Port Folio Ihsanuddin Karimullah selected works 2016-2019
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IHSANUDDIN KARIMULLAH The most interesting thing to know everything, is to understand how impactfull the creation in our planning.
Education •
Master of Urban and Regional Planning, Bandung Institute of Technology (ITB) (2018-Present)
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Bachelor of Urban and Regional Planning, Bandung Institute of Technology (ITB) (2014-2018)
Achievements •
Finalist on National Scientific Papers FESTAGAMA "Inclusive City" (2018)
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First Winner on National Scientific Papers DIPOCITION "Regional Innovation" (2016)
Certificates •
World Urban Forum 9th "CITIES 2030, CITIES FOR ALL: IMPLEMENTING THE NEW URBAN AGENDA" (2018)
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The 4th Planocosmo International Conference On Infrastructure Development (2018)
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The 2nd International Conference On Rural Development And Community Empowerment (ENDINAMOSIS) (2017)
+62 82214210404 Ihsanuddinkarimullah29@gmail.com linkedin.com/in/Ihsanuddin Karimullah Bandung, Indonesia
Contents • Soekarno-Hatta Airport Train (2016)
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• Jakarta-Bandung High Speed Railway (2019)
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Soekarno-Hatta AirportTrain (2016) The Impact of the Soekarno-Hatta Airport Railroad Land Procurement Process
Airport
Jakarta
Jabodetabek (Jakarta Megapolitan)
Tangerang City
Location The new Soekarno-Hatta Airport Railroad is located in the Tangerang City. It is connected with the existing commuter railroad Jakarta-Tangerang line and Jabodetabek commuter. The new airport railroad have a distance Âą12 km between the 2 new station in Tangerang City, Soekarno-Hatta Airport Station and Batuceper Station that located in the central of Tangerang City.
New Airport Railroad across 5 sub-district
Site Analysis The airport railroad are parallel with the planning Jakarta Outer Ring Road (JORR II) toll road. There wasn’t an existing road in the same route with the railroad. Land use were dominated by the residence and industry. Many of the residence were slum area with tiny houses, but the industries were established on a large scale industries.
Field Study ( Benda, Neglasari, Batu Ceper, Tangerang, and Cipondoh Sub District )
Total Population near the railroad area: 159.266 people Satelite Analysis
Economic activity near the railroad dominated by the industry and trade sector The land procurement take 881 plot of land ownership with total area nearly 369.251 m2 Transportation Analysis
Land Use Analysis
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Land Procurement Process The Project of Soekarno-Hatta Airport Train is a national strategic project, whose been assigned by Indonesian Railway Company (PT KAI). It takes 5 years long (2012-2017) for the land procurement process, to transfer the public land ownership. The new airport railroad, is a part of public interest infrastructure that the land procurement process is referring to Indonesia National regulation No. 2/2012, that consist of four phase as follows: Planning Phase • • •
Preparation of land acquisition planning documents by the Indonesian Railway Company (PT KAI) Submission of land acquisition planning documents to the Governor of Banten Province Agreement of the document by the Governor of Banten Province
Preparation Phase • • • • •
2012-2013
The Governor of Banten Province forms a Preparation Team Notification for the development plans to the community near the railway route Initial data collection on the location of the development plan Public consultation on development plans and handling community objections and disagreement Determination of the location of development by the Governor
2013-2014
Implementation Phase • • • • •
Local Land Agency assigned to carry out land procurement Inventory and identification of land tenure, use and utilization Announcement and agreement of the value compensation for land procurement to the community Mechanism of disagreement with the amount of compensation (court line) Giving compensation and releasing the plot of land ownership
2014-2017
Final Phase • • •
Handover the land procurement from the National Land Agency to Indonesian Railway Company (PT KAI) Registration of land permits Monitoring and evaluating the implementation of land procurement
• Demolition the Building after the final phase
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Railway Crossing The intense activity on the surrounding area of the railroad track causes the high movement. So there appeared many illegal railway crossing that are difficult to close. It may disturb the land procurement process and rise the accident opportunity, when the train starts to operate.
Local Demonstration Local inhabitanst take a protest due the disagreement of value compensation, lost their homes, and their ecnomic opportunity. In addition the train line will separate families, neighbors, and relatives because of the blocked access by the train line
Land Procurement Problem
Industrial Relocation Industrial land procurement requires special treatment to take over. Ongoing production and employees cannot just stop in one time. A new industry need to prepared before stopping and dismantling the old industries.
Slum Settlements
Overall
Slum settlements tend not to have regular land parcels, as well as clear land ownership. So that it is very difficult to carry out data collection of ownership for the value of compensation.
The problem of land procurement proses arises from the area surrounding it. The main causes are land use and local existential activities that react with changes. In addition, the lack of planning, system, and technical arrangements in space has made it difficult to make changes.
Enclosed Area There are plots of land which are not included in the land procurement plans area. However, this land was enclosed by the procurement of land for the airport railroad line and the toll road. So that the land does not have access and cannot be functional, therefore an agreement is needed between the responsible party.
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Land Procurement Impact & The Design Solution
Improving The Quality of The Environment and Infrastructure Slums that have limited space and are not organized. Tend to not have supporting infrastructure. Quality improvement through improvement beside the railway tracks, can provide space for drainage, green spaces, and road access that can create economic opportunities.
Relocation and Rebuilding Public Facilities There are 8 public facilities that are relocated and rebuilt with better quality. The relocation process involves the community, so that a development agreement emerge by the community on the location that is deemed feasible in distance.
Increase Tunnel Connection The obstruction of direct access by the train line can be overcome by the addition of a connecting tunnel. So that it can still provide access to social interaction.
New Road Access Drainage New Acitity/Economic Opportunity
Tunnel
Green Space Elevated Railway
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Jakarta-Bandung HighSpeed Railway (2019) The Impact of The Jakarta-Bandung High Speed Railway Construction on The Constellation of The Jakarta-Bandung Urban Corridor
The Indonesia-China High-Speed Railway (Kereta Cepat Indonesia China – KCIC) is a joint venture established to develop highspeed railway that stretches for 142,3 kilometer between Jakarta and Bandung in West Java Province. Jakarta and Bandung are two big cities in Indonesia which becomes the center of economy today. The condition of the two cities as the Nation’s Capital and Provincial Capital as being the industrial areas have reached its saturation point, but speaking about economic potential is still very high. The momentum of the construction Jakarta-Bandung Corridor needs to be synchronized with the economic development currently ongoing around Jakarta and Bandung.
4 Cities (East Jakarta, Bekasi, Cimahi, Bandung) & 5 Districts (Bekasi, Karawang, Purwakarta, West Bandung, Bandung)
Jakarta HALIM
Total Population of Jakarta-Bandung Corridor : 35 Million
KARAWANG
Connected with the Toll Road, Arterial Road, Conventional Train, Airplane WALINI
Total Passangers moving Jakarta-Bandung Corridor per day : 140.000 People
Bandung
Produces nearly 20% of Indonesia’s Gross Domestic Product (GDP)
TEGALLUAR
Industrial, trade, and service sectors are the main economic sector
Jakarta-Bandung Corridor
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Jakarta-Bandung Corridor Transformation (2005-2015) The Jakarta-Bandung Toll Road operation started on the year 2005, and the initial plan for the High Speed Railway Jakarta-Bandung started on the year 2015. Here is the land cover map and transformation in 10 years : Jakarta-Bandung Corridor Land Cover Map LEGEND River
Land Cover
Lake
Swamp
City/District Boundary Province Boundary
Pond
National Road
Building
Toll Road
Forest
Conventional Railroad
Farm
Rice fields
Highspeed Railroad
School of Architecture, Planning and Policy Development Bandung Institute of Technology
2005
2015
UN HABITAT (2008) Urban Corridor as a number of major cities of various sizes that are linearly connected along transportation routes that have been well built in connecting the city and its hinterland. There is a dynamic nature of the corridor that occurs because of the development of industries and settlements that are far from the center but within the reach of infrastructure and services.
Georg, etc (2016) The city corridors consist of a number of cities of significant size, stretching more than a few hundred km and have developed well surface transportation infrastructure (trains, roads). Administrative and international boundaries can be crossed. Based on existing definitions, urban corridors form the largest constellation compared to other urban sizes.
URBAN CORRIDORS COMPONENT Infrastructure
Urbanization
Economy
Institutional
Trip & Zonneveld (2003) Corridors can be conceptualized as a collection of infrastructure that connects two or more urban areas. This collection of infrastructure can be a highway (sometimes via a different route), railroad lines (highspeed trains, intercity lines, local trains or trams), separate bus lines, bicycle lanes, canals, lake connections or air connections . The most distinguishing element from a corridor is its linear structure.
Chapman, etc (2003) There are four principal perspectives to analyse the formation of a urban corridor. 15
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Jakarta-Bandung Urban Corridor Indicator Urban Corridors Component
Indicator
Urban Corridors Parameter
Involve various institutions different levels and regions Roles and actors
Jakarta-Bandung Corridor Condition
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Transformation of institutions takes a long time
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Institutional
Policy
Transportation Modes
Network
There is a sectoral vision or policy that affects all aspects, especially the physical space of the environment Collection of several infrastructures that form a linear network in one route The Urban Corridor Network is linear and complex, stretching hundreds of kilometers
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• Infrastructure
Infrastructure Elements
Addition of infrastructure elements both in general and specifically
Technology Development
New infrastructure and technology adjusts existing networks
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Involving institutions at the central, provincial, and regional levels covers institutional 9 Cities / Districts and 2 Provinces The establishment of the main Jakarta-Cikampek-Bandung corridor since the Dutch East Indies Government in 1906, then managed by the Central Indonesian Government in 1945 and each of the 9 Cities / Regencies in 1998 The construction of the Jakarta-Bandung Corridor was largely influenced by centrististic policies starting from the Dutch East Indies Government to the establishment of the Presidential Regulation by the Central Government There are 2 major urban area policies namely Jabodetabekpunjur and Bandung Basin, both of which have megapolitan and metropolitan urban scales Nine Cities / Regencies in the Jakarta Bandung Corridor are divided into 3 Development Areas in West Java, except East Jakarta which are included in the DKI Jakarta development area The Jakarta-Cikampek-Bandung Corridor has 3 modes of transportation routes (Trains, Toll Roads, Arterial Roads) and will be added to the Fast Train and Secondary Toll Road modes on the same route The Jakarta-Cikampek-Bandung Corridor is 140-170 km away, has various nodal stops based on the type of mode consisting of toll gates, stations and intersections in urban areas 9 Cities / Regencies The construction of various new modes such as the Toll Road and the Jakarta Fast Railroad is a form of addition of infrastructure elements in general The addition of dry port facilities and double tracks on the Railroad line, as well as the construction of secondary toll roads in the Jakarta-Bandung Corridor is the addition of specific infrastructure elements During the Mataram Kingdom, there were only the Jakarta-Sumedang-Bandung route. During the VOC Company, there was a trail from the Jakarta-Bogor-Bandung route. However, after the discovery of the Cikampek route by the Dutch East Indies Government, all new modes of transportation adjust to the Jakarta-Cikampek-Bandung Corrido
Urban Corridors Component
Indicator
Urban Corridors Parameter
Jakarta-Bandung Corridor Condition •
Corridors provide space and economic development opportunities (Investment Potential) Economic Urbanization Economy
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• Improving transportation infrastructure can encourage and increase production (Proportion of GRDP in the Industrial Sector)
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• Income per Capita
Changes in movement patterns can change regional economic ties that affect regional income
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Demography Urbanization
The population experienced rapid growth and met the criteria of urban areas
High population density in urban areas
Urbanization
The proportion of the area built up in the total area of land Spatial Urbanization
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The density level of the transit network
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The construction of the Jakarta-Cikampek Toll Road provides new access for the Bekasi and Karawang areas to become Jakarta's deconcentrated industrial area The 10-year operation of the Jakarta-Bandung Toll Road has implications for the shifting of a varied main base sector in 2005, focusing on the manufacturing sector and the provision of facilities (Real Estate, Electricity and Gas Prevention and Information and Communication) The emergence of toll road infrastructure in 1988 to Cikampek and in 2005 to the city of Bandung, has implications for the growth of GRDP in the urban economic sector (secondary / tertiary), namely the industrial sector The proportion of GRDP in the industrial sector in regencies in the Jakarta-Bandung Corridor has increased, whereas the proportion of GRDP in the industrial sector in the city has declined, this can indicate deconcentration of industrial estates to regencies from the city Per capita income in the Jakarta-Bandung Corridor experienced positive growth in the 10 years of operation of the toll road Regions connected by toll roads in 2005 experienced significant per capita income growth in 2015, namely Purwakarta and Bandung City Regencies The population in the Jakarta-Bandung Corridor has experienced quite varied population growth, especially East Jakarta City, Bekasi City, and Bekasi Districts which are in the figure of 3-6% / year, the growth of other Cities / Districts is below 2% / year Based on the number of residents according to Government Regulation Number 26 of 2008, in 2015 East Jakarta City, Bekasi City, and Bandung City were included in the metropolitan classification, while Cimahi City was included in the classification of the Big City Based on the Regulation of the Head of the Central Bureau of Statistics No. 37 of 2010, the City area in the Jakarta-Bandung Corridor can be classified at very high population densities, while the Districts area is low, except Bekasi Districts which has a moderate density The proportion of land area built up has increased throughout the City / Districts in the JakartaBandung Corridor, the area built in the city area is above 75% while for the Districts under 30% The number of people traveling from Jakarta-Bandung and vice versa reaches 143,518 people / day with occupancy rates of various modes between 0.3-0.8 Jakarta-Cikampek II elevated infrastructure development, LRT Bodebek and Fast Train make the Jakarta-Cikampek Toll Road network segment capacity decrease
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High Speed Railway Impact on Jakarta-Bandung Urban Corridors • •
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Impact on Infrastructure Aspects Improve accessibility between Jakarta and Bandung in addition to existing modes (roads, conventional trains and aircraft) Overall, the 30-40 minute distance between Jakarta-Bandung can form a new commuter system between two metropolitan and stop areas including Create new traffic conflicts at every Jakarta-Bandung Rapid Train stop, which can be managed through intermodal integration Fast Train as an alternative to the freeway mode of congestion can divide the burden of the pace of the Jakarta-Bandung movement from other modes
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Impact on Urbanization Aspects Improve the economy in the Jakarta-Bandung corridor, especially in the industrial, trade and service sectors Provide opportunities for new economic sectors at the regional level around the stopping area (Economic Concept in each stop area) Growing new economic activities in dismissal areas that are still not built Economic growth inequality in areas that are not affected or far from the location of the Rapid Train stop
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Impact on Economy Aspects Construction of the Jakarta-Bandung Rapid Train Stop is not in the city center, but on the outskirts of the City / Regency which still has vacant land Development of land that is still empty will create a new growth area for cities / regencies, so that urban primacy does not occur at the existing growth centers Development of land that is still empty and far from the growth center has implications for the need to provide infrastructure and supporting networks that are not yet available, as well as preparation for developing activities in the stopping area Construction of stops at the City / District border area provides regional growth opportunities regionally Impact on Institutional Aspects A comprehensive strategy for managing the Jakarta-Bandung Fast Train Corridor is needed from the central government Synergy in managing regional institutions is needed to support the stop and surrounding areas A strategy for managing the Jakarta-Bandung Fast Train stop area is needed
Thank You Ihsanuddin Karimullah +62 82214210404 Ihsanuddinkarimullah29@gmail.com Bandung, Indonesia