TOD Implementation Needs Traffic Impact Analysis Results Document Legality in Indonesia
In more than a year and a half, various countries around the world have struggled to deal with the Covid-19 pandemic. Without realizing it, various policies in the transportation sector implemented by the government have changed the daily commute patterns of people in urban areas. Restrictions on mobility ranging from local to regional scales have been implemented.
An interesting thing is that the concept of regional mobility restrictions already exists in the concept of Transit Oriented Development (TOD). We can imagine that in this pandemic era, urban communities have lived or been active in the TOD area, it is possible that the regional movement of most people can be suppressed (of course accompanied by the application of strict health protocols).
The planning process for the TOD area up to the construction stage involves various multidisciplinary sciences and stakeholders. One of the stages prior to the implementation of the TOD area development is the preparation of the Traffic Impact Analysis Results Document (TIA Results Document) which must be completed by the developer/contractor.
This activity is a series of study activities regarding traffic impacts from the construction of activity centers, settlements, and infrastructure, the results, then, are stated in the form of a Traffic Impact Analysis Document which will, then, be issued as a Traffic Impact Analysis Approval.
Arief Rahmanda, the CEO of PT Metro Karya Indotama, a consulting company in the TIA sector, revealed that there are several main focuses that should be considered in the construction/development of the TOD area, including the construction period and the provision of parking spaces for the TOD area during the operational period.
During the construction period, things that must be taken into account include the movement configuration of goods transporting materials transportation, temporary traffic arrangements around the construction site, and the schedule for arrivals and departures of goods transport outside of rush hour traffic.
The parking space plays an important role in the implementation of TOD. If during the construction period the parking for construction workers and goods vehicles must be maximized, then during the operational period, the provision of parking spaces for motorized vehicles must be minimized. Furthermore, the CEO of the consulting company PT Metro Karya Indotama, Arief Rahmanda, explained that parking in a residential area with the TOD concept must be distinguished from parking calculations in an ordinary apartment concept.
This is done because in the Transit Oriented Development (TOD) residential concept, the dwellings or utilities in it are designed to promote non-motorized functions such as walking and cycling. The parking count for occupant vehicles is minimized and instead access to public transportation, both rail-based and road-based, is facilitated and increased in comfort, besides that, the connectivity of bicycle and pedestrian paths with the surrounding land use functions must be improved.
By minimizing parking space for residents, the existing asset allocation can be substituted for the construction of additional housing for lower-middle income people. This is absolutely necessary so that those who buy/live in TOD-based housing are those who really intend to make walking and cycling a part of their daily life, not just adding personal assets to be later resold or ownership transferred, Arief Rahmanda said. (wn)
