雅加達(dá)poi

To state that one railway station is “Good” can be done in different aspects. There are no absolute criteria and this ranges between scales. To a passenger, “Good” station is, perhaps, the one that is well lightened, clean, and have clear signage; or the one that has restaurants, convenience store, and safe. To the businessmen, “Good” station is the one that attracts most traffic as the probability for their purchase in the stations' increases. To the operators, the “Good” station is the one that delivers the most cash flow and has a low maintenance cost. There are many criteria for many actors for each has its own interests.

要說明一個火車站是“好”，可以在不同方面進(jìn)行。 沒有絕對標(biāo)準(zhǔn)，并且范圍在刻度之間。 對于乘客來說，“好”站可能是個輕便，整潔，標(biāo)牌清晰的站。 或擁有餐廳，便利店和保險箱的餐廳。 對于商人來說，“好”車站是吸引最多流量的車站，因?yàn)樗麄冊谲囌举徺I的可能性增加。 對于運(yùn)營商來說，“好”站是現(xiàn)金流量最多，維護(hù)成本低的站。 許多參與者都有很多標(biāo)準(zhǔn)，每個參與者都有自己的利益。

From the architectural/human scale, a good station perhaps is the one that holds enough capacity, has decent supporting facilities, and aesthetically pleasing. Taking it to a higher scale, urban design, one might look at the linkage and land use synergy supporting the station activity or being supported by the existence of the station.

從建筑/人的角度來看，一個好的車站也許是一個容量足夠大，擁有體面的配套設(shè)施以及美觀的車站。 將其擴(kuò)展到更高的城市設(shè)計(jì)水平時，人們可能會考慮支持站點(diǎn)活動或站點(diǎn)存在的聯(lián)系和土地利用協(xié)同作用。

定義好 (Defining Good)

Well, I like making it simple. Coming from Urban and Regional Planning background, in this essay, I am going to assess all stations in Jakarta City based on built environment quality. The attribute of a station is defined by the built environment surrounding the station by permeability; a good station has high permeability. Permeability is the ability of a substance to let others pass through it; in this context, a good station must serve a high amount of residents around it and allows the coming passengers to reach the furthest distance from the station by walking. To make this simple, I decide to assess the permeability by 2 criteria: pedestrian catchment area and total floor area served.

好吧，我喜歡使它變得簡單。 基于城市和區(qū)域規(guī)劃的背景，在本文中，我將基于建筑環(huán)境質(zhì)量評估雅加達(dá)市的所有車站。 站點(diǎn)的屬性由站點(diǎn)周圍的構(gòu)建環(huán)境(通過磁導(dǎo)率)定義； 一個好的車站滲透率高 。 滲透率是一種物質(zhì)讓他人通過的能力。 在這種情況下，一個好的車站必須為周圍的大量居民提供服務(wù)，并允許即將到來的乘客通過步行到達(dá)距離車站最遠(yuǎn)的距離。 為簡單起見， 我決定通過兩個標(biāo)準(zhǔn)評估滲透率：行人集水區(qū)和服務(wù)的總建筑面積 。

The first criterion is the pedestrian catchment area. The formal Transit-Oriented Development local regulation states that an area with a radius of 700 m from a station can be designated as a Transit-Oriented Development region. This number is based on walkable distance burdened by the passengers as humans have limited stamina. Although the designated area is circular, the empirical walking route is not circular; pedestrian networks have turns and curves. This yields in a pedestrian distance range that is smaller than the designated 700 m radius area for each station, let’s say “Pedestrian Catchment Area”. A ‘good’ station has a wider pedestrian catchment area. A wider area allows people to reach further destinations and allows for the station to serve/reach more residents.

第一個標(biāo)準(zhǔn)是行人集水區(qū)。 正式的以交通為導(dǎo)向的發(fā)展地方法規(guī)規(guī)定，距離車站半徑為700 m的區(qū)域可以指定為以交通為導(dǎo)向的發(fā)展區(qū)域。 這個數(shù)字是基于人的耐力有限而導(dǎo)致乘客負(fù)擔(dān)的可步行距離。 盡管指定區(qū)域是圓形的，但經(jīng)驗(yàn)步行路線不是圓形的； 行人網(wǎng)絡(luò)具有轉(zhuǎn)彎和彎曲。 這樣得出的行人距離范圍小于每個車站指定的700 m半徑區(qū)域，即“行人集水區(qū)”。 “好”車站的行人服務(wù)區(qū)更廣。 更大的區(qū)域使人們可以到達(dá)更遠(yuǎn)的目的地，并允許車站服務(wù)/到達(dá)更多的居民。

The second criterion is the total floor area served by the station. More floor area that is served is good for both the station and the community around the station. A region with more floor area means that the region may contain more people. These people are potential passengers and more passengers generate more traffic demand; cashflow for the rail operator. It also reduces the demand for private vehicles as trains become a substitute for more people. Put it into a scenario: a station is preferable to be built next to apartments rather than low density landed housings.

第二個標(biāo)準(zhǔn)是車站服務(wù)的總建筑面積。 服務(wù)的更多地面區(qū)域?qū)囌竞蛙囌局車纳鐓^(qū)都有利。 一個具有更多建筑面積的區(qū)域意味著該區(qū)域可能包含更多的人。 這些人是潛在的乘客，更多的乘客產(chǎn)生更多的交通需求； 鐵路運(yùn)營商的現(xiàn)金流量。 隨著火車成為更多人的替代品，這也減少了對私家車的需求。 設(shè)想一下：最好在公寓旁邊建一個車站，而不是低密度的有土地的房屋。

Source)來源 )

The second criterion (Total Floor Area Served) is dependent on the first criterion (Pedestrian Catchment Area). More pedestrian catchment area covers more total floor area served. Although the dependency is positively correlated for certain, it is not necessarily linear. The variance is also a key to explain the overall relationship but that is not the discussion of this essay.

第二個標(biāo)準(zhǔn)(服務(wù)的總建筑面積)取決于第一個標(biāo)準(zhǔn)(行人匯水面積)。 更多的行人集水區(qū)覆蓋了服務(wù)的總建筑面積。 盡管依存關(guān)系肯定是正相關(guān)的，但不一定是線性的。 差異也是解釋整體關(guān)系的關(guān)鍵，但這不是本文的討論。

空間范圍 (Spatial Extent)

The extent of this analysis covers all railway stations in Jakarta Province or known as DKI Jakarta. This includes regional railway stations such as Gambir, Senen, Jatinegara stations (operated by PT KAI, State-Owned Enterprise Railway Company); KRL (Jakarta Commuter Line, subsidiary of PT KAI); Newly built MRT, the first phase (PT Moda Raya Terpadu, Provincially-Owned Enterprise); LRT serving from the Velodrome to Kelapa Gading (Operated by Jakarta Property; Jakpro) and Cawang-Bekasi-Cibubur LRT (which has not yet been fully developed).

這種分析的范圍涵蓋了雅加達(dá)省或稱為DKI雅加達(dá)的所有火車站。 其中包括Gambir，Seen，Jatinegara等地區(qū)性火車站 (由PT KAI，國有企業(yè)鐵路公司運(yùn)營)； KRL (雅加達(dá)通勤線，PT KAI的子公司)； 新建的捷運(yùn)，第一階段(PT Moda Raya Terpadu，省級企業(yè))； 輕軌從賽車場到卡拉巴加丁(雅加達(dá)財(cái)產(chǎn)承擔(dān); Jakpro)服務(wù)和Cawang，勿加泗，Cibubur LRT(還未被完全開發(fā))。

評定 (Assessment)

Dividing the Total Area Served by Pedestrian Catchment Area for a station yields the average floor area ratio for the station. Comparing stations using average floor area ratio may result in bias: floor area ratio is not the total floor area. A station may have a high average floor area ratio, but low in total floor area served. The permeability is illustrated by plotting the Total Area Served and Pedestrian Catchment for each station. Plotting the variable also avoids reducing information into a summary that may lead to another bias.

將車站的行人集水區(qū)服務(wù)的總面積除以得出車站的平均占地面積。 使用平均建筑面積比的比較站可能會導(dǎo)致偏差：建筑面積比不是總建筑面積。 車站的平均建筑面積比率可能較高，但服務(wù)的總建筑面積卻較低。 通過繪制每個站點(diǎn)的服務(wù)總面積和行人匯水面積來說明滲透率。 繪制變量也可以避免將信息簡化為摘要，而這可能導(dǎo)致其他偏差。

分布 (The Distribution)

There are 73 observed stations scattered around Jakarta. Some of the 700m radii overlap with one another and each overlapping feature is accounted for each attributing station.

在雅加達(dá)附近有73個觀測站。 700m半徑中的某些相互重疊，并且每個重疊特征都用于每個歸屬站。

First, let’s look at the data’s distribution. Distribution tells us about our data and I’m going to use KDE Plot to examine. KDE Plot is a generalization of the histogram.

首先，讓我們看一下數(shù)據(jù)的分布。 分布向我們介紹了我們的數(shù)據(jù)，我將使用KDE Plot進(jìn)行檢查。 KDE圖是直方圖的概括。

Distribution for each variable (Source: Author’s analysis, 2020)每個變量的分布(來源：作者分析，2020年)

Here, I am treating the graphs like histograms; I only want to see the peaks, spread, and the skewness. The total floor area served seems to be skewed to the right; there are stations with significantly high FAR. There are 2 peaks for the catchment area; there are stations that have a low pedestrian catchment area. The catchment area also is skewed to the left. So, there are definitely some outliers. Makes me wonder: what are the cause of these outliers?

在這里，我將圖形視為直方圖。 我只想看到峰值，擴(kuò)散和偏斜。 服務(wù)的總面積似乎偏向右側(cè)； 有些車站的FAR很高。 集水區(qū)有2個高峰; 有些車站的行人集水區(qū)很小。 集水區(qū)也向左傾斜。 因此，肯定有一些異常值。 讓我感到奇怪的是：這些離群值的原因是什么？

Another method to examine the distribution is by using a boxplot. Here, I use boxplot to deconstruct the distribution based on station types.

檢查分布的另一種方法是使用箱線圖。 在這里，我使用箱線圖來解構(gòu)基于站點(diǎn)類型的分布。

Boxplot (Source: Author’s Analysis)箱線圖(來源：作者的分析)

Some of the key features:

一些主要功能：

For the total floor area served, MRT Jakarta has the largest range and very skewed to the right. Although its median is close to KRL Commuter, its mean is way above.

就服務(wù)的總建筑面積而言，雅加達(dá)捷運(yùn)系統(tǒng)的服務(wù)范圍最大，并且偏向右側(cè)。 盡管其中位數(shù)接近KRL Commuter，但其均值遠(yuǎn)高于KRL Commuter。

For the pedestrian catchment, LRT Jakpro (Kelapa Gading) has the lowest range. MRT has a low range also but there are 2 outliers. KRL has the highest range. MRT and LRT are dominants in the Pedestrian Catchment Area.

對于行人集水區(qū)，LRT Jakpro(Kelapa Gading)的射程最低。 MRT的范圍也很短，但是有2個離群值。 KRL的射程最高。 捷運(yùn)和輕軌是行人集水區(qū)的主導(dǎo)。

散點(diǎn)圖分析 (The Scatter Plot Analysis)

As mentioned, a good station is defined as a station that has a high total floor area served and a high pedestrian catchment area, which is high permeability. Moving on to the scatter plot to overview the relationship.

如前所述，好的車站被定義為服務(wù)的總建筑面積高，行人集水區(qū)高，通透性高的車站。 繼續(xù)散點(diǎn)圖以概述關(guān)系。

The Scatter Plot (Source: Author’s Analysis, 2020)散點(diǎn)圖(資料來源：作者分析，2020年)

The horizontal and vertical lines are the averages for both axes. As you can see, both variables covary, and in this case quite linearly. Although the variables covary, the plots are scattered by variance. To decide one is high or low, an arbitrary standard must be set. In this case, the average is the set standard. Plotting the averages for each variable produces quadrants for the graph, we can use these quadrants to attribute the stations.

水平線和垂直線是兩個軸的平均值。 如您所見，兩個變量都是線性變化的，在這種情況下是線性變化的。 盡管變量是可變的，但圖是通過方差分散的。 要確定一個高或低，必須設(shè)置一個任意標(biāo)準(zhǔn)。 在這種情況下，平均值是設(shè)定的標(biāo)準(zhǔn)。 繪制每個變量的平均值會生成該圖的象限，我們可以使用這些象限來對測站進(jìn)行屬性劃分。

I highlighted the stations by putting labels. Good stations lay in The first quadrant. Setiabudi, Bendungan Hilir, Dukuh Atas, and Istora are among the highest of all stations. If you are familiar with Jakarta, these “good” stations are first phase MRT stations. These stations are located in the CBD area where skyscrapers and high buildings are built. So organically, stations in this area are good without even trying.

我通過貼標(biāo)簽突出顯示了電臺。 良好的車站位于第一象限。 Setiabudi，Bendungan Hilir，Dukuh Atas和Istora是所有車站中最高的。 如果您熟悉雅加達(dá)，那么這些“好”車站就是捷運(yùn)第一階段的車站。 這些車站位于CBD地區(qū)，那里建造了摩天大樓和高層建筑。 因此，有機(jī)地，該區(qū)域的站點(diǎn)即使沒有嘗試也很好。

I also highlighted Gang Sentiong station because this station is interesting. its pedestrian catchment is the highest, it belongs to the previously mentioned good MRT stations group. But it has a significantly low total floor area served. With the current pedestrian network, its catchment is already high. I can say that this station has the potential to be densified because of the low price to develop the network.

我還突出了Gang Sentiong站，因?yàn)樵撜竞苡腥ぁ?它的行人流域是最高的，它屬于前面提到的優(yōu)秀地鐵站組。 但是它所服務(wù)的總建筑面積非常低。 在當(dāng)前的行人網(wǎng)絡(luò)中，其流域已經(jīng)很高。 我可以說，由于開發(fā)網(wǎng)絡(luò)的價格低廉，該站有可能被致密化。

Cakung Station has a very low total floor area served but a high pedestrian catchment. This is because Cakung Station is located near the boundary of Jakarta and the pedestrian catchment area covers outside of the boundary. There is no floor area data.

Cakung站的總建筑面積非常低，但行人集水量卻很高。 這是因?yàn)镃akung站位于雅加達(dá)邊界附近，而行人集水區(qū)則覆蓋邊界之外。 沒有建筑面積數(shù)據(jù)。

On the other hand, some of the “not so good” stations are Halim and Kampung Rambutan. Kampung Rambutan is the future LRT station so I understand the reason for the low values, the area around the station is not yet built. There is also a wide motorway next to the station and this wide motorway is lowering the pedestrian catchment. The calculation might differ if there is a pedestrian bridge connecting Kampung Rambutan Station and the settlement across the motorway. Halim station is the High-Speed Rail station and it is also in the developing process. Looking at the KDE Plots, I can deem that these stations are the outliers.

另一方面，一些“不太好”的車站是哈里姆和甘榜紅毛丹。 甘榜紅毛丹是未來的輕軌站，因此我了解低值的原因，車站周圍的區(qū)域尚未建成。 車站旁邊還有一條寬闊的高速公路，這條寬闊的高速公路降低了行人集水區(qū)。 如果有一條人行天橋連接甘榜紅毛丹站和高速公路上的居民點(diǎn)，則計(jì)算結(jié)果可能會有所不同。 哈里姆站是高鐵站，它也在發(fā)展中。 查看KDE圖，我可以認(rèn)為這些測站是異常值。

結(jié)論 (Conclusion)

There are many ways to decide whether a station is good or not. In this essay, stations in Jakarta are assessed by the built environment variables of permeability: total floor area served and pedestrian catchment area.

有很多方法可以確定工作站是否良好。 在這篇文章中，雅加達(dá)的車站通過構(gòu)建的滲透性環(huán)境變量進(jìn)行評估：服務(wù)的總建筑面積和行人集水區(qū)。

Using a scatter plot, the relationship between both variables is overviewed and stations can be compared. The top “good” (permeable) stations are the MRT stations: Setiabudi, Bendungan Hilir, Dukuh Atas, and Istora. While these stations are deemed good, it is because the stations are compared to the average of the other stations.

使用散點(diǎn)圖，可以概述兩個變量之間的關(guān)系，并可以比較測站。 頂部的“好”(可滲透)車站是地鐵站：Setiabudi，Bendungan Hilir，Dukuh Atas和Istora。 這些站點(diǎn)被認(rèn)為是良好的，這是因?yàn)閷⑦@些站點(diǎn)與其他站點(diǎn)的平均值進(jìn)行比較。

There are some outliers in the data. The outliers are stations that are not yet built, both for the stations and the surrounding area. Perhaps accounting for the urban design plan as an existing built environment might change the outcome for these stations. Well, if there is none, then the urban design plan must improve the mentioned variables (pedestrian network and compact development).

數(shù)據(jù)中有一些異常值。 離群值是尚未針對站點(diǎn)和周圍區(qū)域建立的站點(diǎn)。 也許將城市設(shè)計(jì)計(jì)劃解釋為現(xiàn)有的建筑環(huán)境可能會改變這些車站的結(jié)果。 好吧，如果沒有，那么城市設(shè)計(jì)計(jì)劃必須改善上述變量(人行網(wǎng)絡(luò)和緊湊型開發(fā))。

關(guān)于數(shù)據(jù)的一些說明 (Some Remarks About Data)

Accounting more variables such as land use, traffic, demography, loading factor, and so on produce a more robust assessment. Sadly, I expect more quality from the existing data to be included.

核算更多變量，例如土地使用，交通，人口，裝載系數(shù)等，可以得出更可靠的評估。 可悲的是，我希望從現(xiàn)有數(shù)據(jù)中獲得更高的質(zhì)量。

The most detailed demography data is consolidated to the lowest level of the administrative government unit. Spatially continuous demography data is needed for this analysis to be executed, which is supposed to be a raster data instead of discrete data on the administrative boundary level. Urban activities often neglect administrative boundaries. The population also changes depending on the time of the day. In the working hour, some areas might be more concentrated and in the evening, the areas are vacant.

最詳細(xì)的人口統(tǒng)計(jì)數(shù)據(jù)被合并到行政管理部門的最低級別。 要執(zhí)行此分析，需要空間連續(xù)的人口統(tǒng)計(jì)數(shù)據(jù)，該數(shù)據(jù)應(yīng)該是柵格數(shù)據(jù)，而不是行政邊界級別的離散數(shù)據(jù)。 城市活動常常忽略了行政界限。 人口也根據(jù)一天中的時間而變化。 在工作時間，某些區(qū)域可能更集中，而在晚上，這些區(qū)域是空置的。

While land use is an essential element of a neighborhood, there are many problems on measuring land use especially in interpreting one. What we want is the measure of land use mix and deciding which mix is good is also the problem. Yet the relationship between land use and activity is not certain. One block may have residential use but if a resident is having house-shop or warung, this may alternate the economic activity and identity within the block. Moreover, our current data does not recognize vertical use.

雖然土地利用是鄰里的基本要素，但在衡量土地利用方面存在許多問題，尤其是在解釋土地利用方面。 我們想要的是土地利用組合的度量，并確定哪種組合是好的也是一個問題。 然而，土地利用與活動之間的關(guān)系尚不確定。 一個街區(qū)可能有住宅用途，但是如果居民正在購房或購物，這可能會改變街區(qū)中的經(jīng)濟(jì)活動和身份。 而且，我們當(dāng)前的數(shù)據(jù)無法識別垂直用途。

翻譯自: https://medium.com/swlh/assessing-railway-stations-in-jakarta-based-on-neighbourhood-built-environment-f44f7d89c8bc

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