PERMEABILITY FACTORS AND USE OF PEDESTRIAN
ACCESS ON OFFICES BLOCKS IN TRANSIT ORIENTED
DEVELOPMENT AREA KARET- BENDUNGAN HILIR
Rikobimo Ridjal Badri1*, Nurhikmah B. Hartanti2
1
Student, Master of Architecture Program, Universitas Trisakti, Jakarta
2
Lecturer, Department of Architecture, FTSP, Universitas Trisakti, Jakarta
*
e-mail: rikobimo152011900009@std.trisakti.ac.id
ABSTRACT
The development of public transportation
in big cities in general, and Jakarta in
particular, has set new trends in regional
development by referring to the concept
of Transit Oriented Development (TOD).
Some superblock area development,
bundled as a TOD area ignores several
principles, especially pedestrian-friendly
related values. Limited regulations and
inconsistencies in understanding the
application of TOD concepts and theories
have resulted in the inappropriate
application of TOD principles in transit-
oriented areas. This study aims to find the
implementation of connecting routes and
the use of pedestrian paths with
descriptive-qualitative methods by field
observation. The research will be
conducted on the Transit-Oriented
development area Karet-Bendungan Hilir.
The study shows, although the area being
research provide an ideal permeable
block for pedestrian access, a problem
with the management of the access
preventing the pedestrian access to be
fully functioning as a pedestrian networks
system inside a Transit-Oriented
Development area.
Keywords: TOD, Permeability,
Pedestrian Access, Connecting
routes
INTRODUCTION
Along with the development of
technology, with the invention of
machines and the invention of the car,
cities developed with a pattern of
development that adopted the car as the
main means of transportation. After years
of developing with this pattern of
development, big cities in general
experiencing traffic congestion problems,
along with the increase in population.
Which increases the number of private
vehicles use. The solution to solving this
problem is the provision and use of good
and easily accessible public
transportation facilities In the context of
providing public transportation facilities,
big cities change the development
paradigm with the concept of Transit
Oriented Development (TOD).
Jakarta as a big city has also
developed the concept of a transit-
oriented city. Transit-oriented city
development in Jakarta and Indonesia
generally refers to the standards
regulated in the Regulation of the Minister
of Agrarian Affairs and Spatial Planning
No. 16 of 2017 ( Minister of Agrarian and
Spatial Planning Regulation No. 16 of
2017 concerning Guidelines for the
Development of Transit Oriented Areas,
2017) which is the adoption of the
internationally applicable Transit Oriented
Development (TOD) standard.
In the Ministerial Regulation No. 16 of
2017, one aspect that is an indicator of
the success of a transit-oriented area is
the existence of pedestrian connecting
routes that can reduce the sizes of land
blocks, thereby shortening the pedestrian
distance from one point to another.
The quality of pedestrian connecting
paths is also a factor that influences the
selection of pedestrian path routes in
addition to the existence of pedestrian
connecting paths, both public and private
areas that can be accessed by the public,
which affects the length of distance and
time that must be taken by pedestrians
when starting or ending the journey (first
and last miles) as the main factor. Failure
to provide first mile and last mile
connectivity will cause the use of vehicles
as a transit mode to reach the transit point
or from the transit point to the destination.
Interconnected pedestrian paths will
determine the success of a transit-
oriented area, sidewalks, which according
to Danisworo, (1991) is a pedestrian path
that is made separate from the vehicle
lane and located adjacent to or adjacent
to the vehicle path is one of the important
elements in terms of accessibility of
transit-oriented areas. The pedestrian
path as a public space as it was raised by
Carr et al., (1993), is part of the city to
connect one point of another point that
can have an economic function that is not
only important but also unavoidable to
provide for the rapid needs of commuters
(Verma &Antony, 2014). Pedestrian paths
as public spaces, with its economic
functions and other active functions are
parameters contained in the concept of
Transit Oriented Development (TOD).
The research area is a transit-oriented
area of Karet-Bendungan Hilir (BenHil),
with transjakarta BRT (Bus Rapid Transit)
and MRT (Moda Raya Terpadu) in the
main corridor of Jl. Jenderal Sudirman.
The area is dominated by commercial
economic activity with office blocks in its
main corridor and has mixed activities in
the second-tier corridor behind it. Office
blocks such as within the research area
are private areas tend to be closed and
difficult to be accessed by the public as
part of access points to and from the
dense areas behind them that have the
potential to be a source of riders for mass
public transportation.
This research will try to answer the
influence of the area's permeability factor
on the use of connecting lanes by
pedestrians in the Karet-BenHil office
block which is within a 400 m radius which
is included in the core area of Karet-
Benhill Transit Oriented Development
(TOD). Previous studies have focused on
research on pedestrian connecting paths
on aspects of distance and physical
facilities for pedestrian services in public
spaces.
Ningrum et al., (2020) in their research
measured the suitability of the overall
Transit Oriented Development (TOD)
concept parameter in the Dukuh Atas
area from the pedestrian service aspect.
Meanwhile, Aqli et al., (2018) conducted
a permeability measurement using the
space syntax method which found a low
level of accessibility based on distance
traveled. Furthermore, Pafka & Dovey,
(2017) argued that the access of
connecting lines does not only depend on
distance, but is also influenced by what
can be achieved or done by taking a
specific travel route, that the road network
preferred is not only closely related to
transportation aspects but also on the
social and economic aspects of a region
THEORITICAL REVIEWS
Transit Oriented Development
According to Huang et al. (2018), TOD as
a planning tool that will encourage the use
of public transportation can be
understood as a transit area developed
with a variety of land uses and friendly to
pedestrians and cyclists. According to
Suzuki, Cervero, and Iuchi (2013), a city
designed with a short distance will
encourage the use of the public
transportation system. Meanwhile,
according to Talen and Koschinsky
(2014), an area that is compact and
pedestrian-friendly and varies in both
social status and variety of activities will
support public transportation.
The study of Olaru et al., (2019)
concluded that further efforts are needed
to increase the ridership of public
transportation. The density factor alone is
not enough, it must be related to the
accessibility of the city as a whole and
access to and from the station and in line
with Kidokoro, (2020) which reveals the
importance of intermodal integration
planning including pedestrian paths.
 A transit-oriented area (TOD) will be
effective if the principle of compact,
walkable, and has a variety of
designations and social classes been
implemented. The success of the TOD
approach will depend on urban planning
that can encourage people to walk, cycle
and use public transportation, one of
which is by shortening the distance
between blocks/parcels within the region.
The entire study on access and
pedestrian pathways related to TOD, was
synthesized into a standard that was
mutually agreed upon as a TOD Standard
3.0 (ITDP, 2017). Pedestrians in the
Transit Oriented Development (TOD)
Standard are the main principles in
creating a transit-oriented city which is
regulated in 2 (two) main principles,
namely Walking and Connecting. These
two principles are achieved by achieving
5 goals. These two goals comprise 30%
of successful TOD implementation on the
TOD scoring card.
Table 1 : TOD Principles and Objectives
TOD
Objectives
Principle
The pedestrian realm is
safe, complete, and
accessible to all.
Walking The pedestrian realm is
active and vibrant.
The pedestrian realm is
temperate and comfortable.
Walking and cycling routes
are short, direct and varied
Connect Walking and cycling routes
are shorter than motor
vehicle routes
(Source: ITDP, 2017)
Pedestrian Networks
Alonso de Andrade et al., (2018) use the
term road network density to describe the
total length of roads in an area. This
approach does not take into account the
interconnection between roads, so it is
only effective for measuring road
networks of the same class and
configuration. A better approach is to
measure the density of intersections
within an area, a measurement standard
commonly used in walkability research
(Knight & Marshall, 2014).
Permeability & Accessibility
According to Marshall (2005)
Permeability can be interpreted as how
big a block, site, combination of blocks or
combination of certain sites can be
penetrated in the form of a public city
space. This relates to the ease of
movement in an urban area and the large
number of route choices between 2
certain points. Therefore, permeability is
correlated with the capacity to move and
interact in an urban space. There are 2
approaches in measuring the level of
permeability, the first approach measures
the degree to which an inaccessible area
of the city restricts movement, and the
other approach measures the degree to
which public connecting lines provide
access to connectivity. Although they look
similar, the two approaches have
fundamental differences, where the
former measures the morphology of the
city and the latter measures the access
network. In a permeability study
conducted in the city of Trabzon, Turkey,
it was revealed that the level of
permeability of a road is closely related to
the physical conditions, functions and
perceptions that shape the permeability
(Yavuz & Kuloğlu, 2012).
Jacobs (1965) uses a permeability
approach when describing the
importance of small city block sizes so as
to produce good pedestrian path
connectivity. Morphogenetic research
shows that, the planned city block is wider
than 1 hectare, it will change into smaller
blocks with the addition of a road network
and connecting lanes (Siksna, 1997).
Normatively, based on observations in
cities in western countries, a good block
size is in the range of 60 – 90 meters with
a maximum dimension of 120 meters
(Jacobs, 1965).
In the regulation of the Minister of
Agrarian and Spatial Planning Regulation
No. 16 of 2017, stipulates indicators of
regional arrangement concerning
pedestrian aspects, namely the pattern of
the road network that provides many
alternative achievements for pedestrians
and a compact block pattern. (Minister of
Agrarian and Spatial Planning Regulation
No. 16 of 2017 concerning Guidelines for
the Development of Transit Oriented
Areas, 2017)
Minister of Agrarian and Spatial
Planning Regulation No. 16 of 2017
concerning Guidelines for the
Development of Transit-Oriented Areas
also regulates the typology of transit-
oriented areas for Sub-City Service
Centers with criteria for regional
development characteristics as economic
centers, especially those with secondary
and regional cultural functions and having
a service scale for the city to the city.
Served by at least 1 (one) short-distance
and 1 (one) long-distance mode of transit
in the form of heavy rail, light rail transit,
BRT, Local Bus/Express Bus with a
frequency (headway) of 5-15 minutes.
Population density 450-1500 people/ha,
workers 40-200 people/ha. The intensity
of space utilization is moderate to high
with KLB 3-5, KDB 70% and residential
density 12-38 units/1,000 m2 with more
than 3 to 15 floors, minimum street
frontage 80%. Parking for vehicles and
bicycles is provided together with a
maximum parking standard of occupancy
parking 1.5 parking/unit; retail parking
office 2 parking/ 100 m2; and a maximum
ground floor parking of 15% of the plot
area. The mix and diversity of spatial use
is 30%-60% for housing and 40%-70% for
non-residential (the housing developed is
balanced housing) and a minimum of
significant activity in the area for 16 hours.
In his research on measuring the
permeability between public and private
spaces,(Alonso de Andrade et al., 2018)
describes that permeability is a space that
allows interaction between spaces that
are limited by the presence of a private
site, and what is meant by public space is
the road. And in the conclusion of his
research Andrade determines the
permeability variable, one of which is
accessibility, which consists of 3
categories, namely: (1) no access, (2)
access to private space and (3) access to
public space in a private site.
Diagram 1 : Accessibility as A
Permeability Measurement Scheme
(Source : Andrade et al, 2018)
METODOLOGY
The study will identify the pattern and
quality of pedestrian connecting paths
both on the main corridor sidewalk, the
path in the tread parcel, the path in the
building up to the path in the 2nd layer of
the main corridor of the transit-oriented
area in the research area and to
determine the movement patterns of
pedestrian connecting lane users related
to public space creation.
Identification of the pattern and quality
of pedestrian connecting paths is done by
observing (Grand Tour) directly at the
research location and documenting
through photos. User pattern is done by
collecting Traffic Count (TC) data at
pedestrian access points.
Data on the existence of connecting
lanes, pedestrian access and public
spaces in related private sites will be
included in a spatial map for descriptive-
qualitative analysis. Distance data is
obtained through secondary sources of
maps in the network and measurements
are made on google earth maps, as well
as distance data for money is carried out
by measurements using Google earth
maps. Traffic count volume data at
pedestrian access observation points will
be tabulated for later descriptive analysis.
In this research, the research aspect is
determined, namely accessibility with 2
(two) variables, specifically the pedestrian
path network (Street Network) and
access to blocks.
Research Area and Limitations
The research will only identify the
existence of a connecting path that can
be used by pedestrians that connects the
points on the main corridor of the transit-
oriented area with the road network or
pedestrian path in the second layer
behind the main transit corridor.
Figure 1: Research Area
(Source : Authors, 2021)
The research area meets the
requirements as a Sub-City Transit
Oriented Development (TOD) area as
regulated in the Minister of Agrarian and
Spatial Planning Regulation No. 16 of
2017 concerning Guidelines for the
Development of Transit Oriented Areas.
Areas with a typology like this, as a block
of commercial and business areas, the
area functions as a destination, but the
residential area behind it will function as
an origin area. Under these conditions,
connectivity in the principle of Transit
Oriented Development (TOD), namely the
first mile of the residential area to the
point of public transportation facilities can
occur in the morning during peak hours of
entering work activities and vice versa the
last mile will occur in the afternoon at the
end of peak hours of work activities. from
the transit point of public transportation to
the residential area. From this
description, this area block can be used
as a case study on the use of pedestrian
access in private areas as part of the
connecting lane system in transit-oriented
areas or Transit Oriented Development
(TOD).
DISCUSSION
The area is divided into 2 (two) research
observation units, where the first
observation unit is the Millennium
Centennial Center Office Building Site
Block and the second observation unit is
a combined footprint of the Sona Topas
(or Mayada 1) office building block,
Mayapada Building 2 and Mayapada
Tower Building ( Mayapada Bank).
The grouping of the two blocks as an
observation unit is based on the presence
of pedestrian access on the front side (Jl.
Sudirman) and on the back and side (Jl.
Komando Raya and Jl. Purification 1).
Mayapada blocks are grouped based on
internal accessibility among the three
office sites.
Figure 2 : Observation Units
(Source : Authors, 2021)
The research site block has a network
structure of city pedestrian paths that
surround it, which consists of pedestrian
walkways on Jl. General Sudirman, Jl.
Penjernihan Satu and Jalan Komando
Raya, this pedestrian network connects
the main corridor of the transit route on
Jalan Sudirman which is a business and
commercial area with the second layer
corridor behind it on Jl, Komando which is
connected to Jl. Karet Gusuran which is a
residential area and a dense mix-used
area.
Pedestrian Street Networks block size of 198 meters if there is no
pedestrian access on the office site.
In addition to the city's public
pedestrian paths, there are 3 networks of
pedestrian paths that can be accessed by
the public in private areas, namely in the
area of the Millennium Centennial Center
Block observation unit and 2 pedestrian
paths in the Mayapada Block.

Figure 4 : Distance meassurement

alternative 1 (via Public routes) using
google map
(Source : Authors, 2021)

Figure 5 : Distance meassurement

alternative 2 (via MCC Blok) using google
map
(Source : Authors, 2021)

Figure 3 : Public and Private Pedestrian

Networks
(Source : Authors, 2021)
Figure 6 : Distance meassurement
Based on Figure 3 above, from the alternative 2 (via Mayapada 2) using
results of the identification of the google map
existence of 3 pedestrian connecting (Source : Authors, 2021)
paths in the site block which is described
at the observation unit and then by
making spatial measurements using
google earth tools, it is known that the
distance between the access point of the
pedestrian path is 112 meters between
the access point of the Mayapada Block.
Mayapada Tower segment with
Mayapada Building 2 access point on the
Figure 7 : Distance meassurement
same block. Meanwhile, between alternative 2 (via Mayapada Tower) using
Mayapada Building 2 and the Millennium google map
Centenial Center access point, it is 75 M. (Source : Authors, 2021)
The three access points in both blocks
shorten the block size of the observed
unit to approximately half of the original
Tabel 2 : Distance Variation between different
routes
Routes Pedestrian Networks Distnace
Within Site (m)
ALT 1 Via Jl. Sudirman – Jl 500,88
Public Penjernihan 1 – Jalan
Komando Raya
ALT 2 Via Blok Millenium 277,91
Centenial Centre
ALT 3 Via Mayapada 2 372,37
ALT 4 Via Mayapada Tower 477,25
(source: Authors, 2021)
From the table above, it can be seen
that the pedestrian path network pattern
in the office area block observation unit is
connected between the public lanes on Jl.
Sudirman, Jl. Purification 1 and Jalan
Komando Raya through 3 pedestrian
access paths located in the office footprint
block, both in the Millennium Centenial
Center block and the Mayapada block
and shortening the distance compared to
the distance traveled on the public route.
Pedestrian Access
From observation survey in the field, data
on the distribution of pedestrian access is
obtained in the location of the observation
unit of the office site block. There are 6
access points that connect directly
between the public pedestrian paths on
Jl. Jenderal Sudirman, Jl. Penjernihan 1
and Jl. Komando Raya. In addition, there
is 1 other access on the Mayapada block,
specifically Mayapada Building 1 on the
side of Jalan Sudirman, but it does not
have a direct connection to other public
Pedestrian Lines, and only has a
connection via the pedestrian path inside
the Mayapada 2 Building block, therefore
excluded from the unit of observation.
Figure 8: Accessibility at Research area
(Source: Authors, 2021)
All pedestrian access points except for
the access point on Jl. Penjernihan 1 of
the Mayapada block are pedestrian
access points separated from the
circulation of motorized vehicles, even
though the paths inside are shared lanes
with motorized vehicles except for access
to the Millennium Centenial Center block
at both access points at point 1 on the
side of Sudirman street and point 4 on the
side of Jalan Komando Raya which had a
special access for pedestrians that is
separate from motorized vehicles.
The specificity of the pedestrian path in
the Millennium Centenial Center block at
points 1 and 4 causes a different type of
access compared to the other 4 access
points in the Mayapada block. The access
point in the Millennium Centenial Center
block uses a gate counter, which provides
a clear boundary between the public and
private areas, in contrast to the other 4
access points without barries, however,
the six access points have a mechanism
for closing access at certain times and
conditions.
Tabel 3: Pedestrian Access Analytics at
Millenium Centenial Centre Block (MCC)
ACCESIBILITY
Parameter
Indicator
YES NO
Has Access To Block YES -
Access did not led to
- NO
private space
Access to Public
YES -
space
(Source: Authors, 2021)
Tabel 4: Pedestrian Access Analytics at Table 6: Traffic Count Survey at Location
Mayapada Block 1, 2, 3 at 07:30-10:00
ACCESIBILITY SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS
DAY / DATE: Kamis 27 - Mei - 2021
Parameter LOCATION 1 Pedestrian access 2 Pedestrian access 3 Pedestrian access

Indicator Gd. TAMARA Gd. MAYAPADA Gd. BANK

YES NO CENTER &

MILLENIUM
TOWER 1 MAYAPADA 2 (Jl.
Sudirman)

Has Access To Block YES - CENTENIAL

TOWER

Access did not led to

YES - SURVEYOR :
private space Time Pedestrian access Pedestrian access Pedestrian access

Access to Public IN OUT IN OUT IN OUT

YES -
space 07:30
07:45
07:45
08:00
42
37
9
5
25
22
5
3
34
30
7
4
(Source: Authors, 2021) 08:00 08:15 44 3 26 2 35 2
08:15 08:30 48 8 29 5 38 6
08:30 08:45 60 4 36 2 48 3
08:45 09:00 22 3 13 2 18 2

From the table above, it can be seen 09:00

09:15
09:15
09:30
16
18
6
6
10
11
4
4
13
14
5
5

that in general, the accessibility factor in 09:30

09:45
09:45
10:00
23
26
5
9
14
16
3
5
18
21
4
7

the observation unit block is that it can be 394 236 315

(Source: Authors, 2021)

accessed by the public, a slight difference
occurs at access points 1 and 4 in the
Table 7: Traffic Count Survey at Location
Millennium Centennial Center block
1, 2, 3 at 12:00-13:30
concerning parameter of access to SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS
DAY / DATE: Kamis 27 - Mei - 2021
private spaces with restrictions using gate LOCATION 1 Pedestrian access
Gd. TAMARA
2 Pedestrian access
Gd. MAYAPADA
3 Pedestrian access
Gd. BANK

counters as mentioned above. CENTER &

MILLENIUM
CENTENIAL
TOWER 1 MAYAPADA 2 (Jl.
Sudirman)

TOWER

Traffic Volumes SURVEYOR :

Time Pedestrian access Pedestrian access Pedestrian access

The permeability of the office block area IN OUT IN OUT IN OUT

provides access for pedestrians to be

12:00 12:15 16 35 10 21 13 28
12:15 12:30 21 9 13 5 17 7

able to pass through the pedestrian path

12:30 12:45 22 6 13 4 18 5
12:45 13:00 14 6 8 4 11 5

network in the office block plot as part of

13:00 13:15 13 9 8 5 10 7
13:15 13:30 9 8 5 5 7 6

the connectivity of the urban pedestrian (Source: Authors, 2021)

168 101 134

path network.
The measurement of the pedestrian Table 8: Traffic Count Survey at Location
volume access usage at 6 access points 1, 2, 3 at 16:00-18:00
SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS
located in both blocks is carried out by DAY / DATE: Kamis 27 - Mei - 2021
LOCATION 1 Pedestrian access 2 Pedestrian access 3 Pedestrian access

using a Traffic Count data collection Gd. TAMARA

CENTER &
MILLENIUM
Gd. MAYAPADA
TOWER 1
Gd. BANK
MAYAPADA 2 (Jl.
Sudirman)
survey. CENTENIAL
TOWER

SURVEYOR :

Table 5: Traffic Count Survey at Location Time Pedestrian access Pedestrian access Pedestrian access

4, 5, 6 at 06:00-07:30 and 11:30-12:00 IN OUT IN OUT IN OUT

SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS 16:00 16:15 12 15 7 9 10 12

DAY / DATE : Kamis 27 - 05 - 2021 16:15 16:30 16 15 10 9 13 12
LOKASI Pedestrian access Pedestrian access Pedestrian access
16:30 16:45 13 16 8 10 10 13
Gd. TAMARA Gd. MAYAPADA Gd. BANK
CENTER & TOWER 2 (Jl. MAYAPADA (Jl. 16:45 17:00 11 10 7 6 9 8
4 MILLENIUM 5 Komando) 6 Penjernihan) 17:00 17:15 12 13 7 8 10 10
CENTENIAL
17:15 17:30 8 10 5 6 6 8
TOWER (Jl.
Komando) 17:30 17:45 6 5 4 3 5 4
17:45 18:00 9 3 5 2 7 2
SURVEYOR : M. Rafi Akbar

Time Pedestrian access Pedestrian access Pedestrian access

(Source: Authors, 2021)
IN OUT IN OUT IN OUT

06:00 06:15 0 0
Table 8: Traffic Count Survey at Location
06:15 06:30
TUTUP TUTUP
1 2
4, 5, 6 at 18:30-20:00
06:30 06:45 1 0 SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS
DAY / DATE : Kamis 27 - 05 - 2021
LOKASI Pedestrian access Pedestrian access Pedestrian access
06:45 07:00 2 3
Gd. TAMARA Gd. MAYAPADA Gd. BANK
CENTER & TOWER 2 (Jl. MAYAPADA (Jl.
07:00 07:15 7 5 4 3 0 1 4 MILLENIUM 5 Komando) 6 Penjernihan)
CENTENIAL
TOWER (Jl.
07:15 07:30 5 7 3 4 0 4
Komando)

SURVEYOR : M. Rafi Akbar

11:30 11:45 20 22 12 29 7 17
Time Pedestrian access Pedestrian access Pedestrian access
11:45 12:00 17 8 20 10 12 6
IN OUT IN OUT IN OUT

(Source: Authors, 2021)

 18:30 18:45 10 12 Other data that can be read from the
18:45 19:00 13 12
TC calculation is the volume of access to
19:00 19:15 10 13
the Millennium Centennial Center block
19:15 19:30
TUTUP TUTUP
9 8
either through points 1 or 4 compared to
19:30 19:45 10 10
the access volume of Mayapada block at
all access points. The data shows that the
19:45 20:00 6 8
0 0

access volume of the Millennium

21:00 21:15 5 4

21:15 21:30 7 2
Centennial Center Block is relatively the
(Source: Authors, 2021)
same and even tends to be higher than
the Mayapada Block, even though the
Table 9: Traffic Count Survey at Location
1, 2, 3 at 16:00-18:00 Millennium Centennial Center Block only
SURVEY TRAFFIC COUNT PEDESTRIAN ACCESS
DAY / DATE: Kamis 27 - Mei - 2021
consists of 1 Office Building Site
LOCATION 1 Pedestrian access
Gd. TAMARA
2 Pedestrian access
Gd. MAYAPADA
3 Pedestrian access
Gd. BANK compared to the Mayapada block which
is a combination of 3 Office Block sites. It
CENTER & TOWER 1 MAYAPADA 2 (Jl.
MILLENIUM Sudirman)
CENTENIAL
TOWER
can be assumed that in addition to the
SURVEYOR :
internal movement of the office block,
access to the residential corridor behind
Time Pedestrian access Pedestrian access Pedestrian access

IN OUT IN OUT IN OUT

174 104 139
21:30
21:45
21:45
22:00
0 0 0
0
2
0
0
0
1
0
the office block is dominated by
0 0

(Source: Authors, 2021) pedestrian paths through the Millennium

Centennial Center block which is the
The data seen in the tabulation results route with the closest distance calculated
of the traffic count survey shows that not from the transit point of the non-BRT bus
all access is open and accessible to stop and the pelican crossing of the
pedestrians, this restricted public access Transjakarta BRT stop Karet, both of
mainly occurs in the second corridor, on which are located in front of the
Jalan Komando Raya, the exception is Mayapada 2 building.
access door 6 on Jalan Penjernihan 1
from the Mayapada block which CONCLUSION
continues to be accessible. It is The permeability factors of a private office
accessible due to its function is not block area that support the development
exclusively to serve pedestrians but is pattern of the Transit-Oriented
also an access for motorized vehicles. Development (TOD) area in forming a
network of pedestrian pathway systems
From the traffic count data, it can be can be found physically well implemented
seen that access closures occurred 2 in the research unit. The existence and
times a day at access points 4 and 5, pattern of connecting lanes and
specifically at 06:00-07:00 and 18:00 accessibility in office blocks are in
onwards. This of course limiting the accordance with the needs of a Sub-City
movement of the first-mile trip in the Transit-Oriented Development (TOD)
morning which moves from the residential area.
area behind the office block to the main
transit corridor on Jalan Sudirman and The intensity of the use of pedestrian
also hinders the movement of the last mile access in the area block, either as an
in the afternoon which makes the internal movement or continuous
residential area behind the block as a movement shows the permeability of the
destination. The 16-hour activity which is area, the problem that occurs is on the
a parameter of the Sub-City Transit- operational management side rather than
Oriented Development (TOD) typology is the pedestrian access routes. The
not achieved by the closure of access to management aspect still uses service
the block as part of the pedestrian path operation patterns to meet the needs of
network to reduce the block size and movement from outside to the office
shorten the pedestrian distance from and building site and is not oriented as part of
to the transit point. the pedestrian movement system service
in supporting the use of public vehicles in
a transit-oriented area.
Further research is needed in the post-
pandemic period by sampling the
population in residential areas behind the
observation unit block that uses public
transportation in the main transit corridor
on Jl. Sudirman. And it is necessary to
collect data entry/exit traffic count
pedestrians passing through the area
block from the access point in the second-
tier corridor to the main transit corridor
and vice versa.
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