Since Jakarta’s Mass Rapid Transit (MRT) became operational in 2019, it has opened up new opportunities in and around each of its stations. Developments have already begun to make them into areas of activity and integration for both pedestrians and other public transportation. NOW! Jakarta speaks to President Director of PT Integrasi Transit Jakarta (or Transit Oriented Development), Yulham Ferdiansyah Roestam, to find out more.
Transit Oriented Development (TOD) has been successfully implemented in major metropolitan cities around the world, and Jakarta is finally jumping aboard too. ‘Better late than never’ may be a resident’s optimistic comment, and indeed it seems as if the city has big plans for its transportation networks — a paradigm shift away from private vehicle comforts towards prioritising pedestrians and public transport. This doesn’t simply mean creating additional mass transportation capacity, it also includes the development of the urban spaces around certain hubs to improve intermodal connectivity, as well as passenger flow and experience.
PT MRT Jakarta (Perseroda) through its subsidiaries PT Integrasi Transit Jakarta (PT ITJ) and together with PT Transportasi Jakarta are introducing Transit Oriented Development at several stations along the south-north corridor, this is Phase 1. The DKI Jakarta government has also given a mandate to the company to become the main operators to manage the TOD at eight stations, namely Lebak Bulus Station, Blok M Station, Senayan Station, Istora Station, Bendungan Hilir Station, Setiabudi Station, Dukuh Atas Station, and Bundaran HI Station.
“In Indonesia, TOD was only introduced in the last five years. TOD is an urban area designed to integrate transit functions with people, activities, buildings and public spaces that aim to optimise access to public transportation so that it can support passenger carrying capacity. The concept includes mixed-use development which must also activate the surrounding community, which essentially means better public spaces. In urban design guidelines, any TOD must be in accordance with the needs and characteristics of the community,” shares Yulham Ferdiansyah Roestam, or Pak Ferdi.
For Phase 1, PT ITJ is developing a master plan for an integrated transit area at five stations, namely Lebak Bulus Station, Fatmawati Station, Cipete area (which includes Cipete Station, Haji Nawi Station, Blok A Station ), Blok M area (including Sisingamangaraja Station), and Dukuh Atas Station. Each TOD being developed will have its own theme and City Design Guidelines (PRK). The first example of a TOD area is the Martha Christina Tiahahu Literacy Park, located below the Blok M-Sisingamangaraja station. This is a green public space with a library and food and beverage facilities.
“Studies indicate that people are willing to walk a maximum distance of 750 metres. So, TOD areas are found within a radius of 750 metres from any station — the Literacy Park is under 100 metres away,” Pak Ferdi explains.
Lebak Bulus Station is the first station in the south-north corridor expected to become a magnet for commuters from buffer zones, such as South Tangerang, whose daily lives are centred in the city. Many of these commuters, whether using public or private transportation, contribute heavily to the city’s congestion. The TOD is planned to have numerous supporting facilities for passenger mobility, plus a feeder transportation system aimed at increasing rail-based passengers and decreasing daily private vehicle use.
The Dukuh Atas Station is set to be a hub of five different modes of transportation in its vicinity, including: MRT Jakarta, Transjakarta, Bus Rapid Transit, Airport Train (railink), Commuterline and LRT. This will be further bolstered by improved pedestrian infrastructure and new open spaces.
The TOD in the Cipete area (which includes Cipete Station, Haji Nawi, and Blok A) will be retail-based, developing a shopping street concept with accessibility that spreads activities away from main roads. This means prioritised mobility for pedestrians and non-motorised vehicles.
“MRT passengers reaches 70 thousand people per day, this will of course spill over to TOD areas. But actually the function of TOD is the opposite: if the areas around the stations are developed effectively, then we can actually encourage more people to use the available public transportation,” closes Pak Ferdi.