Borneo Sporenburg, Urban Planning Case Study in the Netherlands [Writing for Master Course, 2007]

This paper work is a continuation from the previous post: Introduction of Urban Planning: Urban Design Methods and Theories [Writing for Master Course, 2007], an assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). This writing is not the full version of the assignment, only one case study are showed.



Borneo Sporenburg

Context
In 1996, West 8 was commissioned to transform Borneo and Sporenburg, two expansive massive docks on Amsterdam’s eastern waterfront, into residential neighborhoods with 2,500 housing units. The program called for suburban-style, low-rise housing, each with a front door opening onto the street, to be introduced into a high-density urban setting with 100 units per hectare (roughly 2.5 acres), three times the density of a typical suburban development.

Borneo Sporenburg Area View

These requirements resulted in a design that features a rhythmic interplay of built and unbuilt forms. Drawing upon Dutch architectural heritage, the West 8 plan is inspired by villages on the former Zuiderzee, where small, intimate houses descend toward the water, as well as the sublime relationship between indoor and outdoor space in the paintings of Pieter de Hooch and Vermeer.


Actions and Achievements
Low-rise structures are arranged into strict banded blocks and sub-divided into individual parcels, each containing an inside void that comprises 30 to 50 percent of the parcel. More than 100 architects participated in the planning process, developing new housing prototypes that incorporate these voids. The resulting designs include patios, roof gardens, and striking views of the waterfront. The Borneo Sporenburg plan divides the grid of low-rise buildings in three zones with architecturally distinctive high-rise residential buildings, or “sculptural blocks,” which create significant landmarks within the harbor landscape. These sculptural blocks, informally known as the Sphinx, PacMan, and Fountainhead, also contain collective open spaces in the forms of courtyards or gardens. The water surrounding the docks serves as the dominant public space, open to Amsterdam’s boating culture.
 

The Area before intervention

Committed to creating unique structures within a unified whole, West 8 worked closely with the architects who designed the various structures including O.M.A., Neutelings Riedijk, Mastenbroek, Miralles, van Berkel en Bos, and Mateo. West 8 designed the gardens and other open spaces, as well as such landscape elements as the three sculptural bridges that connect the different neighborhoods on the peninsulas, each sculptural in appearance. Borneo-Sporenburg was completed in 2000. 

Borneo Sporenburg Program

Low Bridge and High Bridge designed by West 8

The low-rise bars of rowhouses are broken with large housing blocks shifted at a diagonal to the streets. Geuze talks of this new housing type—high density but low rise—as a way to attract developers, satisfying the market’s need for a high number of units per acre and the consumer’s desire for a hybrid between a mid-rise apartment and a single-family detached home of the suburbs. The complex mixes social housing with market rate; some is for people with special needs, young families, single mothers, the elderly, and those needing psychiatric care. Sixty lots were sold as individual home sites and developed by the people who would live there, rather than by speculators. Costs were often defrayed by splitting the units, most often nesting one family’s unit with another. Various architects developed sections (a hybrid dream of the heroic Marseille block and the current Dutch vogue for an ambiguous—sinuous, continuous, intricate—interpretation of spaces). The variety of facades and materials, along with the interpenetration of schools, provide breaks in what could be viewed (especially in the United States) as an insistent linearity and repetitiveness.

Free Parcels and Quays challenging architects and clients

Even in this project there was the difficulty of bringing in “outside” architects (stars), and several of the architects who were initially hired found it difficult to work with a public client. The inevitable starts and stops of funding and the approvals process take their toll. As master planner, Geuze says that he worked hard to get a varied array of architects involved, believing that it was worth the effort and political capital. There had to be faith in the designers and in the unfamiliar, though bureaucracies are by nature risk-averse, which often restricts the ability of a project to adjust, redirect, and innovate—to make the leap that is required in moving forward.

Row Houses along the Waterside

The project is not without shortcomings. (Though it is the overwhelming success of Borneo Sporenburg and its planning that opens it to this closer scrutiny.) For instance, there is little commercial and retail development interspersed with the housing—the outcome of an agreement with the anchor commercial tenant at the edge of the housing. No small stores commingle on the blocks, requiring long walks for necessities. (even the original Levittown had small commercial centers, for the one-car families.) The public spaces seem less considered, though streets are carefully made and do refer back to an earlier Dutch type. The lack of relief in the form of mature green spaces and trees lends a sere quality to the surrounding landscape in its initial years.

Unlike the traditional model in which the developer is in the lead, here the design team devises the scheme, which is then presented to the municipality. The municipality agrees on a blueprint of its own, an overarching set of goals for physical planning. It then finds developers who will work within the broad guidelines established by the winning team of architects, landscape architects, and planners. This process differs fundamentally from most development work in the United States. It is not the developers’ fault; the public good is, literally, not their responbility. It is, however, the responsibility of civic government.

Sphinx; architect: Frits van Dongen

In the Borneo project, there was clearly the needed professional expertise “in house”: designers who worked for the city could evaluate design proposals. This responsibility has not been “outsourced” or relinquished. In contrast, we often find U.S. housing authorities with no professional design staff; they have ceded that responsibility to the development community and have gotten out of the business of participating actively in the design of public services. At this juncture, the erosion of rights for all citizens can occur. The city is, after all, our collective public space.

Sphinx Garden; architect: Frits van Dongen

Work such as this does not happen of its own accord. It is nurtured by support, in this case almost entirely public. Designers are commissioned to undertake public work and given the means and time to do that work. Most important, they are brought in at the beginning of the process. There is the confidence that design is not decoration, but fundamental to the rethinking of public institutions and public space. Not only are funds made available but governmental agencies actively engage emerging designers, allowing them to develop international opportunities and alliances through work on Dutch consulates overseas,. Architecture, landscape architecture, and industrial design are seen as viable exports, and ambassadors abroad.

The success of the Borneo project underscores the difficulties of making new sections of the city that are complex but conceived at one point in time. Leaving unassigned space for the incidental, accidental, spontaneous, and often fleeting colonization makes a city real.

Fountainhead; architect: Kees Christiaanse

Back in the historic center, walking to the hotel past the large framed by the great arched passageway of the Rijksmuseum, it is not the cleverness of the landscape design or the monumental gothic revival facades that are striking (though these all contribute to the impression), but the density of activity filling the space and surrounding streets—people lying on the grass, walking, eating and biking. It is a full-color version of a contemporary city in motion. In an abstract field of angles and points, cars, trams, and people make a grand prospect of a civil society out in public.

Delft, January 2007

Sigit Kusumawijaya

Urban Design Methods and Theories: Introduction of Urban Planning
Writer: Sigit Kusumawijaya
Supervisor: Ir. Willem Hermans
Status: assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007

Kop van Zuid, Urban Planning Case Study in the Netherlands [Writing for Master Course, 2007]

This paper work is a continuation from the previous post: Introduction of Urban Planning: Urban Design Methods and Theories [Writing for Master Course, 2007], an assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). This writing is not the full version of the assignment, only one case study are showed.




Kop van Zuid

Kop Van Zuid Area View

Overview of Regeneration Scheme
Kop van Zuid (“Southern Headland”) is a peninsula on the south bank of the River Maas directly opposite Rotterdam’s city centre. It covers some 125 ha and used to be an important port area with docks, a shipyard and a terminal for ocean-going liners, but all these activities closed down when the port moved downstream to the mouth of the river during in the 1960s and 1970s, and Kop van Zuid became abandoned. It was an isolated and largely hidden area, cut off from the river by warehouses and from surrounding areas by railway lines, and was poorly connected to the city centre. The wider area in which it lies, the ‘borough’ of Feyenoord (one of Rotterdam’s 13 sub-municipalities), consists mainly of poor residential neighborhoods where the people who worked in the port and other riverside industries used to live. It now has a high level of immigrants among its population. It has traditionally been an area of low educational achievement and high unemployment, and it used to have a very poor image, which made it difficult to attract private investment or people with choice to live there.

Satellite Map of Rotterdam (top) & Kop Van Zuid Location (bottom) 

There were plans to redevelop the area for social housing, but in 1986, under a master plan commissioned by the new City Planning Director Riek Bakker, Kop van Zuid became seen as a key to unlocking huge potential for the whole city. If it was developed as a high-quality mixed-use area, with eye-catching buildings and a lively waterfront, and connected directly to the city centre, it could not only change Rotterdam’s image but also open up the entire south side of the city.

Kop Van Zuid Area Map:
1. North bank-city centre
2. Erasmusbridge
3. The district Noordereiland (an isle in the river, belonging to the borough of Feijenoord),
4. Wilhelminapier (KvZ Area-belonging to the city centre)
5. Zuidkade (KvZ Area-belonging to the city centre)
6. Landtong (KvZ Aera-belonging to the city centre)

The plan for Kop van Zuid aimed to create a series of distinctive buildings and quarters in order to broaden the population and create new jobs in the area. Two university colleges with 10,000 students were built. The plan provided for 5,300 residential units and 400,000 sq.m. of offices, but it was flexible enough to accommodate changes in the mix as the housing market gained in strength. The redevelopment has been carried out under a phased strategy spread over several years. Although only the first part of the scheme has been completed, it has already had a dramatic impact on the area and on Rotterdam.

Hotel New York by Night

Reuniting a Divided City
The Erasmus Bridge, the new Metro station in Kop van Zuid and extension of the tram system have linked the north and south sides of the city much more closely. By putting the main railway lines underground, the pedestrian links with the adjoining residential areas have been greatly improved, and new suburban stations have helped improve local accessibility. There is also a popular system of water taxis which cross the river and link up with various visitor attractions. Kop van Zuid is now only a few minutes from the city centre which is also now well-connected to the rest of south Rotterdam. People from the north of the river now visit the South Bank, and many of the new residents of Kop van Zuid have come from across the river as well as from the wider region. The high quality of the public realm, with direct pedestrian routes and high quality surfaces, has helped to attract people with higher incomes to live in the area, thus helping to rebalance the demographic profile, and rising property values are encouraging existing residents to stay, as the whole area is definitely ‘on the up’.

The Louis Pregerkade and the Binnenhaven

Changing the City’s Image
Apart from the bridge, Kop van Zuid now has a number of stunning buildings. Many were designed by leading architects such as Renzo Piano, Norman Foster and Rem Koolhaas. Historic older buildings too have been restored and re-used. For example, the former Holland America line terminal has been converted into the atmospheric Hotel New York, and the oldest dock in the area has been turned into an industrial museum. The Entrepot building became a supermarket and a series of restaurants with food from around the world, so as to retain some of its previous character. Although the restaurants failed as insufficient demand had yet built up, the scheme succeeded in changing the area’s image and in attracting private investment in high quality housing.

 World Port Center, Hotel New York and Montevideo

High quality urban design has also been a notable feature (supported by Dutch planning policy in general and by Kop van Zuid’s Quality Team). Public art is used imaginatively to interpret the area’s history. The waterside has been opened up to people on foot. There is good lightning, a minimum of street clutter, and imaginative use of shared surfaces, with ample street parking in most residential areas combined with wide tree-lined pavements. The streets are kept scrupulously clean by gangs of cleaners and by the use of large receptacles into which rubbish has to be put.

 
Francine Houben’s Montevideo

Repositioning Rotterdam
The redevelopment of Kop van Zuid as a high quality mixed-use area close to the city centre is playing an important part in repositioning Rotterdam’s economy by making the city attractive to modern industries and to the people who work in them. Back in the 1980s the city feared that it could never compete with Amsterdam or The Hague as an office centre, let alone as a place for creative businesses. However this has now started to happen. Rotterdam was cited as one of the examples of urban renaissance by the Urban Task Force, and it won recognition as European Capital of Culture in 2001. Unemployment has fallen from 17% in 1991 to 6% in 2005 and the population of the city is slowly rising again. Much of the new employment has been created in the north west of the city (towards the airport) and many of the jobs in Kop van Zuid are in organisations that have relocated there from other parts of the city. What has succeeded in a big way is the new housing, and it has helped in attracting people with good jobs to live in the city. 40% of the residents of the area come from outside the region. These people are attracted by the prestige and convenience of the location. Furthermore, as Amsterdam is becoming more expensive and less accommodating of unconventional behavior, so Rotterdam with its new image is becoming the place for creative people to be. This is exactly what is required to reposition Rotterdam as not just a port but also a dynamic city for the 21st century.

The New Luxor Theatre by Night

Spreading the Benefits
In the Netherlands a high priority is given to social programmes. The growth in immigration of people with low skills, combined with the changing labor market, put major pressures on Rotterdam, particularly in areas like Feyenoord. While the redevelopment of Kop van Zuid was aimed at repositioning Rotterdam for the future, there was a danger that it might leave the poorer communities right next to it largely unaffected. When the plans for Kop van Zuid were first made  public, there was concern in the City Council and among the local neighborhood associations over the problems that might be caused by putting luxurious development next door o deprived areas. It was therefore agreed that a concerted effort would be made to ensure that the project also created benefits for local people. The neighborhood associations were included in the project organization, and a Mutual Benefit programme was developed to help channel as many as possible of the jobs generated by the development to local people and to improve the economies of the surrounding areas.

Delft, January 2007

Sigit Kusumawijaya

Urban Design Methods and Theories: Introduction of Urban Planning
Writer: Sigit Kusumawijaya
Supervisor: Ir. Willem Hermans
Status: assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007

Introduction of Urban Planning: Urban Design Methods and Theories [Writing for Master Course, 2007]

This paper work is an assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). This writing is not the full version of the assignment, only Introduction chapter are showed.


I. Urban Planning

City Planning or Urban Planning, the unified development of cities and their environs. For most of its history, city planning dealt primarily with the regulation of land use and the physical arrangement of city structures, as guided by architectural, engineering, and land-development criteria. In the mid-20th century it broadened to include the comprehensive guidance of the physical, economic, and social environment of a community. Elements characteristic of city planning include (1) general plans that summarize the objectives of (and restraints on) land development; (2) zoning and subdivision controls that specify permissible land uses, densities, and requirements for streets, utility services, and other improvements; (3) plans for traffic flow and public transportation; (4) strategies for economic revitalization of depressed urban and rural areas; (5) strategies for supportive action to help disadvantaged social groups; and (6) guidelines for environmental protection and preservation of scarce resources. City planning is conducted by governments on all levels—local, country, regional, state, and federal—and by private groups.

Barcelona Moll de la Fusta project as a Revival of the design of the Urban Public Space

While urban design concerns the arrangement, appearance and functionality of towns and cities, and in particular the shaping and uses of urban public space. It has traditionally been regarded as a disciplinary subset of urban planning, landscape architecture, or architecture. However, with its increasing prominence in the activities of these disciplines, it is better conceptualized as a design practice that operates at the intersection of all three, and requires a good understanding of a range of others besides, such as urban economics, political economy and social theory.


II. Urban Planning in the Netherlands

National and Regional Policies
The Netherlands is a small, low lying and densely populated country (population 16.3 million) which is known for being neat and tidy and relatively classless. This is often attributed to the ‘polder mentality’ of people having to collaborate to maintain the dykes that keep out the sea. There has been a tradition of discouraging urban sprawl, especially into the area between the four big cities through voluntary collaboration between local authorities. Concern to reduce travel by car (and to encourage walking, bicycling and the use of public transport) has reinforced the commitment to ‘compact cities’. Furthermore, a national priority has been to upgrade the centres of the main cities in the belief that they act as dynamos for their wider city-regions.

Total planning and control of the territory to maintain the dykes that keep out the sea.

Urban Renewal
Following the housing shortages caused by the war and the influx of immigrants, the government undertook an extensive house building programme. Quickly a need to focus on inner urban areas appeared. In Rotterdam a group of elected politicians led the way by setting up local urban renewal organisations and campaigning for government-funded ‘renewal areas’ to be created. This policy was largely successful and by 1996 more than 50% of the housing stock in the renewal areas (including parts of Feyenoord) had been modernized. However this policy did not tackle unemployment of the wider social aspects of urban living. Eventually the mayors of the four large cities collectively lobbied the national government for greater support for a broad-ranging approach to urban renewal. This led to the Major Cities Policy (Grote Steden Beleid) which aimed at creating a ‘complete city’ through economic, social and physical measures and had a bottom-up approach to implementation. The outcome was a five-year funding agreement between the central government and the local authorities (municipalities) in each of the four cities, including Rotterdam. The first agreements were made in 1994. There have been two further 5-year agreements since, and the number of participating towns has increased to thirty. Each agreement sets out an agreed strategy and a financial commitment from the national government. The implementation programme is drawn up by the municipality concerned and includes a limited number of output targets. When agreement has been reached, the municipality accepts responsibility for the implementation of the programme and for the success of their town. This represents an important devolution of power and responsibility.

Decentralisation
Historically the Netherlands used to be a decentralised state, with a strong stress on local collaboration (the so-called ‘polder mentality’). Although the autonomy of local authorities had been gradually reduced during the late 19th and early 20th centuries, they still retained significant roles. After World War II, the call for a larger welfare state, and the need for large scale provision of housing and the repair of damaged urban areas, resulted in more power, and a greater share of financial resources, being taken by the central government. However, during the 1990s there was a reduction in state intervention in welfare and housing (including, for example, the promotion of owner-occupation), and a move to give more responsibilities back to local authorities so that they could make decisions and integrate activities at a more local level. The Major Cities Policy is an example of this.

The National Spatial Strategy (Nota Ruimte) from the Dutch Government

The result is that municipalities can be flexible in the way that they implement national policies. Central government sets the policy framework, and local authorities implement the policies in the way that best fits local circumstances. This flexibility allows local authorities to take a more proactive and entrepreneurial approach in both planning and policy implementation. In Rotterdam this has led to an ‘Integrated Area Approach’ which focuses on priority areas and tackles local employment and quality of life issues as well as making physical improvements. Great stress is now placed on ‘working together’ – involving residents, landowners, businesses, local politicians, local agencies such as housing associations etc – and on communication. Social inclusion is also given a high priority, especially because of the large number of immigrants in the city.

Randstad (upper right) competitiveness with other agglomeration in Europe: Paris (upper left), Milan (below left) and Rhine (below right)

Working together
Another important characteristic of the ‘Dutch approach’ is the ability and willingness to work through informal networks. As in Sweden and Northern France (which is Flemish in origin) the concept of working together, across professions and sectors, towards the common good is widely accepted. This appears mainly to take place in a voluntary way. Although there are many formal partnerships, it is not just the structures that are important but the attitudes of the parties involved and their ability to be flexible and co-operate at a practical level.

The Netherlands, however, does not have a formal ‘city-region’ layer of government. An experimental Rijnmond Region around Rotterdam was tried, but it failed – partly because of confusion over its role in co-ordinating policies among municipalities, and partly because it would create a fourth tier of government. A referendum was held on whether there should be a formal city-region, but this was rejected. However, the municipalities recognize that they need to co-operate in order to promote economic competitiveness and so informal city-regions (in which the individual municipalities keep their independent identities) have in fact developed around the major cities. There is also increasing collaboration across the Randstad (‘Regio Randstad’) with a view to increasing its overall international competitiveness too.

Delft, January 2007

Sigit Kusumawijaya

Urban Design Methods and Theories: Introduction of Urban Planning
Writer: Sigit Kusumawijaya
Supervisor: Ir. Willem Hermans
Status: assignment submitted for the Master study course Urban Design Methods and Theories of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007

Spatial Feasibility Studies: Comparison of Jakarta & Rotterdam [Paper Work for Master Course, 2007]

This paper work is an assignment submitted for the Master study course Feasibility Studies of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). The writing here is showed in poster format. 


Introduction

Research so far has shown that a well inter-connected urban grid creates vital urban areas with successful economic and social activities (Hillier 1996, Hillier 1999, Read and van Nes 2003). Thus, spatial feasibility is then understood in terms of the spatial configuration of urban networks. Urban space can be approached topologically as well as geometrically. As will be argued subsequently economic and social issues favor a topological approach.

The cities that we analyzed are two different cities that have different location and culture. However, historically both Jakarta and Rotterdam have a history in trade. Both cities started with the Dutch tradition of settlements, one as the capital of a colony and the other as a little trade village. Both cities were also designed by Dutch urban planner in the beginning of their development. The old city area, called Kota (formerly known as Batavia), in Jakarta was designed by Jan Pieterzoon Coen in May 30th, 1619.

If we compare these both cities, Jakarta still has its original city centre, but Rotterdam has lost hers in the Second World War. A point of interest is what differences there are between them, and if the planning authorities used the opportunity in Rotterdam to really connect the city centre to the national network of highways, in comparison to Jakarta which had to adjust their network to the old city.

In the next sub-chapter we compared these both cities according to the questions in the assignment. We state here that we analyzed these both cities from the citizen of the city point of view not from the tourist point of view, so that we know quite enough about our own city.


[click to enlarge the images below to see clearly]

Delft, January 2007

Sigit Kusumawijaya

Spatial Feasibility Studies: Comparison of Jakarta & Rotterdam
Writer: Sigit Kusumawijaya
Supervisor: Dr. Ir. Paul Stouten eds.
Status: assignment submitted for the Master study course Feasibility Studies of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007

Visi & Misi Pemilihan Ketua PPI Delft Periode 2007-2008 Sigit Kusumawijaya

This writing is Sigit Kusumawijaya's Vision and Mission for the Campaign for the Election of President of Indonesian Student Association (Perhimpunan Pelajar Indonesia - PPI) in Delft for period of 2007-2008.

Prakata

Assalamu Alaikum Wr.Wb.
Salam sejahtera,

Teman-teman yang baik,
Setelah mengalami proses yang cukup panjang untuk membangun kembali Perhimpunan Pelajar Indonesia untuk kota Delft, puji syukur kepada Allah akhirnya kita sampai pada tahap Pemilu. Saya ucapkan terima kasih kepada teman-teman semua baik panitia persiapan Pemilu maupun teman-teman lainnya yang telah bekerja keras untuk bersama-sama membangun kembali PPI Delft. Semoga ke depannya dengan hasil ketua yang terpilih dan teman-teman yang duduk sebagai pengurus dan teman-teman lainnya dapat bekerja bersama-sama demi suksesnya kepengurusan PPI Delft yang baru nanti.

Merunut kembali latar belakang rencana pembentukan PPI Delft ini, mayoritas teman-teman di Delft mendukung terbentuknya PPI Delft kembali. Dengan berbagai karakter pelajar Indonesia di Delft yang pluralistik menjadi sebuah tantangan juga kesempatan untuk membentuk jaringan yang kuat dan luas. Pelajar Indonesia di Delft berkisar 100-an yang merupakan pelajar dari TU Delft, IHE dan Inholland baik untuk program Bachelor, Master maupun Phd. Pluralistik yang lain adalah agama, suku, tempat tinggal maupun minat yang berbeda-beda sehingga membentuk kelompok-kelompok kecil. Di atas itu semua salah satu kesibukan yang utama dalam kehidupan pelajar Indonesia di Delft adalah pekerjaan dan tugas yang menyita banyak waktu. Kurangnya sebuah link penghubung antar kelompok-kelompok kecil inilah yang menjadi hambatan sekaligus oportuniti untuk membangun sebuah “jembatan” dengan bentuk PPI Delft.

Visi
Dengan latar belakang tersebut ijinkan saya menyampaikan visi untuk PPI Delft mendatang sebagai wadah atau medium untuk sarana komunikasi, informasi, jaringan dan pelayanan antar pelajar maupun alumni pelajar di Delft secara internal dan juga secara eksternal ke berbagai instansi terkait seperti TU Delft, IHE, Inholland, KBRI, PPI kota lain, NEC, Duwo, perusahaan-perusahaan yang berkepentingan dan lain sebagainya. Tujuan untuk visi ini adalah mempererat tali persaudaraan dan silaturahmi antar anggota maupun elemen-elemen lainnya di dalam kota Delft. Dengan adanya hubungan eksternal tadi juga akan meletakkan kembali PPI Delft dalam skala lokal, regional maupun internasional.

Dengan wadah ini, PPI Delft akan menjadikan pelajar dan kebutuhan pelajar itu sendiri sebagai faktor terpenting dan bukan kehidupan organisasinya itu sendiri sehingga pelajar dapat melihat dan merasakan manfaat dari PPI.

Misi
Untuk mewujudkan visi di atas maka dibutuhkan misi-misi yang berkesinambungan. Mengingat PPI ini adalah PPI yang terlahir kembali setelah masa kevakuman sebelumnya, maka misi yang akan dicapai juga tidak terlalu muluk-muluk. Penguatan hubungan internal antara pelajar di Delft dan mengusahakan kesejahteraan anggota adalah yang terpenting. Baru setelah itu hubungan lebih diperluas secara eksternal. Dengan membangun pondasi kembali PPI Delft yang baru ini akan menjadi acuan bagi pengurus PPI Delft tahun berikutnya untuk dapat lebih baik lagi.

Misi kerja PPI Delft nantinya serius namun tetap santai dengan tidak membebani pengurus dan anggota di tengah-tengah kesibukan tugas dan pekerjaan yang lebih penting. Kesadaran berorganisasi juga merupakan salah satu misi yang diemban dengan tidak membuat PPI itu sendiri sebagai sesuatu yang eksklusif. Pemanfaatan potensi yang dipunyai pelajar di Delft (ilmu pengetahuan dan teknologi) juga menjadi faktor untuk diperhatikan. Rencana kegiatan pun disesuaikan dengan segmen-segmen pelajar di Delft sehingga manfaatnya lebih terasa.

Rencana Program Kerja:

• Pengintensifan kegiatan-kegiatan kebersamaan seperti: Olah Raga (Sepakbola, Bulutangkis, Tenis Meja, Billiard, Fitness), kegiatan ibadah (Sholat Jumat, Pengajian, kebaktian Gereja, buka puasa bersama, dll), belanja, masak dan makan-makan bersama, plesiran atau jalan-jalan (ekskursi) bersama ke kota lain di dalam atau luar Belanda.
• Pembuatan Web official untuk PPI Delft sebagai one-stop information yang akan dapat menciptakan forum baru sesuai minat dan bidang masing-masing serta memperkuat network internal (pelajar-pelajar TU Delft, IHE, Inholland, warga Indonesia di Delft) dan eksternal (PPI kota lain, instansi-instansi yang terkait seperti KBRI, TU Delft, IHE, Inholland, NEC, Duwo, perusahaan-perusahaan yang berkepentingan, dll.)
• Pendataan anggota PPI Delft, pelajar Indonesia di Delft, civitas akademisi lainnya (Pengajar dan Alumni) untuk memperluas jaringan dan kesempatan kerja.
• Pengumpulan beberapa karya ilmiah baik tugas paper, soal ujian tahun-tahun sebelumnya ataupun Skripsi, Thesis, Disertasi atau karya lainnya ke dalam web yang dapat membantu teman-teman lain yang membutuhkan dengan tetap menjaga copyright masing-masing karya (misalnya hanya abstraksi dari karya tersebut yang diupload, sisanya bisa menghubungi yang berkepentingan).
• Kegiatan kemanusiaan seperti program adik asuh untuk adik-adik kita di Indonesia yang membutuhkan bantuan baik material maupun non-material melalui penggalangan dana.
• Seminar dan diskusi dengan mendatangkan pakar-pakar Ilmu Pengetahuan dan Teknologi yang disesuaikan dengan segmen pelajar Indonesia di Delft.
• Penampungan dan pengkoordinasian barang-barang warisan dari teman-teman yang sudah lebih lama tinggal di Delft yang akan pulang ke Indonesia atau sekedar ingin pindah tempat tinggal kepada anak baru (atau anak lama yang membutuhkan).

Demikian Visi Misi yang dapat saya sampaikan demi terwujudnya PPI Delft baru yang lebih baik. Terima kasih atas perhatiannya dan mohon maaf bila ada salah kata.

Wassalamu Alaikum Wr. Wb.

Sigit Kusumawijaya

Notes: Unfortunately Sigit Kusumawijaya was lost for the election from his opponent, Anggara Rhabenta. Sigit later became a Vice President of Indonesian Student Association (Perhimpunan Pelajar Indonesia - PPI) in Delft for 2007-2008 Period

Sun Wind Water Earth Life Living: Legends for Design [Project for Master Course, 2007]

This project is an assignment submitted for the Master study course Territory (Grondgebied) [: Sun wind water earth life living; legends for design] of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). The writing here is not the full version of the assignment, only  Summary of All Chapters are showed

The project has been published on the website: http://sigit2006grondgebied.wordpress.com/. The tasks stand in the Pages sidebar menu, arranged per course category. The title of this website site has been borrowed from the publication “Sun wind water Earth life and living; legends for design” of T.M. de Jong, M.J. de Moens, C. van den Akker and C.M. Steenbergen.

For further information of the course and the Technical Ecology and Methods (TEAM) board you can access on this link: http://team.bk.tudelft.nl/.

 

 

Projects for Assignment

The projects submitted for the course assignment are projects that have been done while working in two different architecture companies.

Malaysia Design Technology Center (MDTC), Malaysia
Malaysia Design Technology Center or MDTC is the project for my Internship Work for T.R. Hamzah & Yeang Sdn. Bhd., Kuala Lumpur, Malaysia that leaded by Ken Yeang and T. R. Hamzah in 2003.



MDTC is Malaysia’s national design and technology hub, and comprises of the International Design Museum and exhibition spaces, professional design offices, and the HQ for the ‘Limkokwing Institute of Creative Technology’ campus. The prominent hill-top location above the new technology town of Cyberjaya reflects MDTC’s status for innovative technologies and creative design.

for more detail click here

Anto Residence, Jakarta, Indonesia
The second project is a residential project located in the East part of Jakarta, Indonesia. Anto Residence designed by Andra Matin Architect, Jakarta, was finished by 2005.



This house concept is a “Warehouse”. The clients wanted their house look like a factory or a warehouse. As a project architect of this project, I translated their will by using materials that represent Industrial type of building like rust iron for the facade, smooth cement for floor, exposed steel frame plafond, and other natural look like materials.

for more detail click here

These two projects will be analysed by every category of the course (eg. sun, water, wind, traffic, noise, environment, soil & plantation). The elements of ecology that are analyzed:

• Sun Analysis
• Water & Wind Analysis
• Traffic & Noise Analysis
• Soil Analysis
• Plantation Analysis
• Living Environment
• Legends for Design

Please click on each of the ecological elements.

Actual Works

Introduction

The Landport region is an area in centre of the Netherlands. It consists of three completely different parts, two on the old land and one on the new made polder. Especially the last part of the region is in need of boosting. Randstad in Europe will be strengthened, influencing the whole economical situation in the Netherlands in a positive way.

Perspective

The perspective is called ‘Powered by Landport’, implying the boost that Landport gives to the Randstad and the boost that is given to Landport in the perspective. The boosting is very much relaying on the improvement of the connectivity within and outside the region and on different scales. Half of the strategic projects are in fact infrastructure projects. In the same time current green is also taken up in the perspective. The water defence line will be protected and where possible be exploited more.

The limits of the growth of Almere are also already set in the perspective. A great green strip will functions as a boundary as well as a recreational strip for the people who will live there. Coming to the last point of the perspective which is housing. New houses will be needed and realised southeast of the current city.

And finally, some small housing extensions are planned north and west of Amersfoort Project. The perspective leads up to 8 different strategic projects.

• Aa connection
• HSL North
• Airport
• Light rail
• Landmark
• University
• Green Strip
• Water Defence Line

The elements of ecology that are analyzed:

• Sun Analysis
• Water & Wind Analysis
• Traffic & Noise Analysis
• Soil Analysis
• Plantation Analysis
• Living Environment
• Legends for Design

Please click on each of the ecological elements.

Ideas for the Future

This part focuses on Ideas for the Future that relate to Architecture, Urbanism and Ecology that use issue of Sustainability.

Sustainable Architecture, also known as “Green Architecture” or “Green Building,” is an approach to architectural design that emphasizes the place of buildings within both local ecosystems and the global environment. Sustainable architecture, framed by the larger discussion of Sustainability having to do with the pressing economic and political issues of our world, seeks to minimize the negative environmental impact of buildings by enhancing efficiency and moderation in the use of materials, energy, and development space.

The elements of ecology that are analyzed:

• Sun Analysis
• Water & Wind Analysis
• Traffic & Noise Analysis
• Soil Analysis
• Plantation Analysis
• Living Environment
• Legends for Design

Please click on each of the ecological elements.

Other Actual Projects for Reference Ideas

This part contains some actual architecture works that could be a good example for sustainable design and ideas for the future as well:

• Hongkong and Shanghai Bank, Hongkong by Norman Foster
• Torre Agbar, Barcelona, Spain by Jean Nouvel
• Menara Mesiniaga, Kuala Lumpur, Malaysia by Ken Yeang
• Sandbag Shelter Prototypes, various locations by Nader Khalili

Please click on each of the actual works options above.


Delft, January 2007

Sigit Kusumawijaya

Sun Wind Water Earth Life Living: Legends for Design

Writer: Sigit Kusumawijaya
Supervisor: Prof. T.M. De Jong.
Status: assignment submitted for the Master study course Territory (Grondgebied) [: Sun wind water earth life living; legends for design] of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007

Infrastructure Regeneration in Jakarta [Writing for Master Course, 2007]

This writing is an assignment submitted for the Master study course Social Development of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft). This writing is not the full version of the assignment, only Abstract and Summary of All Chapters are showed.



[1] JAKARTA
Jakarta, formerly known as Sunda Kelapa, Jayakarta and Batavia is the capital and largest city of Indonesia. Located on the northwest coast of the island of Java, it has an area of 661.52 km² and a population of 8,792,000 (2004). Jakarta has been developed for more than 490 years and currently is the ninth most dense city in the world with 44,283 people per square mile. It's metropolitan area is called Jabotabek and contains more than 23 million people. Jakarta has extraordinarily developed and would be at the forefront in Asia over the next few decades. Jakarta is unique with its status as the capital city of Indonesia and the center of the city administration. Jakarta is also a center of social, cultural and health activities.

Sudirman Centre Business District, Jakarta

Problem Definition
Like many big cities in developing countries, Jakarta suffers from major urbanization problems. The population has risen sharply from 1.2 million in 1960 to 5.8 million in 2000, counting only its legal residents. The rapid population growth has outgrown the government's ability to provide basic needs for its residents.

Slum life, Jakarta

The infrastructure problem of Jakarta still occurs until present. The number of private automobiles, used mainly by people with middle and upper incomes, has increased faster than any other form of transportation in Jakarta and this has created a demand for the expansion of roads and parking. Traffic congestion is a serious problem despite costly efforts to create new and improved roads. Traffic control measures, such as restricted lanes for high-occupancy vehicles, have helped somewhat. The majority of people must rely on public transportation. Although the fleet is old and breakdowns are frequent, buses are the most common form of mass transit. In addition, a variety of smaller vehicles, including the motorized three-wheeled bajaj, are important. To ease congestion, the government banned the use of becaks (three-wheeled pedi cabs). However, they are still widely used in the city's neighborhoods as an inexpensive and accessible mode of transportation. The modernization and expansion of Jakarta's urban rail system has been an important planning issue since the 1970s; a major upgrading of the electrical rail network is now in progress.


[2] PROBLEM ANALYSIS
Transportation Issue
There are railways throughout Jakarta; however, they are inadequate in providing transportation for the citizens of Jakarta. In peak hours, the number of passengers simply overloads the capacity provided. The railroad tracks connect Jakarta to its neighboring cities: Depok and Bogor to the south, Tangerang and Serpong to the west, and Bekasi, Karawang, and Cikampek to the east. The major rail stations are Gambir, Jatinegara, Manggarai, Tanah Abang and Jakarta Kota.

Buses and Busway takes less than half an hour to traverse a route which would normally take more than an hour during peak hours. Construction of the 2nd and 3rd corridor routes of the Busway was completed in 1999, serving the route from Pulogadung to Kalideres. Busway serving both corridor routes has been operational since January 2002.

Everyday traffic jam, Jakarta

Despite the presence of many large, wide roads Jakarta suffers from congestion due to heavy traffic, especially in the central business district. To reduce traffic jams, some major roads in Jakarta have a 'three in one' rule during rush hours, first introduced in 1992, prohibiting passengers on certain roads. In 2005, this rule covered the Gatot Subroto Road.

Jakarta's road is notorious for the behaviour of the traffic; the rules of the road are broken with impunity as a simple bribe of a few US dollars will simply make all one's legal problems disappear. Furthermore, in recent years the number of motorcycles on the streets has being growing almost exponentially, ensuring many a problem due to ill-disciplined motorcyclists.


[3] SOLUTION
Policy Program
The integrated highlight policy of Jakarta is fully included in Jakarta Main Plan. The Plan belonging to the Jakarta City Administration encompasses the Jakarta development from 1985 - 2002. The Jakarta administration also determines the Strategic Plan (Renstrada) to complete the main Plan. Renstrada explains the special duties and goals that must be carried out by the governor. The City Administration proves the high self-managing in financing the long-term, the middle-term and the short-term plans as most of the Regional Budget is from the local sources.

The improvement of public transportation quality is one of the plans in the Renstrada of the Jakarta Municipality. The target is to enhance the public transportation service. The plans are attach the quantity of the public transportation with the support from some private sectors, reorganize the route according to the road hierarchy and function, and selectively develop the new shorter access and new mass rapid transportation for the public transportation facility.

The other infrastructure plan in Renstrada is to enhance the traffic management. The target is the optimal traffic management in Jakarta. The defined activities are make best use of the space street function by restricting the traffic selectively and raise the harmony between each transportation mode.

Bus Rapid Transit System, Called Busway
TransJakarta is a bus rapid transit system in Jakarta, Indonesia. The system is modeled on the successful TransMilenio system in Bogotá, Colombia. Alternative common names include Busway or TJ. The first TransJakarta line opened to the public on January 15, 2004.

Busway Operational, Jakarta

TransJakarta buses use fully dedicated road lanes. The buses have the doors that are higher than normal buses, so they can only reached from the special Busway stops. Tickets are purchased at the entrance to the air-conditioned stop building. The tickets use smart card technology and must be validated on entry. As of March 2006, TransJakarta carried an average of 120,000 passengers per day, up from 65,000 in late 2005. Ridership has grown rapidly in Corridors II and III while steadily increasing in Corridor I. For the three currently operating corridors, ridership is expected to peak at 260,000. Further growth will come with the construction of Corridors IV, V, VI, and VII in late 2006. There is a special program for the student groups. They have special bus not merged by the general passengers. The target is to train these students to stand in line, be decent, and like the transport car.

The line open for the first time is Corridor I along 12,9 km that serves Blok M-Kota. Corridors II (Pulogadung-Harmoni) and III (Kalideres-Harmoni) started operation on January 15, 2006. The routes are initially operated with only 25 buses total, a number that should increase to 71 in April 2006. For future corridors line 4,5,6, & 7 are currently under construction and are due for operations on Jan 5, 2007. Jakarta City Administration is committed to run a total of 15 Busway corridors by 2010.

Jakarta Busway is managed by consortium called TransJakarta Consortium under control of the Government of DKI Jakarta province. Other actors that also support this program are city bus companies, other small scale public transportation organizations and PT KAI (mass rapid train company) that support as a feeder of Busway. PERTAMINA (Private oil company) has a cooperation with the consortium to supply the fuel energy of Busway. Excluded actors like urbanists, city environmentalists and public always monitor this system as well to make sure this system goes in the right track. All these actors are working together to make this program works properly and effectively.

The vision and mission of the TransJakarta Consortium
Vision:

1. Support Jakarta as a capital of the Republic of Indonesia that humane, efficient, and have a power to compete and parallel with other cities in the world globally, settled by society that participative, have character, prosperous and have civilation in the secure and sustainable life environment.
2. Create efficient public transportation system, and able to support the economic growth and give best alternative to the public in travelling.
   

Mission:

1. Promote and increase the public transpotation use by Jakarta society.
2. Develop and give the best service level of modern public transportation as other big cities in the world.
3. Integrate multi-mode transportation system to give convenience and comfort public promenade.
4. Grow discipline habit by good transportation.
   

[4] EVALUATION & CONCLUSION
Short Term Evaluation
There are many solution to solve this infrastructure problem which have already been decided and implemented in Jakarta. Busway is one of the new public transportation system that is just been introduced to the public. First time when this system was launched, many people has a doubt about it. They doubt that this program will not work succesfully, instead will make another traffic problem because the Busway line will take one street line for it line and separated by lane separator. Moreover, around 95 % of transportation observer refused Busway. But, when it starts its operation, people turn to support Busway, because it can overcome traffic jams in Jakarta.

Busway Operational, Jakarta

Before it was launched, city Jakarta Governor Sutiyoso was optimistic residents will accept Trans Jakarta or Busway program as Busway is not a lavish project. The Busway, governor went on to say, departs from macro transport scheme developed by the city Jakarta administration in anticipation of a numerous vehicles.

However, from the beginning when Busway was launched on the first time, public is satisfied with this new system. After two weeks of fully operation, Busway passengers edge up sharply by 532,685 passengers, totaling 17,837 passengers from January 15. On the first week of operation, launched on February 1 to February 7, the bus can convey around 257,424 passengers. TransJakarta management unveils that the Busway passenger rate indicates a positive result after three months of operation. In responding the expected target, the head of TransJakarta management said people welcomed the Busway warmly, adding the mangement needed to work harder to improve the Busway service.

TransJakarta-Busway management, as a matter of fact, puts the target of 18,000 passengers/direction/hour, but it fails to meet the target. In order to support the Busway optimally, TransJakarta management and Jakarta Transportation agency had already employ as many as 383 feeder buses.

In a bid to improve its service to all people, TransJakarta-Busway management keeps on conducting some efforts that are believed to be able to materialize its purpose. One of the efforts is to involve the people in monitoring the Busway officers, as the Busway frontliners, during their duties TransJakarta wants all passengers to be safe and comfortable during on the bus, and at the shelters because the officers are stationed there.

The head of center for Transport Studies (CS) of Indonesia University Prof. Sutanto Sehodho confirmed that the TransJakarta Busway program launched last year gets successful. The program according to him indirectly has changed the Jakartans’ attitude to willingly make a line and to have a sense of belonging. However, he suggested the Jakarta administration should form a special body to take care of the public transportation. Having a success program on Busway corridor we believe we would be able to provide better service for people in the future.

This TransJakarta Busway system could be a model transportation for other cities nationwide. The Busway project could be followed with several transportation modes as TransJakarta was on of the alternative ways to deal with the capital complicated traffic. The traffic problem will not be able to deal with properly providing that the city administration simply counts on Busway.

Long Term Plan
Jakarta will have overall integrated infrastructure in 2010. There will be 15 corridors of Busway (1 corridor will be disable after a subway line is operated), 2 line of Jakarta Monorail (LRT), Blue Line and Green Line, MRT Subway with elevated track, ground track and underground track, and also Waterbus on Banjr Kanal Timur and Banjir Kanal Barat.

After making a success on Busway corridor, Jakarta administration is expected to plan bicycle corridor on city's thoroughfares in the future. The expectation is conveyed by bike lovers while conducting a parade on Jl. Thamrin and Sudirman, business main street of Jakarta. Making a start in front of Bank Danamon on Jl. Sudirman the bikers cruise the thoroughfares, conveying a message to Jakartans to use bicycles in a bid to promote clean and healthy air. They can go to work by bicycles in replacement of private cars and public transportation.

First there was the Busway, then the monorail system, and now the city is once again dusting off the Mass Rapid Transport system, or MRT. The Jakarta administration and central government are teaming up to start the ambitious US$767.66 million project in an effort to ease chronic traffic woes in the capital. Part subway, part suburban rail system, the first phase will include three underground stations and nine elevated ones.

Jakarta Overall Integrated Infrastructure

Dream of Jakarta residents to have river transportation facility also will be realized soon. At the moment, Department of Transportation is preparing the concept of river transportation. River transportation is one of three macro transportation pattern in Jakarta. There’re three pattern of macro transportation in Jakarta: land, water, and rail transportation. For initial step, river transportation development will be conducted at Manggarai-Karet way of Banjir Kanal Barat. The reason is that area is considered as centre for business and trade. Manggarai-Karet route in the future will be one of meeting point between Busway and monorail. It would be 5 harbours along the route. The location would be Manggarai, Mampang, Rasuna Said, Tamrin-Sudirman, and KH. Mansyur. If that project is finished, development will be continued to all Banjir Kanal Barat route.

The parallel alternative modes are monorail, subway and water or river transportations. Jakarta metropolitan administration, as a matter of fact, has put the modes of transportation in its main agenda, stipulated in Jakarta macro transportation plan. However, the administration has yet to say for sure when the macro transportation construction to start.

Jakarta Provincial Government also plans to make all vehicles traveling city roads to drive on natural gas by 2010. But, as the first step, the use of natural gas will be applied to operational vehicles of City Administration only. The use of natural gas was environment friendly and save the energy. Moreover, Jakarta is a pilot project for other provinces in Indonesia in terms of using natural gas. Currently in Jakarta, there are 14 natural gas stations, but only 8 of them that have function. Therefore, in the near future, the agency will repair those natural gas stations.

Conclusion
The transJakarta Busway has changed the transportation paradigm in Jakarta. Ever since it started to operate on January 15, 2004, transJakarta Busway has become the favorite of the Jakartans from many groups, either common people or yuppies who work alongside the Busway passage. Also since the passage II and III started to operate on January 15, 2006 has transformed the personal vehicle user into the transJakarta user. Around 14% of personal vehicle user has transformed into transJakarta user. According to the data from Jakarta Department of Transportation, Busway passage I-III carry around 120.000 passenger/day.

Jakarta by night

This new infrastructure system called Busway that has been implemented in Jakarta is an urban regeneration project of this city. This project could fulfill all the urban regeneration aspect, for example that this Busway program is a comprehensive and integrated vision and action that made by the consortium of TransJakarta. This program also leads to the resolution of urban problem and seeks to bring about a lasting improvement in the economic, physical, social, and environmental condition of an area that has been subject to change because the congestion of Jakarta traffic can be reduced maximally. This program is also an activity which straddles the public, private and community sectors because it involves all the Jakarta important sectors. This Busway program is also a means of determining policies and actions designed to improve the condition of urban areas and developing the institutional structures necessary to support the preparation of specific proposals for a better infrastructure of Jakarta.

Delft, January 2007
Sigit Kusumawijaya


REFERENCES

• Administration`s Strategic Development ( 2002 - 2007) Plan. Chapter 1
• Berita Jakarta, http://www.beritajakarta.com/english/default.asp, visiting website October 27th, 2006.
• Bishop, Ian D., Francisco Escobar, Sadasivam Karuppannan1, Ksemsan Suwarnarat, Ian P. Williamson, Paul M.Yates, Haider W. Yaqub. Spatial Data Infrastructures For Cities In Developing Countries: Lessons From The Bangkok Experience, (University of Melbourne and the Bangkok Metropolitan Administration).
• Buehler, Ralph. Urban Development in Mega-Cities in Developing Countries: Potentials of Citizen Participation in Planning and Managing Urban Development, (Universität Konstanz, Fachbereich für Politik- und Verwaltungswissenschaften, 2003).
• Microsoft Corporation. Microsoft Encarta, (Redmon: Microsoft Corporation, 2005), keyword: Jakarta
• Municipality of Jakarta Official Website, http://www.jakarta.go.id/v21/home/default.asp?lg=2, visiting website October 8th, 2006.
• Municipality of Jakarta Official Website. The Jakarta City
• Roberts, Peter & Hugh Sykes. Urban Regeneration: A Handbook, (London: SAGE Publications Ltd, 2004)
• Wikipedia, the free encyclopedia, http://en.wikipedia.org/, visiting website October 8th, 27th & 29th, 2006.

Work Description:
Title: Infrastructure Regeneration in Jakarta
Writer: Sigit Kusumawijaya
Supervisor: DR. E.D. Huysbergen.
Status: assignment submitted for the Master study course Social Development of the Department of Urbanism, Faculty of Architecture, Delft University of Technology (TU Delft)
Year: 2007