plan of developing areas with a
Transit Oriented Development concept. The developments will be differentiated into
three types of zones; Central Business District Zone (Bundaran HI, Dukuh Atas,
Setiabudi, Bendungan Hilir, Istora, and Senayan), Garden City Zone
(Sisingamangaraja, Blok M), Southern Downtown Zone (Blok A, Haji Nawi, Cipete),
Figure 4.21 Site location: showing the development planning for MRT Station in
Fatmawati and T.B. Simatupang-Kartini Corridor.
Source: Dinas Tata Ruang DKI Jakarta, reproduced diagram by Author (2016)
4.4 Evaluating the TOD Principle in the T.B. Simatupang – Kartini Corridor
The proposal for Transit Oriented Development in the Fatmawati area has
already been published, but two years prior to the completion of MRT project, are the
surrounding areas ready yet? This evaluation is intended to see the readiness of the
The tangible factors are related to the physical reality of roads and buildings.
These uses are for a wide variety of people; the functions should be balanced
for those who will use it. Different businesses might be useful for one group;
other businesses might be beneficial for the others. In order to see how the
mixed-uses in the area; Table 4.1 below shows the mix of business activities.
Table 4.1 Various businesses in the area that could possibly bring different users.
From Table 4.1, it can be seen how the area is already comprised of
different kinds of businesses and other activities. However, in relation to a TOD’s
aims, these mixed uses are to encourage people to move without motorized
transport; in order to reduce environmental impact, and so forth. What I see is
missing here; is the area of living for workers that are still separated from the
workspace, therefore the needs to commute with private vehicle is still high. In
addition, the area also lacks public space for social interaction.
Walking and cycling are the transportation modes that are expected to be
predominant in accessing the compact and mixed use development. The elements
of building type and transport system are closely related. With a failure to keep
the mixed-use development compact, it will also be hard to encourage people to
walk. In the Jakarta MRT, the length considered comfortable for walking is 350
meters (five minutes), therefore, Figure 4.23 shows the distance of 350 meters
and multiples thereof from the station. The first in front of Graha Satria building,
the second zone (700 meter from the station) is in front of Cilandak Town Square,
the third zone (1050 meter from the station) is located in front of JGC building
and Emerald Apartment. Lastly, the fourth zone at Alamanda Tower is located
within the distance of 1400 meter.
c. Public transport
d. Density
With the transportation mode being developed, the area also obtains
additional building floor area. The approved floor areas of applicants in the City
Plan Sheets from December 2010 to April 2012 are 202.756 meter2 for housing
and 233.836 m2 for public buildings. Nevertheless, with the MRT Project in
Fatmawati, the area can acquire up to 609.456 m2 for housing and 503.638 m2 for
buildings, in order to densify the area (Dinas Tata Kota DKI Jakarta).
The streets are already connected, but the connections are meant for
vehicles. Currently, the proper network for walking and cycling is still missing.
People still put cars and motorbikes as their favorite modes of transport,
supported by the authorities or planners who favor vehicles as the main
Figure 4.25 Corridor section: in front of Cilandak Town Square and All Fresh
Source: Diagram by Author, using Street Mix application (2016)
Figure 4.26 Corridor section: in front of Graha Satria and Fatmawati Hospital
Source: Diagram by Author, using Street Mix application (2016)
The intangible factors are the non-physical aspects that may occur due to
the development of MRT Station in Fatmawati. Based on Jan Gehl theory of
outdoor activities, the actualization in the site would be:
b. Optional Activities
The optional activities are mainly seen in the lunch time, in which
people (mostly workers) go out from their office by walking to reach
the cafeteria, canteen, or kiosks (PKL – pedagang kaki lima) nearby
the office. Many of the people who work in the office will go to
Cilandak Town Square, but on the contrary, the employees in Cilandak
Town Square are going outside to eat in the kiosks. If the weather is
good, they will also chat outdoors, and for some – while smoking.
Figure 4.27 The kiosks in the street alleys are the places where optional and
social activities occur.
Source: Author’s documentation, (2016)
Even after the MRT is finished, T.B. Simatupang-Kartini corridor will still
be lacking at some activities to fill the requirements to be Transit Oriented
Development. However, there are opportunities that we can expect to improve the
quality of this corridor. One of these developments is Fatmawati City Center
(FCC). This development is anticipated to be for compact residential-commercial-
office use, and it will increase the number of residents around the MRT station
thus fulfilling the need for density and adding another opportunity.
Figure 4.28 Southern bird eye view of Fatmawati City Center: on planning, Agung
Sedayu Group (2014)
Source: www.fatmawaticitycenter.net
Figure 4.29 Linkway to Fatmawati Station from FCC, Agung Sedayu Group (2014)
Source: www.fatmawaticitycenter.net
5.1 Conclusion
Strip development and urban sprawl have been an urban problem since the
development of the suburbs in the USA in the 1950’s. Nodal developments are often
chosen to be the solution, both successful and failure as a result. The T.B.
Simatupang-Kartini Corridor is anticipating the change that could happen after the
Jakarta MRT Project is finished and a Transit Oriented Development implemented.
But if we look at today’s condition on site; is it possible for T.B.Simatupang-Kartini
Corridor to be a Transit Oriented Development? Are there any possible differences in
reality from the theoretical concept of a TOD?
To look at the possibility from the existence of TOD elements; in the present
condition, the corridors are missing the main aspects of Compact and Mixed Use.
Based on an average walking distance of 350 meters (5 minutes walking), in the
radius 700 meter from the MRT Station to Zone 2 at Cilandak Town Square, the area
does not have public space for people to interact. As for the mixed-use aspect, there
are so many job opportunities already, but the residents do not work in the office, and
vice versa, the workers do not live in the residences located in proximity of the
offices. Most of the reasons would be the expensive land pricing. Plans for Walk and
Cycle design is still far behind. The area has to improve access for walkability and
encourage people to cycle as well.
If the current condition is preserved, there are possible differences that will
occur in the implementation of TOD, related to public transport. Without an
improvement in behavior and attitude of people in relation to public transport in
Jakarta, the goal of TOD cannot be achieved. The future scenario would be that as
people get off from MRT, they would wave their hands to the angkot driver, then he
will pick them up!
With the current situation, the concept of Transit Oriented Development will
still able to be applied only if the following requirements are fulfilled by the MRT
Planning and Management, government, city planner, and the Fatmawati City Center
Developer. From the walking, cycling, and public transport aspects, it is necessary to
have unobstructed path for pedestrians, to establish bicycle paths and to encourage
bike-to-work movement at the same time. It is necessary to fix the public
transportation to have the exact schedule of departure and arrival, and to provide an
intermodal transport network to go to and from the Fatmawati MRT Station. To shift
the behavior of using private vehicles, the government and building owner could
work together to minimize the number of parking area in each building. Following
these criteria, we can also seek the future possibility of the establishment of
Fatmawati City Center, which will be located around 400 meters from Fatmawati
MRT Station. This development will have to be mixed; both in terms of the type of
functions and the kind of users. The project also should provide public space and
open access for people in the area, hence, the activeness and liveliness of the area will
be enhanced.
The transformation and the changes in liveliness will surely occur in T.B.
Simatupang-Kartini Corridor; as the area is developed into a compact, mixed use
neighborhood. There will be land use changes as it compromises with the need of a
new transit mode, for instance, from retail to park-and-ride areas, and so forth. The
land value will also increase, as the connectivity is increased. There will be more
activities outdoors and certainly a higher population increase with people coming
from the MRT Station. The question now is whether the space to encourage the good
transformation and liveliness will be provided or not and whether the local resident
will participate in the process.
It is also worth remembering the spatial context of this corridor, as an area for
vehicle movement will still be operating. An efficient and high quality public
transport system will make a big impact in managing the area’s growth to transform
the corridor’s capacity as a Transit Oriented Development.
In general, the site already start the development of the transit infrastructure
but the other elements that will support TOD have not yet improved. The
development of transit will certainly bring changes in an area, be it on street,
neighborhood, or city. But the developments have to compromise with the potential
of the area, the challenges, as well as improvement in every aspect as followed in the
principle of development. It is also necessary for all the stakeholders to understand
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