Urban Planning Portfolio

Page 1

2017-2020

IQBAL ADAM PORTFOLIO

URBAN PLANNING URBAN DESIGN TRANSPORT



Hello. I am a recent graduate from Master of Urban Planning at the University of Melbourne, Australia, and currently based in Jakarta. I consider myself as an urban practitioner experienced in a wide range of projects such as tourism planning, architecture, urban design, property and real estate, master planning, land use planning, and transport planning. I have my interests converging to sustainable transport planning, transitoriented development, land use planning, and urban informality. A good team player who could demonstrate commendable analytical thinking skills and time management to produce outstanding outputs. A fast learner with leadership skills who acquires remarkable communication skills and work ethic. A self-disciplined and well-organised individual who puts the best effort with strong commitment.


EDUCATION 2018-2019 Master of Urban Planning The University of Melbourne Developed community and place development plan for contested riverside informal settlements in Bandung, Indonesia. Developed strategic plan and action plan for affordable housing in Hoppers Crossing, Melbourne and food system in Port Fairy.

IQBAL ADAM iqbaladam.1991@gmail.com +62 812 8741 6741 https://www.linkedin.com/in/iqbal-adam/

Created urban codes for noise-prone neighbourhood to improve the socio-spatial aspect in Yarraville, Melbourne. Developed Greater Bendigo Land Suitability Analysis report to select the most desirable location for future strategic development in Greater Bendigo. 2010-2014 Bachelor of Science in Architecture Bandung Institute of Technology Developed Tanah Abang Station design to address the government’s plan to expand the capacity of Tanah Abang Station for transit-oriented development. Developed master plan for township development in Bandung consisted of landed houses, apartments, open space network, and retail spaces.

KEY ACHIEVEMENT 2019

Melbourne Global Scholars Award

2019

The Henry and Rachel Ackman Travelling Scholarships

2016

Indonesia Endowment Fund for Education (LPDP) Scholarship


Resume

WORK EXPERIENCE

VOLUNTEERING

2017

2019

Transport Assistant Institute for Transport and Development Policy, Jakarta

A non-government non-profit organisation focusing on promoting sustainable urban transport systems. Participated in conducting a public survey for the issue of TransJakarta replacement with Jakarta Mass Rapid Transit which had overlapped track. Designed the BRT station for the proposed Medan BRT Network. Visualized the development of complete street and neighbourhood street in for the Complete Street and Urban Design Guideline. 2015-2017 Staff for Master Planning PT. Mahkota Permata Perdana (Summarecon Bandung) A prominent property developer in Indonesia aiming to build a Technopolis, a new township where liveable and vibrant neighbourhood could co-exist with tech-savvy industries. Was responsible to modify, adjust, and track down the change of the master plan based on the information from other departments. Conducted research and 3D modelling concept related to current or upcoming internal issues such as Skolkovo Innovation Center, Riverfront Development, Green Concept Apartment, Pedestrian Zone, and Internal Transport Network. Involved in the development of Urban Design Guideline and Pedestrian-Dedicated Street.

Ask Me University of Melbourne Open Day 2019

Welcomed and provided directional assistance to the prospective students and visitors to navigate around campus. 2017

Design Coordinator Pre-Departure Program of Batch 107 of LPDP Scholarchip

Coordinated the creation of logo, resume and CV, backdrop, summary book, mascot, and uniform for predeparture program of Batch 107 of LPDP Scholarship. Was responsible for designing the digital and printed profile book of Batch 107 of LPDP Scholarship. 2017

Teaching Volunteer Kelas Inspirasi (Inspirational Class) Bandung 6

Shared the knowledge of architecture and urban planning to disadvantaged elementary school students to broaden their dream.

SKILLS Sketch Up

Free Hand Drawing

AutoCAD

Analytical Thinking

Adobe Photoshop

Creative Thinking

Adobe Illustrator

Time Management

Adobe Premiere

Team Work

ArcGIS

Dependability

Ms. Office

Problem Solving



Content

01.

CITY IN-BETWEEN

02.

LAND SUITABILITY ANALYSIS

03.

URBAN CODES

04.

COMPLETE STREET GUIDELINE

academic

Community and place development plan for Kampung Braga

academic

Land suitability analysis report for the future growth of Greater Bendigo

academic

Urban codes for noise-prone neighbourhood in Yarraville, Melbourne

Cost-benefit analysis report for RapidMedan project in Medan

professional work



01. City in-between BACKGROUND AND CONTEXT Project Information

Objectives

Type : Academic work Location : Bandung, Indonesia Area : 12 Ha Coordinator : Dr. Amanda Achmadi; Dr. Sidh Sintusingha Project Scope : Development framework Contributions : Involved in initial analysis during the group fieldwork; Interviewed existing communities; Identified further problem analysis; Conducted literature review for strategic recommendations; Developed the development framework.

To develop criticality in evaluating both informal and formal components of Bandung while addressing its cultural, social, economic, and environmental issues as well as potentials; To critically engage with planning and design concepts and practices while addressing urban informality and inclusive urbanism in Bandung; To create multi-scalar planning and design proposals while addressing local policy framework. To articulate and cultivate on the potentials of informal urbanism in generating more dynamic, diverse, and inclusive urban environment.

Background The subject addresses the question 'How can we envision the in-between city?' and focuses on analysing the contested urban riverscapes which have showcased contrasting developments in dealing with informal urban formations, ranging from forced eviction, resettlement, to in-situ upgrading. How formal planning regulation can create more inclusive urbanism by integrating architectural, landscape architecture, urban design, and urban planning interventions. In the contemporary Neoliberal economic practice, social and spatial discrepancy in cities are getting polarised, and the space is fragmented due to gentrification. Informal urban settlements, which have co-existed with formal planning, have been associated as an antithesis of the cities due to its characteristic such as lack of basic service, tenure security, and control. The phenomenon is a product of planning practice that dichotomises the urban production. The dichotomy between formal-informal, legal-illegal, and planned-unplanned creates a clear segregation to where the development is focused. Informal settlements are undesirable and much of their existence are considered as the manifestation of government's failure. Thus, attempts to improve them are often ill-planned, if not neglecting them by concealing their visibility from the public gaze. As a result, it leaves the affected community to be worseoff. Furthermore, involuntary resettlements or eviction has become a new normal primarily for the one located in the city centre where the land is investable. Urban informality should be seen as an integral part of urban production. It is not a sector but a process in which it contributes to city's social and economic distribution. Informal settlements is a form of self-organisation due to institutional incapacity in providing more affordable

housing options. In fact, they are neither completely unplanned as they are the outcome of community's strategic sensibility; nor entirely illegal as most of them exist in disputed lands; and nor totally informal as they are connected to formal city administration. Therefore, rather than dichotomising the urban production, policymakers should treat them as an integrated continuum. Consistent with the phenomenon, informal settlements in Bandung, called kampung, has changed from autonomous region in colonisation era to slums in present days. The Dutch, acknowledged kampung as an autonomous region due to its different characteristic with them. At that time, kampung was self-regulating and independent. Today, the current system generalises kampung as slums in any policy and regulatory frameworks. With the pressure to achieve a global city status, Bandung has transformed its urban form by intensifying the development and revitalisations. Instead, despite being concomitantly improved, urban kampung becomes more vulnerable because it lies in a highly valuable land in a city centre, hence eviction. Kampung Braga, located at Bandung's renowned tourism and heritage site and traversed by Cikapungdung River, is facing ongoing development pressures. The latest eviction occured in the late 2018 dislocating part of the communities. The evicted land will be used for apartments or hotels. The residential land shrinks into only 5 Ha from a total area of 12 Ha. The fragmentation in the community exacerbates the situation, making them powerless in expressing their resistance towards the eviction. Therefore, the thesis is to strengthen the social and spatial connectivity of Kampung Braga to be an integral part of Braga District, which offers unique socio-economic activity through community-led upscaling intervention.


PROBLEM ANALYSIS City of Bandung Key Economic Strategic Zone (KSE) Environment Strategic Zone (KSL) Railway Less Poor Slum Area Poor Slum Area Very Poor Slum Area Strategic zone is a prioritised area in city development which provides significant economic, social, cultural, and environmental influence. Kampung Braga lies in two strategic zones, the Alun-Alun activity centre and Cikapundung river. Kampung Braga is considered as very poor slum settlements. Improvement in this area is prioritised.

Active space close to RW office

Current evicted land

Unutilised vacant land


Residential RW Office

Active Space

Vacant Space

Residential area keeps shrinking due to rapid development in kampung perimeter. There are plenty of unutilised vacant spaces that could accommodate the community.

Existing Main Street Network

Main Access Point

Secondary Access Point

Current main street network is disconnected, creating an unbalanced flow of distribution and centre of activity. The main pedestrian access points are not connected to the network.

Existing Main Street Network

Social Nodes

There are four administrative divisions, called RWs. Each RW has its own program but the scale is limited. There is no activity that could bind the whole kampung to reinforce their voice and power.

Key New Social Node New Access Point New Main Street Network Active Space RW Office Vacant Space

The proposed street network will connect each RW, thus the flow of distribution is more balanced. It will also connect Kampung Braga to the north and south side, responding to the existing access point. The existing social activity primarily occurs around RW office as it has large room to host an event. The event is normally extended to the immediate alleyway and vacant spaces. Therefore, upscaling the social space into larger social node that cater for the RW program could strengthen the social connectivity. Improving spatial and social connectivity must be followed by transforming channel of communication up to the city level. Thus, city needs to incorporate this improvement into local planning policy framework.


PROPOSAL

5 3 4

1

2

1

Activation of school courtyard by designating it as the centre for educational activity, such as English Club. The new pedestrian bridge is proposed to make connection with RW 4.

2

This private land has been unutilised for more than 10 years. According to the law, it could be leased for long-term period for public benefit and the owner will get incentives. It is proposed to be the centre of economy.

3

The evicted lands remai a year. For interim phase accommodating street v motorcycle parking zone comm


Aligning with the vision "Kampung Braga will be an integral part of well-connected Alun-Alun Regional Activity Centre. The plan will strengthen the kampung’s position and significance which offers unique urban fabric and socio-economic activity", the framework proposes two themes: Bina Warga (foster the community) and Bina Ruang (develop the space). Bina Warga aims to bring more transformational change by challenging the rooted cultures, habits, and paradigm of the community. The intervention will be multi-layered from individual to institutional. Meanwhile, Bina Ruang aims to improve the spatial quality of Kampung Braga to be more connected and integrated with surrounding area. The improvement will support the socioeconomic activity of kampung residents. There are three goals in each development theme. In Bina Warga, the framework aims to achieve the Shared Vision for All; Pilot Program and Knowledge Sharing Platform; and Governance Structure Reform. Furthermore, Bina Ruang aims to achieve Access Point Activation; Street Connectivity Improvement; and Social Node Upgrading. Each goal is made of several actions to ensure the development is feasible. The complete development framework is available at https://issuu.com/home/published/20191114_bina_braga_ framework_issuu

2

in vacant for more than e, it could be utilised for vendors, food stalls, and e that is managed by the munity.

4

The evicted lands can host cultural events such as traditional dancing and singing performances because this RW has been designated as a tourism kampung. There is an existing dancing performance in Kampung Braga.

5

Access point to Braga Street can be more visible by improving the entrance to Kampung Braga to increase its significance. Private land can provide area for informal traders from kampung residents to boost their economy.


https://www.bendigoregion.com.au


02. Land suitability analysis BACKGROUND AND CONTEXT Project Information

Objectives

Type : Academic work Location : Bendigo, VIC, Australia Area : 3,000 sqkm Coordinator : Dr. Siqing Chen Project Scope : Master Plan Contributions : Selected reasonable criteria for the suitability analysis with their respective spatial data; Conducted spatial analysis using ArcGIS to generate future growth area; Developed a land suitability analysis report.

To understand the basic concepts and theory in GIS and spatial analysis; To conduct spatial modelling of landscape and cities using key environmental factors across scales; To communicate and interpret cities and landscapes using GIS-based thematic mapping; To develop a knowledge base of the theories and scopes of GIS-based urban and regional planning

Background Greater Bendigo, hereafter Bendigo, is a regional city located 150 km northwest of Melbourne, Victoria, that covers around 3,000 sqkm area. In 2016, the population in Bendigo is 111,783 in which 85% of them reside in urban Bendigo, making it the third largest urban area in Victoria. Bendigo has designated as the future growth for regional Victoria. It is projected to grow by 39% in 2036 to 156,000 people. The growth is seen as both opportunities and challenges because it can accelerate the prosperity, but at the same time it can generate urban sprawl and environment degradation if not properly managed. Established by the Victorian Government, the Urban Development Program (UDP) is an intiative of the framework for planning urban growth in Victoria. The program aims to ensure there is sufficient residential and industrial land both in metropolitan Melbourne and regional Victoria. to meet population growth, ensure competitive land market, and reduce pressure on housing affordability. Bendigo has adopted the Greater Bendigo Residential Strategy (GBRS) and Greater Bendigo Housing Strategy (GBHS) to address the population growth issue. In both documents, Bendigo has set four key objectives which are: Compact Bendigo, to avoid urban sprawl and control the urban growth area (UGA) inside the urban growth boundary and second-tier cities; Connected Bendigo, to ensure the UGA along major transport corridor; Healthy Bendigo, to ensure UGA is close to open spaces and avoid natural hazard; and Housing Bendigo, to ensure UGA is accessible from activity centres.

From 2011 to 2015, the projections indicate that the average annual dwelling demand in Bendigo is 999, and from 2016 to 2021 the number rises to 1,009 per annum. The current levels of dwelling construction activity in Bendigo are insufficient to meed potential demand which is projected to be 29% greater than the average dwellings per annum. In other words, Bendigo needs to supply 18,000 houses, equivalent to 18 ha land, in the next two decades to keep the growth in control. By considering the needs to host 18,000 houses and four key objectives in GBRS and GBHS, five criteria have been selected: Proximity to Transport, which covers three sub-criteris such as proximity to bus stop, major road, and train station; Healthy Neighbourhood, which is made of two subcriteria such as proximity to park and sports facility; Avoidance of Risk, which has two sub-criteria such as avoiding bushfire-prone and flood-prone area; Proximity to Activity Centre, which has two subcriteria such as proximity to education centre and hospital; and Compact Neigbourhood, which covers two subcriteria such as proximity to established towns and proximity to urban area. Each criterion is weighted based on its significance, importance, and priority for future residential area. The weighted overlay map will show the most suitable area and the final area for future residential area can be selected from it. The complete report is available at https://issuu.com/ home/published/land_suitability_analysis_report


EXISTING MAP OF GREATER BENDIGO

Key Bendigo

Major Road

Urban Growth Boundary

Watercourse

Towns

Water Area

Train Station

Forest

Railway

Urban Area

The suitability map will focus on the area inside the Urban Growth Boundary to achieve the objectives of having compact and connected neighbourhoods. To achieve this, proximity to transport network and activity centre is imperative. Barrier such as forrest and water body need to be considered as bushfire- and floode-prone area respectively to ensure the future growth is safe and investable for the residents. Area outside Urban Growth Boundary but adjacent to the urban area is still desirable, considering the proximity to public transport network.


RECLASSIFY MAP Proximity to Bus Stop

Least Suitable

Proximity to Major Road

Most Suitable

Proximity to Park Zone

Least Suitable

Most Suitable

Avoid Flood-Prone Area

Not Suitable

Suitable

Least Suitable

Most Suitable

Least Suitable

Most Suitable

Proximity to Sports Facility

Avoid Bushfire-Prone Area

Least Suitable

Not Suitable

Most Suitable

Proximity to Education Centre

Proximity to Hospital

Least Suitable

Least Suitable

Proximity to Established Towns

Proximity to Urban Area

Least Suitable

Least Suitable

Most Suitable

Proximity to Train Station

Most Suitable

Suitable

Most Suitable

Avoidance of risk becomes the most weighted criterion with 20% of each sub-criterion because keeping the distance from disaster-prone area is critical. The second highest is proximity to transport whiich weighs 10% of each sub-criterion to ensure the growth of compact and connected neighbourhood. The rest sub-criteria weigh 5% each. The weighted overlay map is produced based on the weighted criteria. Most Suitable


WEIGHTED OVERLAY MAP

Key Bendigo Urban Growth Boundary Towns Restricted Least Suitable

Most Suitable

The suitability map will focus on the area inside the Urban Growth Boundary to achieve the objectives of having compact and connected neighbourhoods. To achieve this, proximity to transport network and activity centre is imperative. Barrier such as forrest and water body need to be considered as bushfire- and floode-prone area respectively to ensure the future growth is safe and investable for the residents. Area outside Urban Growth Boundary but adjacent to the urban area is still desirable, considering the proximity to public transport network.


FINAL SUITABILITY MAP FOR FUTURE RESIDENTIAL AREA

Key

H

Bendigo

Major Road

Urban Growth Boundary

Watercourse

Towns

Water Area

Train Station

Forest

Railway

Urban Area

Hospital

Urban Growth Area

Since one site with 18-ha land is not available after the most suitable area is clipped with the urban area and UGB, two sites with area of 9 ha are chosen. The total growth area has an extra 5 ha than the requirement just in case the actual population growth is higher than projected. UGA 2 is entirely inside the UGB, however UGA 1 is located outside but really close to the UGB. This aligns with the local strategic plan that designates Marong, a town where UGA 1 is located, to turn it into transit oriented development area with improvement in train network.



03. Urban codes BACKGROUND AND CONTEXT Project Information

Objectives

Type : Academic work Location : Yarraville, VIC, Australia Area : 4 ha Coordinator : Dr. Elek Pafka Project Scope : Strategic Plan Contributions : Selected the theme for neighbourhoodscale urban codes; Synthesised the scenario that illustrates the range of potential design outcomes; Created a poster that incorporates the multiscalar analysis of the site, the chosen codes, and the scenarios.

To understand the urban design dimension of the explored territory and coherency and effectiveness of the proposed urban codes; To focus on socio-spatial relations and urban transformations resulting from overlapping and often conflicting bottom-up and top-down processes; To understand urban codes as mediators between the conflicting desires that shape the city; To undertake hands-on urban design work, while reflecting critically upon the role of urban design, and the manner in which urban planning and urban design are interconnected

Background Inner West Melbourne is one of the fastest growing areas in Greater Melbourne due to the affordable housing prices, lower density areas, and its proximity to Melbourne CBD where jobs are mostly located, which then attract residents from various background. However, it is also home for Melbourne's industrial areas where intense industrial activity creates a conflict with the new residential areas because of the noise, pollution, waste, and safety. Thus, it affects the residents’ well-being.

exacerbates the noise pollution in the area. In the newer development, the building responds to the noise pollution by erecting bulky interfaces to block the noise as shown in the picture on the left. It affects the street quality in the groundfloor that could generate safety and accessibility isues. Therefore, the urban codes are proposed to not only improve the existing buildings through incremental intervention but regulate the future development through more strict intervention.

Since Inner West Melbourne becomes the centre of industrial activity, the freight traffic circulating the area is intense. However, much of the traffic does not have designated routes and appropriates residential streets which can deteriorate the air quality and environment. The intervention that the government has performed is by limiting the time for the freight traffic. It is seen as an incremental and short-term solution because there is no intervention in the urban form.

The assignment is initially synthesised in a group for inner west scale of 10x10 km and neighbourhood scale of 1x1 km. The project then is developed individually for more specific area of 200x200 m by incorporating the some findings from the group analysis, and putting them together into one specific topic.

Yarraville, one of the suburbs in City of Maribyrnong in inner west of Melbourne, is experiencing the aforementioned issues. The residential area located next to large factory resulting in the high frequency of truck traffic in residential streets. In addition, the railway that traverses Yarraville in the middle of residential neighbourhood

The intervention is divided into two scales, the small and the big intervention. Small intervention includes Noise Absorbent Interface and Street-Friendly Apartment, whereas the big intervention covers Green Open Space Activation and Ultimate Residential Street. Each of the four interventions is made up of several specific strategies. The final poster is available at https://issuu.com/home/ published/urban_codes


SITE ANALYSIS Freight Route

10x10 km Analysis

YARRAVILLE

0

1km Approved

Conditionally Approved

Restricted

Truck routes often pass through the residential areas generating high noise level and air pollution. Transport Network

Industrial Area Agglomeration

YARRAVILLE

0

1km Train Route

Open Space Coverage

YARRAVILLE

Tram Route More affordable

0 Less affordable

Transport network coverage is related to housing price in Melbourne.

YARRAVILLE

1km Industrial Area

0

The residents in Inner West Melbourne are more affected by the impacts of industrial areas.

1km Parkland & Garden

Natural Area

Recreation Area

400m catchment

Inner West Melbourne has a great ammount of open space within walking distance.

1x1 km Analysis Residential zone Public use zone Commercial zone

Maribyrnong

Yarraville

Railway

Industrial zone

Francis St

>2-storey building Green open space Noise source

N 0

200m


200x200 m Analysis Industrial areas close to residential areas Railway as the second noise source

N

Intensified development Unsafe street for pedestrians and cyclists Underutilised open space with low accessibility Noise-insensitive building interface Lack of tree canopy coverage

To industrial area

Heavy truck traffic Westgate Tunnel development to shift the truck traffic

Yarraville Fact Check

4600+ 36% 55% 62%

trucks per day in Francis Street.

46%

undergo sleep disturbance.

150200

suffered from asthma, nearly 3x of Australian average.

less likely to spend time at home.

89.7%

feel that the environment is unsafe for children.

80db

hospital admissions for respiratory problems per 10,000 in 2009-2010. The highest in Greater Melbourne.

55db

feel that life quality would be better if living in areas with less truck traffic.

65db

the noise level from truck traffic in Francis Street. the average noise level during the day in Francis Street.

the maximum noise level in outdoor living area.

STRATEGIC GOALS Vision

"

By 2048, Yarraville will build more noise sensitive neighbourhood by moving the freight traffic, reducing the speed limit, activating open spaces, and creating more streetfriendly development to improve the well-being of the residents and the quality of the neighbourhood.

"

Goals Small Scale Intervention

Large Scale Intervention

Noise-Absorbent Interface

Street-Friendly Apartment

Green Open Space Activation

Ultimate Residential Street

To ensure the future lowand mid-rise residential development pays attention to noise absorbent interface in its building and site perimeter.

To ensure the mid-rise development celebrates the street by having appropriate openness and acess to the street.

To ensure the open space is more utilised for multiple activities to avoid the noise as 62% of residents feel uncomfortable staying at home.

To provide street that can minimise the noise level which is also vibrant, safe, inclusive, and pedestrian friendly.


URBAN CODES 01. Noise-Absorbent Interface

02. Street-Friendly Apartment

1.1 Perimeter Fence and Wall

2.1 Building Envelope

2.0m

1.0m

1.5m

0.5m

D

L

Site perimeter facing the street should use mixed material, and the height should not exceed 1.5 m. Site perimeter abutting to railway might use continuous solid wall, and the height should not exceed 2 m.

To avoid building bulk, tower footprint should not exceed 70% of the podium, and diagonal depth (D) of the tower should not exceed 1.45 of tower length (L).

1.2 Front Setback and Opening

2.2 Transparent Frontage

Double-glazed window size should not exceed 30% of the interior wall plane. The building should be set back by at least 5 m to from the noise source for shrubs or bushes.

The frontage at the podium should have at least 60% of transparent wall with respect to the frontage length to create more pedestrian-friendly and vibrant street.

1.3 Natural White Noise

2.3 Sky Exposure Plane

Vegetation, e.g. shrubs and bushes, and water sound, e.g. fountain or mini waterfall, could be placed in the perimeter closed to noise source to create natural white noise. 1.4 Apartment Street Interface

Small retail complementary to residents’ needs could be placed on the ground floor as a buffer from noise source to dwelling units. Noise absorbent material should be placed in balcony floor, ceiling, and outdoor wall of dwelling units to minimise the noise level in the habitable rooms.

The tower building should be gradually set back to maintain the sky exposure plane to allow the penetration of natural sunlight to the street and building accross the apartment. The first three floors of the tower should be set back by 3 m, then the building should be set back by 2 m for every two floors.


03. Green Open Space Activation

04. Ultimate Residential Street

3.1 Multiple Entrance

4.1 Road Diet

To increase the permeability and accessibility, one gate or entrance point should be placed in every edge abutting to the street or public domain. The gate width should not be less than 2 m to allow wheelchairs.

Sidewalk should be widened and carriage way should be narrowed down appropriate to right-of-way width to reduce the vehicle speed and give more priority to pedestrian.

3.2 Low Fencing

4.2 Raised Crossing

Low fencing helps make the space more inviting for people. The fence height should not exceed 1 m and use solid and strong material, e.g. iron, steel, or wood.

Safe crossing should be raised by 10 cm or at the same level of sidewalk for traffic calming. The reduced speed will decrease the noise level and increase safety.

3.3 Water Infrastructure

4.3 Green Strip

Water infrastructure, e.g. fountain, mini waterfall, could be installed to create natural white noise.

Green strip should be at least 1 m wide and placed between carriage way and bike path and footpath to increase tree canopy for barrier and buffer from noise. Vegetation should be closely placed, with respect to its canopy size, to maximise the natural white noise on the street.

3.4 Shared and Dedicated Pathway

To accommodate all users, open space should provide shared or dedicated pathway. In shared pathway, the width should be at least 3 m. In dedicated pathway, the minimum width of bike path is 2.5 m, footpath is 1.5 m, and separator is 1 m.


DESIGN SCENARIO Best Scenario

The best scenario is where the road traffic is shifted to the Westgate Tunnel and road diet is implemented. Moreover, the new mid-rise developments will celebrate the street by creating more vibrant frontage and less bulky built form. The low-rise residential will respond the noise traffic by applying noise-sensitive interface. The open space will be more permeable, accessible, and utilised. The best scenario will create healthier environment by diminishing truck traffic, more socially vibrant public space, and add more value to the property as it has much better accoustic to noise.

Moderate

In the moderate scenario, the b encounter the limitation in the Tunnel fails to move the truck tr tion codes can still be successfu noise level from truck traffic. Th traffic is still present, the buildin thus it will improve the well-bei nomically benefit the residents will be more attractive and the


e Scenario

big intervention codes will implementation as Westgate raffic. However, small intervenully implemented to lower the herefore, even though the truck ngs are more resistant to noise, ing of the residents. It will ecobecause the neighbourhood value could rise.

Worst Scenario

The worst scenario is when the residents and government keep the status quo. The growing population will increase the mid-rise development within the area. The developers might exceed height limit and build massive apartment buildings that disrespect the street, overlooking and overshadowing the area. This makes the street less vibrant and unattractive for pedestrians. Francis Street will keep being a backbone for truck traffic that is generating safety and health issue. This is exacerbated by the unaccessible open space that will degrade the social health of the residents.



04. Complete street guideline BACKGROUND AND CONTEXT Project Information

Objectives

Type : Professional work Location : Mampang and Tendean, Jakarta Area : 30 ha Client : Provincial Government of DKI Jakarta Project Scope : Guideline Contributions : Surveyed the implementation of sidewalk revitalisation in Jatinegara for precedent; Created before and after image for streets in the study area.

To supply the recommendations for corresponding local agency in designing mobility network for DKI Jakarta from 2017 to 2021; To create strategies focusing on non-motorised transport network, particularly pedestrian network; To provide references for non-motorised transport facility revitalisation framework; To provide detailed recommendation for priority location in DKI Jakarta.

Background Institute for Transportation and Development Policy (ITDP) is a non-profit organisation established in 1985 and headquartered in New York, focusing on promoting sustainable transportation in cities around the world. ITDP Indonesia has provided technical support for the provincial government of DKI Jakarta, local council of Medan, and local council of Pekanbaru on mass public transport, parking system, and pedestrian facility revitalisation. ITDP Indonesia and DKI Jakarta's Office of Highways have had the same concern to create non-motorised transport network for all. The guideline is created to provide references for local and provincial government to enhance the spatial planning in Jakarta. The scope of the guideline includes the designation of priority location for sidewalk revitalisation, the recommendation for the distribution of road space that includes bike lane and sidewalk, the design guideline, and budget estimation. ITDP organised #PedestrianFirst campaign to raise awareness for street user to prioritise pedestrians. DKI Jakarta has high dependency on motorised vehicles and the existence of pedestrians are often overlooked, raising the safety and inclusivity issue. From the campaign, ITDP received 634 infringements towards pedestrian facility. This report helps ITDP designate the priotity location. ITDP promotes complete street design to be standardised in DKI Jakarta. Complete street refers to the condition where street can be used by all ages, all users, and all

abilities. Complete street design aims to create more equitable and inclusive space while prioritising pedestrians. The concept should be followed by a set of standard to meet the requirement of all users, including having safe and durable materials. ITDP specifies four points to achieve desirable pedestrian space on the streets: Complete, refers to continuous and integrated pedestrian facility. The continuity is not merely about the distance but the uninterupted and smooth surfaces. Pedestrian facility should connect to transit hubs and other significant points in the city. Safe, means prioritising pedestrians to walk without barriers. The idea goes beyond facilitating pedestrians, but educating and controlling motorised vehicle users, such as through speed regulation, speed limit, crossings, and sidewalk extension. Comfortable, to accommodate the needs of pedestrians thus they are encouraged to walk more. Pedestrian facility should provide meaningful experience for the users, such as through shades, plants, seatings, and active frontages. Humanistic, refers to inclusivity in accessing pedestrian facility regardless the gender or ability. Pedestrian facility shall followed anthropometric design standard manifest in wayfinding, signage, sidewalk width, ramps, tactile, and other street furnitures.


PRIORITY LOCATION The document aims to improve the accessibility to transit station for better first-mile and last-mile trip. Revitalising pedestrian facility is expected to encourage people to walk for their first-mile and last-mile trip instead of taking motorcycle taxy or ride-hailing vehicles. Therefore, the priority location is that in a walkable distance from public transit to reinforce the connectivity and continuity. The methodology was by mapping the transit stops, including BRT and commuter line, and creating 500-m buffer. The total daily passengers were calculated, and area with higher number of passengers are selected as the priority. The Mampang-Tendean segment covers about 5.3 km, ranging from first-tier street to neighbourhood street or alleyway. In first-tier street, the right of way reaches up to 34 metres in which the median is used for BRT station and its dedicated lane. Mampang-Tendean segment is chosen due to its high number of BRT's daily passengers. One of the reasons is that the area is located at one of the busiest business districts in Jakarta, covering Kuningan, Gatot Subroto, Tendean, and Mampang. The closeness of these business areas could be better off by improving connectivity through revitalising pedestrian facility.

Key

Coverage area (5.3 km) River Green open space Elevated LRT Transit stop

Kapten Tendean St.


Ja k

ar

Mampang Prapatan Raya St.

Kapten Tendean St.

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PROPOSAL Mampang Prapatan Raya Street

Existing Condition

ROW: 34 m

Keyplan

Design Direction


Each side has two carriage ways for private vehicles and one bus lane in the median; Sidewalk is located on to of sewerage with 1.2 to 1.5 m wide in both sides; Barriers on sidewalks including trees, electrical pole, and street vendors that encroach the walking space; More people cross on the street not on the pedestrian bridge, tresspassing the barriers which is dangerous; Pedestrian bridge does not have access of people with disabilities and cyclists.

Reduce the street width of each side by 3 m; Create an at-grade crossing with additional island for waiting and remove the pedestrian bridge; Improve the sutility system and sewerage system to give more space for pedestrians; Add bike lane on the sidewalk. The sidewalks become shared space. Forbid on-street parking along the Mampang Prapatan Raya St.; Add shades, bollard, tactile, and other sidewalk features;


PROPOSAL Mampang Prapatan Alleyway III

Existing Condition

ROW: 3.25 m

Keyplan

Design Direction


Alleyway pavement is 2.25 m wide; There is sewerage on both side. Each has 0.5 m wide; The motorised vehicles intensity is low because they are mainly private; Walking women and children are frequently found; One car was spotted in this narrow alleyway; Street lightings are present in one side of the alleyway and work well.

The idea is to deploy the concept of safe shared street; The alleyway is dedicated for the residents, thus only their vehicles are allowed, and other vehicles remain limited or forbidden; Encorage to replace ashpalt with paving block to give a sense that the priority is pedestrians; The addition of speed bump to mainly slow down motorcycle and improve street safety; The addition of street lighting, including that on the front wall of the houses to improve safety during the dark.


PROPOSAL Kapten Tendean Street

Existing Condition

ROW: 33.60 m

Keyplan

Design Direction


Th sidewalk has sufficient width for pedestrians; The sidewalk is not continuous, interrupted by vehicle ingress and egress; Street vendors encroach the sidewalk space, limiting pedestrian movement; Motorcycle parking on the sidewalks block the clear pathway; Electrical poles and cables create undesirable visual experience; Vegetation is located in the premises or next to the premises.

The addition of bike lane in both side on the inner edge of the sidewalk; Improving the continuity of the sidewalk by removing the vehicle ingress and egress from clear pathway; Prohibiting or limiting access for street vendors on the sidewalks; Prohibiting on-sidewalk parkings; Removing electrical poles and cables from street to under the ground; The addition of tactile for people with disabilities; The addition of vegetation buffer next to carriage ways to protect cyclists and pedestrians.



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