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Connecting facilities of several modes of
transportation with transit-oriented development
approach
To cite this article: T Agustina et al 2021 IOP Conf. Ser.: Earth Environ. Sci. 878 012036
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The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
1
Connecting facilities of several modes of transportation with
transit-oriented development approach
T Agustina*, S P Eni, R Ismanto and U Ulinata
Architecture Study Program, Universitas Kristen Indonesia, Jakarta, Indonesia
*tutiagustina51@gmail.com
Abstract. Jakarta is one of the cities in Indonesia that has a very high level of traffic jams. So it
takes several alternative transportation so that congestion can be reduced. DKI Jakarta Provincial
Government provides a solution by creating several mass transportation facilities including Mass
Rapid Transit (MRT), Light Rail Transit (LRT), Soekarno-Hatta Airport trains, TransJakarta
buses, and the Jabodetabek Commuterline. In order to make it easier for transportation users to
use it, a connecting facility is needed so that it makes it easier for users to choose the mode of
transportation. The research entitled Connecting Facilities of several modes of transportation
with Transit Oriented Development Approach used qualitative descriptive method by collecting
data from journal article, observation to research location, interviews with users. After the data
has been collected, analysis is carried out in order to obtain a complete picture of characteristics
and conditions that exist, so that a basic program for planning and architectural design of the
Dukuh Atas Interchange Station building can be compiled. This research produces a design of
connecting facility that integrates between modes to move users from one mode of transportation
to another without leaving the station so that it is more effective and efficient.
1. Introduction
Population growth is expected to increase two-fold in some countries in Asia, including in Indonesia
[1]. Population growth and also industrial and trade economies is a characteristic feature of urban
development in countries [2]. Jakarta is a city that is the centre of government, economy, culture and
transportation where it becomes a metropolitan city and has always experienced increased population
growth [3]. The number of people in Jakarta causing burden on the city and intercity transport systems
provided increased so that it takes the addition of adequate mass transportation [4]. Some of the modes
of transportation currently available are Commuter Line, Busway, Monorail, MRT, Bus Shelter. Several
researchers conducted studies related to how to design a mode of transportation with Transit Oriented
Development approach. Susetyarto conducted research using an observational method that analyses the
application of land use and zoning regulations, observing patterns the movement of people from the
starting point to the destination point, analysing the conditions of urban facilities and infrastructure that
produce a Transit Oriented Development design that implementing an intensive land use zone and a
cultural heritage building zone, having green open space, and having pedestrian corridors that are safe
and comfortable for persons with disabilities [5]. However, this study does not consider connecting
facilities in its design. Chan and Nakamura use ten principles in designing Transit Oriented
Development but can only be applied in developed countries such as the United States of America
(USA), New York and Hong Kong due to different conditions and research locations [6]. So, it is
necessary to think about a design of Connecting Facilities of several modes of transportation with Transit
The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
2
Oriented Development in the area around Dukuh Atas, Central Jakarta. Transit Oriented Development
is a multi-purpose, compact, and walkable environmental design which encourages people to stay nearby
and use public transportation [7]. Hope, Transit Oriented Development in the area around Dukuh Atas,
Central Jakarta is one of the solutions and innovations provided by the Government to accommodate
population mobility, solve problems such as traffic jam reduction, and become a meeting point for
several modes of transportation in the area around Dukuh Atas, Central Jakarta so that there is increased
mobility in the area. The construction of integrated stations between modes is an ideal solution because
the integrated station will allow users to move from one mode of transportation to another, without
having to exit the station.
2. Methods
The method used in the study titled Connecting Facilities of Several Modes of Transportation around
Dukuh Atas Area, Central Jakarta with TOD Approach is to use descriptive, documentative and
comparative methods. Descriptive method is carried out by collecting data from literature studies taken
from national and international journal articles to be used as a reference in designing a Connecting
Facilities of several modes of transportation with Transit Oriented Development in the area around
Dukuh Atas, Central Jakarta, collecting data from related agencies , interviews with users of mass
transportation, observations of research locations by analysing the conditions of the research location,
existing and future transportation modes, circulation, and analysing the activities of mass transportation
users. Documentative method which is to document the pictures from research location that being used
in preparation of this research. Comparative method is conducting a comparative study of the building
of an existing integrated station or integrated station from browsing internet. The first, TOD Shinjuku
Station in Japan which is one of the main transit nodes in Japan. The convergence of several transit
networks divides the area around the station into several districts. In Shinjuku, there is a commercial
area on the east side and a business and government administration area on the west side. The two areas
are divided by railways, but at the same time the front-station area connects the two areas [8].
Figure 1. Planning conditions.
Figure 2. Planning conditions.
Shinjuku Station's underground area connects the east and west by creating underground passageways
and underground shopping malls that take advantage of the area on Tokyo's Marunouchi Metro Line
and provide underground access to the surrounding area as well as an above-ground network created by
pedestrians and artificial lands on trains at Shinjuku Takashimaya. Department Stores and Commercial
Zones to the south connecting areas that being cut off by stations. Construction of the bus and taxi
terminal that is connected with Shinjuku Station is also underway.
The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
3
Figure 3. Shinjuku station underground network.
To eliminate the separation of areas on various levels (underground, at ground level and above ground),
the planning also secures the visual connection of the underground and above-ground areas through a
sunken garden in the front rotary station at Shinjuku Station. West Entrance, a pavilion staircase at
Shinjuku station's South Entrance and beyond. Planning underground and above ground centred on large
spaces, a public space called Mosaic Hill has also been built between the city and high-volume blocks
to provide a comfortable environment for pedestrians.
The second, TOD in Rotterdam, the Netherlands [9] can be seen from the function of an area in the city
of Rotterdam, namely the Blaak area which is a mixed area function, both commercial, residential and
office functions. In this area there is also a train station that connects Rotterdam with other cities and
has a train line that functions as a metro or subway line that forms a network between areas within the
city of Rotterdam. The Blaak area has public spaces in the form of plazas and parks which are used by
the community to spend time outdoors. Every Tuesday and Saturday, the plaza is used to sell daily
necessities at a relatively affordable price. There is a bicycle parking area for bicycle users who are in
transit and want to continue their trip to another place. The Blaak area has pedestrian and bicycle paths
that make it easy to move without using a motorized vehicle. The third, TOD in the City of Sacramento,
United States, which has a concept that includes a long-term plan by considering transit movements
using the light rail mode but still limiting development around the transit area by implementing the
directed TOD concept. The application of TOD will reduce the greenhouse effect and create a
comfortable and healthy atmosphere by supporting movement without motorized modes [10]. From the
data that has been collected, identification and analysis is carried out to obtain a complete enough picture
of the characteristics and conditions that exist, so that it can be arranged a Foundation of the Planning
Figure 4. Shinjuku Station-front area above
the Ground Walkway.
Figure 5. Plaza in front of Shinjuku station.
The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
4
and Architectural Design Program of Dukuh Atas Interchange Station building which will result in a
design of Connecting Facilities of several modes of transportation with Transit Oriented Development
in the area around Dukuh Atas, Central Jakarta.
3. Results and discussion
Before conducting the research, the researchers gathered literature studies of similar projects in several
countries where it applied the concept of Transit Oriented Development. The research site is in Dukuh
Atas which is located at the central point of Jakarta. This area is an area left behind by development
along Thamrin/Sudirman road due to its location in areas crossed by rivers and railways and the dense
housing and areas with complex land use rights. On the other hand, even in the current state, transit
nodes with roads and trains and the like that connect in all directions are important. Moreover, it is
expected to increase in line with the commencing of MRT and Airport Railway services, and Elevated
BRT and in the next few years there is LRT, can increase the development potential of Dukuh Atas as
Transit Oriented Development. Currently, the Dukuh Atas area is separated into 4 regions by canals and
railways that move east-west and Jalan raya Thamrin/Sudirman which moves north-south and the bridge
that crosses the Canal causes a difference in elevation, the shape of the bottle-neck structure in the entire
area, also in the north consists of low density houses with complex land ownership, making development
in Dukuh Atas, difficult to occur.
Figure 6. Uncoordinated Dukuh Atas area.
3.1. Analysis of existing and future transportation modes
In 2018 after completion of the North-South MRT Line at Stage 1, BRT Corridor 1 running along the
same line will be discontinued, the North-South MRT line will take over completely for this part of the
route. The current issue not being considered in the MRT plan is maintaining an important connection
between Dukuh Atas MRT station and BRT corridor 4 and 6. In the current situation, transit passengers
of BRT corridor 1 and BRT corridors 4 and 6 use a connecting bridge for 260m, and this line allows
passengers to transit safely without any interference with road vehicles. For north-south MRT lines do
not provide connection lines, and transit passengers must walk through under Thamrin road, then walk
across Sudirman bridge, the line is 430m away and cannot reach a safe place for pedestrians, leading to
a decrease in the current level of service. BRT Stations Corridor 4 and 6 Dukuh Atas currently do not
provide enough space for passengers, such as during rush hour with operating delays occurring, the
connection line between BRT Corridor 1 and BRT Corridor 4 and 6 is crowded with passengers. As
with the North-South MRT line, which carries more passenger volume than the BRT Corridor 1 station,
BRT Corridors 4 and 6 in Dukuh Atas must have the capacity and space to accommodate large volumes
The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
5
of time. By 2020 it is hoped that The Airport Railway, MRT and LRT planned in the area will be able
to operate perfectly. But if this facility is built in a scattered way, with no coordination at all, then there
are no integrated transit lines or safe and smooth access from various areas of Dukuh Atas.
3.2. Circulation analysis
Circulation analysis is divided into several parts, namely vehicle circulation analysis and pedestrian
analysis. Road conditions in the area around the land have a high density, Kendal road width is 8 meters.
This road is a one-way street. The pedestrian walkway is located on Sudirman street corridor and along
the outskirts of Banjir Kanal. Pedestrian intensity increases during office hours (7am-9am) and office
hours (4.30pm-6pm). Majority pedestrians are workers in Sudirman and Thamrin areas.
Figure 9. Pedestrian circulation.
3.3. Activity analysis
The analysis of the activities that take place in this station is divided based on its main activities as stated
in the table below. The facilities are divided into main facilities, supporting facilities, and
complementary facilities.
Figure 7. MRT-BRT Passenger Transit Line
corridor 1 and Corridor 4 and 6.
Figure 8. Coordinated future transit lines.
The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
6
Table 1. Activity analysis.
Facilities
Stakeholders
Main activity
MAIN FACILITIES
- Transit Facility
- visitors
- transfer between modes of
transportation
SUPPORTING FACILITIES
- Administration and
Management
- Leaders
- Employees
- manage
- receive guests
- hold a meeting
- Operational
- Employees
- Security Guard
- Control platforms and the stations
- Control the ticket machine
Secure the area
- Train Passenger Service
Section
- Passengers
- Employees
- Security Guard
- Information locket
- Booking hall/ticket counter
- Concourse
- Ticket door area
COMPLEMENTARY
FACILITIES:
- Restaurant
- Cafe
- Visitors
- Manager
- Eat/drink
- Preparing orders
- visitors
- Retail
- Visitors
- Manager
- shopping
- sight seeing
4. Conclusion
Dukuh Atas TOD area is recommended to be developed with a large concept Provision of Connecting
Facilities of Several Modes of Transportation around Dukuh Area, Central Jakarta with TOD Approach.
This planning concept is expected to be a solution to various problems and the results of a
comprehensive analysis that has been done by the author. By prioritizing the Provision of Public Areas,
the creation of access between modes of transportation, and the provision of pedestrian/cyclist facilities
as well as strengthening the activities and various functions of regional land use, this plan is suitable to
be realized immediately. This plan will of course create a good Tod Dukuh Atas Area that supports the
realization of sustainable transportation system and can support urban activities that are also sustainable
in Jakarta.
Acknowledgement
The author would like to thanks to:
• God for his blessing
• Mr. Dr. Dhaniswara K. Harjono, SH., MH., MBA, as Rector of Universitas Kristen Indonesia.
• Mrs. Ir. Galuh Widati, M.Sc, as Dean of the Faculty of Engineering, Universitas Kristen
Indonesia
• Mrs.Prof.Dr.Ing.Ir.Sri Pane Eni and Mr.Ir Riyadi Ismanto, M.Arch who have teach and guided
the author.
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The 1st International Conference on Sustainable Architecture and Engineering
IOP Conf. Series: Earth and Environmental Science 878 (2021) 012036
IOP Publishing
doi:10.1088/1755-1315/878/1/012036
7
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