Epsilon Archive for Student Projects

Abstract

Indonesia is relocating its capital city from Jakarta to a new city built from scratch called IKN (Ibu
Kota Negara/Nusantara). Starting with the prioritized Government Precinct, the full relocation will
be completed by 2045. The master plan emphasizes Transit-oriented Development (TOD) principles
to encourage walking and transit, including incorporating the 10-minute concept. Meanwhile, South
Korea has been moving the administrative capital city to Sejong City since 2007 and will be finished
by 2030. Both cities share similar goals and approaches to implementing TOD; however, TOD can
have pros and cons. While TOD can reduce traffic congestion, improve health, spur economic
benefits and foster a sense of community, it can lead to gentrification, limited parking space that
discourages early dwellers and vacant districts that induces negative impacts. Moreover, walking in
Indonesia is unpopular due to the lack of safe, comfortable, and reliable transit modes, motorcycle
and ride-hailing service dependence, and thermal comfort issues. Therefore, this thesis aims to
identify the TOD aspects in IKN walkability and transit planning that may face issues after the city
is developed based on the study case of pre- and post-construction Sejong so that IKN can anticipate
and prepare. The Government Precinct encourages walking and transit by providing various types
of pedestrian environments, permeable edges, and multiple transit systems, including BRT. The
planned walking environments and transit nodes accommodate the 15-minute radius. Still, the
planners must also consider the local context for the walkable distance, provide amenities that
enhance thermal comfort, support modal shift facilities, and be vibrant with activities all time of the
day and week so it is not vacant after working hours. Learning from Sejong, forcing people to walk
in the interconnected walkways and limiting the parking lot to encourage people to use BRT is
inefficient and inconvenient. Adopting a design adaptable to unforeseen challenges is crucial to
promote social interaction, active mobility by walking and transit, and reducing automobile
dependency. IKN must also implement non-physical interventions by enforcing strict policies,
maximizing public transport frequency, and conducting regular assessments. A successful IKN plan
can be a template for other TOD megaprojects globally.