This is presentation of how we analyzed the design of underground station for PT MRT Jakarta based on the pedestrian movement.

1. Analysis of Mass RapidTransit Jakarta’s
Underground Station Interconnectivity Design
using Agent Based Modeling
Akhmad Hidayatno, Stefan Darmansyah, Armand Omar Moeis
Systems Engineering Modeling and Simulation Lab
akhmad.hidayatno@ui.ac.id
systems.ie.ui.ac.id

2. Agenda
• Transit Oriented Development in MRT Jakarta
• Multi-Method Modeling Initiatives to Support MRT Jakarta
• Case Study: Pedestrian Modeling for MRT Jakarta Stations

3. Overview of MRT Development in Jakarta
3© MRTJakarta 2009
Tahap 1
Lebak Bulus – Dukuh Atas
Tahap 2
Lebak Bulus – Kota
Length 14.5 Km (10.5 Km Elevated,
4 Km Underground)
22.7 Km
No of Stations 12 (8 Elevated, 4
Underground)
9 underground antara
Dukuh Atas - Kota
TravelTime 28 menit 51 menit
StationStopTime 40 – 60 detik 40 – 60 detik
Length between
Stations
0.8 – 2.2 km 0.8 – 2.2 km
Headway 4.5 menit (2015) 3.5 Menit (2020)
Projected
Passenger Daily
340.000 (2015) 400.000 (2020)
Rolling Stock 17 train sets (102 cars) | 1 set
= 6 cars
39 train sets (234 cars)
| 1 set = 6 cars
Power 35 – 40 MVA 50 MVA

4. How can we leverage Gov. investment for maximum
public benefits and sustainability of the services?
15 trillion Gov. Investment
10 years grace period
30 years repayment period
PlannedOperation 2016
ODA Loan - JICA
Just Building Railway
Developing Economic Growth Zones
based on urban transport

5. How the opportunity arised
National
Government
City
Government
Railway Operator
(State Owned
Enterprise)
disconnected with surrounding area
Spatial
Planning
Power
Railway & stations Railway & stations
City Owned
Enterprise
seamless integration with surrounding area
Intercity Railbased
Transport
Innercity Railbased
Transport
Law No 23/2007
On Railway

6. The Gov. of DKI JakartaThrough MRT Projects
IntroducingTransit Oriented Development (TOD)
First Indonesian model to combat urban sprawl and
mobility issue through “a pedestrian-driven
development”
Transit-Oriented Development (TOD) is:
• moderate-to higher- density
development,
• located within an easy walk of a major
transit stop,
• generally with a mix of residential,
employment, and shopping
opportunities designed for pedestrians
without excluding the auto.
(JackWierzenski)
Iwan Prijanto - MRTJ © 2009

7. Role Evolution ofTOD at MRT Jakarta
1. Supports Urban railway:
Enable connectivity, entry, passenger
distribution
2. Stimulate Demand:
Increase ridership :Same customer profile
3. Produce Destination:
Public realm ; public & commercial amenities
4. Stimulate Urban growth:
Increase commercial & social capacities
5. Create Places;
Sustainable & vibrant neighborhood
6. Urban Restructure
City re-master planning
Inside Out
Outside in
0. Just Build Station – No TOD
Just focus & worry on construction
Need no role of urban &
Property dev.
Iwan Prijanto - MRTJ © 2009

8. TOD LEVEL OF MRTJ’S 1ST LINE
Just focus & worry on construction. Situation to be avoided!!
LEVELTOD 1-2
SEAMLESS MOBILITY
LEVELTOD 5-6
SUSTAINABLEGROWTH DISTRICT
NOTOD, LEVEL - 0
UNSUSTAINABLE DEVELOPMENT
Enable connectivity, safe entry & passenger distribution,
customer segment harmony
Stimulating growth by providing convenient public realm,
commercial facilities and Increasing its commercial & social
capacities
Re-master plan the city districts to enable sustainable
growth, create a vibrant & sustainable neighborhood
LEVELTOD 3-4
SUSTAINABLE NEIGHBORHOOD
Iwan Prijanto - MRTJ © 2009

9. Density GradientVary byType ofTransit
(Robert Cervero )
Iwan Prijanto - MRTJ © 2009

10. 1
2
3
4a
4b
Residential
Town Center
Garden City
Rebirth Town Center
CBD-
Financial
Center
Gateway
JAKARTA 2025
NEW URBANISM!
1. Focus development on pedestrian, stimulating
new urban lifestyle - green lifestyle
2. MRT Transit development stimulates smart
urban redevelopment, smart growth & compact
city policies.
3. Urban Transit development provides substantial
space for future Jakarta city development
(redevelopment)
4. Urban Transit development reduce urban
sprawl tendency, reorienting development
direction back to the city
5. MRT Transit development provide appropriate
milieu for productive working class
6. MRT development as green transportation
scheme inspire further green development in
urban space along corridor
7. Connected bicycle path starting from early zone
2 to end part of zone 4
8. Urban redevelopment & MRT development will
improve Jakarta image, increase national pride,
and became truly respected world city within
Asia Pacific region.
Urban Transit Zone
Iwan Prijanto - MRTJ © 2009

11. Transit Oriented Lifestyle
Southern Downtown of Jakarta
“Now available for sale or rent in the Southern Downtown of Jakarta: Attractive, affordable homes with modern
amenities in vibrant neighborhoods. All units offer excellent public transit access for
gridlock-free commutes to employment centers. Convenience is key, with shops, restaurants and retail services just
steps away, and walking and biking opportunities galore. Autos are optional, and any
savings in gasoline, parking, maintenance and insurance costs are yours to keep. Experience the benefits of a
transit-oriented lifestyle at one of the exciting new developments taking shape in, Simatupang Transit
Town, Cipete Residential Town, Haji Nawi square, Blok A square ... and in many other locations throughout the
region. Come see if this new style of living is the right choice for you.”New Places, New urban lifestyle”.
ModifiedfromBARTpresentation

12. TOD 3 Bottom LinesValue (Robert Cervero)
Iwan Prijanto - MRTJ © 2009
increased
urban mobility
Improving
environmental
sustainability
Improving social
life quality
Stimulates further
economic growth

13. The Challenge ofTOD in Jakarta
• Paradigm Change from car driven to pedestrian driven
• Orientation Change orientation from finding green fields to seeking urban
renewal, and land consolidation opportunities.
• Move the property business principle from “location, location, location” to
“station, station, station”.
• How to seamlessly connects and integrate every MRT station with surrounding
neighborhood development with many different powerful stakeholders
• How to consistently develop institutional building in the government, to
develop the regulatory framework needed for urban redevelopment policy
• How to sustain the focus to improve consistently public mass-transportation
infrastructure, operation, and integration, because patient is needed ....
Building strong, reliable and sustainable public transportation & urban
redevelopment initiatives needs careful, thorough, coherent and consistent efforts
from strategic envisioning, strengthening regulatory framework, planning,
designing, constructing and delivering its services.
Iwan Prijanto - MRTJ © 2009

14. Agenda
• Transit Oriented Development in MRT Jakarta
• Multi-Method Modeling Initiatives to Support MRT Jakarta
• Case Study: Pedestrian Modeling for MRT Jakarta Stations

15. Opportunity + Challenge = Complexity
• TOD Paradigm would require a new interconnection of cooperation between
multi-stakeholders to answers the all important questions
What is the business
models of MRT
Jakarta to sustained
its operations?
What rights the city
must decentralized
to the company?
How to justify the
subsidy for MRT?
Is other city services ready to
support MRT, especially the
emergency services? (Fire
Department, HealthOutbreak, etc)
Should the urban
rail transport
standards different
that current
intercity standards?
Does better
surrounding
connection could
attract private
vehicles to move?
What would be the
minimum service
level of MRT?
What is the best mix-used
development composition
to maximize revenue and
economic contributions?
How to
write the
cost of
multi-billion
dollars
asset?
How to exploit
and maintain
the
underground
structures?

16. ModelingTopology: Matching Problems with models
16
Strategic-operational
Qualitative-quantitative
Continuous-discrete
Dynamic-static
Spatial-temporal
Deterministic-stochastic
Data rich-data poor
White box – black box
Time horizon, responsible authority
Degree or direction of change
Ongoing or intermittent
Inherent system memory or not
Where or when or both
Why or if
Availability of data
Knowledge rich or knowledge poor
Problem descriptors Model typology
Modeling Tools, Methology and Approach
System Dynamics
Discrete modelling
Physical systems modelling
Regression analysis
Cost-benefit analysis Spreadsheet modelling
GIS-based models
Agent-based modellingStatistical/Mathematical models
Expert systems
Network-based modelling
Multi-Approach models

17. Systems Diagram of MRT JakartaTOD Complexity that
could be supported by multi-method modeling
Advocating Macro Level Initatives
Agent Based
Modeling
Problem Owner:
Shareholders of
Mass Rapid Transit
Jakarta
Problem Owner Goals:
Sustainable Operations
with the fulfillment of the
short-term and long-term
corporations’ target by
serving government
assignments of Public
Services in urban rail-based
mass transportation
Stakeholders
Output
Operational
Sustainability
Micro Level Strategy (MRT Jakarta)
Coordinating
Economy
NGOs
Transportation
Trade
Environment
Ministry of
Finance
Local Governments
as Shareholders
JICA (previously
JBIC)
Multi-Methods Modeling Support
Construction and
Station Design
Operational
Design
Blue-Sky
Clean Air
Strategy
NFB PricingSubsidy Line Expansion
Price
Regulations
Quantity
Regulations
Low-Carbon
Economy
Economic Growth
Contribution
Social Mobility
Increasing Quality
of Life
CO2 Emission
Reduction from
reduction of
private vehicles
usage
Input
Basic External
Economic
Factors
(Inflation,
Exchange
Rates, etc)
Land
Availability for
Expansions
Loan
Basic Social
(Population
Growth Rate,
etc)
MRT Jakarta
Operational
Sustainability
System Dynamics
Modeling
Financial Modeling
Policies for Revenue
Generation and
Economic Growth
Concession
Agreement Analysis
Infrastructure
Cost
Justification
Pedestrian
Movement Quality
As Input As Constraint and Facilitation
As
Feedbacks
Projection of CO2
Emission Reduction
Transit Oriented
Development
Concession
Agreement
Optimization Model
Urban Life
Quality
Improvement
Sustainable
Operations
Emergency Response
Simulation
Special
Events
Station
Crowd
Behavior
Local
Parliament
Variable of Fixed
Ticket Prices
NFB Prices

18. Agenda
• Transit Oriented Development in MRT Jakarta
• Multi-Method Modeling Initiatives to Support MRT Jakarta
• Case Study: Pedestrian Modeling for MRT Jakarta Stations

19. Bendungan Hilir Underground Station

20. Sustainable Development Policy of MRTJ
Core station
Platform
Concourse
Extended station
Building
Extended station
Building
Integration with
Adjacent Building
1. Green Transportation
2. Green Building
3. Sustainable Neighborhood

21. Station Area
Dev. Framework
StructureStructureStructureStructure
STRU
CTUR
E
Neighborhood
Commercials
Residentials
OtherFacilities
Public On street transport
Other Mass rapid transport
TOD ASPECT RELATED TO
MRT
1.Core station structure
2.Site utility system-integrated
utility system (energy-water-air
system)
3.Site management system
4.Macro to micro climate (outdoor
to indoor environment quality)
5.Passenger to Pedestrian volume
6.Passenger to Pedestrian flow
7.Transport inter-modal scheme
8.Integrated Security system
9.Integrated commercial facilities
Bicyclepaths
Road System
PublicFacilities
Iwan Prijanto - MRTJ © 2009
Iwan Prijanto - MRTJ © 2009

22. The Causal Logic of Station
Transit Oriented Development

23. TheTentacles Design

24. Spesifikasi Lingkungan Stasiun (4)
2 Underground Floors – Concourse Level & PlatformLevel
Elevator Speed 0,5 m/s & 1 m/s.
Ticket Purchase Service Time 8 – 13 seconds.
Farebox Transaction Time 2 – 3 seconds.
MRT Headway 5 minutes with 30 – 40 seconds stop time.

25. 1st floor concourse floor (paid and non paid)

26. 2nd floor platform

27. Alternatives
• Escalator Configuration
– One way
– Two ways
• Tentacles Configuration
– 2 tentacles, 1 Free Concourse Zone in the middle, surrounded with Paid
Zone
– 4 Tentakel, 2 Free Concourse Zone on the side, surrounding the Paid Zone
• Interconnections with the surrounding business/commercial area
– Without connection
– With connection

28. Examples of Results
2017 Passenger Projection Scenario 1

29. Examples of Results
2037 Passenger Projection with Skenario 4

30. Focus zones in 2037 Passenger Projection with Skenario
4

31. Conclusion and Recommendation based on the Model
• The station draft design could served the minimum service level
standard set by the MRT Jakarta based on the current passenger
growth projections with the additional tentacles interconnections
• However, the final design should accommodate additional far-box
gateways, ticketing sales booth and the variable speed of escalator

32. Analysis of Mass RapidTransit Jakarta’s
Underground Station Interconnectivity Design
using Agent Based Modeling
Acknowledgement ofSupporttoPTMRTJakarta:
Mr. IwanPrijanto
UrbanPlanning&BusinessDevelopment
PT.MassRapidTransitJakarta
iwan.prijanto@gmail.com