Integrating Transit Oriented Development (TOD) concept into Manado City Planning and Development Lesson learnt

Kuzuha Station (樟葉駅) amenities

Introduction

An urban sustainability demands a balance among economic, social, and environmental concerns. The development of urban
sustainability involves several aspects, including populations (socio-ecology), land use and urban structure, and mobility
behavior (transportation) (Alberti, 2008).The dynamic of urban is reflected in the interaction between human and environment
in spatial and temporal context. With that such complex system, spatial structure strategy alone or partial strategies, such as
transportation infrastructure policies, cannot be relied upon for achieving sustainability; instead, integrated land use,
transportation, and environmental strategies are required. (Hasibuan et al., 20147).

An urban sustainability demands a balance among economic, social, and environmental concerns. The development of urban
sustainability involves several aspects, including populations (socio-ecology), land use and urban structure, and mobility
behavior (transportation) (Alberti, 2008).The dynamic of urban is reflected in the interaction between human and environment
in spatial and temporal context. With that such complex system, spatial structure strategy alone or partial strategies, such as
transportation infrastructure policies, cannot be relied upon for achieving sustainability; instead, integrated land use,
transportation, and environmental strategies are required. (Hasibuan et al., 20147).

In order to preserve sustainable urban life, a balance amongst social, economic, and environment should be robust. This paper
examines alternative sustainable development concept for green and sustainable development in Manado, with focus on
transit oriented development (TOD) using Kuzuha Station, Osaka, Japan, to examine urban features on the actual field. Transit
Oriented Development concept is spatial arrangement with locating the activity centers around the transit, particularly transit
station, which has characteristics of compact, mixed-use, and pedestrian-friendly within walking distance from a transit stop.

Over the past two decades, scholars and practitioners have put forward Transit-Oriented Development (TOD) to call for a
greater integration between transport and land use, a promotion of polycentric cities, and a creation of sustainable urban
transport and an attractive physical environment (Rui, 2016).

Problem Identifications

Manado, the capital of Sulawesi Utara, expanded from 157 km2 in 1960 to a fully urbanized city in the 1990s. Today, as a capital,
Manado’s nucleus area has spatially and economically expanded beyond its original boundaries. Manado has increasingly
spread towards the outskirts with a population of 0.45 million people.

As the most important coastal city in Sulawesi Utara, Manado plays an important role in North East of Indonesia territory.
According to city-level statistical yearbooks, the city has been subject to continuous urbanization level growth. Historically,
Manado is an important coastal city, the main destination of migrants from various regions in North Sulawesi, also North East
Region of Indonesia. In the study, the city center is Manado, as a concentration area of the political, economic, financial, and
cultural activities in North East Region of Indonesia. And due to geographical proximity, the periphery of the city center appears
to be functionally integrated with and influenced by the city center. The peri-urban is such a zone presenting a transition or
interaction zone between urban and rural areas. The actual location and range of peri-urban tend to expand out-ward from
the city center at one point in time on account of topographical features and anthropogenic barriers. Looking at Manado
characteristics, Manado is a factual example since it’s resemblance of many other existing Indonesian cities.

This city become central of economic activity with gross regional domestic product of Manado has around 60% of Sulawesi
Utara Province gross domestic product. The increasing of population number in Manado is caused by the extensive growth of
suburbs around Manado. The population number of Manado reached 423,257 people. This size of Manado population is 25%
of total population of North Sulawesi. This number of population is predicted will still increase, due to high population growth
rate, particularly in suburbs, with the rate between 0.56-1.13% annually; meanwhile the national population growth rate is
1.49% annually (BPS INDONESIA, 2015).

Population growth and dynamic has impacted urban spatial growth and expansion. In the last two decades, private developers
converted rural areas in suburbs particularly the agriculture areas into the settlements, creating urban sprawls and leaving
Manado with no agricultural areas at all. This urban growth structure has indicated a post-suburbanization process, which is
the changing process from concentric radial into poly-centric. In addition, I would argue that this growth is uncontrolled by the
previous, and even the present land uses regulations. The mobility interaction in Manado is very high, indicated by the number
of commuter from suburbs and other adjacent regencies into Manado. Every workday, around 20 thousand commuters come
into Manado (BAPPEDA. 2016).

With that spatial structure and transportation, that depends heavily on the private vehicle, has led to the decreasing in urban
environmental quality. Amongst those factors are; Traffic congestion as the most prominent problem, high traffic accidents,
and transportation sector contributed of 70% air pollution in Manado. Energy consumption using fossil fuel per annum is
considerably high not to mention the economic cost coming from traffic congestion and the cost of health impact to human
from transport pollution (Asri and Hidayat, 1998). The challenges of Manado are how to manage the high traffic growth, to
reduce traffic congestion, to suppress demand of travel from suburbs, and ultimately urban sprawls.

Thus this paper strives to portray Transit Oriented Development key concepts that are being embraced in the study area
(Kuzuha station) where development is contained along transit corridor centers, and also to propose points for Manado City
future planning.
Profile of the Study Area

Today, Manado city consists of 156,26 km2 area of land which most of land are occupied. In 1995 coastal reclamation project
in Manado bay added around 67 ha to total area. Besides in the main land, Manado also has three islands that are completely
separated and are not connected by public transportation system. Overall, 40,16% of the area is flat and is suitable for
development, 37,95% is corrugated land, and the remaining is steep land. At the early years of Manado this topographic
condition leads the city development and settlement from North to South following coastal region. As time passes by,
population growth put the city in a need of more settlement, thus settlement started to crawl between unoccupied areas
towards hilly region and more to the higher lands. In Response of the need of more land for development, in 1995, local
government decided to underwent coastal reclamation and the project was carried out by private entities. To date, the
reclamation land is owned by private sectors leaving local government with only 16% for green open space ( BAPPEDA. 2016).

a. Demographic

Based on data from Statistical Bureau of Manado that in 1961 there are only 129,248 residents live in the city, by the end
of 2015 population has risen significantly by around 400% into 425,634 residents. Taking into account city area of 157.26
km2, thus city density has reached 2,692 residents/km2. This number is considerably higher than its neighboring city with
only 930 residents/km2 (BAPPEDA. 2016).

Table 1. Population growth in Manado City based on 2015 Census.

Men Women Total Population

Census
(Person) (Person) (Person) growth (%)

2011 204,502 210,612 415,114 1.13

2012 209,474 208,009 417,483 0.57

2013 210,706 208,890 419,596 0.51

2014 213,136 210,121 423,257 0.87

2015 213,613 212,021 425,634 0.56

(Source: Manado Statistical Bureau, 2015)

Figure1. Topographic Map of Manado City. (Bappeda, 2016)

b. Transportation sector
The private vehicle usages, including car passenger and motor cycle, dominated the share of transportation mode,
with 49.22% and 42.5% of mode share in 2013. In contrast, the public transportation usage was very low with only
 5.53%. The income rising and the convenience of having private vehicles triggered the dramatic increase of private
vehicles numbers and usages in Manado. In 2015, the number of motorcycle was 40 thousand units with the growth
rate of 8% per year, and the number of private cars was 20 thousand with the growth rate of 9% per year. Private
vehicles are used by majority of commuters to reach offices (70%), school (5%), shopping (2%), other goals (23%), as
cited from the latest survey (Bappeda, 2013).
The private vehicle usages, including car passenger and motor cycle, dominated the share of transportation mode,
with 49.22% and 42.5% of mode share in 2013. In contrast, the public transportation usage was very low with only
5.53%. The income rising and the convenience of having private vehicles triggered the dramatic increase of private
vehicles numbers and usages in Manado. In 2015, the number of motorcycle was 40 thousand units with the growth
rate of 8% per year, and the number of private cars was 20 thousand with the growth rate of 9% per year. Private
vehicles are used by majority of commuters to reach offices (70%), school (5%), shopping (2%), other goals (23%), as
cited from the latest survey (Bappeda, 2013).
1. Road work rate in Manado city:
- Average speed in Manado is higher than average speed limit for city level as suggested by Transportation
Ministry of Indonesia is 20 km/hour. However, without measure to maintain roads capacity, average road
speed may continue to plumb by 0.4 km/hour annualy.
- Volume/Capacity in three main roads have almost saturated. Moreover, in the next 15 year, it is predicted
that 70% of main roads will be jammed (Bappeda, 2013).
2. Road Network Supply in Manado city:
a. Hierarchy of road networks has not been improved much for decades.
b. Road width is too narrow, ranging from 6-8 km
c. Constructed land parcels adjacent to main roads are too close, thus it is harder to widen the roads.

In Indonesia roads are categorized into three types of dominion namely; National roads, Province roads, and Local
Government roads. Almost all roads have been asphalted but 5.1 km Local Government Roads.

Table 2. Roads length by jurisdiction (Bappeda, 2016)

Road Status Length (km)

National roads (km) 46.40

Province roads (km) 40.4

City roads (km) 540.68

Total 627.48

The vast area of the city is only serviced by three inter cities stations that also act as inner city bus stations. In addition, the
location, facilities, and managements of these stations is ineffective in advancing mode sharing especially public transportation.

1. Malalayang Station
 Area : 15.000 M2
 Capacity : 470 buses
 Type :A
 Inner city route : 12
 Inter-cities route :3
2. Karombasan Station
 Area : 6.357 M2
 Capacity : 155 buses
 Type :B
 Inner city route : 11
3. Paal Dua Station
 Area : 8.608 M2
 Capacity : 227 Armada
 Type :B
 Inner city route :6
3. Traffic Acciddents
Traffic accidents rates is a prominent indicator of how much traffic is managed throughout a region. Data from
Indonesian Statistical Bureau stipulated that accidents rate continuously increase every year, also this year accidents
rate has increased by 7% taken census in 2011 as the base line. In 2015, 482 traffic accidents happened causing riders
to suffer from light injuries, severe injuries, and even deaths. Material lost caused by traffic accident is predicted to
reach 1.9 trillion rupiah, not to mention non materials lost such as ones’ self-potentials, opportunities of the traffic
accidents victims. Sadly, only 78% traffic accident cases are solved by the authorities, leaving the remaining 22%
unsolved (Bappeda, 2016).

Following figures show various maps ranging from road networks to activity centers in Manado.
 Figure 2. Road networks (Bappeda, 2014)

Figure 3. Population density (Bappeda, 2014)

 Figure 4. Land uses (Bappeda, 2014)

Figure 5. Public facilities (Bappeda, 2014)

 Figure 6. Activity centers (Bappeda, 2014)

Transit Oriented Development Best Practice examples

In cities around the world, the integration of transport and land use development at railway stations is high on the agenda of
state and local governments. It is under the banner of ‘Transit Oriented Development’ (TOD) as in North America and Australia
(Dunphy et al., 2005), or without, as in the numerous railway station area development projects across Europe, Asia and South
America (Bruinsma et al. 2007). The basic philosophy appears the same in all contexts: concentrating urban development
around stations in order to support transit use, and developing transit systems to connect existing and planned concentrations
of development. Many of the arguments for pursuing TOD are similar despite the different contexts. TOD facilitates increased
accessibility because it provides alternatives to automobile-based land uses. It attempts, at the very least, to create a land use
pattern that facilitates transportation choice, which is increasingly important, particularly given today’s complex lifestyles and
business practices. Even more compelling are arguments stemming from concerns about the sustainability of current urban
mobility trends. Planners and policy makers across the globe are advocating for transit and non-motorized transport based on
resource efficiency.

Transit Oriented Development (TOD) requires a commitment to centres and to transit as its core ingredients together. Building
centres linked to transit requires a strategic planning framework as a set of policy tools to help implement these TODs.

The four strategic planning tools for TODs are:

1. A strategic policy framework that asserts where centres need to occur and at what kind of density and mix;
2. A strategic policy framework that links centres with a rapid transit base, almost invariably electric rail ;
3. A statutory planning base that requires development to occur at the necessary density and design in each centre,
preferably facilitated by a specialized development agency, and
4. A public-private funding mechanism that enables the transit and the TOD to be built or refurbished (Rui and Martin,
2016)
a. TOD in Arlington County, USA
As the world’s most car-dependent society, the United States might not be considered a model for examining TOD;
however there are several positive experiences that are worth noting. Over 100 TOD projects currently exist in the
United States, found overwhelmingly in and around heavy, light, and commuter rail stations.
No place in the United States has witnessed more high-rise, mixed-use development along a rail corridor over the
past three decades than Arlington County, Virginia. Arlington County, Virginia is a textbook example of creating a
vision (the “bull’s eye” concept plan, shown in Figure7) and putting in place appropriate implementation tools to
achieve the vision. Through a collaborative effort that engaged local stakeholders and an ambitious campaign that
targeted supportive infrastructure improvements to rail stops along the corridor, Arlington County managed to
transform the Metrorail Orange line into a showcase of transit-supportive development, with mid-to-high rise towers
 and multiple uses today flanking the Rosslyn, Courthouse, Clarendon, Virginia Square, and Ballston Metrorail stations.
With the bull’s eye metaphor in place to guide on-going planning, borrowing from the experiences of great “transit
metropolises” like Copenhagen and Stockholm, Arlington County proceeded to leverage Metrorail’s presence and
transform once dormant neighbourhoods into vibrant clusters of office, retail, and residential development (Curtis et
al., 2009)

Figure 7. Figure Arlington County, Virginia Bull’s eye Concept for Rosslyn-Ballston Train Corridor (Curtis et al. 2009)

Arlington County’s two major rail axes – Rosslyn-Ballston and Jefferson Davis – have experienced a tremendous
increase in building activity since Metrorail’s 1978 opening: 24.4 million square. feet of office space, 3.8 million square
feet of retail space, some 24,000 mixedincome dwelling units, and over 6300 hotel rooms (Arlington County
Department of Community Planning, Housing and Development, 2002). Of the nearly 190,000 people today living in
Arlington County, 26 percent reside in Metrorail corridors even though these corridors comprise only 8 percent of
county land area.
The addition of more than 35 million square feet of new development along two rail-served radial axes was hardly
the result of good fortune or happenstance. The transformation of once rural Arlington County into a showcase of
compact, mixed-use TOD has been the product of ambitious, laser-focused station-area planning and investment.
Prior to Metrorail’s arrival, Arlington County planners understood that high-performance transit provided an
unprecedented opportunity to shape future growth and proceeded to introduce various strategies – targeted
infrastructure improvements, incentive zoning, development proffers, permissive and as-of-right zoning – to entice
private investments around stations. After preparing countywide and station-area plans on desired land-use
outcomes, density and setback configurations, and circulation systems, zoning classifications were changed and
developments that complied with these classifications could proceed unencumbered. The ability of complying
developers to create TODs ‘asof-right’ was particularly important for it meant developers could line up capital, secure
loans, incur upfront costs, and phase-in construction without the fear of local government ‘changing its mind.’
The pay-off of concentrated growth along rail corridors is revealed in Arlington County’s transit ridership statistics.
The County today boasts one of the highest percentages of transit usage in the Washington, D.C. region, with 39.3
percent
of Metrorail corridor residents commuting to work by public transit (Arlington County Department of Community
Planning, Housing and Development, 2002)This is twice the share of County residents who live outside of Metrorail
corridors. Self-selection is evident in that around twothirds of employed-residents in several apartments and
condominium projects near Rosslyn and Ballston stations take transit to work. An important outcome of promoting
mixed-use development along rail corridors has been balanced jobs and housing growth which in turn has produced
balanced two-way travel flows. Counts of station entries and exits in Arlington County were nearly equal during peak
hours as well as the off-peak. During the morning rush hours, many of the county’s Metrorail stations are both trip
origins and destinations, meaning trains and buses are full in both directions. The presence of so much retail-
entertainment-hotel activities along the County’s metrorail corridors has further filled trains and buses during the
midday and on weekends.

b. TOD in Bogota, Columbia

Many medium-sized global cities are looking to Bus Rapid Transit (BRT) as the most affordable form of high-
performance public transit investment. Two noteworthy experiences with BOT and TOD are Bogotá, Colombia and
Curitiba, Brazil. Bogotá, the Andean capital of Colombia, has gained global recognition for its highly efficient and
productive bus rapid transit (BRT) system, called Transmilenio. For a city of 7 million inhabitants facing civil conflict
and deep economic problems, Bogotá’s emergence as one of the world’s most sustainable metropolises is all the more
remarkable. In the late 1990s, Bogotá began operating a high-speed, highcapacity bus system, called Transmilenio,
which also put priority to pedestrians and cyclists.
The 42 kilometre, three line Transmilenio bus way is the centrepiece of Bogotá’s vast bus network. The dedicated
system will eventually expand to 22 lines covering 391 kilometres. Bus lanes are situated in boulevard medians, with
weather protected, attractively designed stations spaced every 500 metres or so. Because of dual carriageways that
enable buses to overtake each other and high-level platforms. that allow expeditious boardings and alightings,
Transmilenio has a throughput of some 35,000 persons per direction per hour, a number than matches that of many
metro-rail systems. Some 850,000 passengers ride Transmilenio buses each weekday, three times the ridership of two
rail lines in Medellin, Colombia (achieved at less than one-fifth of the Medellin Metro’s construction costs) and
providing for a social rate of return of 61 percent (Consejo Nacional de Politica Económica y Social, 2000). Particularly
important to the transitway has been Bogotá’s attention to pedestrian and bicycle access, in the form of ‘green
connectors’. Perpendicular and grade-separated ped ways and bikeways connect some of the poorest barrios and
informal housing settlements with highly transit-dependent populations to the bus ways. Other innovative features
of Bogotá’s sustainable transport program include license-plate rationing, parking management, and car-free
districting. Bogotá is an extraordinary example of matching infrastructure ‘hardware’ with public policy ‘software’:
Latin’s America’s most extensive network of cycle ways (250 km), the world’s longest pedestrian corridor (17 km), and
the planet’s biggest Car Free Day (covering an entire city of 35,000 hectares). Today, 43 percent of the city’s transport
investment budget goes to ancillary policy measures.

Transmilenio’s numbers are impressive. Average bus speeds increased from 12 kph to 27 kph along the two busiest
bus way corridors. This led to a 32 percent reduction in average trip times for users of the system (Sandavol and
Hildalgo, 2002). Accidents have fallen some 93 percent and air pollution has improved: from 1999 when Transmilenio
opened to 2001, injuries and collisions along bus served corridors fell by 75 percent to 80 percent and sulphur dioxide,
nitrogen oxides, and particulate matter had dropped 43, 18, and 12 percent respectively (Sandavol and Hildalgo,
2000). During its first year, Transmilenio had a 98 percent passenger approval rating. 11 percent of Transmilenio riders
are former car drivers.

Recent research shows that commercial properties have reaped benefits from proximity to bus way stations.
properties that were surveyed by Targa and Rodriquez in a study of Transmilenio’s land-rent capitalization impacts.
Using hedonic price models, the authors measured a monthly rental discount of 1.87 percent for every additional 0.1
km from a BRT station, all else being equal (Targa and Rodriquez, 2003). This suggests a pent-up market demand for
the accessibility benefits conferred by high-quality bus-based transit in cities of developing countries.

As with many successful transit investments, it has been the attention to design details, matched by good macro-scale
planning that has contributed to Tranmilenio’s success. Car parking is mainly limited to the end stations of the
Transmilenio busway. Nearly half of the 57 intermediate stations are served by skywalks/pedestrian overpasses. A
phalanx of sidewalks and bikeways feed into all stations, most embellished by vegetative landscaping. Some two
dozen civic plazas, pocket parks, and recreational facilities lie within a half kilometre of bus way stops. Today, 45
percent of Transmilenio users reach stations by foot or bicycle.

Bicycle facilities extend well beyond Transmilenio stations. Currently, Bogotá boasts over 200 kilometres of dedicated
bicycle paths and lanes. The Dutchadvised long-range plan calls for the figure to almost double over the next 30 years.
The $178 million spent to date for bicycle improvements is about half the total amount the entire United States spends
annually on cycling infrastructure. Over the past decade since bikeways have been introduced, the share of daily trips
by cycling has grown from 0.9 percent to 4 percent. A hospitable environment has

helped. Perched in a flat valley high in the Andes, Bogotá enjoys a mild climate. So have high densities (at 12,000
persons per square kilometre, Bogotá is one of the densest cities in the Western Hemisphere) and mixed land-use
patterns. As a result, 77 percent of daily trips in the city are less than 10 kilometres. Bicycles can often cover 10
kilometres faster than cars because many of the city’s bottlenecked roads.

To further promote cycling; Bogotá officials have held car-free days on the first Thursday of February since 2000. On
Sundays, the city closes 120 kilometres of main roads for 7 hours to create a ‘Ciclovia’ (‘Cycling Way’) for cyclists,
skaters, and pedestrians. When weather is good, as many as a million and a half cyclists hit the streets of Bogotá on
Sundays. Bike friendly initiatives have been matched by car restricted ones. Through a tag system (Pico y Paca), 40
percent of cars have to be off of central-city streets during peak hours every day. Bollards have been installed
throughout the core to prevent motorists from parking on sidewalks and bikeways.

How can a city in a developing country, saddled with guerrilla warfare and armed conflict, one might ask, justify
investing scarce public resources in amenities like ped ways and bike paths? Aren’t education, health care, sanitation,
housing, and other pressing urban concerns of much higher priority? Bogotá’s channeling of funds into the transport
sector reflects, in part, the visions of several liberal mayors who have openly embraced smart-growth planning under
the premise that a functional, world-class city can halt a brain drain and, over the long run, entice foreign capital and
investment. The poor, they believe, will eventually benefit from better jobs and living conditions. Former mayor and
now international planning consultant, Enrique Peñalosa, views the city’s investments as social equalizers (Curtis et
al., 2009).
TOD features in Hirakata City focusing on Kuzuha Station features

Overview of Hirakatashi and Kuzuha Station:

Hirakata city is one city within Osaka prefecture, situated at the northern part of Osaka prefecture. Geographically, it is at a
intersection of Osaka, and Kyoto area, putting this city in a commuter line between two prefecture in Kansai region. As of 10
November 2016 it is a place to live for over 405,263 inhabitants including 195,195 men and 210,068 women. The population is
shared amongst 177,817 households. To date, Hirakata City population is constantly decreasing over the last year by a rate of
-1.0012 even by today, 895 people are recorded coming outwards, 858 people moving out, 253 people were born, and 273
people deceased. In addition, Hirakata City is also a home of approximately 2000 population of Korean. Taking Hirakata City
area of 65.12 km2, the density has reached 2,739 inhabitants per square meter. (Hirakatashi, 2016)

Laws regarding applied planning regulations in Hirakata City

City Planning Law

The city planning laws provides for:

a. The items to be determined by city planning

b. The procedure for deciding them
c. Restrictions concerning city planning; and
d. City planning projects.

The aim is to realize the sound development and systematich improvement of cities. Each city planning is determined by a local
government under the consultation of the city planning committee of the local government. The items determined by city
planning are classified into three categories, which are; Land –use control, planning for public facilities, and Urban development
project. Zoning codes as elaborated in the Building Standard Law (BSL) which are related to city planning, based on the City
Planning Laws are the regulations of: Building height, building use, and others. (Tomohiro, 2013)

City Planning Area

The zoning codes are intended to ensure the orderly arrangement of buildings as a group, in order to preserve a good urban
built environment. City Planning areas in major cities are classified as follows;

- Urbanization Promotion Area, where development is trictly controlled, and

- Urbanization Control Area, where is already urbanized, or where urbanization is promoted.

Land use

From the viewpoint of urban environment and also for the purpose of preventing the proximity of buildings that differ widely
in their usage:

- There are 12 types of land use zones that are designated by the local governments in their respective administrative
areas, based on the City Planning Law; and
- The use of buildings is restricted by the BSL according to land-use zones (Tomohiro, 2013)
- Table 3. Control of Building Use by Land-Use Zones ( Tomohiro, 2013)
Hirakata City Planning Master Plan

- Land uses plan for Hirakata City as cited from (Hirakata Government, 2011)

Figure 8: Land uses plan for Hirakata City (Hirakata Government, 2011)

Vision of Hirakata City Northern Region:

Rich nature and history, a systematic town spreads
City that creates urban charm and vitality

Residential National Highway

City Residential Urban arterial roads

zones
Regional Highway
Commercial zones
Regional Auxiliary
Industrial
Figure 9: Land uses plan for Northern Region of main roads 2011)
Hirakata City (Hirakata Government,
integration zones
Pedestrians road
Industrial
accumulation zones Park, Public Green
Open Space
Medium Urban
Environment zones Regional
boundaries
Natural
Environment zones
Future planning for Hirakata City in this case Northrn teritory are:
Town utilizing the urban base
Urban ridges around the station of Cambodia were enriched by formation of regional bases
Formation of birding area around Makino station
Promoting the development of Shinmeishin Expressway

Figure 10: Land uses plan for Northern Region Hirakata City (Hirakata Government, 2011)

- Housings/Building codes
Principal laws concerning Bulding Construction are:
1. Building Standard Law (BSL), to safeguard the life, health, and property of people, by providing codes concerning
site structure, equipment, and use of buildings.
2. City Planning Law, to support efficient urban activities, achieve a pleasant urban environment, and create
townascapes by establishing urban land use planning system and infrastructure development system.
3. Fire service law, to protect people, people’s life, and property from fire and minimize damage caused by fire and
other disasters, by providing codes concerning extinguishment facilities, alarm facilities, etc.
Even though less related to land use planning field, still when it comes to building design one should put extra
attention to Load and External forces onto buildings. These are: Dead load, Live load, Wind pressure, Snow load (for
four seasoned countries), and Seismic force: Obtained by calculating the inertial force generated through movement
of both ground and the building (allowable unit stress calculation) (Atsuo, 2007). Seismic force is extremely important
to calculate on medium high rise building as Japan is located in earthquake prone area. Also, compact medium high
rise settlements are one of TOD components.

Road rules and regulations

Various types of roads in Japan. The Road Act of Japan classifies “Roads” into several categories; National Highways,
National Expressways, Prefectural Roads and Municipal Roads. In addition to the roads defined by the Road Act, there
are various roads such as private roads, farm roads and forest roads.
Cost sharing of roads
Roads in Japan are classified into National Highways, National Expressways, Prefectural Roads and Municipal Roads
depending on their road administrators. The burden sharing for development/improvement and maintenance/repair
activities is different based on this classification. For Hirakata City as one of local governments oblige to administer
Municipal roads under its jurisdiction and so is the burden. In a case that of Municipal roads can be subsided by
National Government is up to 50% of total budget.

Besides railways, National roads, prefecture roads, and local roads are available for daily commuting by public buses
and private motorized vehicles. Among these multi-level roads hierarchy there are; National Route 1 Daini Keihan
Road (toll road), National Route 168, National Route 170, and National Route 307.
Urban designs in Kuzuha Station:

Mixed land uses:

1. Retail business and Offices

Five sub districts in Hirakata City that are within the proximity of 600 to 800 meters radius from Kuzuha Station, namely;
Machikuzuha No.1, Minamikuzuha No.1, Kuzuhahanazono-cho, Kuzuhanoda No.1, Kuzuhanamiki No.2. As shown in the
following table that from the total number of 861 business, 299 offices are related to wholesale business and retail business
(35%) and the remaining. The second most prominent offices in the area is in the field of accommodation business, food service
business with 16% share and (49%) varies over many types of offices/business. Area surrounding Kuzuha station is primarily in
a service industry, notably by the missing of agriculture, mining, and electricity business in the area.

Interestingly Kuzuhahanazono-cho district dominated total offices in the proximity with 44% of offices, and 200 office out of
that 44% office is designated to wholesale and retail business. While offices are spread among five sub sub districts, the station/
Kuzuha mall acts as the center of commercial area with lots of offices and business going on in the mall, this is well outlined in
Hirakata City Urban Planning Master Plan. Given the number of offices and retails available in the area, still people in Kuzuha
station area need to use commuter train to get to their workplaces that are located in Osaka or Kyoto where the train may
pass.

Table 4. Number of branch offices by town type and industrial classification

(Source: https://www.city.hirakata.osaka.jp)
地区名 合 A ・ C D E F G H I J K L M N O P Q R S
Machikuzuha
計
162 B- - 10 3 - 1 - 24 3 18 3 39 22 16 20 - 3 -
No.1

Minamikuzuha 190 - - 6 - - 2 - 43 1 18 10 28 31 18 26 1 6 -
No.1
Kuzuhahanazo 20
375 - - 4 - - 2 3 12 13 3 66 31 9 20 - 12 -
no-cho 0

Kuzuhanoda 27 - - 1 1 - - - 8 - 3 1 2 3 2 1 2 3 -
No.1
Kuzuhanamiki 107 - - 7 - - 2 - 24 2 11 9 6 8 10 20 1 5 2
No.2
29 14
Total
861 0 0 28 4 0 7 3 9 18 63 26 1 95 55 87 4 29 2

1) The head indicates the industrial large classification.

A • B Agriculture, Forestry and Fishery C Mining, Quarrying, Gravel Collector D Construction E Manufacturing F Electricity • Gas • Heat Supply • Waterworking Industry G
Information Telecommunications Business H Transportation Business, Postal Business I Wholesale Business, Retail Business J Finance Industry, Insurance industry K Real
estate industry, goods rental business L academic research, professional and technical service industry M accommodation business, food service business N living related
service business, entertainment business O education, learning support business P medical, welfare Q combined service business R service industry (Not classified elsewhere)
S public affairs (excluding those classified elsewhere)
Source: Statistics Bureau of the Ministry of Internal Affairs and Communications "Economic Census - Basic Survey"

2. Housings and Population Density

Based on official data from Statistic Bureau, Ministry of Internal Affairs, and Communications as retrieved from
(http://e-stat.go.jp/SG2/eStatFlex/) there are 9 sub regions that are entirely or partially affected by Kuzuhua
Station. These sub regions contains 17,392 dwellers (8,253 men; 9,139 women) who are included within 7,253
households. The density of TOD affected areas is roughly 12,256 inhabitants/km2, ten times denser than Hirakata City
as a whole.
The following table shows the aforementioned regions with their respective area. While Housings are located adjacent
to the station (commercial areas), they are within walking distance range from the station. Approximately 250 meter
to the east, blocks of high density apartment, around 15 floor in height exists. Also, at the same distance to the north
and the south there are high rise apartments with more than 15 floors tall. Moving outward a bit to the east there is
a quite vast area of public open space /green open space where residents can have a bit outdoor activities. Next to it
lies an area of low desity single family housing with more space, set back, and even a parking garage. In the northern
region, some low to medium residential are available ranging from 1 floor to 5 floor housings, even at the outskirt, a
small farm land is interestingly still exist among the houses. However, as point out by the urban planning officer that
apartment rent cost is moderate across the area surrounding the station, there is no specific houses for low income
families. On top of that, house price is significantly high in that area.
 Tabel 5: Entirely or partially affected areas by Kuzuha Station (radius 600-800 meters)

Area
No Region
m2 km2

1 Nishi-Funabashi 161,523 0.162

2 Kusunofurokuen-cho 278,421 0.278

3 Liquor Funabashi 180,929 0.181

4 Kitabayashi 54,221 0.054

5 One bridge Funabashi 115,876 0.116

6 Market 1 132,024 0.132

7 Kusuri Namiki 158,153 0.158

8 Ceremonial trees 155,534 0.156

9 Minami Asuka 182,316 0.182

Total 1,418,997 1.419

Train services

Transport infrastructure that connecting Hirakata to other areas in Kansai region mainly using train. There are five main railway
companies serving the region, namely Hankyu, Hansin, Keihan, Nankai, Kintetsu, with two company serving transport demands
in the Hirakata City region. Keihan Electric Railway and West Japan Railway Company. In the case of Kuzuha Station, Keihan
Electric Railway runs the station since they also own the railway. Overall Keihan Electric Company runs:

1. Keihan Main Line Kozenji Station - Hirakata-koen Station - Hirakata-shi Station - Goten-yama Station - Makino Station-
Kuzuha Station

2. Katano Line Hirakata-shi Station - Miyanosaka Station - Hoshigaoka Station - Murano Station

While, West Japan Railway Company runs: Katamachi line (Gakkentoshi Line) Tsuda Station – Fujisaka Station – Nagano
Station, in which these two railway networks are not to collide, and are not to compete each other.

Keihan Main lines operate on nine different type of rail services namely;

- Limited Express
- Commuter Rapid Express - "down" trains only, on weekday mornings
- Rapid Express
- Express
- Commuter Sub-express - "down" trains only, on weekday mornings
- Sub-express
- Semi-express
- Local Trains stop at all stations.

Operation in non-rush hours per hour:

o Limited express: 6 round trips between Yodoyabashi and Demachiyanagi

o Express: 3 round trips between Yodoyabashi and Kuzuha
o Sub. express: 3 round trips between Yodoyabashi and Demachiyanagi
o Local: 6 round trips between Nakanoshima and Kayashima, of which 3 extend to Demachiyanagi
Figure 11: Keihan Railway Map and Stations. Source: https://www.keihan.co.jp/en/station/

Figure 12: Overview of fares between Keihan railway stations

(Source: https://www.keihan.co.jp/en/station/fares.html)
Table 8: Keihan Electric Railway stations passengers at each station

Getting On Passengers
Unit: People
香里園 光善寺 枚方公園 枚方市 御殿山
(koryoen) (Kozenji) (Hirakata Park) Hirakata- shi (Gotenyama)
年次
総数 定期
総数 定期 総数 定期 総数 定期 総数 定期
(Total) (Regular)

平成22年 30,511 14,613 11,388 5,712 9,288 4,249 45,641 20,842 6,909 3,606
23 30,255 13,973 11,279 5,512 9,083 4,185 45,155 20,224 7,125 3,554
24 29,686 13,223 11,042 5,279 9,615 4,009 44,887 19,249 6,654 3,292
25 28,818 13,112 10,993 5,175 9,065 4,039 45,271 19,881 6,791 3,422
26 29,629 13,468 10,840 5,006 9,383 4,133 45,434 20,286 6,987 3,478

牧野 樟葉 宮之阪 星ケ丘 村野
年次 (Makino) (Champora) (Miyasaka) (Hoshigaoka) (Murano)
総数 定期 総数 定期 総数 定期 総数 定期 総数 定期
平成22年 11,736 5,715 29,755 13,534 2,553 1,192 2,715 1,324 2,823 1,573
23 11,614 5,688 29,858 13,259 2,563 1,219 2,638 1,276 2,910 1,592
24 11,540 5,507 29,021 12,481 2,601 1,204 2,534 1,166 2,885 1,613
25 11,590 5,455 28,629 12,333 2,631 1,250 2,509 1,139 2,861 1,601
26 11,54 5,612 30,486 12,908 2,754 1,324 2,607 1,205 2,839 1,571

Several points to harness from using train as commuting measures in Kansai region are:

- Comfortable to be within railway network facilities. For example, wagon’s designs allow commuters to feel contented
even in the winter utilizing heater. For those who stand during the ride, they can grip by the handles that frequently
cleaned. For the disabled, pregnant women and the elderly there are special bench for them ensuring not to squeeze
with other passengers. In addition, in the train station there are special elevators for the disabled, and road markers
for the blinds. Even in the restroom, special rooms are designed specifically for the underprivileged ones, expectant
mother and people with babies.
- Security. By this means very few accidents recorded over years.
- Travel time. Time needed to completed a trip from origin to destination is considered reasonable compared using
private transport
- Waiting time/ queuing. No queue when waiting to buy tickets, thus time efficient.
- Fix Scheduling. Arrival time of each train is always on time based on a robust schedule that are not subject to change
over time.
- Information. Trains and platforms are equipped with advance information system where commuters may alerted
whenever changes are made, or when approaching nearby stations in many occasions are delivered in Japanese
language and English language. This also includes arrival and departure times of each train.
- Ticket purchasing method. Various ticket payment method are available from cash to refill cards.
- Pricing. One of the most important allure for the commuters is the price, as people will always compare and contrast
to the other mode of transport which is private vehicles.

Bus Service

Buses are operated solely by the Keihan Company with modified routes so that one would serve a particular line without
colliding with other buses or would not need to take over other buses. Having one bus operator, in this case of Hirakata City,
which is Keihan Company ensuring full coordination amongst its busses. Bus’ schedule is also fixed and is publicly available as
depicted in this link https://www.keihanbus.jp/local/timetable_select.html?stop_cd=4800. Other important element for
public transport is inevitably the bus fare. According to personal interview involving Hirakata City Urban Planners that the fare
is reasonable for kids also get special fares. In addition, some amenities like Comfortable, disabled friendly designated seats,
acceptable travel time, and safety have been well managed by public buses. These buses act as feeder to Keihan train lain.
Therefore, both busses and train are holistically organized. The figure below illustrates Keihan bus routes throughout the region
 Figure 13: Keihan Bus Route Map. (Source: http://www. Keihanbus.jp)

Walking distance

The illustration bellow portrays its proximity to surrounding areas. It can be seen that the high density dwellings are all within
the walking distance of 600 to 800 meter from the station, as well as some part of the less dense residential areas. The same
condition applies to commercials and retail areas, while all commercials area under the banner of Kuzuha mall are situated at
the station, some commercials and business are not fully in range. Although many amenities are within the walking distance,
the distance among stations are too far for people to walk.

For example, from Kuzuha station it takes 45 minutes walks to reach Hashimoto Station in the North for 3.1 km, and Makino
station, the nearest station in the South, is 34 mins away on foot for 2.8 km.

Table 9. Kuzuha Station travel time to other train stations:

Train Car Walk Distance

Hashimoto Station 39 mins 19 mins 45 mins 3.1 km
(North)
Kuzuha Station
Makino Station 3 mins 6 mins 34 mins 2.8 km
(South)
Hirakatashi Station 5 mins 21 mins 1h 20 mins 6.5 km
(South)
Hirakata Koen 9 mins 19 mins 1h 34mins 7.6 km
Station (South)
 Figure 14. Walkable area of 600-800 meter radius from Kuzuha Station

Table 10: Number of Light motor vehicles

Light Motorized vehicles growth over 4 years only rise by 1.11%.

Year Total Mini cars Motorcycle 2 Wheels Specia Towin Towin

compact l g 2 g 4
Heisei 2 3 4 4 50 cc 90 cc 125cc Mi
car wheel Whee
22 Whee Wh Wheels Wheels ni
s ls
ls eels passsan freight/ car
ger car truck
23 103,994 5,444 28,408 10,066 47,434 1,522 6,503 121 4,028 351 116 -
1
24 103,769 5,393 1 29,301 9,958 45,999 1,425 7,065 119 4,040 350 118 -
25 104,247 5,371 1 30,589 9,834 44,817 1,350 7,595 119 4,127 343 101 -
26 105,187 5,393 1 32,188 9,607 43,675 1,295 8,280 116 4,176 355 101 -

(Source: https://www.city.hirakata.osaka.jp/uploaded/attachment/81391.pdf)
 Tabel 11 : Automobil Registration Number in Hirakata City

Overall, total number of heavy 4 wheels and more motorized vehicles are decreasing over five years by -2.9% and the most prominent
reduction in small passenger cars with 5006 vehicles (8.4%)

TRUCK Passenger Cars Special

Year Total BUS
Total Regular Small Regular Small car

平 成 22 114,292 7,507 2,541 4,807 301 45,187 59,576 1,721

年度
23 114,205 7,584 2,596 4,813 299 45,932 58,664 1,726

24 113,316 7,495 2,612 4,703 298 46,397 57,414 1,712

25 112,474 7,482 2,649 4,661 297 46,900 56,095 1,700

26 110,864 7,497 2,727 4,594 306 46,713 54,570 1,778

1) Classification is based on the Road Trucking Vehicle Law。
2) Excluding light cars and small two-wheelers. Source: Osaka Transport Bureau, Kinki Transport Bureau
Source: https://www.city.hirakata.osaka.jp/uploaded/attachment/81390.pdf

Pedestrians and Cyclists friendly neighbourhood

In order to promote Safety areas for pedestrians

In Arterial Roads

 Intersection: Providing right-turn lanes and geometrical improvements

 Parking enforcement
 Traffic Signals; Signal optimization based on traffic volume, LED traffic signals, Barrier-free traffic signals for the elderly
and the visually impaired.

Route Measures:

 Non Motorized users

 Development and improvement of sidewalks, bicycle routes and shared spaces,
 Removal of electric poles by underground installation of electric cables.

In Residential zones:

 Introducing zones where pedestrians and bicycles take priority over vehicles
 Speed regulation within the zone (Public Safety Commissions)
 Chcane,
 Speed bump

Urban Design for cyclists:

Figure 15: Urban design for cyclists. Source: (MILTT, 2015)

Parking

Most of parking lots in nearby areas especially those within the proximity of Kuzuha Station are paid parking systems. For
example, in Kuzuha mall, the only day where drivers can free parking is on Wednesday and if they have Kuzuha mall
ticket/coupon then they may get free one hour parking, after that normal parking fees applied on hourly basis. Around the
station many paid private parking lots with various usage and payment scheme. Normaly, parking fee for workdays is higher
than for weekends.

Many parking payment scheme for bicycles, for instance; in Kuzuha mall, cyclists may park their bikes freely for three hours
then they may be charged by 200 Yen per three hours. This shows that parking is to be utilized as a commodity that is subject
for trade. Secondly, both cars and bicycle are being charged for using parking lots. Even so, people using bicycles are common
to find across the study area, in this case surrounding Kuzuha Station.

The following table illustrates how paid bicycle parking facilities were used across parking lots.
Table 12: Municipal paid bicycle parking lot usage situation

Retractable number Annual usage situation

Name of Facility Regular Period Temporary deposit
Bicycle bike Total Bicycle bike Bicycle baiku
Kusunoki Town 1,171 ＼ 1,171 11,857 ＼ 105,186 ＼
Tian Mu River 1,100 ＼ 1,100 8,519 ＼ 130,014 ＼
藤 阪 950 300 1,250 6,463 1,405 33,072 6,837
牧 野 東 1,251 146 1,397 9,749 667 62,338 3,711
星 丘 174 47 221 506 67 2,579 185
津 田 801 240 1,041 6,793 1,456 28,975 6,266
津 田 東 200 50 250 740 400 5,583 1,456
長 尾 1,250 480 1,730 11,291 3,528 70,675 19,440
光 善 寺 707 200 907 3,060 586 10,055 1,502
枚 方 東
公 1,754 694 2,448 7,323 2,221 59,892 9,875
村 園
野 240 34 274 1,508 137 5,306 680
香 里 園 280 110 390 2,625 848 21,576 2,271
宮 之 町
阪 120 20 140 887 22 3,744 336
光 善 寺 811 80 891 4,895 204 65,158 795
御 殿 山 920 100 1,020 5,010 339 66,558 3,432
御 殿 山 100 100 200 954 77 ＼ ＼
枚 方 東
市 1,045 311 1,356 9,743 3,209 61,174 40,010
枚 方 市 駅駅東 第 東
二 140 60 200 1,352 537 ＼ ＼
枚 方 市 910 380 1,290 6,822 2,732 91,372 40,980
枚 方 市 駅 西 第 西
駅 二 100 40 140 715 311 ＼ ＼
枚 方 市 駅 高 架 下 106 ＼ 106 ＼ ＼ 129,294 ＼
サンプラザ 3 号館前 111 ＼ 111 ＼ ＼ 95,666 ＼
新 町 1 25 38 63 ＼ ＼ 8,673 22,958
丁 目
In front of Mitsuzenji 90 10 100 ＼ ＼ 130,063 6,612
station

Source: https://www.city.hirakata.osaka.jp/uploaded/attachment/81392.pdf

This section will use some aspects discussed above from TOD key concepts that are proven to be working at its best at other
regions, taking Hirakata City and area around Kuzuha station as a study case, and Arlington where TOD has long been practiced.

1. In order to enforce the adaptation of TOD thus it has to be stipulated into planning laws of respective regions since
law is the culmination of policies and acts as mandatory tools. By then urban planners have the right to undergo TOD
in their local government jurisdictions.
2. To gain public consensus, a collaborative planning mechanism should be in place so that all stakeholders are involved.
Therefore, future decisions were made based on common interests and would be supported.
3. Funding for TOD involves a huge amount of resources that is many times intriguing and complex. Public Private
Partnerships could be a way out and is viewed as the best options by far, as long as it benefits both parties
4. Undeniably that Planning Process for TOD is not a sole activity by a single entity, rather it is a process of combining
multi stakeholders with their interests. At some cases, a political winners must stand out and brake through the
ordinaries. For example, the case of Arlington County in the early 60’s where its visionary preferred metro rail corridor
to highways and the euphoria or automobile booming. In addition, the case of Bogota, where Enrico Penalosa picked
bus rapid transit over highways.
5. Integrating Transit with Development is one of the core concept of TOD. This concept is also applied in Japan as can
be seen within Hirakata City Urban Planning Master Plan and is a common sense to apply. The type of transit for TOD
should be mass rapid transit. This mass rapid transit, for example; the metro rail, should be complemented with
feeders like buses.
6. Technically, the core of mass rapid transit should be around 1.2 km apart from the other cores and the furthest area
to serve is 0.6 km away from the core or 5 minutes trip on foot.
 7. Another key concept of TOD is mixed land uses. By this is to ensure that the community needs are fulfilled within the
walking distance from their dwellings and a Ballanced composition of Commericals, Retails, and housings around
transit centers. For equality matters, to date, balancing housings for medium high earning people and the low income
earners are in the agenda of TOD. It is expected that the density in TOD area is higher than the areas where TOD is
not applied, but more than that the urban forms that embraces TOD has to be highlighted.
8. Pedestrians and cyclists friendly neighborhood should be created to ensure transportation options are available and
also to foster active transport, like walking and biking. In addition, parking scheme should be implemented to
motorized vehicles and non-motorized vehicles.

Table 13: TOD key concepts application summaries

Hirakata City/
No Key Concepts Arlington Manado
Kuzuha Station

1 Statutory by Planning law/regulations Yes No No

2 Collaborative Planning Yes Yes Yes

Public Private Partnership for Public

3 Yes Yes No
Transportation

Visioners/ Political winners for Shaping Public

4 Yes Yes No
Transit/TOD

5 Integrating Transit with Development Yes Yes Disintegrated

Rosslyn-Balsston Keihan Railway Door to door para

6 Mass Railway Public Transit/ Bus Rapid Transit
Metro Corridor Line transit

7 Proximity among train stations 1.2 km 1.2 km 2.95 km Not Available

Farthest Walking distance to a station approx 5

8 7 minutes Not Available
minutes > 45 minutes

Mini buses
9 Available compete for
Feeder Buses Available patrons

uncontrolled land
10 Available
Mixed land uses Available uses

Spread linear
11 Ballanced composition of Commericals, Retails, Available paralel to main
and housings around transit centers Available roads

12 Affordable/ low income housings Available Not Available Not Available

13 3,298.41
Density 2,790/12,256 2,692

Pedestrian and cyclists friendly neihbourhood

14 Available Available Not Available
measures

15 Disabled friendly neighbourhood Available Available Not available

16 Parking lots Available Available Available

Unofficial paid
17 Available
Paid parking for motorized vehicles Available parking lots

No Parking spots
18 Available
Free parking for non-motorized vehicles At some places for cyclists
Conclusion

Urban Sprawls is the source of many problems and their derivations namely traffic congestion that comes from high
uncontrolled traffic growth in Manado city and from inter-cities commuters. Besides traffic congestion, traffic growth also
caused higher traffic accidents, air pollution, and economic cost from time lost in the traffic not to mention health impact from
transport pollution. Therefore a measure to control urban sprawls is known under TOD banner can be utilized, which integrated
compact mixed land uses into public transit stations at the centers. Lesson from Japan, in this case, Kuzuha station for its urban
design suggests that although TOD is not explicitly stated within Hirakata City urban planning documents, key concepts of TOD
are being utilized, as Japan has a long history in combining mass public transit with urban planning and development. Those
key concepts can also be adopted with some modifications so that they can be applied in Manado City Planning and
Development adapting with planning laws, budgeting system, organizations, geographical area, and resources. A deeper and
comprehensive study should be done to investigate how TOD could be best integrated into Manado city future planning and
development.
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