Beruflich Dokumente
Kultur Dokumente
(Interaction)
Harun al-Rasyid LUBIS
KK REK. TRANSPORTASI - FTSL- ITB
No
Lampiran
: 023/eII.XI/NS/2015
: 2 (Dua) Berkas
Presentation Outline
Smart cities? Smart Land Use? Smart Transport ?
URBAN FORM & TRANSPORT : Interaksi Tataruang &
Transport
SMART Growth & TOD agenda
Integrated Technology ? ( Hard & Soft )
Better Data ,, Better Decision
Concluding Comment
Implement integrated
land use & transport strategy
Solution ( by design ):
Transit Oriented Development
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10
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Moda
Split
-
Jabodetabek
Smart
City
Overall
City
Sustainability
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Teknolologi terowongan
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Jabodetabek (Greater
Jakarta) is a region in
Java, Indonesia which
consist of five cities,
namely Jakarta, Bogor,
Depok, Tangerang, and
Bekasi
i n h a b i t e d b y
approximately 27,957,104
people with density at
4,373.8/km2 (population
census 2010)
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Cost of Congestions
City
Yearly (IDR)
Yearly (US $ )
Jakarta
IDR 46 triliun
(Greater
Jakarta)
(IDR 68
triliun)
4.8 billion
Bandung
IDR 5 triliun
357 million
Greater
Bandung
IDR 17 triliun
1.2 billion
Medan
IDR 5.2
triliun
371 million
Cost items
3.3 billion
Time cost,
fuel waste,
medical cost
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PULL
PULL
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MONOREL
STRUKTUR RAMPING
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Buses
MRT/ LRT/
Skytrain /
Monorails
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Beijing
Delhi
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costs will be increased, and if the demand for travel along a section of road
increases, then the travel time will rise due to congestion.
Land Use
Pemilihan
Rute
Transport
Demand for
Land uses
(activities)
Pemilihan
Moda
Volume di
Ruas Jalan
Keputusan Melakukan
Perjalanan
Waktu Tempuh/
Jarak/Biaya
Travel, freight
transport
Pemilihan
Tujuan
Kepemilikan
Kendaraan
TRANSPORTASI
Aktifitas
Aksesibilitas
GUNA LAHAN
Demand
Prices
Land, floorspace
Times, cost
Accessibilties
Transport systems
Demand
Penempatan
Lahan
Daya Tarik
Lahan
Pemilihan
Lahan oleh
Pengguna
Pemilihan
Lahan oleh
Investor
Pembangunan
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Typical Element of
Land Use Transport Interaction Model
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10/7/15
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Emission Indicators
10/7/15
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10/7/15
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Figure 2.5. Mixed Use, Inter modal Activities at MTRCs Hong Kong
Station
Urban TODs have the potential to spin off secondary economic benefits such
as providing opportunities for joint development (e.g., building a retail store
adjacent to a transit station and generating lease revenues for a transit agency)
(Bernick and Cervero, 1997). In many ways, TOD is a secondary spin off of
the R+P models financial focus that is, high quality and sustainable
urbanism is an important by product.
Technically, joint development can be but is not always TOD and most TOD
is not joint development. Transit joint development is distinguished from
TOD mainly by being tied to a specific real estate project, venture, or
brokered deal between a public entity (like a transit agency) and one or more
private interests. Joint development normally occurs on a transit agencys
property or in its air rights (Cervero et al., 2004). Globally, the inventory of
joint development at transit stations include air rights development, ground
lease arrangements, station interface or connection fee programs, and other
initiatives that promote real estate development at or near transit stations to
the mutual benefits of public and private interests.
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At its core, joint development operates on the principle of quid pro quo
developers obtain the right to develop station land by making a direct
Polycentric ?
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Four Pillars
Maritime
Transport
Sustainability
Urban Transport
Sustainability
Establish Comission
Port Authority
Sea Lane Security
National Logistics Board
Integrated Global
logistics & Local
Environment
Funding &
Financing
PPP /PFI
Partnerships
46
..Thank you
Terima Kasih