Planning Intervention July 2023
Major Paths Changes In 2013-2022 To Walkability (Case Study:
Major Paths Changes In 2013-2022 To Walkability (Case Study:
Dukuh Atas TOD) Dukuh Atas TOD)
Daniel Harvey Tulis
Master Program of Urban and Regional Planning, Faculty of Engineering, Universitas Indonesia, [email protected]
Antony Sihombing
Department of Architecture, Faculty of Engineering, Universitas Indonesia
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Recommended Citation Recommended Citation
Tulis, Daniel Harvey and Sihombing, Antony (2023) "Major Paths Changes In 2013-2022 To Walkability (Case Study: Dukuh Atas TOD)," Smart City: Vol. 3: Iss. 1, Article 2.
DOI: 10.56940/sc.v3.i1.2
Available at: https://scholarhub.ui.ac.id/smartcity/vol3/iss1/2
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Major Paths Changes In 2013-2022 To Walkability (Case Study: Dukuh Atas Tod)
1Daniel Harvey Tulis, 2Antony Sihombing
1Master Program of Urban and Regional Planning, Faculty of Engineering, Universitas Indonesia
2Department of Architecture, Faculty of Engineering, Universitas Indonesia E-mail: [email protected]
ABSTRACT
Development area with the concept of Transit Oriented Development (TOD) occurs so rapidly in big cities, which aims to create an integrated transportation system and is supported by the surrounding area. TOD area must have good road access for vehicles and space for pedestrians.
Dukuh Atas TOD is one of the transit-oriented areas planned to be the largest TOD area in Jakarta so that developments are felt every year, including visuals and the road traffic system and pedestrian space. This research is using qualitative method by answering specific and actual variables. Time series analysis to see changes every year combined with figure-ground analysis in mapping the location of changes that occur and will be described. The research results will produce an overview of road changes in the study period and knowledge of road construction and pedestrian space suitability based on predetermined standards. Visual changes, traffic systems, and pedestrian space will be the variables of this study is needed to see applicable standards, or any changes that are inappropriate that planning is needed to align with the function of the road as a connecting and as social activities in the area around Dukuh Atas TOD.
Keywords: Road; Pedestrian; Change; Walkability
INTRODUCTION
Development of an integrated transportation system create a Transit Oriented Development (TOD) points spread across almost all areas of DKI Jakarta. Planning for the development of the TOD area generally uses a walkability system, it can be accessed within 5-15 minutes on foot from the surrounding activity centers. TOD must have a road system that provides comfort. TOD area has the principle of sites integrated into each component of the center of activity, it depends on the circulation of an interconnected road system that can deliver visitors without obstacles. Traffic engineering is needed to regulate the system. The changes in the Dukuh Atas area were felt from 2013 to 2022 when there were so many changes, especially in the transportation route system, so this research will focus on the path system or paths. According to Kostof (1999), the road is divided into two of them; main roads (primary paths), namely roads that are located within the area of the area and have the highest intensity; cross paths are small roads that are divided to connect smaller areas around the main road area. Classifying significant paths in the Dukuh Atas area based on road status, vehicle intensity, and supporting the TOD area, it is determined that six roads are critical paths, namely Blora Street, Tanjung Karang Street, Kendal Street, Sudirman Street, RM Margono Djojohadikoesoemo Street, and Galunggung Street.
The development of TOD area in Dukuh Atas, with the presence of a Mass Rapid Transit (MRT) station and an Airport Train Station, which previously also had a KRL Station, drastically changed the face of the Dukuh Atas area not only visually but also the existing track system in the Dukuh Atas area. This research focuses on 2013 before the existence of the TOD area, 2015 the initial construction of the MRT Station and Airport Train, in 2018, the start of the MRT Station's operation, which was also the completion of the structure of the Dukuh Atas TOD area, and in 2022 the currently existing conditions. The determination of the location boundaries for this research is based on DKI Jakarta Governor Regulation No. 67 of 2019 concerning the Implementation of Transit Oriented Areas, which states the radius of the TOD area in Jakarta is 350-700 meters.
The problem in this study is a significant change in the primary paths in the Dukuh Atas TOD area, both visually and systemically. Dukuh Atas is an office and trade services area in Jakarta and passed by Street Arteri Sudirman. The volume of vehicles in this area is very high but changed during the construction of the TOD area, which has a low principle of motorized vehicles and carries the concept of walkability. Adjustments are needed on each path to support the plan and see if the changes occur are for the better or cause chaos.
According to Funk and Wagnalls (1984), a Street is a lane in a town or country with buildings on one or both sides, also a lane for motorized vehicles between sidewalks so that a good pedestrian crossing will support a good road. Roads must also be able to provide walking space in urban areas to be a unique space for pedestrians, which functions as a means to provide a sense of security and comfort from motorized vehicles (Iswanto, 2006).
This study aims to identify visual changes and the significant paths traffic system in the Dukuh Atas TOD Area from 2013 to 2022. Prove that roads in the Dukuh Atas TOD Area have led to the concept of walkability and answer Norton's statement (2007), which states the space for urban roads to become a space for the mobilization of motorized vehicles becomes dominant and reduces the rights of other road users, especially pedestrians. See if the significant paths in Dukuh Atas not only pay attention to visuals and the vehicle
traffic system and fulfill the comfort of each pedestrian group, namely regular pedestrians, pedestrians using assistive devices (wheelchairs), and pedestrians with disabilities or special needs (New Zealand Transport Agency, 2009).
METHODS
Approach and Type of Research
This research is using qualitative method. The qualitative method will be done naturally according to existing conditions and based on existing literature because the research is in natural conditions (Sugiyono, 2019). The stages of this research were carried out by direct observation of the research location to see the existing conditions, make observations related to research variables, and analyze to answer the research objectives and are narrated descriptively. This review will be carried out on the quality of the Street (Streetscape) in the 2013-2022 period because it needs to be considered in the road lane (NACTO, 2013) to develop pedestrian space in the Dukuh Atas TOD Area.
The limitation of this research is only the Dukuh Atas TOD area at a radius of 700 meters from the transit center, namely the Dukuh Atas MRT and KRL stations. This limit is based on DKI Jakarta Governor Regulation No. 67 of 2019 concerning the Implementation of Transit Oriented Areas, which states the radius of the TOD area in Jakarta is 350-700 meters, while the determination of the 700-meter radius in this study is determined by the distance that can be traveled within 15 minutes by walking feet at the study site according to the concept of walkability.
Figure 1. Dukuh Atas TOD Research Area Delineation Map Source: Author, 2023
Research variable
The variables in this study are Streetscape elements, namely roads, pedestrians, Street furniture (shades, trash cans, seats, signs, and road markings), and special lanes for people
with disabilities (Rehan, 2013). The technical planning guidelines for the 2018 Ministry of Public Works and Public Housing's pedestrian crossing facilities also determine the criteria and parameters for variables.
Table 1. Table of Research Variables
Variable Criteria Parameter
Paths / Major Paths - Road visual changes - Road traffic system
- Visual changes of roads in 2013, 2015, 2018, 2022 - Change in traffic direction Pedestrians - Street Furniture
- Special lanes for the disabled
Guidelines for Technical Planning for Pedestrian Facilities, No.02/SE/M/2018 – Pd 03-2017-B
Good Criteria:
- Has a vast dimension of 5-6 meters (Arterial Roads), 3.5-4 meters (Collector Roads), 3 meters (Local Roads), and 2.5 meters (Environmental Roads)
- Has Street furniture* and special facilities for disabilities (tactile)
- Have pedestrians on both sides of the road
Enough Criteria:
- Has a vast dimension of 5-6 meters (Arterial Road), 3.5-4 meters (Collector Road), 3 meters (Local Road), 2.5 meters (Environmental Road) - Has Street furniture* but does not have special facilities for disabilities (tactile)
- Have a pedestrian on one side of the road
Fewer Criteria:
- Width dimensions are not standard
- Do not have Street furniture* and special facilities for disabilities (tactile)
- Have a pedestrian on one side of the road
Source: Author, 2023
Analysis Techniques
This research will use the Figure-ground analysis technique with mapping to see changes in each variable in 2013, 2015, 2018, and 2022. Ground figures aim to identify the texture and pattern of urban space (urban fabric) and identify problems. There are two types of observations in figure-ground analysis, namely urban solids by looking at buildings on the surrounding land parcels and urban voids by looking at open spaces and public spaces (Trancik, 1986). The observations aim to see the figure ground elements around major paths in forming pedestrians and walkability supporting elements. This study also uses time series analysis to change variables within predetermined time intervals (Wei, 2006) in the Dukuh Atas TOD area.
RESULTS AND DISCUSSION
Based on the identification of each route in the Dukuh Atas area, it was found that several routes were primary paths or main routes for activating activities, namely Blora Street is the route directly facing the KRL Sudirman entrance and is on the east side of the MRT station; Tanjung Karang Street is the route directly facing the entrance to the BNI City airport station and is on the west side of the MRT station; Kendal Street is a road that passes KRL, MRT, and Airport Train stations and is a link between Blora Street and Tanjung Karang Street; Sudirman Street is a secondary arterial road that passes through every regional block in the Dukuh Atas area; RM Margono Djojohadiekoesumo Street, which connects the Karet Tengsin area to Sudirman Street, becomes the main road on the south side of the MRT station; Jl. Galunggung is the main road to the Dukuh Atas LRT station in the Setiabudi area. The discussion of significant path elements will look at the changes that occurred in 2013, 2015, 2018, and 2022 in order to be able to make comparisons of path changes in the Dukuh Atas TOD area.
Table 2. Major Paths of the Dukuh Atas TOD Area Street Name Road Status Road
Function
The width
of the road Long Way
Blore Street City Local 6.5 280.9
Tanjung Karang
Street City Local 6 269
Kendal Street City Local 5 491
Sudirman Street National Artery 18 1331.4
Street Name Road Status Road Function
The width
of the road Long Way RM Margono
Djojohadikoesoemo Street
National Artery 13 771.5
Galunggung Street National Artery 12 550
Source: Author, 2023
Figure 2. Map of the Major Paths of the Dukuh Atas TOD Area Source: Author, 2023
Blora Street
Blora Street is the main road to the Sudirman KRL station. In the existing condition, Blora Street will have a length of 281 meters and a width of 7.5-10 meters in 2022, and all roads will enter the Dukuh Atas TOD planning area. Trade and services with shops dominate Blora Street, so activity on this route feels crowded, and many vehicles around Blora Street. Developments on the Blora route can be seen with the increase in pedestrian facilities; in 2013-2016, Blora Street only had a pedestrian crossing on one side with very minimal pedestrian facilities, and it can be seen that the road has a width of 14.5 meters.
However, the front of the building is closer to the road. In 2018 pedestrian facilities along Blora Street began to be repaired with tactile and broader pedestrian crossings, but they are still only available on one side. In 2022 or the currently existing conditions, Blora Street has paid close attention to the walkability concept in the TOD area. There are already pedestrian crossings on both sides, with new pedestrian crossings having a width of 3.5-4.5 meters so that roads for motorized vehicles are reduced compared to 2013- 2018. This is also the impact of closing the tunnel route that connects Blora Street with
Tanjung Karang Street only pedestrians can pass it, reducing the intensity of motorized vehicles passing through this route.
Figure 3. Blora Street
Source: Google Earth and Field Observations
Tanjung Karang Street
Tanjung Karang Street is the main road to the BNI City Airport train station. In the existing condition, Tanjung Karang Street will have a length of 269 meters and a width of 8-11.7 meters in 2022, and all roads will enter the Dukuh Atas TOD planning area. On Tanjung Karang Street, there are office buildings to trade services on one side and public open spaces on the other, so activities on this route are more diverse. Developments on the Tanjung Karang route are faster than Blora Street, which is across from it. This can be seen by widening the road and following the construction of the MRT station. In 2013 Tanjung Karang Street was only 8 meters wide for motorized vehicles and had green open space on the side of the road to give this route a beautiful impression. In 2015, with the construction of the Dukuh Atas MRT station, Street Tanjung, which has direct access to the MRT station, changed by converting green open spaces into roads so that the road experienced a significant widening. In 2018, with the completion of the construction of the MRT station, the width of the road and pedestrian crossing was visible, with adequate pedestrian facilities leading to the station. However, the green open space has decreased so that it looks arid. The current condition of Tanjung Karang Street has a road width of 8-11.7 meters and a pedestrian width of 2-7.5 meters; the closure of the connecting route
2022
2013 2015
2018
for Street Tanjung Karang and Blora Street has reduced the intensity of motorized vehicles on this route, this aims to create walkability area.
Figure 4. Tanjung Karang Street Source: Google Earth and Field Observations
Kendal Street
Kendal Street is one of the main roads leading to the Sudirman KRL station; in the existing conditions, Kendal will have a length of 491 meters and a width of 6 meters in 2022, and the entire road will enter the Dukuh Atas TOD planning area. Trade and services with shops dominate Kendal Street, activity on this route feels congested, and there are many vehicles around the road; this is also because Kendal Street is connected to Blora Street. Developments on Kendal Street are not very significant because they are not connected to Sudirman Street and are more directed to community settlements and Latuharhary Street, which are not included in the Dukuh Atas area planning. In 2013- 2015 Kendal Street only had a length of 575 meters because it connected Blora Street with Street Tanjung Karang through a tunnel and could be passed by motorized vehicles.
In 2018 the pedestrian crossing on Kendal Streetbegan to be repaired and has pedestrian facilities such as tactile to the Street Latuharhary intersection or along the 491-meter pedestrian crossing equipped with tactile. In 2019 the connecting access between Blora Street and Street Tanjung Karang was closed so that the length of Kendal Streetwas reduced because the tunnel, which is the connecting access, cannot be passed by vehicles and can only be passed by pedestrians; this has survived to this day. In 2018 the pedestrian crossing on Kendal Street began to be repaired and has pedestrian facilities such as tactile to the Street Latuharhary intersection or along the 491-meter pedestrian crossing equipped with tactile. In 2019 the connecting access between Blora Street and Street
2013
2015
2022 2018
2015
Tanjung Karang was closed so that the length of Kendal Streetwas reduced because the tunnel, which is the connecting access, cannot be passed by vehicles and can only be passed by pedestrians; this has survived to this day. In 2018 the pedestrian crossing on Kendal Street began to be repaired and has pedestrian facilities such as tactile to the Latuharhary Street intersection or along the 491-meter pedestrian crossing equipped with tactile. In 2019 the connecting access between Blora Street and Tanjung Karang Street was closed so that the length of Kendal Street was reduced because the tunnel, which is the connecting access, cannot be passed by vehicles and can only be passed by pedestrians; this has survived to this day.
Figure 5. Kendal Street
Source: Google Earth and Field Observations
Sudirman Street
Sudirman Street is a national road that is the axis of the Sudirman-Thamrin-Kuningan area and is one of the roads with the highest movement in Jakarta. Sudirman Street has a total length of 4000 meters, but only 1331 meters are included in this study's designation of the Dukuh Atas planning area. As a secondary arterial road, Sudirman Street is 18 meters wide and has two sides for traffic. Since 2013-2018 the physical condition and transportation system on Sudirman Street have experienced little change; only the road median has changed its shape to emphasize the boundaries of vehicle lanes with the particular Transjakarta lane. In 2019 the pedestrian crossing on Sudirman Street was repaired. However, there is no apparent median to distinguish the vehicle lane from the pedestrian crossing, so many vehicles still pass through the pedestrian crossing.
2018
2013 2015
2022
Figure 6. Sudirman Street
Source: Google Earth and Field Observations
RM Margono Djojohadikoesomo Street
RM Margono Street is a road that connects the Karet Tengsin planning area with Sudirman Street; in the existing condition, RM Margono had a length of 771 meters and a width of 12 meters in 2022, and the entire road enters the Dukuh Atas TOD planning area. Developments on the RM Margono line have been felt in 10 years with changes in the transportation and pedestrian flow system connected to Sudirman Street and even to Tanjung Karang Street and have seats for gathering that directly face the West Flood Canal River. In 2013-2018 RM Margono Street had a width of 14 meters for motorized vehicles but needed a pedestrian crossing, visitors from the station center could not access this location on foot. There are two routes, namely towards Sudirman Street and towards the intersection of KH Mas Mansyur Street. When RM Margono Street entered the Dukuh Atas TOD planning area, there was a physical change and the traffic system on this road, changing one side of the lane that leads from KH Mas Mansyur Street to Sudirman Street into a pedestrian lane with a width of 6.7 meters to connect with the pedestrian crossing on Sudirman Street. The reduction in road width impacts traffic flow, so Street RM Margono only applies one way or another. The existing condition currently exists When RM Margono Street entered the Dukuh Atas TOD planning area, there was a physical change and the traffic system on this road, changing one side of the lane that leads from Street KH Mas Mansyur to Sudirman Street into a pedestrian lane with a width of 6.7 meters to connect with the pedestrian crossing on Sudirman Street. The reduction in road width impacts traffic flow, so RM Margono Street only applies one way or another. The existing condition currently exists When RM Margono Street entered the Dukuh Atas TOD planning area, there was a physical change and the traffic system on this road,
2013 2015
2018 2022
changing one side of the lane that leads from Street KH Mas Mansyur to Sudirman Street into a pedestrian lane with a width of 6.7 meters to connect with the pedestrian crossing on Sudirman Street. The reduction in road width impacts traffic flow, so Street RM Margono only applies one way or another. The existing condition currently exists. The existing condition currently exists additional bicycle lanes with a width of 2 meters along RM Margono Street.
Figure 7. RM Margono Djojohadikoesomo Street Source: Google Earth and Field Observations
Galunggung Street
Galunggung Street is a road that connects the Setiabudi planning area with Sudirman Road; in the existing condition, Galunggung Road has a total length of 1200 meters, but only 550 meters is included in the Dukuh Atas planning area and has a width of 12 meters in 2022. Developments on the Galunggung route are felt over ten years with physical changes and the presence of the Dukuh Atas LRT station, which stands on Galunggung Street. In 2013, Galunggung Street, which is connected to Street Setiabudi Tengah, had Street vendors that fill along the route, thus narrowing the width of the road. In 2015 there was sterilization on Galunggung Street so that there were no more Street vendors, and it functioned as pedestrians. In 2015-2021 Galunggung Street experienced little change, but in 2022 Galunggung Street, with a length of 115 meters that connects Setiabudi Street, will be closed and become the Dukuh Atas LRT station. There will be an LRT line above Galunggung Street. In the existing condition, there is a unique bicycle lane with a width of 2 meters. However, there is no apparent median as a separator, only marked with colors and unique bicycle signs.
2013 2015
2022 2018
Figure 8. Galunggung Street
Source: Google Earth and Field Observations
Table 1. Availability of Street furniture and pedestrians
Source: Author, 2023
2013 2015
2022 2022
Table 2. Availability of Tactile and Bike Paths
Source: Author, 2023
Figure 9. Quality of pedestrians in 2013, 2015, 2018, 2022 Source: Author, 2023
Table 3. Analysis of Time Series Traffic flows and pedestrians
Figure 10. Figure Map of Ground Major Paths TOD of Dukuh Atas Area Source: Author, 2023
Figure Ground analysis
There have been changes to the visual and traffic system of significant paths in the Dukuh Atas TOD area in the 2013-2022 period; the addition of street furniture, changes in traffic flow, and widening of the pedestrian crossings illustrate the Dukuh Atas TOD area has led to the concept of walkability. The addition of pedestrian space is pronounced that even
the provision of special bicycle lanes aims to reduce the volume of motorized vehicles.
All significant Dukuh Atas TOD Area paths are integrated and can be accessed on foot.
1) Blora Street
• Figure Ground: Blora Street is dominated by solid elements because buildings have trade and service functions, and there is no open space as a void element.
• Road Space: Between 2013 and 2023, the road space for motorized vehicles has changed. The road width has decreased due to the construction of pedestrian routes but has not reduced activities along Blora Street or changed the traffic system.
• Pedestrian Space: The development of the TOD area that prioritizes the walkability system makes pedestrian space on Blora Street even better because it has been widened according to standards, and there are Street furniture and special facilities for people with disabilities.
2) Tanjung Karang Street
• Figure Ground: The solid and void elements on Street Tanjung Karang are balanced from 2013 to 2022 because buildings are only found on one side of the road while the other side is a public open space.
• Road Space: From 2013 to 2022, the road space for motorized vehicles will widen;
this is inversely proportional to Blora Street. Adding road width is not a problem because it is balanced with standard pedestrian widths, so it does not reduce pedestrian comfort.
• Pedestrian Space: The pedestrian crossing on Street Tanjung Karang has undergone significant changes from 2013 to 2022. Adding Street furniture, disabled facilities, and widening the sidewalks is so pronounced that it provides a sense of comfort for pedestrians going to the MRT Station or Airport Train Station.
3) Kendal Street
• Figure Ground: The solid and void elements in the Kendal Streetsection are balanced from 2013 to 2022 because the buildings are only on one side of the road while the other is a railway line and a station open to the public.
• Road Space: Between 2013 and 2022, the road space for motorized vehicles has changed, namely the reduced length of the road because Street Kendal, which is connected to Street Tanjung Karang, has been closed so that only pedestrians can pass it.
• Pedestrian Space: The pedestrian crossing on Kendal Streetis good because there are Street furniture and special facilities for people with disabilities. However, only on one side of the road because the other side is directly adjacent to the railway line, it is unsafe as a space for pedestrians.
4) Sudirman Street
• Figure Ground: The solid element in Sudirman Street dominates because Sudirman Street has been an artery in the city center for tens of years. There are office buildings and trade services, so it does not have open space.
• Road Space: From 2013 to 2022, there have not been many changes, only more organized visuals, and there has been the addition of a particular bicycle lane with a width of 2.5 meters.
• Pedestrian Space: Sudirman Street has had good pedestrian space since 2013 because it is located in an office with a high level of pedestrians. There are not many changes, only visual improvements and additional pedestrian facilities to further increase the comfort of pedestrians.
5) RM Margono Djojohadikoesoemo Street
• Figure Ground: Solid and void elements on RM Margono Street are balanced from 2013 to 2022 because buildings are only found on one side of the road while the other side is a river that floods the west canal.
• Road Space: Changes in road space in 2022 are very significant; RM Margono Street has two road flows and only pedestrians on one side. However, in 2022, there will be a revitalization, namely the road closure from Galunggung Street.
Hence, RM Margono only has one direction Street.
• Pedestrian Space: The road closure from Galunggung Street has reduced RM Margono Street because it was allocated as a pedestrian area so that pedestrian space is comfortable because there are Street furniture and facilities for people with disabilities connected to Sudirman Street.
6) Galunggung Street
• Figure Ground: Same as RM Margono Street, which is on the edge of the river flooding the west canal so that the solid and void elements on Galunggung Street are balanced from 2013 to 2022 because buildings are only found on one side of the road while the other side is the river flooding the west canal.
• Road Space: Between 2013 and 2022, there are not many changes, only more organized visuals, and there is the addition of a particular bicycle lane with a width of 2 meters.
• Pedestrian Space: The pedestrian crossings on Galunggung Street are good because of Street furniture and special facilities for people with disabilities.
However, many pedestrians have been damaged due to the aging of the pedestrians to walk.
CONCLUSION
Based on the discussion above, it is known that roads in the Dukuh Atas TOD Area underwent significant changes in the 2013-2022 period. Roads included in the primary route category, namely Blora Street, Tanjung Karang Street, Kendal Street, Sudirman Street, RM Margono Djojohadikoesoemo Street, and Galunggung Street underwent visual changes such as adding street furniture, reducing road width for pedestrians, changing traffic systems, and changes in road function. Significant pathways in the Dukuh Atas TOD Area in 2013 have not focused on the needs of pedestrians. Only Jalan Sudirman, the main arterial road with pedestrian facilities. From 2015 to 2018, the road in the Dukuh Atas TOD area underwent revitalization, such as the addition of street furniture and pedestrian facilities, and in 2022 the majority of roads will already have
standardized pedestrian crossings. This proves that the existence of TOD will direct an area to a walkability area system.
Acknowledgement: This study was held during the International Joint Workshop and Seminar (IJWS) 2022, hosted by The Department of Architecture FTUI and presented in the R-CES National Workshop, hosted by Urban and Regional Planning FTUI, IAP, IGES, APN-Network and Depok City Government in Conjunction with 1st Integrated Urban-Rural Linkages International Conferences 2023 in Depok City. The Authors would like to thank all the organizers for the biggest support.
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