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UNIVERSITAS INDONESIA

TRANSIT ORIENTED DEVELOPMENT


AND STREET TRANSFORMATION

CASE STUDY:
T.B. SIMATUPANG-KARTINI CORRIDOR

UNDERGRADUATE THESIS

FARAH NABILLA PUTRI


1206221380

FACULTY OF ENGINEERING
DEPARTMENT OF ARCHITECTURE
INTERNATIONAL PROGRAM
JUNE 2016

Transit oriented..., Farah Nabila Putri, FT UI, 2016


UNIVERSITAS INDONESIA

TRANSIT ORIENTED DEVELOPMENT


AND STREET TRANSFORMATION

CASE STUDY:
T.B. SIMATUPANG-KARTINI CORRIDOR

UNDERGRADUATE THESIS

Proposed as one of requirements to obtain


Bachelor’s Degree of Architecture

FARAH NABILLA PUTRI


1206221380

FACULTY OF ENGINEERING
DEPARTMENT OF ARCHITECTURE
INTERNATIONAL PROGRAM
JUNE 2016

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Transit oriented..., Farah Nabila Putri, FT UI, 2016
Transit oriented..., Farah Nabila Putri, FT UI, 2016
ACKNOWLEDGEMENTS

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

Transit oriented..., Farah Nabila Putri, FT UI, 2016


the stress reliever despite were separated faraway. I should also mention
Afif, Naufan and Brega for always helping.
7. Randika, Ical, our little Kece-bongs, and BEM FTUI 2015 for sharing the
unforgettable experience and for showing me how to work professionally
as a family.
8. My friends, colleagues and seniors who are always ready to listen and help;
Kosan Mars Squad - Kak Isti, Kak Wismu, Kak Irwin, Kak Rufi, Kak
Amira, Kak Rendy, Kak Chute. Rifda, Yesha, Aisyah, Arsyandi, Husein,
and Willy, thank you.
9. Anyone who I could not possibly mention in this acknowledgement. Thank
you very much for all the support and the inspiration.

Sincerely,

Farah Nabilla Putri

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Transit oriented..., Farah Nabila Putri, FT UI, 2016
ABSTRACT

Name : Farah Nabilla Putri


Student identification number : 1206221380
Field of Study : Architecture
Title : Transit Oriented Development and
Street Transformation
Case Study: T.B. Simatupang – Kartini Corridor

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.

Key words: Transit Oriented Development, Street, Physical Elements, Liveliness

Strip development dan urban sprawl telah lama menjadi masalah


perkotaan. Seringkali bentuk perkembangan memusat (nodal development) dipilih
untuk menjadi solusi penyelesaian masalah tersebut. Koridor T.B. Simatupang –
Kartini saat ini sedang mengantisipasi perubahan yang dapat terjadi setelah Proyek
Mass Rapid Transit (MRT) Jakarta rampung dan Transit Oriented Development
(TOD) diimplementasikan. Namun, apabila melihat kondisi lapangan saat ini,
apakah mungkin Koridor T.B. Simatupang – Kartini dikembangkan sebagai
kawasan Transit Oriented Development? Apakah akan terdapat perbedaan antara
kondisi nyata dan konsep teoritikal? Dengan pentingnya konteks pada masing-
masing ruang kota, tentunya akan terdapat banyak perbedaan dalam proses
penerapan TOD pada koridor T.B. Simatupang - Kartini, baik pada transformasi
fisik maupun non-fisik (liveliness). Hingga saat ini, koridor tersebut mengalami
perkembangan secara linear, namun kedepannya akan dikembangkan secara
memusat untuk menjadi kawasan yang compact dan memiliki berbagai fungsi
(mixed-use). Skripsi ini akan membahas kondisi jalan menjelang selesainya proyek
MRT Jakarta berdasarkan teori mengenai jalan dan Transit Oriented Development.
Pertanyaannya kini ialah; apakah perkembangan kawasan ini akan mendorong
transformasi yang baik, serta apakah liveliness akan hadir dengan adanya TOD.
Kata kunci: Transit Oriented Development, Jalan, Elemen Fisik, Liveliness

Transit oriented..., Farah Nabila Putri, FT UI, 2016


TABLE OF CONTENTS

TITLE PAGE .............................................................................................................. i


PAGE OF AUTHENTICITY STATEMENT ......................................................... ii
PAGE OF AUTHORIZATION .............................................................................. III
ACKNOWLEDGEMENTS ..................................................................................... iv
STATEMENT OF CONSENT FOR PUBLICATION OF ACADEMIC USE ... vi
ABSTRACT .............................................................................................................. vii
TABLE OF CONTENTS .......................................................................................viii
LIST OF FIGURES ................................................................................................... x
LIST OF TABLES ................................................................................................... xii
CHAPTER I INTRODUCTION ................................................................................ 1
1.1 BACKGROUND ..................................................................................................... 1
1.2 ISSUE ................................................................................................................... 3
1.3 OBJECTIVE .......................................................................................................... 3
1.4 SIGNIFICANCE OF STUDY ..................................................................................... 4
1.5 SCOPE OF WRITINGS............................................................................................ 4
1.6 METHODS ............................................................................................................ 4
1.7 FRAMEWORKS ..................................................................................................... 5
1.8 WRITING STRUCTURE.......................................................................................... 6
CHAPTER II STRIP DEVELOPMENT, STREET AND LIVELINESS ................. 7
2.1 STRIP DEVELOPMENT .......................................................................................... 7
2.1.1 Urban Sprawl: Cause and Impact .............................................................. 8
2.1.2 Land Use ..................................................................................................... 9
2.2 STREET AND ROAD ............................................................................................ 10
2.2.1 The Roles and Elements of Street.............................................................. 11
2.2.2 The Liveliness on Street ............................................................................ 17
CHAPTER III TRANSIT ORIENTED DEVELOPMENT ..................................... 19
3.1 TRANSIT ORIENTED DEVELOPMENT (TOD) ...................................................... 19
3.1.1 Smart Growth Concept ............................................................................. 22
3.1.2 Levels of TOD .......................................................................................... 23
3.2 PRIOR TO TRANSIT ORIENTED DEVELOPMENT .................................................. 25
3.2.1 Development Oriented Transit .................................................................. 25
3.2.2 Rapid Car Ownership ............................................................................... 26
3.2.3 Auto-Oriented Transit ............................................................................... 27
3.2.4 Joint Transit/Transit-Related Development .............................................. 27
3.3 IMPLEMENTING TRANSIT ORIENTED DEVELOPMENT ......................................... 28
3.3.1 Elements of Transit Oriented Development .............................................. 29
3.3.2 Challenges on Implementing Transit Oriented Development ................... 35
3.3.3 Benefit Expected from TODs..................................................................... 35

Transit oriented..., Farah Nabila Putri, FT UI, 2016


CHAPTER IV STUDY CASE: T.B. SIMATUPANG-KARTINI CORRIDOR .... 37
4.1 INTRODUCTION ................................................................................................. 37
4.2 T.B. SIMATUPANG - KARTINI CORRIDOR AS STRIP DEVELOPMENT .................. 39
4.2.1 Land Use ................................................................................................... 41
4.2.2 Roles and Elements in T.B. Simatupang-Kartini Corridor ....................... 45
4.3 JAKARTA'S PLAN ON TRANSIT ORIENTED DEVELOPMENT ................................. 56
4.4 EVALUATING TOD PRINCIPLE IN T.B. SIMATUPANG - KARTINI CORRIDOR ...... 59
4.4.1 Tangible Factors ....................................................................................... 60
4.4.2 Intangible .................................................................................................. 67
4.4.3 Additional Development: Fatmawati City Center .................................... 69
CHAPTER V CONCLUSION ................................................................................ 72
5.1 CONCLUSION .................................................................................................... 72
5.2 FURTHER SUGGESTION FOR FUTURE RESEARCH ............................................... 75
REFERENCES ........................................................................................................ 76

Transit oriented..., Farah Nabila Putri, FT UI, 2016


LIST OF FIGURES

Figure 2. 1 Strip developments along Route 28 in New Hampshire. .......................... 7


Figure 2. 2 Traffic as impact of urban sprawl, Jakarta................................................. 8
Figure 2. 3 Street sections showing pedestrian and vehicular path............................ 12
Figure 2. 4 Illustration: an example for arranging pedestrian elements. .................... 14
Figure 2. 5 Street as circulation: fully occupied by vehicles, Shanghai .................... 15
Figure 2. 6 Street as destination; the change of sidewalk use, Philadelphia .............. 17

Figure 3. 1 General depiction of TOD by Peter Calthorpe ........................................ 20


Figure 3. 2 Calthorpe’s Urban TOD scheme with light rail line ................................ 23
Figure 3. 3 Neighborhood TOD scheme .................................................................... 24
Figure 3. 4 Secondary Areas in proximity to transit stop .......................................... 24
Figure 3. 5 Ebenezer Howard’s diagram.................................................................... 26
Figure 3. 6 The principles of Transit Oriented Development according to ITDP ..... 30
Figure 3. 7 Differences between urban sprawl and compact development................ 30
Figure 3. 8 Diagram showing an example to place mixed-use in a neighborhood .... 31
Figure 3. 9 Walking and cycling: activities projected in the realm of TOD .............. 32
Figure 3. 10 The public transportation role................................................................ 33
Figure 3. 11 High density should be balanced with high opportunity ...................... 33
Figure 3. 12 Connect the areas and shift the focus from automobiles ....................... 34

Figure 4. 1 Location of T.B. Simatupang-Kartini Corridor within Jakarta scope ..... 37


Figure 4. 2 The chosen site area in Google Maps and reproduced diagram .............. 38
Figure 4. 3 The land price per square meter in T.B. Simatupang-Kartini Corridor ... 39
Figure 4. 4 Traffic conditions along the overall T.B. Simatupang Corridor.............. 40
Figure 4. 5 South Jakarta land use planning in RTRW 2011-2030............................. 41
Figure 4. 6 T.B. Simatupang-Kartini Corridor's detailed zoning in RDTR 2030 ....... 42
Figure 4. 7 Four major sections in T.B. Simatupang ................................................. 44
Figure 4. 8 Circulation scheme in T.B. Simatupang-Kartini Corridor....................... 45
Figure 4. 9 Possible access from and to T.B. Simatupang-Kartini Corridor ............. 46
Figure 4. 10 Pedestrian movement in T.B. Simatupang-Kartini Corridor ................. 47
Figure 4. 11 Pedestrian elements and quality on site (Part 1) .................................... 48
Figure 4. 12 Pedestrian elements and quality on site (Part 2) .................................... 49
Figure 4. 13 Toll access in T.B. Simatupang Corridor .............................................. 51
Figure 4. 14 Vehicular movements in T.B. Simatupang-Kartini Corridor ................ 52
Figure 4. 15 Vehicular types that circulate in T.B. Simatupang-Kartini Corridor..... 53
Figure 4. 16 Diagram showing public and private areas in the Corridor .................. 54
Figure 4. 17 Places on site.......................................................................................... 55
Figure 4. 18 Cilandak Town Square; the main destination ........................................ 56
Figure 4. 19 MRT Jakarta Planning ........................................................................... 57
Figure 4. 20 Regional planning for MRT Jakarta: Fatmawati Station ....................... 58
Figure 4. 21 Development planning for Fatmawati Station in the corridor ............... 59
Figure 4. 22 Existing Use ........................................................................................... 61
Figure 4. 23 350 meter distance from Fatmawati MRT Station ................................ 63

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Figure 4. 24 Public Transportation in T.B. Simatupang Corridor ............................. 65
Figure 4. 25 Corridor section: in front of Cilandak Town Square and All Fresh ...... 67
Figure 4. 26 Corridor section: in front of Graha Satria and Fatmawati Hospita ........ 67
Figure 4. 27 The kiosks in the street alleys ............................................................... 68
Figure 4. 28 Fatmawati City Center; on planning ...................................................... 70
Figure 4. 29 Linkway to Fatmawati Station from Fatmawati City Center................. 70
Figure 4. 30 Siteplan for Fatmawati City Center ....................................................... 71

Transit oriented..., Farah Nabila Putri, FT UI, 2016


LIST OF TABLES

Table 1. 1 Table of Undergraduate Thesis’s Framework ....................................... 5

Table 2. 1 Walking distance referenced by other transit agencies ...................... 21

Table 4. 1 Table of businesses in the area ............................................................ 61

Transit oriented..., Farah Nabila Putri, FT UI, 2016


CHAPTER I

INTRODUCTION

1.1 Background

The street plays an important role in the development of the city; it is an


infrastructure that enables people and goods to commute from one place to another. It
marks the boundary between the circulation and habitation, but moreover, it can be a
place where people form their mental image of a place. Sometimes a street
summarizes so many stories behind neighborhood life. Streets are the places that
attract people. People traverse streets on their way home, or even to stop on the pass.
A street then becomes a place with opportunity to increase economic activities and it
has the capacity to draw people to do their business there. As a result, while
experiencing a city, we can see many developments along the streets, especially the
main ones. This phenomenon also occurs in Indonesian cities and neighborhoods.
Alongside the main street, there are buildings with various scales and functions,
aiming to serve both public and private. Walking down the street, it is astonishing to
see how a development along the city streets could bring liveliness to the
neighborhood. The street distinguishes one place from another.

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.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


To avoid urban sprawl, planners try to propose a pattern of nodal development
or a compact and mixed-use development that includes various functions to
discourage people from using automobiles. The mixed-use community assembles
entertainment areas, services and residential areas in close proximity to one another
to enhance pedestrian activity. This kind of development is also expected to bring
back the community life by gathering people in the pedestrian-oriented retail strips.
One example of a well-known nodal development is the Transit Oriented
Development (TOD), where the developments are focusing around a transit station
(Suzuki, Cervero, & Iuchi, 2013).

A similar idea is being developed in Jakarta, Indonesia. Every day, in Jakarta,


people start early to go to their workplace or schools, due to the many miles that
separate their homes and workplaces. The lack of public transportation that serves
routes in Jakarta also makes people prefer to bring their private vehicles, and with
this, congestion becomes inevitable. Trying to answer the need for adequate
infrastructure for the vehicles, the government widened the roads and added toll roads
that connect the outer and inner parts of Jakarta. The government also developed the
bus rapid transit (Transjakarta) and commuter lines to provide people with other
options for travel. However, it does not solve the transport problem, because it cannot
reduce the use of private vehicles, and the developed routes are mainly served the
North-South corridors while the East-West corridors remain lacking. By 2008, with
congestion that characterizes everyday life in Jakarta worsened, Jakarta’s
Government establishes PT Mass Rapid Transit Jakarta to develop the mass transit
projects (www.jakartamrt.com, April 15th, 2016) Since the establishment of the MRT
by itself would not be able to solve the whole congestion problem, the area around
the MRT stations will be developed as a Transit Oriented Development. TOD is also
expected to enhance the neighborhood liveliness.

The T.B. Simatupang-Kartini Corridor in South Jakarta has experienced many


development processes, from the road widening to toll roads, and then awaiting the
construction of the MRT station and TOD area (under construction, from 2013). With

Transit oriented..., Farah Nabila Putri, FT UI, 2016


the new developments that are expected to finish in 2018, there will be significant
changes that will occur in the T.B. Simatupang neighborhood in terms of physical
elements and non-physical qualities (liveliness).

1.2 Issues

The idea of nodal development is really different in comparison with linear


development hence there may be several land use changes. The case of T.B.
Simatupang-Kartini which faces the shifting processes of these kinds of development
is an interesting site for analytical purpose. T.B. Simatupang-Kartini is one of the
main street corridors in Jakarta which runs parallel to the toll road (Jakarta Outer
Ring Road). It is considered to be a well-accessed corridor. Developing property
along the road is promising, although the traffic congestion is still unavoidable.
However, with the MRT Stations along the corridor, there may be some
transformations in the future.

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 aims to understand how the development of


transportation modes can make a shift in urban land use and neighborhood liveliness,
especially those neighborhoods exposed to the street. By understanding the street and
Transit Oriented Development elements, the triggers to street liveliness and the
context in T.B. Simatupang-Kartini Corridor, I hope to provide predictions regarding
TOD plan in the area and give suggestions or evaluation for the future.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


1.4 Significance of the Study

This undergraduate thesis will contribute in urban design disciplines, in the


context of how a street as urban element experience changes with the shifting process
of development. A street does not merely provide access and movement, but also
liveliness. In order to prevent faulty adoption of Transit Oriented Development
initiative, the study of street context and further understanding about TOD are
needed. The discussion in this undergraduate thesis will be focused upon the main
street that will be housing the Transit Oriented Development, as a change from the
previous ribbon development.

1.5 Scope of Writing

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 –

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Kartini corridor as an example of a main street that has developed linearly, but in the
future will be housing the Transit Oriented Development. To understand about land
use and government plan, the related Rencana Tata Ruang Wilayah and Rencana
Detail Tata Ruang will be one of my literature researches as well. In addition, I will
also use the Panduan Rancang Kota Pengembangan Koridor MRT Jakarta Tahap I
regarding the plan of TOD in T.B. Simatupang-Kartini Corridor.

1.7 Framework

Table 1.1 Table of Undergraduate Thesis Framework

Transit oriented..., Farah Nabila Putri, FT UI, 2016


1.8 Writing Structure

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.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


CHAPTER II

STRIP DEVELOPMENT, STREET AND LIVELINESS

2.1 Strip Development

Strip development is a linear pattern of development along a major roadway,


ridge lines, coastlines, or canals. It is also known as ribbon or linear development
(dataurbanist.com, May 25th, 2016). The strip that will be discussed in this thesis
refers to the road corridor.

Figure 2.1 Strip developments along Route 28 in New Hampshire.


Source: plannersweb.com

Characterized by the concentration of buildings along both sides of the road,


some buildings in strip development could also have prominent parking lots that are
noticeable from the roadway. This condition varies in different countries, for
instance; in the UK and USA, parking is usually placed at the rear of “High Street”
and “Main Street”. Moreover, the buildings are often equipped with large commercial
signage (dataurbanist.com, May 25th, 2016). This kind of development is one of the
forms of city growth that would cause urban sprawl.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


2.1.1 Urban Sprawl: Cause and Impact

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).

The affordability of motor vehicles resulted in a high rate of vehicular


ownership in the community. With vehicles and improved infrastructure, it seems
easier to access many places, even faraway places. People also notice that road is an
area that has the high potential to be seen and visited, since it provides access;
therefore people choose to open businesses along the roadways (Cahyadi, 2014).
Both of the above situations promote linear development. Along with lower land
rates, rise in standard of living, rise in population growth and lack of urban planning,
these factors triggered development that latter leads to urban sprawl (Kukreja, 2016).

Figure 2.2 Traffic as an impact of urban sprawl, Jakarta.


Source: www.eastbysoutheast.com

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

Transit oriented..., Farah Nabila Putri, FT UI, 2016


then is the increased traffic. Furthermore, health and environmental, public
expenditure, and social life will also be impacted by urban sprawl (Kukreja, 2016).
The solution often proposed in dealing with strip development is to develop a set of
planning policies regarding land use and urban consolidation that encourage compact
development (dataurbanist.com, May 25th, 2016).

2.1.2 Land Use

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,

Transit oriented..., Farah Nabila Putri, FT UI, 2016


and minimum plot area, 4) exterior minimum requirements for infrastructure, and 5)
control from negative externalities, incentives and disincentives, licensing,
supervision, enforcement (Indonesian Institute for Infrastructure Studies, 2016).

2.2 Street and Road

According to Origins: A Short Etymological Dictionary of Modern English,


the word “street” is derived from Latin stratum or strata which means ‘a paved road’
(Partridge, 2006). It also means ‘to pave’ – derived from Latin sterne (Kostof, 1992).
The term “street” is often confused with the term “road”. Originally, “road” refers to
the word ‘ride’ from ridan and a derivative rad; meaning ‘the act of riding’ and
hence, ‘a journey’ (Partridge, 2006). The divergent use of these terms has been
applied since the Middle Ages. “Road” is more related as the manner in which people
travelled and for the time being, the term “street” particularly referred to paved ways.

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

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equally. The term that will be mainly used in this undergraduate thesis is “street”,
along with its designation as a space for people, and arteries for traffic (Sadik-Khan,
2012).

2.2.1 The Roles and Elements of Street

The “street” is the major infrastructure that has to fulfill complex


requirements as follows: to meet people’s needs for living, working, and commuting.
It is possible that there might be conflicts emerging in fulfilling these needs. Street is
mainly understood as an infrastructure to accommodate transit needs, but in fact, the
role of street does not stop there. Streets are also shared public spaces – one of the
most important, but most of them are contested and at the same time; ignored
(www.pps.org, May 5th, 2016). Throughout histories, streets were not merely
performed as primary zones for vehicles and goods transportation. From the
beginning of civilization, street has held the influential character of the public realms.
It is the place where social, commercial, and political events were held (www.pps.org,
May 5th, 2016). Therefore, in this thesis, streets are considered to have the role as a
circulation (pedestrian path and vehicular path) and as a destination.

This section will explain the functions of the street; it includes:

2.2.1.1 Circulation

“The street is an entity made up of roadway, usually a


pedestrian way, and flanking buildings,” (Kostof, 1992).

Street circulation is seen as the most visible and important use of a


street. Street can be well-functioning as a provider of circulation when the
movement is unrestricted (Sadik-Khan, 2012). The users of the street for
circulation are not merely cars, buses, motorcycles, but also people as
bicyclists and pedestrian. Movement in the street should not be obstructed by
poorly-managed infrastructure, nor hindered by other actors’ paths that
overlap with one another. For its role as circulation, streets are distinguished

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into two parts: a pedestrian path and a vehicular path. Aside from these two
general paths, there is a third distinction related to bicycle paths, bus lanes,
lay-by for trucks, handicap loading zone, and so forth.

Figure 2.3 Street sections showing pedestrian and vehicular path.


Source: Arkonin (2016), with slight changes to clarify the image by
author.

a. Pedestrian Path

The pedestrian path is located on one side or generally on both sides


next to vehicle lanes. Other names that also refer to pedestrian path are
sidewalk footpath, pavement and so forth. This section is very important
because the pedestrian path serves traffic purpose with the designation for
walkers, while it also often paired with bike lanes. According to James Taylor
Chair in Landscape and Livable Developments – the University of British
Columbia, the priorities for movement should be arranged within this order;
people on foot and those with disabilities, people on bicycles, public transport
vehicles and stops, then lastly, cars and other motorized vehicles (James
Taylor Chair, 2007).

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There are some elements in the pedestrian area that we need to pay
attention to; in regard to the National Association of City Transportation
Officials (NACTO), U.S. Since pedestrian and vehicle lanes lay side-by-side,
pedestrians should be protected from any vehicular harm, therefore; 1) in
separating these lanes, sidewalks may put up at slight changes in height
compared to the road level. 2) The areas in-between pedestrian-vehicle lanes
are considered as buffer areas, usually marked by providing trees or bushes.
Not only trees provide safety, they also shade pedestrian areas – moreover, the
buildings next to it. Vegetation can also be used to reduce pollution exposure
to the pedestrian. 3) Bicycle lanes can be located next to buffer zones. 4) To
connect the buffer zone with the roads, and to provide accessible way for
pedestrian and bicyclists, curb ramps are important (National Association of
City Transportation Officials, 2012).

5) Following the cycle track; benches, lighting and signage as street


furniture then positioned as furniture zone. 6) As the pedestrian path aims to
provide accessible throughway for people, pathways that free from
obstruction are primary. The width of this zone is around 8–12 feet
(approximately 2.5–3.6 meter) wide 1, and the surface has to be even. 7)
Pedestrian paths are adjacent to the buildings in the surrounding areas of street
directly. Sometimes, there are areas where buildings need extension, so that a
section of frontage zone might appear. 8) Additionally, at places that provide
transit stops, bus shelters should be positioned at the edge of the walkway
(National Association of City Transportation Officials, 2012).

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.

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The underlined parts in the paragraphs above mark the elements in the
pedestrian section of the street. In developed countries, as the concern towards
eco-sustainable design has already been raised, the accessibility for people
with disabilities is also one of the main important features in pedestrian path
design.

Figure 2.4 Illustration: an idealized example for arranging pedestrian elements.


Source: nacto.org

b. Vehicular Path

The vehicular path is another main element in transport design and


urban infrastructure. It is usually considered as the most important element in
a street; it is placed in the middle of the section of the street. The vehicular
path functions in its role as a road; as a place for vehicular movement, to alow
for people movement, as well as goods. In many places, vehicle lanes are
bustling with commute activities all day long and traffic volume is increased
during peak hours (nacto.org, May 23rd, 2016).

The roads for circulation are classified in terms of a hierarchy; of


which are arterial roads (major routes that connects major centers, serve on
the main transportation modes, for long-distance travel, high average speed),

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collector roads (serve collectors or divider transportation modes, with
medium-distance trips and medium average speed), and local roads (serve
local transportation modes in short-distance travel, low average speed) –
based on Law of the Republic of Indonesia Number 22 Year 2009 regarding
Traffic and Road Transportation.

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.

Figure 2.5 Street as a circulation boulevard: fully occupied by vehicles, Shanghai.


Source: www.wikipedia.com

2.2.1.2 Destination: A Place of Social and Commercial Encounter

“Our society once created many different types of streets. A


street was not just a conduit for moving cars and trolleys
through, but also a place in its own right for socializing,
entertainment, commerce, and for civic expression.

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Pedestrians (and their natural allies, the cyclists) ruled.”
(Dover, in Benfield, 2013)

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.

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Figure 2.6 Street as destination; the change of sidewalk use, Philadelphia
Source: www.citylab.com

2.2.2 The Liveliness on Street

“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

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are general activities that must be done regularly (a routine) in everyday life.
The participants in an activity have no option other than to perform this
activity; therefore, this is the kind of activity is independent from the outdoor
space’s quality. This group relates mostly with the walking activity. The
examples of these activities are; going to school, work, waiting for bus, and so
forth (Gehl, 1987).

b. Optional Activities

This type of outdoor activity can be done if there are opportunities to do


so. These activities are not as necessary and will be performed based on the
people in the outdoor’s will. Unlike a necessary activity, this group of
optional activities depends on the condition of outdoor space; if the exterior
conditions are favorable, then the participants are able to be engaged in these
activities. Sitting, sunbathing, taking a walk to enjoy fresh air are the
examples of this passive activity (Gehl, 1987).

c. Social Activities

The social activities depend on the presence of others in the outdoor


space. This activity is a 'resultant' activity of the necessary and optional
activities, in which social activities will not directly happen if the necessary
and optional activities do not occur in a good circumstance. An example of
this activity is to communicate and greet each other as well as communal
activities (Gehl, 1987).

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).

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CHAPTER III

TRANSIT ORIENTED DEVELOPMENT

3.1 Transit Oriented Development (TOD)

“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).

To “develop” means to cause (something) to grow or become bigger or more


advanced (www.merriam-webster.com, April 25th, 2016). The result of an act of
“develop” is “development”. The simple meaning of “development” is the state of
being created or made more advanced (www.merriam-webster.com, April 25th, 2016).
In this thesis, the term “development” can be related to the act of improving or
broadening. It may also refer as the result of ‘developing’; a product (could be a
place, street, or neighborhood) that has been improved.

Transit Oriented Development (TOD) is a concept developed by Peter


Calthorpe in the 1990s, which is defined as:

“A mixed-use community within an average 2,000-foot walking


distances of a transit stops and core commercial area. TODs mix
residential, retail, office, open space, and public uses in a walkable

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environment, making it convenient for residents and employees to
travel by transit, bicycle, foot, or car,” (Calthorpe, 1993).

Calthorpe graduated from Yale Graduate School of Architecture and has


developed his interest in an extensive range of work since then; from community-
related architecture to energy efficient designs (www.calthorpe.com/peter-calthorpe,
April 26th, 2016). In the diagram below; it shows how the land uses are arranged. It
entails a reachable transit stop and commercial center within 2,000 feet
(approximately 600 meter) from the housing area.

2,000 feet =
609 meter

Figure 3.1 General depiction of TOD by Peter Calthorpe.


Source: The Next American Metropolis, p. 56

According to the Institute for Transportation and Development Policy,


Indonesia (ITDP Indonesia), in 2013, they have launched TOD Standard to create a
more broad understanding of the definition. The concept is defined as a pattern of
development that maximizes the benefit of the public transit system and also
explicitly focuses on humans. TOD implies the high quality process of planning and
designing the spatial pattern and territories to support, facilitate and prioritize not
only the users of public transport, but also the walking and cycling as the most basic
transportation mode (www.itdp-indonesia.org, May 20th, 2016).

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Many opinions are discussing about how far the comfortable walking distance
is. Calthorpe Associates (1993) mentioned the distance between the mixed-use area
and transit is within 2,000 feet (approximately 600 meter). Dittmar, in The New
Transit Town: Best Practices in Transit Oriented Development (2004) argued that the
optimal walking distance between transit stop and a place of employment is within
500 to 1,000 feet (150 to 300 meter). According to O’Sullivan and John Morrall in
Transportation Research Record: Journal of the Transportation Research Board
(1996), in a survey of walking distance guidelines used by North American
companies, it is stated that general walking distance in Canada and U.S. is about five
to ten minutes walking or 400 to 800 meter (www.fairfaxcounty.gov, June 26th, 2016).

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.

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3.1.1 Smart Growth Concept

Transit Oriented Development is one of the applied concepts and elements of


‘Smart-Growth’; an urban planning and transportation theory developed in the 1990s,
which intention is to relieve significant impacts of city sprawl (Tregoning, in Li Yu,
2007). The development of ‘Smart-Growth’ supports economic upturn, environment
health and community life (Maryland Department of Planning, 2015). They aimed to
have a sustainable, compact development and building design, walkable, and
concentrated growth in neighborhoods – with more open space for a better and
efficient use of land and resources. A similar idea of this development is also known
as a ‘Compact City’ in European countries.

According to Maryland Department of Planning (2015), there are ten basic


principles that guide ‘Smart-Growth’ approach in urban development as explained by
the Smart Growth Network. Those principles are:

1) Mix land uses


2) Take benefit of compact building design
3) Provide a variety of chance and choices for housing
4) Generate a walkable neighborhood
5) Increase the ‘sense of place’ by promoting the particularity in community
6) Maintain and preserve the natural environment, e.g. open space, farmland
7) Strengthen the communities by direct – hands on involvement
8) Offer a range of transportation choices
9) Create a thorough development decisions; predictable, fair, and cost effective
10) Encourage collaboration between the community and stakeholders in deciding
the development.

In short, to pursue the vision of ‘Smart-Growth’, TODs need to be located


efficiently, have sufficient density, and enough resources to balance the need with the

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density; thus, it may support convenient transit service within the adjacent
community (Belzer & Autler, 2002).

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.

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Figure 3.3 Neighborhood TOD scheme
Source: The Next American Metropolis, p. 57

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).

Figure 3.4 Secondary Areas in proximity to transit stop


Source: The Next American Metropolis, p. 60

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The Secondary Area is located within a mile from the transit stop. Even so,
the Secondary Area is integrated with residential, school, park and office functions
into an accessible structure with convenient access. It is still close enough to bike and
walk, and it has multiple direct street and bicycle connection to transit stop
(Calthorpe, 1993).

3.2 Prior to Transit Oriented Development

Prior to the 1990s when Transit Oriented Development theory emerged,


‘transit’ was already related strongly with ‘development’ because they support each
other. Development is a key for a successful transit, and vice versa. The fact that the
history regarding the relationship between transit and land use development started
long ago is proven by the existence of several terms and concepts before TOD. These
incidents below are based on United States’ transit history, which are:

3.2.1 Development Oriented Transit (1900s)

The term Development-Oriented Transit emerged in the early 20th century


when transit acted as ‘the enabler’ for real-estate development. The development
was already there and transit systems were added to provide connections between
the workplaces and residential areas, which enabled neighborhood improvements.
Transit systems were expected to encourage growth for the neighborhoods they
facilitated. In this development, transits were more likely built to serve the
developments, rather than vice versa (Belzer & Autler, 2002). The type of transit
systems included the Tube System in London, The Subways in New York, as well
as the railroads.

An example is Ebenezer Howard’s satellite cities, known as “Garden


Cities”. It is depended on developing the railroads and the Tube System to
commute into Central London from the suburbs (Carlton, 2007).

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Figure 3.5 Ebenezer Howard’s diagram, showing city principle for growth
with inter-municipal railway
Source: www.marthabianco.com

3.2.2 Rapid Car Ownership (1940s)

There are major disinvestments in public transit development post-World


War II in the U.S. and it was the beginning for automobile to dominate (Carlton,
2007). Roads became the preferred transportation infrastructure in United States
in the 1930s, and development was no longer dependent on public mass transit.
The decline of public transport was marked by rapid possession of cars which had
become more affordable and it made the car as the primary transportation mode.
Witnessing the decreased interest in public transport, developers got out of the
business of building transportation systems (Belzer & Autler, 2002). The
popularity of car ownership also led to the development of the suburb.

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3.2.3 Auto-Oriented Transit (1970s)

As congestion worsened by the decline in transit use and increased in car


ownership, the U.S. government began to prepare for a good urban transportation
in order to set a healthy environment in the cities. Transit systems were still being
developed and built primarily to lessen congestion, while it also anticipated the
users that might come with their private cars rather than taking public transport.
This movement to continue public and private transport is also known as park-
and-ride; characterized by large parking area in many train stations. Some of the
public transits were not located conveniently and it lost its role as a connector
between neighborhoods. In addition, it did not successfully portray the potential
of transit since they neglect the neighborhood revitalization (Belzer & Autler,
2002). Most of these systems failed to achieve their goals in maintaining transit
ridership and fell short of relieving congestion, since automobile preferences
remained high (Carlton, 2007).

3.2.4 Joint Transit/Transit-Related Development (1970s and 1980s)

There was a price to pay following the failure of Auto-Oriented Transit.


Therefore, transit agencies and the federal government in the U.S. tried to find
additional revenue from leasing the disused transit agency-owned land. The
transit authorities still maintained the parking areas while they also started to
establish small real estate leasing departments. A joint development between
transit agency and real estate developers occurred. This kind of development
partnership attempted to capture the land value – or in economic terms, value
capture 2. The studies in 1970s have shown that this related development between
transit agencies and real estate developers made it possible to draw people back to
the cities and increase the intensity of people using mass transit (Carlton, 2007).

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).

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Transit merely became an ‘additional element’ of the development
process. The projects were focused on generating profit and financial purpose
rather than embracing the opportunity of transit to work simultaneously with the
adjacent development (Belzer & Autler, 2002). Although these developments
could increase the use of mass transit, they were not able to fulfill their entire
potential in reducing auto-dependence as well as being unable to bring an
appropriate mixed uses in neighborhood (Belzer & Autler, 2002).

3.3 Implementing Transit Oriented Development

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.

The first action plan would be the synchronization between different


stakeholders and making sure each one of the parties work meticulously on their

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.

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respective parts. The communication environment between the community,
institution and government has to be supportive and coordinated (FTA & HUD, 2008;
Suzuki, Cervero, & Iuchi, 2013).

Secondly, it is crucial to develop the characteristics, parameters and


performance capacity 4 of the TOD. According to the U.S. Environmental Protection
Agency, “Particularity is important, parameters help stakeholders to know the aspects
that must be achieved in order to produce the goals of the plan, and the performance
capacity will help to provide facilities needed in order to support the existing and
future possibilities” 5.

The possibility of TOD plan can be implemented depending on context. To


avoid future troubles, the stakeholders need to consider the local context by checking
the applied regulations and checking the existing conditions before executing the
TOD proposal. Since there are possibilities that the proposal could not meet with the
site conditions, it is wise to prepare for alternatives following with an argument for
pros and cons (FTA & HUD, 2008; Reddi, 2010; Suzuki, Cervero, & Iuchi, 2013).

3.3.1 Elements of Transit Oriented 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.

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Figure 3.6 The principles of Transit Oriented Development according to ITDP.
Source: reproduced diagram, based on www.itdp.org

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.

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Figure 3.7 A different illustration between urban sprawl and compact development.
Sprawl, without proper public transit – encourages high dependency on automobiles.
Source: www.itdp.org

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 3.8 The diagram above shows an example to place mixed-use in a


neighborhood. The different uses could be placed horizontally or vertically.
Source: www.itdp.org

To encourage people to walk and cycle requires a friendly environment for


mass transit, pedestrians and bicycles. Therefore, it is necessary for the streets to be
continuously comfortable and safe to walk along. The infrastructure has to meet with
the needs of pedestrian, for instance; provide safety and greeneries as shading, a
paved walk, outdoor sitting areas, signages, lighting, and so forth (as mentioned in
Section 2.2.1.1). Wider sidewalk widths are desirable in some areas, such as in
commercial and office area, where there is the potential for large pedestrian activities
(Calthorpe, 1993).

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Bicycle lanes and parking facilities should be one of the elements in transit
stations (Suzuki, Cervero, & Iuchi, 2013). To foster safety for the walkable
neighborhood, there should be a speed limit that forces vehicles to slow down in a
mixed-use pedestrian zone. Related with mixed-use and compact development, it is
necessary to provide destinations that are reachable without cars so that there is
motivation for people to commute by foot or by cycle in the area (Calthorpe, 1993).

Figure 3.9 Walking and cycling are the activities projected in the realm of TOD.
Source: www.itdp.org

The next element is public transportation. The word “public” in ‘public


transportation’ indicates that it should be fully accessible and inclusive. A way to
encourage people to use public transport is the availability of adequate access to
reach the public transport modes. Therefore, transit lines should be able to reach
various places so that everyone gets equal access to non-motorized transport. The
station also needs to be reachable by foot or bicycle, or by another public transport
system (e.g. feeder bus). In addition, punctuality, travel time, and sufficient capacity
of public transport can also invite passengers (www.itdp.org, May 15th, 2016).

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Figure 3.10 The public transportation role is to serve as another option for travelling;
aside from using private vehicles.
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

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Figure 3.12 Connect the areas to one another and shift the focus from automobiles to
public transport and walking.
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.

Besides, we do not want to repeat the mistakes of the Auto-Oriented Transit


Development, which failed to encourage people to use public transit. Therefore, the
main focus for development should be shifted to people, bicycles and transit. The
existing outdoor open spaces that were once being used the most by vehicles must
shift into a comfortable transit way to be used by pedestrians and cyclist, while
maintaining effective parking management around the transit stations. In a
presentation in Jakarta, Michael King of Nelson Nygaard argued that: “This can also

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be done by taking tariff on parking, and change the numbers of the 'minimum parking
requirements' on buildings and roads to 'maximum'.” 6

3.3.2 Challenges on Implementing Transit Oriented Development

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).

TOD is a comprehensive development, so that it requires large scale


investments. Second, another main challenge is the funding. Public funds may not be
sufficient to finance the whole project and may need to share the burden with private
partnerships or use other fund generating techniques (Suzuki, Cervero, & Iuchi,
2013). Sometimes, despite the intentions to implement the TOD, the local economy
may not be suitable for implementation (Boarnet & Compin, 1999).

3.3.3 Benefit Expected from TODs

A TOD is seen as a comprehensive resolution for growing regions (Calthorpe,


1993). It was also explained in The New Transit Town: Best Practices in Transit-
Oriented Development (Dittmar & Ohland, 2004) that TODs have the potential to
provide an improved quality of life for residents by reducing transport expenditure.

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.

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At the same time, TODs are expected to manage stable mixed-income
neighborhoods. TOD also adds to the neighborhood value with lessen environmental
impacts by giving alternatives to traffic congestion (Dittmar & Ohland, 2004).

From the description above, we can also point out the benefits expected from
TODs (reconnectingamerica.org, May 24th, 2016), which are;

1) Reduce the intensity of driving in a household, therefore decrease


traffic congestion and air pollution,
2) Healthier lifestyle by the establishment of walkable
neighborhood,
3) Increased transit ridership and revenue,
4) Potential for added value through increased and/or sustained
property values where transit investments have occurred,
5) Improved access to jobs and economic opportunity, and
6) Various choices of mobility that can reduce automobile-
dependence and transportation costs.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


CHAPTER IV

STUDY CASE: T.B. SIMATUPANG – KARTINI CORRIDOR

The chosen site is located in T.B. Simatupang – Kartini Corridor, Cilandak


Barat, South Jakarta. The site is chosen due to its role as main street that has
developed linearly. In the future, T.B. Simatupang corridor will be affected by the
TOD planning. The range and limitation for this study case is situated between the
under construction-Fatmawati MRT Station up to a radius of one kilometer towards
the Eastern side, and it ends on a branch road approaching Pangeran Antasari Road.
The distance is selected in accordance with the estimated walking time of 20 minutes
(approximately one kilometer).

4.1 Introduction

Fatmawati
Station

Figure 4.1 Location of T.B. Simatupang – Kartini Corridor within


the scope of South Jakarta.
Source: www.maps.google.com

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The site is located in Kelurahan Cilandak Barat, Kecamatan Cilandak, South
Jakarta. Until June 2015, of Cilandak population reached up to 204.937 inhabitants,
with an area of 18.2 km2 hence a density of 11.230 people/km2. With this number, it
is reasonable that the MRT station will be built in this area. T.B. Simatupang - Kartini
corridor is classified as arterial road and in the middle of these lanes, there is the
Jakarta Outer Ring Road (Toll JORR). This corridor connects the East and West part
of South Jakarta. The toll road connects the region with Tangerang, Jakarta, Bekasi,
Depok and Bogor which makes it one of the busiest southern access roads.

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)

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4.2 T.B. Simatupang – Kartini Corridor as Strip Development

The development along T.B. Simatupang - Kartini corridor has developed


very rapidly. In accordance with the description in Chapter 2, the characteristics of
the corridor are very close to the strip development in character. Businesses are
developed along the major roadway, and furthermore, the growth pattern results in
land expansion in a linear shape towards the periphery. To access this path, using a
vehicle is the best way possible, especially for people who just need to come to one
particular destination (for example, office workers who just need to go to a specific
office). The use of cars requires parking lots, most of which are positioned on the
front of the building or in separate parking garages.

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).

Site location: TB Simatupang Corridor

Figure 4.3 The land price per square meter in T.B. Simatupang-
Kartini Corridor.
Source: smartcity.jakarta.go.id/maps.

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The purpose of showing the high land price is that highrise residential
buildings are the result for a TOD that combines living and working activities.
Furthermore, over the long travel distance, communities are becoming dependent on
the automobiles. With the population growth and unstoppable urbanization in Jakarta,
there are a lot of people who experience this kind of dependency. Vehicles flood in
the streets at rush hours, mostly in the morning (to workplace) and evening (to go
home). At those particular times, the increasing volume of vehicles will then lead to
traffic congestion.

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.

Figure 4.4 Traffic conditions in T.B. Simatupang–Kartini Corridor


Source: www.maps.google.com; diagram reproduced by Author, (2016)

The above diagram illustrates the congestion in the corridor of T.B.


Simatupang-Kartini on Monday, Friday and Sunday (seen from left to right), at 7 am,

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41

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.

4.2.1 Land Use

Figure 4.5 South Jakarta land use planning in Rencana Tata Ruang
Wilayah 2011- 2030.
Source: www.jakarta.go.id

Universitas Indonesia

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Figure 4.6 T.B. Simatupang – Kartini corridor’s detailed zoning in
Rencana Detail Tata Ruang Kecamatan Cilandak 2030.
Source: www.jakarta.go.id

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The purple tints in the zoning marked the zone of office, trade and services,
while the light purple marked the same use but in lower floor area ratio.

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.

According to Bernardus Djonoputro 8, the South Jakarta area was originally


designated as a residential area and water catchment area. East Jakarta, West Jakarta
and North Jakarta were the actual areas intended to be the business regions
(property.kompas.com, 2014). However, with its potential to become a strategic area,

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

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offices began to emerge on the sides of the street, resulting in strip development. This
region is regarded as strategic as a result of its close proximity to various facilities, an
extensive range of property development in the area, excellent accessibility that could
connect to the northern and southern of Jakarta, direct linkage to toll road (JORR),
and possible future improvement of access by Jakarta MRT. Also, T.B. Simatupang
possesses a good concentration of expatriates (Cushman & Wakefield, 2015).

Figure 4.7 Four major sections in T.B. Simatupang


Source: Cushman & Wakefield: Property Market Outlook 2016

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.

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4.2.2 Roles and Elements T.B. Simatupang-Kartini Corridor
4.2.2.1 Corridor for Circulation

Cilandak Town Square


Talavera Office Park

Fatmawati Hospital

Figure 4.8 Circulation scheme in T.B. Simatupang–Kartini Corridor


Source: Diagram by Author, (2016)

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.

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Figure 4.9 Possible access from and to T.B. Simatupang–Kartini Corridor
Source: Diagram by Author, (2016)

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.

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a. Pedestrian Path

To understand the condition of the pedestrian area in the region, I


conducted field research as a pedestrian. The pedestrian paths in the T.B.
Simatupang-Kartini corridor are actually halted by the building's driveway or
road vehicles, and not every roadside can be considered as pedestrian path due
to its poor quality. In addition, there are also lots (kavling) limitation and
fences that restrict pedestrian paths. However, since it has to be illustrated, the
paths that can be reached by pedestrians in exploring the corridor are more or
less like the diagram below:

Figure 4.10 Pedestrian movements in T.B. Simatupang–Kartini Corridor


Source: Diagram by Author, (2016)

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For the pedestrian quality and pedestrian element will be explained
through the pictures below:

Figure 4.11 Pedestrian elements and quality on site (Part 1)


Source: Author’s documentation, (2016)

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Figure 4.12 Pedestrian elements and quality on site (Part 2)
Source: Author’s documentation, (2016)

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Part 1 and Part 2 Captions:

• Picture 1a-1b: The pedestrian path is obstructed.


• Picture 2a-2b: The sidewalk is in the same level with vehicle lanes.
This could be dangerous for pedestrian if the vehicles move in
high speed.
• Picture 2c: The sidewalk level is too high compared with the road,
approximately 40 centimeter. This condition is inconvenient for
pedestrian, and inaccessible for people with special needs.
• Picture 3a-3c: The sidewalk level is just right. However, there are
no buffers between pedestrian lane and vehicle lanes; except the
height. There are trees and bushes, but they were used to separate
pedestrians from the private realms of buildings, instead of
separating pedestrian and the automobiles.
• Picture 4a: The sidewalk is buffered with fences to keep pedestrian
safe.
• Picture 4b: The fences obstruct the pedestrian path; hence people
establish an opening between the fence’s bars.
• Picture 5a: Bicycle lane is located within the vehicular path. The
speed difference between bicycle and automobiles may cause
inconvenience to both.
• Picture 6a: There should be a curb ramp to provide everyone easy
access after crossing the road (including for those with
disabilities). However, there are no curb ramps.
• Picture 7a: Fatmawati bus shelter.
• Picture 7b: A bench is located in front of Alamanda Tower.
• Picture 7c-7d: Pedestrian bridge in front of Emerald Apartment
and JGC Building. The infrastructure condition is poor.
• Picture 8a-8b: The sidewalk widths are too small (approximately
45 centimeter) while there are also gutter beside them.

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• Picture 9a: One of the very few areas where people can cross the
traffic corridor.

In this traffic corridor, pedestrian paths exist, but the infrastructure is


not properly maintained and it is disconnected in many areas. When the
condition is compared to the constituent elements of the pedestrian path that is
discussed in Chapter 2, the elements in T.B. Simatupang-Kartini corridor do
not have good quality to support pedestrian activity.

b. Vehicular Path

Figure 4.13 Toll access in T.B. Simatupang Corridor


Source: Diagram processed by author and Wismu Sadono, (2016)

The special aspect of T.B. Simatupang-Kartini corridor is the toll


access (Jakarta Outer Ring Road) in-between the arterial road. Not only does

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the corridor provide access towards the northern and southern part of Jakarta,
but the corridor also provides access for vehicles that move towards East and
West. The toll road has several entrances and exits along the corridor, but in
the chosen site, there was only one entrance (Fatmawati 1 Gate) and one exit
(Cipete-Pondok Labu Gate).

Figure 4.14 Vehicular movements in T.B. Simatupang-Kartini corridor.


Source: Diagram by Author, (2016)

There are various kinds of transportation modes, both public and


private that move in this corridor, namely private cars, private motorcycles,
ojek (motor taxi), online motor taxi (GoJek, Grab Bike), taxi, APTB
(Angkutan Perbatasan Terintegrasi Busway), Angkot (a type of public
transportation in minibus shape), usually serve for a short or medium distance
travel. However, the departure time is undetermined, and the system is
pursues deposits (kejar setoran). Kopaja (bus, however the departure time is
also undetermined) and in the future there will be Mass Rapid Transit (under
construction).

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Figure 4.15 Vehicular types that circulate in T.B. Simatupang-Kartini corridor.
Source: Author’s documentation, (2016)

Public transportation in this area does not have a particular place to


depart and stop. They can stop anywhere they want. This condition could be
considered as a form of ease in transporting for the users, yet at the same time
it creates congestion. Angkots are the kind of public transport that are likely to
cause traffic congestion, because they are trying to get as many passengers as
possible and could stop all of a sudden, on any part of the road. Ojeks often
stay next to the sidewalk to wait for customers. These conditions are not
preferable if we want to achieve an efficient use of street.

4.2.2.2 T.B. Simatupang-Kartini Corridor as a Destination

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;

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work, study, shop, and so forth. This has something to do with the
characterization of a place; whether it is public or private. In the diagram
below, the buildings in the first layer (the buildings right next to the corridor)
cannot be considered as a fully public space. Most of the buildings are offices
that are private, in which not everyone is allowed to enter, especially if they
have no business related with the office. Some others are commercial or
service businesses that are privately owned, in which people have to pay some
amount of money to be able to experience the place. They are also
inaccessible 24/7. Currently, there is a green space (Fatmawati Golf Center);
that is also a private space. And soon, this green site will be transformed into
a private realm of Fatmawati City Center, a new development by Agung
Sedayu Group. However, this site still manages to have Fatmawati Hospital, a
public facility that is open for everyone.

Figure 4.16 Diagram showing public and private areas in T.B.


Simatupang-Kartini Corridor.
Source: Diagram by Author, (2016)

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Figure 4.17 Places on site.
Source: maps.google.com, Diagram by Author, (2016)

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For people who work in the area, Cilandak Town Square and warungs
(kiosks) or pedagang kaki lima (PLK) are semi-public destinations to go to
during lunch time. The warungs and PLK are located in the small alleys;
between the office buildings.

Despite of its status as a commercial area, Cilandak Town Square is


successful in drawing people in. On Tuesdays and Wednesdays, there are
1,200 people who came to this entertainment center (the number is based on
the fully occupied parking lot in Cilandak Town Square). As for the weekend,
at least three-quarters of the parking lot areas are occupied.

Figure 4.18 Cilandak Town Square; the main destination.


Source: maps.google.com

4.3 Jakarta’s Plan on Transit Oriented Development

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),

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and Gateway Zone (Fatmawati and Lebak Bulus). Each of the zones has its own focal
point for development. In the Urban Design Manual of MRT Jakarta Corridor
Development by Urban Planning Department, Jakarta, the general aim of establishing
a TOD concept is to vitalize the urban space, create a sense of place, emphasize
pedestrians while taming the automobile, and organize land use to support transit (PT.
MRT Jakarta, 2010). In order to achieve these goals, the mission for Gateway Zone is
to foster residential development to encourage more transit users, optimize the
transportation modes towards Central Jakarta, foster mixed-use functions, distribute
the continuation of journey to the origin areas, and add some functions and facilities
that encourage transit activities and pedestrian comfort (PT. MRT Jakarta, 2010),
(Figures 4.19 and 4.20).

Figure 4.19 MRT Jakarta Planning, development for phase one is


marked by the blue colored thick line.
Source: Dinas Tata Ruang DKI Jakarta (2010)

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Figure 4.20 Regional planning for MRT Jakarta: Fatmawati Station.
Source: Dinas Tata Ruang DKI Jakarta (2008)

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The plans for TOD area in Panduan Rancang Kota Pengembangan Koridor
MRT Jakarta Tahap I by Dinas Tata Ruang DKI are focused in the radius of 350
meter, only covered the focal layer from the MRT station. However, this
undergraduate thesis will also discuss the developed area further than 350 meter
(about 5 minutes walking) from Fatmawati station, in the approximate travel distance
of 20 minutes walking, about one kilometer.

In Fatmawati station area, the limit radius of development plan is translated to


the boundary lines of the last circulation that is on, or adjacent to the area of a radius
of 350 meter. The limitation also considers the similarity of the district’s activities
and characteristics. This area of the development plan (marked by the dotted line) is
subject to regulatory provisions that are managed in Panduan Rancang Kota
document.

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

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nearby area (T.B. Simatupang-Kartini Corridor as the main street) to be developed as
TOD, and to see if there are different elements in reality apart from the theoretical
ones. The evaluation is based on the elements, both physical and non-physical aspects
related to the TOD described in the previous Chapter: Transit Oriented Development.

4.4.1 Tangible Factors

The tangible factors are related to the physical reality of roads and buildings.

a. Compact and Mix Use

A development can be considered as compact and mixed-use when it


manages to have a combination of various uses: commercial, residential,
office, recreational and institutional located close to each other. In Figure 4.22
below, the buildings along the corridor already have those different functions,
although some are still missing. The yellow zone is residential area; mainly
houses with low floor area ratio. The buildings marked with thick purple are
offices; the places that can be utilized as work space for people who live
nearby, or as a place that will attract people to come regularly for work. The
light purple ones are commercial areas: such as Cilandak Town Square and
All Fresh. These provide for daily necessities and entertainment needs;
therefore, a mall invites people who live nearby to come for shopping and
entertainment. The magenta colored buildings are residential with high floor
area ratio, these contain a higher density. The blue refers to Fatmawati
Hospital that is fully open for public. Pink buildings are school; yet, in this
area, the schools are private. Lastly, the green area supposed to be parks or
green space for public. Unfortunately, the private Golf Course will be
developed as Fatmawati City Center – a mixed-use residential, office and
retail facility.

Transit oriented..., Farah Nabila Putri, FT UI, 2016


Figure 4.22 Existing use.
Source: Diagram by Author, (2016)

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.

Building Office Types of Business


Graha Satria Raksa Mega Utama Shipping
Elok Sejati Utama Communication Contractor
Satriamukti Arthatama Construction
Cititrans Tour & Travel
Asiamas Interpro Tour & Travel
Wisma MRA Harper's Bazaar Indonesia Media
Ferarri Automotive
MRA Group Media & Lifestyle
Haagen Daaz Food & Beverage
D'Brasco Factory Outlet D'Brasco Fashion
Moschaict Fashion
Batagor Cuplis Food & Beverage

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The CEO PT. Voffice Service
Bank DKI Bank
Graha Saptaindra Sapta Indra Sejati Coal Mining Contractor
Dianlia Setyamukti Coal Mining Contractor
Food, Beverage &
Cilandak Town Square Various Tenants
Entertainment
Matahari Department store
Ak sa ra Bookstore
Foodhall Supermarket
Gold's Gym Sports
Cilandak Sport Center Sports
Lamborghini Jakarta Lamborghini Jakarta Automotive
Emerald Apartment - Apartment
Talavera Office Park Holcim Indonesia Material
Weatherford Mining
Shell Indonesia Oil & Gas
Actavis Indonesia Pharmacy - Marketing Office
Darma Varia Laboratoria Pharmacy
Titis Sampurna Oil & Gas
Happy Fresh Online Shopping
Alamanda Tower Saipem Indonesia Material
Trimatra Tatagraha Material
Bank NISP Bank Office
Professional Offices Lawyers, etc
Sekolah High Scope Education
Sekolah Cikal Education
Sovereign Plaza Titis Sampurna Oil & Gas
Fratekindo Industrial Tools
Monroe Consulting Group Consultant
Bank Mandiri Bank
Desa Altel JTI Mandiri IT
Cekatan Energy Mandiri IT
JGC Indonesia Japan Gasoline Indonesia Oil & Gas
All Fresh All Fresh Fruit Market, Supermarket
Jasrelax Reflexology Body Treatment
Mobi88 Mobi88 Automotive
Kinarya Selaras Kinarya Selaras Piranti Service
Shell Shell Petrol Station
Apartment, Office &
Fatmawati City Center (Plan) Fatmawati City Center
Entertainment

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Fatmawati Hospital Fatmawati Hospital Health
Indomaret Indomaret Convenient Store
Pertamina Pertamina Petrol Station
Kiosk in the Alleys - Food & Beverages

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.

b. Walk & Cycle

Figure 4.23 350 meter distance from Fatmawati MRT Station


Source: Diagram by Author, (2016)

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The elements of pedestrian area that can encourage walkability have
already been mentioned in Section 4.2.2.1.a. It can be seen how the existing
infrastructure in T.B. Simatupang-Kartini corridor does not meet the requirements
for a good and safe pedestrian path. The sidewalk conditions were not constructed
evenly, making the sidewalks sporadic, therefore uncomfortable and dangerous.

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.

Successful implementation of this concept requires a transition from the


dependency towards vehicles to walking activity. This transition will help to
eliminate the traffic congestion, loss of open space, the cost of road maintenance
and public health services. However, within 350 meter to 700 meter from the
station, pedestrian facilities cannot be said to be adequate. Related with compact
and mixed use development, the activities of walking and cycling are also highly
related to the existence of primary and secondary public transport.

c. Public transport

The availability, accessibility, and inclusivity of public transport in Jakarta


are still below expectations. Actually, as mentioned in Section 4.2.2.1.b, there are
various types of public transportation in Jakarta: KAI commuter line, Transjakarta
(busway), APTB (feeder bus), Angkot, taxi, motorcycle taxi, online motorcycle

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taxi, and Bajaj. However, these transit systems are not well connected with each
other and they also could not reach various places. For instance, if one would like
to go to Depok (in the southern part of Jakarta) from T.B. Simatupang, it cannot
be done by train because there is no rail and transit stop in the corridor. It is
caused by the unevenness of public transport distribution. In Jakarta’s
transportation system; compared to the North-South axis, it is harder to access the
East-West area.

Figure 4.24 Public transportation in T.B. Simatupang


Source: Diagram by author and Wismu Sadono, (2016)

In the T.B. Simatupang – Kartini Corridor, not every types of public


transportation can be found. The mass transportation such as commuter line
and Transjakarta are not available. Commuter lines span from Bogor to
Jakarta Kota, but there is no direct access for the East-West areas (for instance

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to Bekasi on the East and to Bintaro-BSD on the West). These could also be
the reason why there are too many people commuting in T.B. Simatupang
with their private cars. The available public transports in the area are APTB
bus, Kopaja, Angkot, taxi, as well as motorcycle taxi. However, these kinds of
public transport do not have timetable and station. Therefore, they do not
foster the citizens to walk because the system allows them to wait then get
picked up.

d. Density

The density in Cilandak is 11,230.6 people per square kilometer. If we


take a look at Figure 4.22: Existing Use, this area contains a lot of opportunity,
especially for retail outlets or office. These building functions can make this area
high density, due to the number of employees during the day. Meanwhile, the
higher density near TOD areas also means that the residential areas should be
intensified. The existing condition today, in the first layer of T.B. Simatupang-
Kartini Corridor, there is only two towers of high rise residential, which actually,
could be increased.

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).

e. Connect & Shift

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

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consideration in designing cities. In T.B. Simatupang-Kartini Corridor, this desire
is also fulfilled by providing lots of parking areas in front with underground
parking garage for each building. With this kind of movement, the shifting in the
main transportation mode from motorized transport to the non-motorized ones
still has a long way to go.

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)

4.4.2 Intangible Factors - Liveliness

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:

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a. Necessary Activities
The necessary activities mostly seen outdoor in T.B. Simatupang-
Kartini corridor would be people waiting for public transport in the
morning and in the afternoon, before and after they work. These
activities occur in the transportation shelter and sidewalks of the
corridor. Some would be seen walking, either alone or in a group.
However, the necessary activities are still lacking because most of the
people go to their office by vehicles. This condition is fostered by the
linear street pattern and the lack of appropriate infrastructure for
pedestrian.

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)

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c. Social Activities
Social activities do not have a formal place to occur in the area. There
is no specific place where people can meet other people outside the
building, except at the kiosk (warung), which is why kiosks in the
small alleys became the main public space between office building.

We can expect many pedestrian on the sidewalks in T.B. Simatupang-


Kartini corridor once the MRT project is finished. There will be a lot of people
using MRT to come to the neighborhood, either to work or to play. Nevertheless,
the condition today does not show a similar atmosphere. The liveliness in this site
is poor; outdoor activities rarely occur in the main street. Arguable; the lack of
public space occurs because there is no space for activities and interaction, except
for Cilandak Town Square (Citos).

4.4.3 Additional Development: Fatmawati City Center

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.

Fatmawati City Center is the development by Agung Sedayu Group with a


“One-Stop Living” concept. It is located approximately 400 meters from the
future Fatmawati MRT Station and will have direct linkway to the station (Figure
4.29). This superblock will be featured with 8 Apartment Tower, 6 Condominium
Tower, 5 Office Tower, a Shopping Center and a five-star Hotel that will be
located within walking distance and also linked through underground walkway

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(www.fatmawaticitycenter.net, June 22nd, 2016). Nevertheless, the process should
be supervised meticulously. In its plan, this super block is aiming to occupy the
whole site area of Fatmawati Golf Center; meanwhile, 40 per cent of the land
should be devoted for the public park, according to the DKI Jakarta Regulations.

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

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Figure 4.30 Siteplan for Fatmawati City Center, Agung Sedayu Group (2014)
Source: www.fatmawaticitycenter.net

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CHAPTER V
CONCLUSION

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!

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The connectedness between transport and activities also has not been achieved
yet, especially for pedestrians. As for the transport shift, nowadays people still
identify cars and motorbikes as their favorite modes of transport. This preference is
supported by the authorities or planners who favor vehicles as the main consideration
and hence it will be hard to change the transit system. The density of the area is
already well known, considering the number of working people would be increased
with the number of passenger arriving by MRT. However, the improvement in the
MRT station will be redundant if the area does not provide housing to support TOD.
As for the current liveliness conditions; there are no significant outdoor activities in
the T.B. Simatupang – Kartini Corridor that can be considered as the support for
neighborhood’s liveliness. Currently the pedagang kaki lima (PKL) are the only
element of liveliness beside Cilandak Town Square, the problem will be related to a
lack of public space and buildings that are not integrated with each other.

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.

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Of course, since context does matter, there are lots of differences will emerge
by the implementation process of TOD. Some of the concerns will caused by the
problems faced by developed countries, such as a lack of regional coordination,
inadequate policies and regulations, inconsistencies in the planning instruments,
neglected urban design at the neighborhood and street level, technological problems,
and lastly financial constraints. During the implementation of the TOD, facing these
problems could lead to technical tolerance and neglect of the ultimate goal of a TOD
development.

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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fully about the plan. Otherwise, an area cannot be said developed as a TOD, and
furthermore, the term will only be a concept that cannot portray the benefit.

5.2 Further Suggestion for Future Research

The challenge to designing the Fatmawati TOD is dependent on a master plan,


rather than a single development. The next step would be an urban design analysis of
the different layers of transport and possible functions, both at the macro scale to
consider the toll roads (the connection between Jakarta Inner Ring Road and Jakarta
Outer Ring Road) and at the micro scale to see how each side of T.B. Simatupang
corridor could be connected. There also needs to be a concern for developing a
Transit Oriented Development in a tropical climate, as the theories would be different
with TODs in non-tropical countries. Furthermore, consider how to create an urban
identity for the corridors with MRT development.

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