Abraham Timothy
Christa Hardjasaputra
Jacky Thiodore
Adaptable Flank: a lead to a less congestion Jakarta, Indonesia
Prepared for Jakarta Urban Challenge, New Cities Summit 2015 May, 2015
https://www.flickr.com/photos/ matamayke/13734334434/ accesed on April 29, 2015
Contents
01 02 03 04
executive summary
project proposal
case study
budget proposal
http://i.imgur.com/ebuXe.jpg accessed in april 30, 2015
01
Executive Summary
Jakarta, Indonesia 6°12’S 106°49’E 664.00 km2 12.7 million resident 17.523.967 vehicle < 19km/h jakarta.go.id
Automotive narcissism
This phrase describes Jakarta’s current pessimistic attitude towards the non-motorised modes of travelling. Unlike its neighbouring country Singapore that supports and provides the most convenient facilities for its pedestrians alike, this paradigm puts Jakarta’s residents into a mindset in which the fast and convenient way of travelling within the city is thought to be achieved by motorised vehicle. This phenomenon is also unconsciously created by the linearity of Jakarta urban sprawl, because of which auto-mobility wins over accessibility. However, measures to address this issue are yet to be taken to an extent that could have improved the traffic. Thus, the auto-mobility pattern still renders Jakarta as a city that cannot avoid traffic congestion without difficulties. Currently more than half of the population in Jakarta are users of private vehicles, ranging from the lower-middle class to the upper class . This is based on the number of vehicles in Jakarta which rounds up at 17.5 million compared to the 12.7 million of residents. This condition could have been addressed by shifting the mindset of at least 40% of the private vehicles users to use public transportation or non-motorised vehicles instead.
http://www.antaranews. com/berita/473169/ jumlah-motor-dan-mobil-di-jakarta-tumbuh12-persen-tiap-tahun financial club discussion: indonesia middle class by visa CEO BNI
Nearly nine years ago, the Government initiated efforts to address this problem by providing communal public transportation called TransJakarta (Bus Rapid Transit) which has its own exclusive lane as to reduce the traffic load. Although there are several issues that could be improved with TransJakarta, such as punctuality, adding more routes to secluded places, and fixing the schedules, it has proven to be a popular mode of transportation judging from the busy stops during peak hours and the affordability. However despite the effort, the auto-mobility attitude remains unchanged and creates even more problems in today’s urban issue in Jakarta. Private cars and motorcycles are still the kings and queens of the road and in some cases they take over TransJakarta lanes, jamming the supposedly exclusive lanes.
http://cdn.tmpo.co/data/2013/11/13/ id_236976/236976_620.jpg accessed in April 25, 2015
http://cdn-2.tstatic.net/tribunnews/foto/images/preview/20131108_ pengendara-motor-dan-mobil-nekat-melitas-jalur-busway_9598.jpg accessed in April 25, 2015
The tendency of the Government to subsidise and add more public modes of transportation may have contributed to even bigger problems rather than solving the core problem. Subsidising public transportation and keeping the price as low as today (IDR 2,000 - IDR 3,500) will not be sustainable and will result in a low income for the TransJakarta provider to consequently having less funds in keeping a good maintenance. The Mass Rapid Transit (MRT) that is currently undergoing proposes an alternative of travelling in Jakarta. It may reduce the number of TransJakarta users and avoid overcrowding at the stations, but it will not necessarily shift the current paradigm of private vehicles users. Additional capacity and sophisticated transportation with no counteraction will not successfully reduce the traffic congestion. Similarly with a rocket that speeds towards its destination, adaptable flank is the wing that counteracts the pressure to balance the turbulence and assist it safely to the destination. To balance the number of travellers and the infrastructure, we believe that a reformation of paradigm will be the adaptable flank to Jakarta’s traffic condition. Thus the fundamental aim of this project is to shift the current paradigm of Jakarta’s residents through maximising the current infrastructure and upgrading the access system. This objective can also be addressed by eliminating the possibility of adding modes of motorised transportation. To this end, the project aims to undertake three major actions: • Intervention on existing design • Reformation on accessibility • Integration of system
https://adityadandito.files.wordpress.com/2012/05/blog12.jpg accesed on May 3, 2015
http://cdn1-a.production.liputan6.static6.com/ medias/686804/big/contraflow+1.jpg (edited) accessed in april 30, 2015
02
project proposal
Intervention on existing design Design is a powerful tool to change the people (habitus) through its environment (habitat). Existing design, i.e., the infrastructure, has been carefully planned and it will be the next task to make it work and to intervene to eliminate any defects. These intervention include reversing the TransJakarta direction (contra flow), creating the ultimate walking environment, skinny street programme, and visual communication.
Contraflow
The current flow of TransJakarta lane is moving on the same direction as other vehicles on the roadway, allowing other vehicles to disobediently enter the supposedly exclusive lane. Imposing a contra flow for the BRT will deter other drivers from invading and leave the lane exclusively for BRT.
Ultimate walking environment On the very basis, a city is developed as human settlement, prioritising humans a betterment of living through city development. Based on this, it is quite surprising to find a lack of space for pathway around Sudirman in the centre of Jakarta. The pathway in that area is only two metres wide, whereas normally it will require six metres wide in order to create a comfortable walking environment and consequently invite people to walk instead of driving. In proportion to the vertical and horizontal height, it will also create a sense of security and thus, the adjusted right of way (ROW) through widening the pathway will keep the pedestrian and the surrounding buildings inherent.
Skinny street programme If the objective of the previous action is to invite people to walk, the skinny street programme expects to demotivate people from using their own private motorised vehicle. This programme can be achieved by dedicating one existing roadway to non-motorised vehicle, leaving one fewer lane for the private motorised vehicles. This programme is also based on the thought that driving is essentially moving the vehicles instead of the passengers or drivers. Travellers need to transport themselves from one place to another and getting stuck in a traffic jam will not do the action. Thus, this programme encourages travellers to stop moving their cars or motorcycles but to transport themselves by other means. http://cdn3.vtourist.com/19/5893711-Avenue_ des_Champs_Elysees_Paris_Paris.jpg?version=2 accessed on April 29, 2015
https://pbs.twimg.com/media/CCum38oUsAEqBBx.png:large accessed on May 3, 2015
Visual communication Advertisement can be a campaign tool in educating and raising awareness on the importance of sustainable living. Visual design may only be seen as beautification efforts, but nevertheless it plays an important role in provoking the society. Peculiarities made by visual designs entice curiosities and can become a support system whilst the other actions are taking their effects. http://c592745.r45.cf2.rackcdn. com/enlarge/359494.jpg accessed in May 5, 2015
http://soperlage.com/wp-content/uploads/2013/02/ NBfL-Bus-London-THA-3465-1280x853.jpg accessed in May 5, 2015
Reformation of Accessibility A reformation on this issue includes the introduction of low GSG transportation (bicycle hire scheme), and seamless mobility concept.
Low GSG transportation Due to the linearity of the street in Sudirman area, traveling by TransJakarta and private vehicles are currently the main and most reliable option and thus the overcrowding of buses, stops, and roadways. To provide a non-motorised alternative, a bicycle hire scheme as a low GSG transportation method also with its own exclusive lane will be promoted to the middle and upper class of the travellers in Jakarta in the hope of creating a domino effect to the others out of this usage. This scheme will have its docking stations on every train stations and TransJakarta stops .
Seamless mobility Seamless mobility could be achieve through the creation of mobility hub to integrate several modes of transportation to avoid grinding travels. This hub will be located nearby every existing TransJakarta stops and will house the stop itself, a bicycle docking station, and act as a meeting point for ridesharing communities that are growing larger in Jakarta and the surrounding areas. By acting as a meeting point, it is expected that the hub will also help to advocate ridesharing effort and its communities as an option of travelling sustainably . http://www.metrolinx.com/en/projectsandprograms/ mobilityhubs/MobilityHubspage-StratfordStation.JPG accessed in May 6, 2015
Integration of System Integration of the system is achieved by creating a single payment method and providing live travel information from a mobile app for travel efficiency.
‘Smart card’ A singular payment method can synergise payments for all public transportation in Jakarta, i.e., TransJakarta, MRT, Feeder Bus (Border Transit Busway), bicycle-hire, and KRL Commuter. There are several providers today that offer similar payment method and thus an integration of those methods to produce one single payment card, which is managed solely by an enterprise, will be a more efficient option. This action will require close cooperation with the Government to regulate a new policy for the management of this integrated system . Point rewards system may also be introduced to promote the ‘smart card’ to a wide audience. Rewards, such as free use of the public transportation for a week, or discounted meals through agreed public-private partnership, may be awarded to those who have used the card for x number of times on y transportation mode.
http://blogs-images.forbes.com/jacobmorgan/files/2014/05/internet-of-things-2.jpg accessed in April 29, 2015
Mobile app A mobile app has become a vital tool to share and seek real-time traffic information, as well as travel advices among travellers based on cloud computing. Apps are ever-present in this new generation of internet of things. Hence, an introduction of a mobile app to provide a coherent, all-in-one travel options with a clear and systematic map, routes, schedules, and even travelling costs, will be the last step to create Jakarta without traffic congestion. This app will result in efficiency of travelling and lowering carbon footprints.
03 Case Study
The case study in this proposal will be based on the density of routine commuters and the CO2 emission intake, thus taking Sudirman train station as the starting point and another three kilometers in distance towards Gelora Bung Karno stadium as the Central Business District (CBD). The Sudirman station is the main entrance for people from five regions of Greater Jakarta (Jakarta, Bogor, Depok, Tangerang, Bekasi), reaching a number of 3,000,000 people and contributing to 1,254,000,000 kg CO2 emission intake weekly.
https://farm8.staticflickr. com/7577/15688221175_ e8ee1397e5_b.jpg accessed in May 1, 2015
Within the proximity of this area, options to travel from Sudirman station to their desired location is limited to TransJakarta, motorcycle hire, bus, taxi, and walking. This condition then prompts people to drive private motorised vehicles, contributing to the high CO2 emission intake. The actions planned in the proposal will directly reduce the CO2 emission produced by the commutersâ&#x20AC;&#x2122; choice of travelling to/from the CBD and other main public spaces.
3KM
WALKING TAXI
15 MINUTES
45 MINUTES 36 MINUTES
O2
137 KG CO2
S
WILLINGNESS
K
3KM 3KM
TRANSJAKARTA
1 PERSON/WEEK
38%
0 KG 281 CO2 KG CO2
1 PERSON/WEEK 1 PERSON/WEEK
3KM
WALKING
15 MINUTES
45 MINUTES
137 KG CO2 1 PERSON/WEEK
2%60%
WILLINGNESS WILLINGNESS
3KM
3KM
TRANSJAKARTA MONAS
38%
O KG CO2
0 KG CO2
1 PERSON/WEEKLY
2%
WILLINGNESS
3 KM
3 KM
3KM
TRASJAKARTA 15 MINUTES
281 KG CO2
137 KG CO2 1 PERSON/WEEK
35%
LORA UNG ARNO
3
GELORA BUNG KARNO
15%
WILLINGNESS
TAXI
WILLINGNESS
STASIUN SUDIRMAN
O KG CO2
36 MINUTES
1 PERSON/WEEK
40%
WILLINGNESS
3KM 3KM
WALKING TAXI
3 KM
0 KG 281 CO2 KG CO2
1 PERSON/WEEK 1 PERSON/WEEK
3
EXISTING
3KM
WALKING
15 MINUTES
45 MINUTES
137 KG CO2
0 KG CO2
1 PERSON/WEEK
10% 35%
WILLINGNESS WILLINGNESS
40%
3 KM
1 PERSON/WEEK
10%
WILLINGNESS
WILLINGNESS
STASIUN SUDIRMAN
KM
personalEXISTING research
3KM
TRASJAKARTA
45 MINUTES 36 MINUTES
STASIUN SUDIRMAN
3
M
1 PERSON/WEEKLY
15%
WILLINGNESS
3KM
KM
CYCLING
MONAS 12 MINUTES
12 MINUTES
1 PERSON/WEEK
WILLINGNESS
3KM
CYCLING
MONAS
GELORA BUNG KARNO
KM
STASIUN SUDIRMAN
3 GELORA BUNG KARNO
KM
MOBILITY HUB
INTERVENTION INTERVEN
The diagram above depicts the routine commuters mobility within Central Business Distric (CBD) around Sudirman Station to GBK Stadium. This linearity for 3km is potentially creating a grinding commutes. During 7-9 am, modes of transportation being used mainly are taxis or private cars (68% willingness). TransJakarta is a second choice because of its lack of time accuracy and overcrowding due to people leaving their motorcycles behind from the prohibiton to enter CBD, creating a less than comfortable usage of TransJakarta. Meanwhile, it is very hard to find people willingly to walk in this linear CBD. According to our survey, most people in Jakarta are willing to use a public transportation if it is comfortable and affordable. Through reversing the TransJakarta direction (contraflow) the bus may have their true exclusive lane, making it a decent transportation mode. Moreover, with the framework of seamless mobility, every building in the middle of TransJakarta stops could be reached without loading the roadway
personal research
personal research
STADION GBK
3.000.000 people/week
INTERCONNECTED BY TRANSJAKARTA
HALTE GELORA
HALTE POLDA
HALTE BENHIL
HALTE KARET
HALTE DUKUH ATAS
PRODUCE 411.000.000 KG CO INTAKE/WEEK
INTERCONNECTED BY CAR/TAXI
PRODUCE 843.000.000 KG CO INTAKE/WEEK
2
2
INTERCONNECTED BY CYCLING PRODUCE 0 GSG
CBD
CBD
CBD
CBD
STASIUN SUDIRMAN
3.000.000 people/week
INTERCONNECTED BY WALKING PRODUCE 0 GSG
LEGEND: MOBILITY HUB
BICYCLE COVERAGE
Promotion on the bicycle hire sceheme should aslo be done immediately and on larger scale to encorage travellers continuing their journey after getting off TransJakarta to reach their destination. This action will hopefully reduce the numbers of private motorised vehicle users.
personal research
TRANSJAKARTA STOP TRANSJAKARTA LANE
5 ROADWAY PATHWAY
TRANSJAKARTA STOP CONTRA FLOW TRANSJ LANE
3 ROADWAY
BICYCLE LANE ULTIMATE WALKING + GREENERY + PLAZA
SETBACK LINE
INTERNAL STREET TRANSJAKARTA STOP TRANSJAKARTA LANE
5 ROADWAY
A. EXISTING CONDITION
PATHWAY
SETBACK LINE
3 ROADWAYB. REDUCED GSG PROPOSAL ENVIRONMENT
INTERNAL STREET
+ GREENERY + PLAZA
A. EXISTING CONDITION
B. REDUCED GSG PROPOSAL
LEGEND: SETBACK LINE
137-281 KG CO2 EMISSIONS INTAKE 0 KG CO2 EMISSIONS INTAKE
In conclution, above actions will work only if the city is prioritising its people. Skinny street programme has to be implemented to demotivate travellers using private cars and at the same time wide pathways has to be provided with greeneries to create the ultimate walking environment. Successful actions will be able to shift the automotive narcissism paradigm to more environmentalfriendly options, automatically reducing the CO2 emission intake for a more sustainable and resilient Jakarta.
personal research
137-
0 KG
TRANSJAKARTA STOP CONTRA FLOW TRANSJ LANE
BICYCLE LANE ULTIMATE WALKING SETBACK LINE
LEGEND:
ENVIRONMENT
http://www.jakarta.go.id/web/system/jakarta2011/public/img/photo_event/Grafitti_Jakarta_9_18311_20120429152445_udin.jpg accessed on May 1,2015
04 budget proposal
This sphere of budget proposal limited to only 3km Central Business District (CBD) of Sudirman which range from Sudirman Station to GBK Stadium (Case Study). This is merely a draft of cost estimation for shifting the paradigm of Jakarta resident. In this proposal, the involvement of NGO, private company, and government are needed. This partnership could help sharing the cost of the proposal so it would not be any elements being downgraded or eliminated.
case study: 3km sudirman station to GBK stadium DESCRIPTION
COST ELEMENT
AMOUNT
UNIT
COST
ESTIMATED COST
research and operational cost personnel costs experts costs comparative study cost literature field trip communication utilities other supplies
civil engineering, landscape, IT infrastructure consultation
books and journals comparative study to another cities (ex. Bangalore)
3 pax/2months 3 twice/months
$2.000 $500
$15.500 $6.000 $1.500
1 1 1 1 1
$500 $2.000 $500 $500 $500
$500 $6.000 $500 $500 $500
$1.000 $1.500
$2.500 $1.000 $1.500
ls time/3pax ls ls ls
prototype cost digital prototype model on case study
prototype for integrated system model 1:500 of 3km CBD
1 ls 1 unit
construction works
$1.105.000
intervention on existing design and reformation of accessibility contra flow additional traffic light and signage ultimate walking environment sidewalks additional 4m pavement vegetation, landscape other expenses adjusting ROW skinny street programme road paint dedicate 4m x 3000m slow lane to cycling lane visual communication provoking advertisment posters, painting, etc seamless mobility docking station bicycle partnership with NGO and government hub station
3 km
$1.000
$3.000
3 km 3 km 3 km
$50.000 $200.000 $50.000
$150.000 $600.000 $150.000
$10
$180.000
18000 litre 3 km 10 unit/3km 200 unit/3km 6 unit/3km
$2.000 $500 $0 $2.500
$5.000 $0 $15.000
1 unit 500000 unit 1 unit
$0 $1 $1.500
$501.500 $0 $500.000 $1.500
1 unit
$5.000
$5.000 $5.000
digital output/ integration of system cloud computing smart card mobile app
join venture with IT consultant and government partnership with NGO and all banks iOS and android based
other expenses other expenses TOTAL COST
project milestone ACTIVITY
PLAN PLAN START DURATION
Period Highlight: 1
1 1
24 24
2
7
4
5
prototype cost digital prototype model on case study
1
8
1
24
1
24
5
8
5 7
8 2
construction works 8 contraflow 9 ultimate walking enivronment 15 skinny street programme 15 visual communication 8 seamless mobility 18
17
digital output cloud computing smart card mobile app
6
13
6
12
other expenses
8 10 4 17 7
15
4
8
10
4
21
Actual
Duration
Actual (beyond plan)
% Complete (beyond plan)
WEEK
1 2
research and operational personnel costs expert costs comparative study cost communication utilities other supplies
Plan
$1.629.500
3
4
5 6
7
8
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 4