Architectural & Urban Planning Portfolio 2018-2020 | IKE LARASAYU

Architecture | Urban Planning

PORT FO LIO

IKE LARASAYU 2017-2018

RE SU ME 2

IKE LARASAYU Jakarta, Indonesia May 26th 1995 Larasayu.ike@gmail.com +62812-8833-5747 Ike Larasayu

EDUCATIONAL BACKGROUND 2018 - 2020

2013 - 2017

2010-2013

University of Stuttgart Master of Infrastructure Planning (MIP) GPA 1.30/1.00 | 123 ECTS Credits Bandung Institute of Technology (ITB) Faculty of Architecture, Planning and Policy Development Majoring in Architecture GPA 3.48/4.00 | 149 Credits Al-Izhar Pondok Labu Islamic High School Major: Science

WORK EXPERIENCE April 2021 Present

Ministry of Public Works and Housing Individual Consultant

November 2019 September 2020

Institute for Landscape Planning and Ecology (ILPÖ) University of Stutgart Student Research Assistant

November 2017 August 2018

PT. KIND Architecture-Interior Design Indonesia Junior Architect

I am a friendly, cheerful energetic, high responsible, discipline and hard-working woman. I have the ability to adapt with new enviroment quickly.

I find it constructive and stimulating to confront new experiences and challenges. I love staying among people as well as reading novels, travelling and designing buildings.

SKILL

ORGANIZATIONAL EXPER IENCE 2019

Head of External Relation PPI Stuttgart

2015

Head of Battery Fractional Marching Band Waditra Ganesha ITB

2016

Team Manager Marching Band Waditra Ganesha ITB

2015

Staff of Training Management Marching Band Waditra Ganesha ITB

2015

Staff of Student Orientation Architecture Student Association (IMA-G)

2015

Mentor for Kaderisasi Wilayah SAPPK Architecture Student Association (IMA-G)

2015

Head of Parade Event for April’s Graduation Architecture Student Association (IMA-G)

2015

Mentor for ITB Student Orientation ITB Student Council

OTHER ACHIEVEMENT • Integrating Green-Grey Infrastructure: A Green Streetscapes Framework for Climate Change Adaptation in Tropical Jakarta, Indonesia. Final project for Master Thesis (2020) • Candidate at United Nation’s Global Festival for Actions for Sustainable Development Goals in Bonn, Germany (2019) • Gelora Bung Karno Arena project for Asian Games 2018 in Jakarta, Indonesia. Junior architect at KIND Architects in charge of multi-purpose hall interior design (2017) • Urban Respiratory; Case Project: Krukut River in Jakarta, Indonesia for FutureArc Prize (2018) • Domestic Sentani Airport. Final Design Project for Architecture Bachelor Thesis (2017) • 3rd Place Drum Battle Competition (Team) at Grand Prix Marching Band Indonesia (2016) • International Network for Educational Support in Higher Education (INNES Vienna). Austrian Architectural Culture Summer Course at Technische Universität Wien (2016) 3

SELECTED WORK 4

7 15 23 31

Master of Infrastructure Planning (MIP) Case Study: Esslingen County

Analysis of Future Potential Transit Oriented Development (TOD) in North and Central Jakarta using GIS

Cicayur TOD Masterplan

37 45 49

FuturArc 2018 Urban Respiratory Case Project: Krukut River, Jakarta

Westtown View Interior

Sentani Domestic Airport

GBK Arena Hall Interior

5

6

MIP Case Study: Esslingen County Type Location Year Status Software

Team

: Urban Masterplan : Esslingen, Germany : 2019-2020 : Completed Big Case Study Project : Autodesk AutoCad, Google SketchUp, Adobe Photoshop, ESRI ArcMap : Dipl.-Ing. Manfred Wacker (Supervisor) Alvarado Reyes, Kenneth Daniel Gomez Paez, Carlos Eduardo Njoku, Uchenna Fortunatus Parambil Habeeb, Arfas Raymond, Ike Larasayu

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PHASE ONE ANALYSIS ON THE EXISTING

The objective of the case study is to develop a proposal for the allocation of housing and business areas in the County of Esslingen (Stuttgart Region) and to elaborate an urban master plan for a specific housing location within the County. This proposal should display possible developments in land use, urban structure and transport for the planning\ horizon 2035 to accommodate approx. 20,000 additional inhabitants and to select suitable areas for economic activities. The urban master plan has to be elaborated for a specific housing location within the case study area. The main task is to accommodate 5,000 inhabitants in this location and to provide the related infrastructure (social and commercial services). In order to provide the pillars of the framework to be used for a sustainable and integrated development of brownfields (existing development) for 15,000 inhabitants and a greenfield (new development) for 5,000 thousand inhabitants, the strengths and weaknesses found by analyzing different aspects of the current state of the county, in terms of demography, land use, economy, environment, and transportation are taken into account. Esslingen is one of the 401 counties (Landkreise) in Germany. It is located in the centre of the state of Baden-Württemberg and lies east of the City of Stuttgart. The neighbouring counties are Rems-Murr-Kreis, Göppingen, Reutlingen, Böblingen and the City of Stuttgart. The county has an area of 641 km2 and a population of about 532,000 (2017). The county’s population density is 831 inh/km2. Esslingen is the seventh most populated and the fourth most densely populated county in Germany.

Demography

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Land use

Environment

Economy

Transport and Accessibility

Setting objectives and planning guidelines for greenfield and brownfield development Objectives

1. Preserve the agricultural and forest areas.

2. Focus development in municipalities with high net migration and their surrounding municipalities.

3. Densify municipalities with already high settlement density.

4. Focus development in less environment restricted areas 5. Protect natural habitat, landscape, cultural heritage and preserve the continuity of green space.

6. Locate new housing development in already existing densified employment hub.

7. Locate industries in areas with good access to existing motorways and residential areas.

8. Make public transport more attractive.

9. Promote non-motorized mode of transportation for short and mid distance trips.

10. Optimize the infrastructure of the rapid mass public mode of transport.

Planning guidelines

• Allocate brownfield developments in municipalities with a population and net migration share of at least 5,0%, especially in northern and center part of the County which are already dense.

• Municipalities with a settlement density of at least 40 inh/ha will be considered for potential future brownfield development areas.

• Allocate the greenfield development in municipalities with a population and net migration share within 2,0 – 3,5%, adjacent of those dense municipalities.

• Locate new development near the already existing infrastructures.

• Promote development on legally unprotected areas with low soil fertility and slopes suitable for housing and other development.

• Restrict development on environmentally sensitive areas, flood risk zones, forests and areas with high soil fertility and steep slopes.

• Medium protected areas could be considered for development of settlements, given that the human activities within these settlements are compatible.

• Promote the use of green spaces and areas of high scenic value as sites for recreation.

• Locate new housing development in the municipalities with high number of employee.

• Locate industrial development near municipalities having high share of working population.

• Allocate commercial areas near to the settlements with good accessibility to transport infrastructure.

• Promote mixed-use area in the future Greenfield development.

• Promote Rail-based transit-oriented development.

• Use the concept of accessibility as base criteria to orientate development or optimization of the transport infrastructure.

• Improve the performance of the PuT for long distance trips inside the county.

• Promote the use of the existing public transport infrastructure.

• Promote bicycle and pedestrian modes as preferences for short distance trips.

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PHASE TWO LARGE SCALE PLANNING Land Suitability Analysis Greenfield Housing Area

The followed process is divided into two. Firstly, a suitability analysis and secondly a network analysis. On the suitability analysis a parameterization of different criteria’s coming from land use, environment, employment, and demographic data are considered and provided by specifics values. Meanwhile for the network analysis, giving the use of ArcGIS network analyst tool, which provides a network-based spatial analysis tools for solving complex routing problems, two process were done. The two parameters that are taken into account on this network analysis are proximity to raillways stations and accessibility to higher-order city. The next step conducted is raster analysis. Desired values of each attibute are reclassifed into 6 catagories, where 0 is restrictedly not compitable for development and 5 is the most suitable result to be developed based on the spatial guidelines that have been decided. Once the raster data are reclassfied, determination of weight for each attribute is necessary to be done considering its order of importance and reflects the value difference betweem each attribute. Giving the possibility to compile and process the information together, a spatial analysis for raster data tool so-called weighed overlay is applied. Once the result from weighted overlay analysis is formed, the established patches for development are subtracted by some areas that either legally restricted for development or not desirable based on the guidelines. By subtracting these areas, some potential housing plots were obtained.

Objectives and Spatial Guidelines

Suitability Analysis

Network Analysis

Demography Parameter

Land use Parameter

Proximity to Railway Station

Environment Parameter

Employment Parameter

Accessibility to Higher Order City Buffer

Value

Reclassification Assign Weight (based on importance) Raster Analysis: Weighted Overlay

No Go Zones Size Limitation

Result

In order to obtain the most suitable area for housing for 5000 inhabitants on new housing area, a land suitability analysis was done. This process is based primarily on the previously developed chapter of objectives and spatial guidelines. Furthermore, some parameterization was conducted, plus a network analysis. The use of a geographical information system was the main tool to obtain the most suitable area for the development, in this case, the software ArcGIS takes the main role in this analysis.

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Summary of three possible plots: 1. Plot C (Oberboihingen): 71 ha 2. Plot E (Oberboihingen): 58 ha 3. Plot F (Dettingen unter Teck): 68 ha

Brownfield Housing Area

Commercial Area

According to term of references, 15,000 inhabitants have to be allocated in brownfield areas. For this purpose, 5% of total built-up area in each community is considered available for brownfield development. Following the spatial objectives and guidelines, six municipalities were selected for brownfield development. The chosen municipalities include three Middle-order centres—Esslingen am Neckar, Kirchcheim unter Teck, Nürtingen and three Low-order centres—Leinfelden-Echterdingen, Ostfildern and Plochingen. Considering that 5% of the built-up area in each community is available, these six municipalities together have 340 hectares of land available. Considering a density of 90 inhabitants per hectare (minimum benchmark density for housing focal points), this land could be used for housing 30,600 inhabitants.

On the previously presented spatial development concept for the county of Esslingen, locations for commercial areas were proposed. In order to determine which of the proposed locations results adequate for the required commercial activities, defined in the Terms of Reference, a further analysis was carried out.

The commercial areas to be allocated correspond to the following economic activities: 1. Small and medium size enterprises with predominantly local importance 2. A Research and Development Park 3. Logistics Hub

As the area is sufficient to accommodate more numbers than the target 15,000, further consideration was to distribute the 15,000 people based on criteria developed from spatial planning objectives and guidelines. Five attributes—Land availability, Settlement density, increase of employees, Travel Time Ratio and Ridership of non-motorised transport— were considered to arrive at a suitable distribution of the target population. Total score for each municipality was calculated using the respective weights and the target 15,000 was distributed based on these scores. The population figures were further rounded off to the nearest hundred. The actual required built-up area for this population was calculated, considering a density of 90 inh/ha, and was expressed as a percentage of the existing settlement area.

Table 1. Total distribution per Municipality on brownfield development Municipality​ ​ Esslingen am Neckar​

Land availability​

Settlement density​

Increase in number of employees​

Travel time ratio​

Ridership of nonmotorised transport​

Results​

Actual ​ population ​ allocation​

Built-up area to be allocated​

50%​

12.5%​

12.5%​

12.5%​

12.5%​

​

​

ha​

%​

1.0000​

0.8821​

0.0839​

0.7810​

0.8667​

0.8267​

4189​

47​

2.40​

Kirchcheim unter Teck​

0.4942​

0.0000​

1.0000​

0.0000​

0.1333​

0.3887​

1970​

22​

1.66​

LeinfeldenEchterdingen​

0.3175​

0.6088​

0.5249​

0.9619​

0.6667​

0.5040​

2554​

29​

2.66​

Nuertingen​

0.5255​

0.0134​

0.0000​

1.0000​

0.0000​

0.3895​

1973​

22​

1.73​

Ostfildern​

0.2372​

1.0000​

0.1971​

0.9619​

1.0000​

0.5135​

2602​

29​

3.47​

Plochingen​

0.0000​

0.6246​

1.0000​

1.0000​

0.9333​

0.3377​

1711​

19​

4.96​

​

​

​

​

​

​

15000​

​

​

Total​

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PHASE THREE URBAN MASTERPLAN FOR ONE LOCATION After carrying out final evaluation, on which a qualitative analysis of the chosen plots from phase two was done, plus restrictions such as plot minimum size (taken from rough land demand chapter). From this analysis, plots were selected to be study in a deeper way. Most important aspects on the different parameters are called to be rechecked, and giving use of Google Earth Web site as an extra tool to have a better understanding of the areas itself, the preference of one final plot is be done. Finally, the selected plot for the Greenfield development is located in the south of Oberboihingen.

The distance to the Oberboihingen regional train station is approximately 1.3 kilometres at its farthest point within the plot. An existing county road crosses the plot, which connects Oberboihingen to Reudern, Nürtingen. The plot is also close to social infrastructure such as a school and kindergarten. A major challenge to this plot is the presence of landscape protection areas that surround the western and eastern part of the plot, separating it from existing settlements, but at the same time also offering high scenic value to the new development.

Additionally, the new housing development creates high pressure on the existing settlements due to significant increase in population

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After developing an urban master plan for the new housing area, a detailed scheme of a certain part of the development is established. Implementation plan (see Figure 5.1) shows the integration between the entrance for the single and row houses, basement entrance, road network, zebra cross and the green corridor. Bus stop for both directions is created in the form of bus bay and catered people with a wide pedestrian. In this detailed plan, the separation between public and private areas is also shown. For example, private garden indicated for single and row houses is marked by light green colour. Furthermore, within the apartment blocks a large common park is indicated by dark green and citizens can easily access it from the walking path. A slight detail regarding the accessibility to mixed-use area from the county road is also displayed.

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14

Analysis of Future Potential Transit Oriented Development (TOD) in North and Central Jakarta using GIS Type Location Year Status Software Supervisor

: Potential Transit-Oriented Development Analysis : Jakarta, Indonesia : 2019 : Completed Regional Planning Project : ESRI ArcMap : Ur

15

INTRO DUC TION As a capital city, Jakarta will inevitably continue to demographically and economically grow from its natural growth as well as urbanization. Urban growth is defined as a “demographical and spatial process” that is indicated by the increase of population concertation and physical size of cities within a certain economy and society (Bhatta, 2010). In fact, urbanization can lead to increasing pollution and urban sprawl that leads to traffic congestion. The large expansion happens because people sought dwelling with way lower rental price in the fringe meanwhile jobs, industries and commercial will constantly be concentrated upon the city centre, hence the quantity of travelling by transportation increases. This expansion causes congestions on the roads and affect the health environment of the surrounding people due to the air and noise pollution it generates. In order to tackle this issue, it is necessary to develop a city that does not rely on private vehicles and provides safe, adequate, comfortable and efficient public transportation modes to cater the residents daily travel demand.

Since 2004, the Governor of Jakarta, Sutiyoso, has begun to expand public transportation network in Jakarta by establishing the first bus rapid transit (BRT) that is known as Trans Jakarta. Recently in March, Jakarta has just announced their first official mass rapid transport (MRT) operation. In the discussion of urban mass transportation systems, various theories and concepts regarding the relationship between people’s activities and development became an interesting discussion in the scientific planning and design of cities, including among them is Transit Oriented Development (TOD which has been implemented in various cities in the world. TOD usually refers as “a mixed-use community that encourages people to live near transit services and to decrease their dependence on driving” (Still, 2002). TOD is an approach to developing cities that adopts mixed spatial planning, such as high density commercial and residential in one zone in order to maximize mass transportation uses such as BRT, MRT, railway with pedestrian and bicycle networks connection. Thus, the trip will be dominated by using public transportation that is connected directly to the purpose of the trip or the desired destination. Public transport stops have relatively high densities and are usually equipped with park and ride facilities.

In order to optimize the utilization of existing public transport and balance the increasingly rapid urbanization rate of the city of Jakarta and the scarcity of land in the capital city, an analysis of the provision of transit-oriented development-based facilities needs to be carried out in the spatial plans.

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CASE STUDY AREA Jakarta is the capital city of Indonesia and one of the most populous urban agglomeration on earth. The area of the special capital region is approximately 661.5 km2 with the total population of up to 9,607,797 people (Badan Pusat Statistik Indonesia, 2010). Jakarta is divided by 6 districts, namely North Jakarta, Central Jakarta, West Jakarta, East Jakarta, South Jakarta and Thousand Islands Regency with the total of 44 sub-districts. It is known as a busy metropolitan area with currently more than 18.6 million private vehicles on the road, approximately 47.5 million of people make a commute from Jakarta’s satellite cities, Bodetabek area (Bogor-Depok-Tangerang-Bekasi) every day and only 24% of the use public transport to travel (MRT Jakarta, 2018). Data from Polda Metro Jaya shows that there are around 1,000 to 2,000 units of new motorbikes entering Jakarta every day, meanwhile four-wheeled vehicles experienced growth of 1,500 units per day (Zuhro, 2015). This inevitable makes Jakarta’s traffic ranked 12th worst in the world according to new survey.

Within the next 10 years, DKI Jakarta will no longer have space for motorized vehicles.

Moreover 64% of land in Jakarta is in the form of low-floor settlements that leads to scarcity of land for future development.

Currently, Jakarta is provided by several routes of public transport in order to cope up with its road congestion issue. The pioneer of public transportation in Jakarta was the commuter line (commonly known as KRL). It was established during the colonial era when Dutch entered and colonized the country. Currently there are 79 KRL stops surrounding Jakarta and its satellite cities. Meanwhile for the bus rapid transit (BRT) system has 13 primary corridors (routes) and 10 cross-corridor routes. It has the characteristic of locating bus stops in the center of primary roads and occupied one lane of each side so it is segregated from the private vehicles traffic (Asian Development Bank, 2008). Lastly, the development of first phase of Mass Rapid Transport (MRT) in Jakarta was conducted to encourage the development paradigm that is no longer oriented towards private vehicles, especially cars, but rather oriented to pedestrians and mass transportation. This phase was finished in March 2019. The second phase of MRT, is expected to begin this year and predicted to be completed in 2024

METHODOLOGY There are several criteria for physical aspects that support the determination of potential TOD locations. Originally, the TOD analysis methodology is based on the 5D TOD that was first introduced by Ewing and. 5Ds of built environment includes five principals, namely density, diversity, design, destination, accessibility and distant to transit (Ewing & Cervero, 2010). However, due to the time constrain, a simplified process that consider only several parameters that are most influential to the analysis dan have more roles in determining the possible TOD development is chosen in this study. In order to determine the measurement and appropriate weight for each parameter, a Spatial Multi-Criteria Approach (SMCA) is adapted from reviewing the indicators from Measuring transit oriented development for the City Region Arnhem and Nijmegen (Singh et al., 2014). All analysis was done using the ArcGIS software.

Analysis Suitanility Analysis

Network Analysis

ANALYSIS

Table 1. Parameter classification and source

Data Sub-district population 2018 Sub-district administration boundary Land use map

File .xlsx .shp

Source Statistic Indonesia Indonesia Geospatial Portal

.shp

Settlement map Point of Interest map Commuter line station and route Transjakarta stop and route MRT phase I station and route MRT phase II station and route

.shp .shp .shp .shp .kmz .jpg

Open Street Map Indonesia Geospatial Portal Open Street Map Open Street Map Open Street Map Lapak GIS Googlemaps Portal Kebijakan Satu Peta

Road network

.shp

Indonesia Geospatial Portal

­

Two analysis processes are done in order to obtain a potential TOD map. All indicators or factors are derived from the 5D methodology. The first analysis is the suitability analysis that is based on the non-transit factors, in this case only two out of four non-transit TOD factors are considered, i.e. density and diversity. Meanwhile, for the transit factor, network analysis is carried out by considering desired walkable distance to all nearest public transport stops.

Table 2. TOD criteria and assigned weight Weight and value adapted from the SMCA (Singh et al., 2014)

Figure 1. TOD suitability map analysis workflow

Criteria

Weight

Value

Indicator

Description

Non-transit factors (Density factors)

0.4

50% 30% 20%

Population density Commercial density Employment density

Compact cities are needed to accommodate high growth in limited areas and can be served by public transport which encourages residents to use high quality public transport infrastructure. Areas that are densely populated and surrounded by dense commercial and service will lead to more efficient use of public transportation.

Land use diversity

0.3

100%

Land use diversity

Mixed-use, high diversity in land uses leads to more places that can be reached within short travel time, less total trips and reduce interdependencies on private vehicle.

Distance to transit

0.3

100%

Walkable distance to mass transport system station or stop

500 meters to 1 kilometer is an appropriate distance to reach public transport station.

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Suitability analysis

Network analysis

The main objective of the suitability analysis is to investigate which area has the highest density in terms of population, commercial and employment as well as the most various and diverse land use functions per 500x500 meters.

The third criteria is distance to transit, referring to the 5th principle of TOD presented by ITDP, TOD is an area that supports pedestrians to easily access the mass public transportation within the closest distance of 500 meters and maximum of 1 kilometer. It is important to note that, this distance is the actual road distance that is supported by sidewalk, curb and road infrastructure that can be accessed by the public (not a straight-line distance).

Therefore, a study using network analysis is accomplished by determining all station points as a service area that can be reached by foot. The closer the distance to each point, the greater the value produced. The input data that becomes the impedance in this analysis is the road network of Jakarta. The result of the analysis provides buffer within desired service area by considering the existing road as a reference for the route. Since Jakarta is a flat area, topography of the city is not taken as an impedance.

First, the density of population is measured based on each sub-district. Calculation was completed by dividing the total dwellers in a certain sub-district divided by total area in the field calculator of administrative boundaries’ attribute table. Meanwhile for the density for commercial and employment are assessed based on the entire region because they are equally valued for every city district. Polygons of every commercial typology (shop, mall, retail, restaurants, kiosk, convenience and department store) and office typology, which all building that is other than settlement (including government and private institutional, educational and health), are converted to raster. Raster then is converted into point features which later point density tool can be applied to acknowledge which are the densest part in North and Central Jakarta in terms of commercial and employment.

Point density tool creates a raster where each cell contains the number of points within specified area. It will calculate every point that falls within certain neighbourhood. To make density data into interval classes, a reclassification process is carried out according to standard deviation.

Second, diversity of land use means area which supports mixed-use development and various building typologies. Examining available areas with highest variety of facilities, amenities, services and centres of public activity and commercial that can be reached within walking-distance without having to rely in a vehicle motorized are the main objective on this step. In this stage, the diversity of an area in the range of 500x500 meters (ideal walking distance) is examined. In order to assess which 500x500 meters area has the most diverse development, scores that were derived from literature are given to the existing land use function by inputting the value into the land use score field (see Table 3).

Table 2. Land use score

Landuse Score Settlement 30 Commercial 20 Instutional 20 Education 10 Health 10 Recreational 10

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Settlement and commercial are given the highest score among others considering the better mixed-use development will lead to more places that can be reached by dwellers so that travel times and numbers of trips could be reduced. To accomplish this assessment, the study area is spatially covered by 500x500 meters rectangle cells by executing data management tool, fishnet. The result gives an output in the form of grid sampling.

Furthermore, zonal statistical is used to sum up all the values of each cell in the study zone in order to obtain accumulation score for each rectangular polygon

Final evaluation Weighted overlay analysis is carried out in order to combine all the attributes’ values. Table 3 indicates all the assigned weights for each criterion that were adapted from literature with author’s modification and simplification, because it is certain that all attributes values do not have the same importance rank. Spatial Multi Criteria Analysis (SMCA) is used to map each parameter, aggregated, standardized and use it for overlay analysis principle. The practice of SCMA can be done by interviewing stakeholders that brings greatest influence in taking well founded decision regarding the TOD development. The respondents determine the weight and value of each indicator related to this research based on priority scale. The priority organization of each attribute under its higher criteria must be known for its relative weight compared to the others. The aim is to determine the level of interest of each stakeholder concerning the criteria and overall hierarchical structure.

Stakeholders could be academic experts in the area of regional planning, residential and transportation academics as well as transportation experts (Mulawarman, 2017). In order to achieve the desired result, final model builder and weighted overlay analysis are employed by inputting three TOD criteria and the respective weight that has been decided

MAIN RESULT Non-transit factors density

The use of TOD-based development will be more effective and successful if there are numerous people live in the surrounding area and certain people who come to the area because of it is part of their daily trip purpose. Based on the calculation of number of population and the area, the result shows there are 28 sub-districts that has highest population density which takes range from approximately 40,000-90,000 inhabitants/km2. Meanwhile from the point density tools analysis on commercial and employment, area with highest density covers around 7337 m2 and 1982 m2 respectively. Commercial areas include shops, cafes, convenience, kiosks, food retail, malls, restaurants and market. Meanwhile the employment aspect contains all building typology other than settlement, which are banks, colleges, dentists, doctors, embassies, hospitals, kindergartens, pharmacies, policies, schools and universities.

From the results of overlaying these three attributes, it is firstly noticeable the pronounced higher density towards the center of North Jakarta since it has the greatest value.

It can be understood that the outcome from overlaying the non-transit factors resulting in 251 m2 for suitable TOD area

Figure 2. North and Central Jakarta population density map

Figure 3. North and Central Jakarta commercial density map

Figure 4. North and Central Jakarta employment density map

Figure 5. Non-transit factors combined map

Land use diversity

The result from summing up all land use score within the scope of North and Central Jakarta in the form of 500x500 rectangle cells produces land use diversity map (Figure 8).

Zonal statistical gives each rectangle cell a value derived from the overlaid land function beneath the fishnet. From the output, it could be concluded that areas with highest value produced has the total score of 2600 to nearly 3000 points. These areas mainly function as Central Business District (a), commercial (b), and middle to high-end settlement (c,d). The more diverse the area in terms of land use, the more desirable it is for the future transit development.

Figure 6. Land use diversity score map

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Distance to transit Undoubtedly, the public transportation network in North and Central Jakarta appears to be concentrated only along Central Jakarta area and in the middle of North Jakarta.

In network analysis, road networks are included as considerations in determining the accessibility and distance of pedestrians to reach the service facilities, which in this case is all public transport stops. A 500 meters, 700 meters and 1000 meters breaks are inputted to generate non-overlapping buffer in the form of rings in orther to allocate polygons to the closest service area and not include the area of the smaller breaks. This highest value produced are the areas that closest walking distance to the tran or bus stops, other than the green marked result, those area are less desirable for TOD development, especially the red marked zones.

FINAL RESULT

Figure 7. Road and public transportation network in North and Central Jakarta Figure 12. Result of suitable area for future transit-oriented development

Figure 8. Distance to public transport mode

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Finally, all the non-transit and transit factors are overlaid with the respective weight that has been determined in the methodology. Weighted overlay tool gives the outcomes by aggregating all criteria based on their importance. In this case density is given weight of 0.4 and the rest, land use diversity and distance to transit are given the weight of 0.3.

The result presented in Figure 12, displays several areas that are suitable for future TOD development. Green marked areas which have the maximum values are areas that have the greatest output since the first suitability analysis simulation in which accumulation of population density, the number of commercial areas and employment opportunities, land use variety and relatively have very close distances from not only one, but several modes of public transportation. However, some areas are only catered by one train station or bus stop also have the potential to be developed as TOD-based expansion by only considering their high value on non-transit factors.

CON CLU SION The final result of the analysis displays quite relevant results. There is a strong relationship between non-transit factors and transit factors. Areas marked with green which have the highest values are areas that have the best value from the initial simulation and accumulation of population density, the number of commercial areas and employment opportunities, land use variety and relatively have very close distances from not only one, but several modes of public transportation. However, as for some areas that have high scores but only close to one mode of transportation, in this part the analysis is considered inadequate. Some areas that are only near one train station or bus stop have the potential to be developed as TOD-based expansion in terms of their non-transit factors only. This proves that there are several places that have the potential to be suitable places for the future development of TOD but they have not been served and catered by other modes of public transportation. This result can be used as input for regional authority or public transportation company as a basic reference in developing the TOD master plan from this point forward, considering that several areas meet the non-transit criteria but there is not much public transportation available around it.

The recommendation that can be given for further analysis is the use of more complete criteria. For the next analysis, a complete 5D method-based analysis can be carried out by inputting and carrying out deeper analysis of the design and physical environment in the surrounding area that deserves the development of TOD, for example, by reviewing the availability of decent and appropriate curb for pedestrians, trees and shades along sidewalks, ease of access for people with disabilities, network design, connection between streets and buildings must be taken into account. However, this complex analysis needs further assessment by observing the study area directly and understanding its built environment. It is also necessary to obtain input and insight from different stakeholders that play the main roles in determining future of a city development in the study area, since every city has different importance, priority and characteristics to be considered for more reliable analysis.

REF EF ENCE Asian Development Bank (2008). BRT – CASE STUDY 5 - Annex 5 Case Studies and Lessons -Toolkit for Feasibility Studies: Module 2: Bus Rapid Transit (BRT):. Retrieved from sti-india-uttoolkit.adb.org Badan Pusat Statistik Indonesia (2010). Sensus Penduduk 2010: Jumlah dan Distribusi Penduduk DKI Jakarta.

Calthorpe, P. (1993). The Next American Metropolis: Ecology, Community and the American Dream.

New York: Pricenton Architectural Press.

Dirgahayani, P., & Choerunnisa, D. N. (2018). Development of Methodology to Evaluate TOD Feasibility in Built-up Environment (Case Study: Jakarta and Bandung, Indonesia). IOP Conference Series: Earth and Environmental Science, 158, 12019. https://doi.org/10.1088/1755-1315/158/1/012019 Ewing, R., & Cervero, R. (2010). Travel and the Built Environment. Journal of the American Planning Association, 76(3), 265–294. https://doi.org/10.1080/01944361003766766 Institute for Transportation and Development Policy. (2017). TOD Standard, 3rd ed. New York: ITDP. Retrieved from www.itdp.org Kementrian Agraria dan Tata Ruang (2019). Konsep Transit Oriented Development (TOD) dalam Pembangunan Wilayah Perkotaan. Retrieved from https://www.atrbpn.go.id/Berita/Siaran-Pers/ konsep-transit-oriented-development-tod-dalam-pembangunan-wilayah-perkotaan-81942 Kementrian PUPR (2019). Kementerian PUPR Dorong Pengembangan Hunian Terintegrasi Simpul Transportasi Publik. Retrieved from https://www.pu.go.id/berita/view/16960/kementerian-pupr-dorong-pengembangan-hunian-terintegrasi-simpul-transportasi-publik Marks, M. (2014). Analyzing Access to Transit in the Nation’s Capital.

MRT Jakarta (2014). MRT Jakarta Annual Report.

MRT Jakarta (2018). Kawasan Berorientasi Transit (TOD). Retrieved from https://www.jakartamrt. co.id/konektivitas/transit-oriented-development-tod/ Mulawarman, A. (2017). Determinasi Lokasi Potensial Transit-Oriented Development (TOD) di Wilayah Mamminasata ditinjau terhadap Aspek Fisik Lingkungan dan Kependudukan. Makassar: Sekolah Pascasarjana Universitas Hasanuddin.

Singh, Y. J., Fard, P., Zuidgeest, M., Brussel, van Maarseveen, & M (2014). Measuring transit-oriented development: a spatial multi criteria assessment approach for the City Region Arnhem and Nijmegen.

Skidmore, Owings & Merrill LLP (2019). MRT Jakarta Transit-Oriented Development Master Plan.

Retrieved from https://www.som.com/projects/mrt_jakarta_transit-oriented_development_master_plan Still, T. (2002). Transit-Oriented Development: Reshaping America’s Metropolitan Landscape.

Zuhro, L. (2015). Mampet! Tahun 2020 seluruh Jakarta macet total. Retrieved from http://www.otosia.com/berita/mampet-tahun-2020-seluruh-jakarta-macet-total.html

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CICAYUR TOD MASTERPLAN Type Location Year Status Software Team

: Mixed-use : Tangerang, Indonesia : 2018 : Proposed Concept : 2D BricsCAD, 3D Sketchup Modelling : PT KIND Indonesia Adjie Negara (Principal Architect) Saras Budoyo (Team Leader), Andrisa Artati, Ike Larasayu (Architectural Designer)

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The TOD-Cicayur is a 60.000 m2 masterplan that consists of 9 apartment towers, 2 office towers and 2 low-cost apartment buildings owned by PT. KAI Indonesia. Located in Cicayur area, in the south west of BSD city, this masterplan will be built in a strategic site near Cicayur commuter line station, thus making Cicayur developed rapidly and became a pioneer in the development of TOD (Transit Oriented Development) in the suburbs of the capital. The Site also holds big potential to be better green parks for plaza for public. A landscaped area for people to live, share, work, and play.

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The aim is to create series of building that will be loved by those who use it, live and work in it, or pass through it. It is a series of building that creates positive spaces in between form that encourages social interaction, sharing and also pedestrian friendly. The lower part of the apartemnt buildings, which is the podium, provides some facilities for the apartment residents. The facilities are convenient store, restaurants and cafe, spa and beauty area, and daycare. The podium’s roof is used to be a place to practice healthy lifestyle with some facilities such as swimming pool, jogging track and gym. There are three different room types which are Studio, 1 Bedroom, 2 Bedroom, and 3 Bedroom. Buildings also allow optimum daylight and passive ventilation with broad range of unit sizes and types.

In this project, I was in charge of designing the railway station, marketing gallery, apartment buildings façade, sky bridge exterior as well as apartment units interior.

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DE VEL OP MENT

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PUBLIC SPACES & GREEN FIBER

ACCESS & FEEDER

LINKAGE SPATIAL & WALKABILITY

A diverse mix of residential and commercial land uses reduces the need to travel and ensures activitation of public spaces at along the day and weekend.

Only 40% of this site can be developed as building, the rest will be strategically landscape or public plaza. Green corridor will be imposed along pedestrian walk and some node of public park within the site.

Pedestrian should be able to walk through the site with ease. Covered walkway and elevated walkway, such as connecting bridge, will be designed to connect all plot and buildings.

Linkage spatial and mobility connectivity to and within the site is critical for success. The site will be desigen based on Transit Oriented Development system High quality, unobstructed pedestrian footpaths provide basic mobility for all furniture, landscaping elements and active building edges transforms walkways into vibrant ground for public space and connect each areas.

CON CEPT 26

CICAYUR STATION As a transit oriented development area, we are also considerate towards accomplishing a great, conforming and pleasant station design.

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EX TE RI OR PLATFORM

GREEN ROOF

Including jogging track, seating area and playground.

CONNECTING BRIDGE FROM STATION TO LOT D Cicayur becomes a source of light and life for the region around it, through its facilities connected with commuter line train.

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GBK ARENA HALL INTERIOR Type : Multi Purpose Sport Hall Location : GBK Sports Complex, Senayan, South Jakarta Year : 2017 Area : 22.510 m2 Status : Completed Software : 2D BricsCAD, 3D Sketchup Modelling Team : PT KIND Indonesia

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FRI

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The GBK Arena sits on a site across the Gelora Bung Karno Sports Complex where the GOR Asia Afrika (a badminton hall) and the Volley Hall Senayan were located. Although initially planned to be renovated for the 2018 Asian Games, the two adjacent sports halls were finally demolished in order to open a chance for a new building that could accommodate more sport facilities and office spaces.

This building does not only provide combined sports facilities such as badminton, volleyball and basketball, but also consists of other functions such as offices and various sport courts that can be turned into multipurpose rooms. This is one of the owner’s strategies to make it commercially worth in order to support the GBK sport complex needs once the event is completed.

In terms of design, the purpose of this new building is trying to present a common thread with other existing buildings in the GBK sport complex area. For the facade concept, the idea of folding ACP was adapted from the roof structure and design of main stadium and Istora Indoor Hall. In terms of energy consumption optimization, utilizing the natural ventilation and lighting have been done in some areas, such as lobby and corridor. In addition, the presence of spacious Plaza on the front entrance is to present a building that is pedestrian friendly.

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IN TE RI OR 2ND FLOOR SPORT COURTS CONCEPT: FUN & YOUTHFUL

5TH FLOOR

8TH FLOOR

The venue vertically stacks three indoor multi-purpose sports halls at its center.

Each hall could host six badminton courts or two basketball/volleyball courts. The halls are surrounded by an eight-storey structure that provides spaces for supporting facilities, such as changing areas, showers, storage lockers, and coach and referee rooms, as well as for offices of sports-related associations and institutions. A large gym and an exercise room are also provided on the lower level. The building is veiled by folded aluminium composite panels that resemble a vertical projection of the Gelora Bung Karno Main Stadium’s roof. While the sporting facilities will be used mainly by the participating athletes, the availability of courts and offices in large quantities will allow the GBK management representative to lease the spaces for commercial uses, which in return will provide income that can be used sustainably for maintaining the building as well as other venues.

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IN TE RI OR PROPOSED HALLWAY DESIGN

PROPOSED LOCKER ROOM DESIGN

PROPOSED LOCKER ROOM DESIGN 34

PRO POSED SIGN AGE 35

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FUTURARC 2018 URBAN RESPIRATORY Case Project: Krukut River in Jakarta Type Location Year Status Software

Team

: Urban Masterplan : Jakarta, Indonesia : 2018 : Proposed Concept for Competition : Autodesk AutoCAD, Google Sketchup, Adobe Photoshop : Ike Larasayu (Team Leader), Anindita Kharizma, Dane Amilawangi, Alia Marzuki

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Central Business District Commercial

Dwelling

City Green Space

SITE PLAN 38

Commercial

City Green Space

The term of biophilia (love of nature) emerged around the year of 1980 when urbanization increased which resulted in disconnection of human relationship with the nature. The rate of migration from rural to urban area in both developed and developing countries was very high back then. Nowadays, about 90% of urban citizens spend most of their time inside a building or modern built enviroment. It is inevitable that the phenomenon increases the human tendency to be isolated from the natural environment. The architectural realm then uses the idea of biophilia to restore human connection with the nature.

Thus, biophilic design is defined as a bridge to our inherent need to affiliate with nature. Some major aspects are needed to establish architecture biophilic design such as the element of nature, living system, natural processes, presence of water, biomorphic forms and material that connects with nature.

The Special Capital Region of Jakarta is one of the example of indeed the most active city in the nation. It is surrounded and dominated by skyscrappers, occupied by both two and four wheeled vehicles that cause major pollution and ihabited by 10 millions citizens, which is massive for a 664.01 km2 land. Furthermore, irresponsible development in order to achieve modern built enviroment leads to destroying natural features. This urbanization spectacle bring people to move even further from the nature. Through our concept and design, we retrive two vital elements of a city. River and city forest. River is interpreted as the pulse of the blood vessels, performs as the main resource of water and connects with other form of life meanwhile city forest, parks and garden act as alveoulus in urban respiratory system, that inhale fresh air and exhale toxic component out, recycle them again through the grove of trees, restore clarity, filtrating, purifying polluted areas in result of generating healthier lifestyle. Additionally, river can be the source of living, by means habitat for flora dan fauna and utilization as a transportation system. Retention basins, that we proudly call as Embung, are also built as an excessive rainwater reservoirs that could prevent flooding.

Kemang Raya, South Jakarta, Indonesia

In our design, we also carry oit a pedestrian friendly design by creating permeable connectivity. Riverside provides promenade, bicycle lane, jogging track, spacious pedestrian.

Offices and housing that carry green concept building, equipped with water management system and public parks.

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COMMERCIAL AREA

HOUSING AREA

Commercial zone consists of office buildings, Lippo Mall Kemang and partment, and other buildings for commercial use such as start up businesses, stores, and others.

The main idea is to relocate the houses into co-housing buildings to reduce the amount of land used for housing and create spaces that can be used as a public space and pedestrian facilities.

CITY FOREST AREA

CON CEPT 40

City forest area is designed as a place for human to interract with nature as a form of stress relief of the busy urban life. The city forest acts as a lung for the area, producing fresh air and reducing pollution. A water infiltration system will also be placed to catch run-off water and prevent flooding.

PEDESTRIAN PARKING AREAS

To minimize the number private vehicle use and thus reducing traffic, a water way transportation system is introduced, which can also maximize the use of Kali Krukut and create an efficient system and maximizing the use of Kali Krukut as the main focus of the project . Only a few main roads are sustained to create a more pedestrian friendly access to other areas. Water retentions basins are build in the city forest with the main function of absorping water run-off hence preventing flooding and a bioporic system is placed to recycle the waste water for further use to the area

WATER RECYCLING SYSTEM

WATERWAY SYSTEM WATER RETENTION BASIN

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OFFICE BUILDING

We transformed three typologies in a biophilic approach: the offices up north, the housing and the waterway terminal. The existing buildings in the office complex on the north side were built with no regard of the rules. It became like that because years ago, the site became an "it" place for people to look for food and entertainment. So people who aims for bigger profit changed what used to be a quiet housing area to a bustling stores, cafes and restaurants. Because of that, we want to tidy up the area into efficient office buildings with rented podiums to host said stores, cafes and restaurants. The buildings are designed to maximize the built area but still in line with the rules. It is also designed to function with natural resources such as natural lighting. There are roof gardens, inner courts and plazas for greeneries to grow and people to gather under comfortable shade. The gardens have permeable surfaces for water from rain to sink and find its way to the underground drainages. This harvested water and grey water from the building itself will be recycled to be used again

We point out nature water cycle system by maximizing water absorption surface and retrieving it to the river. Our biophilic design also reduce the possibility of river water pollution by applying water treatment system. To minimize the number private vehicle use and thus reducing traffic, a water way transportation system is introduced, which can also maximize the use of Kali Krukut and create an efficient system as the main focus of the project.

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WESTTOWN VIEW INTERIOR Type Location Year Status Software Team

: Residential : Surabaya, Indonesia : 2017 : Proposed Concept : 2D BricsCAD, 3D Sketchup Modelling, Autodesk Revit : PT KIND Indonesia Fachrul Rozi (Team Leader) Anindya Silmi (Architectural Designer) Ike Larasayu (Architectural Intern)

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SITE PLAN The Project W Towers at Surabaya, is a high-rise mixed development that consists of five towers which includes mid-end & high-end apartments, commercial, and office. The design concept and façade inspired by the raindrops; it can be seen by pixelated textures of towers gradually drops into its podium. Located on a prominently visible location on under develop area make its tower distinguished from surroundings. The concept of the 40-storey high tower is simple but extraordinarily effective: making optimal use of the client’s wishes, the site’s potential, the local building code and the fantastic views of Surabaya. Development area was an agriculture area, but now has risen into housing and commercial development, Project W as pioneer. The proposal integrates the neighboring area, including entrances and thresholds, taking advantage of the synergies present in the area and fostering their spatial relationships; communal magnet for healthy and modern lifestyle.

The building’s dramatic façade was conceived to successfully include additional trademark of the towers, while the required setbacks were incorporated into the composition, al-lowing the top level apartment units to enjoy access to terraces. With pocket gardens for every 5 level, creates astonishing harmony of green element. It shall set the new benchmark in the Surabaya area for self-contained live/work/play environments. In this project, I was in charge of making preliminary design for unit interior, gym, sky bridge and outdoor landspace. As well as preparing for architectural graphic presentation.

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SENTANI DOMESTIC AIRPORT Type Location Year Status Software

Supervisor

: Airport : Sentani, Jayapura : 2017 : Completed Bachelor Thesis : Autodesk AutoCAD, Google Sketchup Rhinoceros, Grasshoper, Adobe Photoshop : M. Donny Kurniawan, S.T., M.T

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SITE PLAN

GRO UND PLAN

Sentani Airport, Jayapura is one of the transportation infrastructure that connects Papua with various regions in Indonesia. Looking at the predicted number of passengers in the next five years, this airport requires a new planned and designed domestic terminal to accommodate the number of passengers that can no longer be accommodated by the existing building capacity today. The development is carried out in two phases, however, this development only covers the first phase of development with additional land area of 28.99 Ha with targeted passenger capacity of 2,500,000 passengers.

The airport is lo cated around 42 km away from the city centre of Jayapura with a slope of 0% - 2% and passed by two rivers that empties into Lake Sentani which is part of the airport scenery along with\ Mount Sycloop. This development plan uses a locality approach: prioritizing culture to avoid gaps within the surrounding environment; Green building: an ideal opportunity to develop an airport that focuses on reducing the adverse impacts of airport environmental emissions; And modular buildings: offers the advantages of flexible expansion planning without altering initial arithmetic and main function, as well as relevant building and cost-effective designs. This report is complemented by the results of a one massive buidling design with two-story linear configuration airport terminal and a parking area that includes public transport and private vehicles. The total floor area of the terminal is 19,257 m2.

The site plan in refers to Sentani Airport, Jayapura development masterplan phase one which was established by the Indonesian Directorate General of Air Transportation in 2013. Building mass was placed in between apron and vehicle parking site that is separated into four spaces, bus, taxi, car, and motorcycle. On the front side of the terminal, two laneway were designed to separate public transportation way and private vehicle ways.

The front space also accommodates the pedestrian way and waiting area on the front terminal curb to facilitate public transport’s pick-up and drop-off activity.

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FRONT ELEVA TION

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ALUMINIUM METAL SHEET SKYLIGHT SPACE TRUSS

I-PROFILE STEEL SPACE BEAM

CURTAIN WALL

CURTAIN WALL

CONCRETE COLUMN

DE SIGN 52

The section drawings expose the hollow steel space-beam roof structure to create a 54 meters wide span column-free space for the departing hall waiting room.

The wing-shaped roof was constructed with a space frame structure laminated with an aluminum metal sheet and combined with a skylight for natural light access. The concrete column constructed on the first floor has 1-meter dimension while the column that supported the bird roof structure used 2 meters dimension

CIRCLATION DIAGRAM

WATER TREATMENT DIAGRAM

AHU DIAGRAM

CON CEPT 53

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The design identity of the domestic terminal building was intended to be acknowledged by visitors even when they were still inside the plane ready to land. The roof shape adapted from “Cendrawasih” a particular bird from Papua resulting in an iconic roof structure that presents Papua natural wonders. The influence of local tradition could also be found in the octagonal column distribution in the public concourse which adapts from the traditional house plan of “Enggros-Tobati” tribes, a local tribe that settled on the side of Lake Sentani. The secondary skin facade capture traditional music instrument of Papua, Tifa. The traditional elements applied were proposed to give a strong sense of welcoming due to the expression of the airport as the ‘entrance’ of Papua. However, the secondary skin facade not only has an aesthetic purpose but also functions as double glazed glass which prevents the outdoor hot temperature. The rich natural light also being optimized for the interior space through the use of skylight, reducing the lighting fixtures. The overall design of the airport spaces have their characteristic depends on their needs. For example, the high-level floor for check-in and baggage claim and wide span, column-free floorplan for the waiting room

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THANK YOU 57