Beyond the blueprint : a critical view on plans for transit-oriented development (TOD) in the new indonesian capital

Sammanfattning: 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.