Accessibility and Land Use Effect of Residential Area with Different TOD Typology to Value Creation

TOD (Transit Oriented Development) is the planning design focusing on integrated transportation and land use in an area with certain radii. There are many transits node which is being designed as TOD, which varies into many typologies. Indication of TOD measurement from TOD ideal, can be measure from accessibility factor and land use factor. There is an indication that each TOD area will give different output (value creation) related to accessibility and land use function. Many studies states about the TOD in different city. where this paper will analyse many areas within the same city. The method is analysing the area into TOD index using AHP, then measuring the value creation with summation of real land and building priceThen analyse the correlation between TOD index and value creation. The study case locations is in Lebak Bulus, Dukuh Atas and Kelapa Gading. The identification of value creation will be useful as an input to the urban planners or policy makers for designing more targeted strategies. The discoveries made in comparative context differ from those made in prior studies. This paper is thus believed to make a new contribution to the existing TOD categorized with additional input related to value creation inside.


Introduction
Accessibility is a measure of comfort or convenience regarding the way land use locations interact with each other and the 'easy' or 'difficult' location being reached through the transportation network system (Black, 1981).Tamin (2000), add the definition, that accessibility is a concept that combines a geographic land use management system with a transportation network system that connects it.Then, there's a definition of accessibility defined by Geurs and van Wee (2004) that accessibility as the extent to which land use and transport systems enable a person able to reach activities or destinations using transport mode.
Accessibility and land use interaction has been taken as variables that will develop a characteristic in an area.Former researcher defined accessibility to transit is generally define as an environment variable that refer to locations, that describe in distance travelled or transit time of facilities and availability of 1294 (2024) 012006 IOP Publishing doi:10.1088/1755-1315/1294/1/012006 2 transit services in the neighbourhood (Xu et al., 2015(Xu et al., , 2018)).Many academics and professionals research in many countries has been published many factors name accessibility as "by-transit accessibility" to quantify the ease of reaching important destinations by the transit system (Dimitriou, 1992;Armstrong and Rodriguez, 2006).Some studies correlate the land use and accessibility, in this case refer to external accessibility (Xie, 2021; Luti Consulting, 2016; Sharma and Newman, 2020).
Aligned with TOD concept which has characteristics as multifunctional land use (mixed-use), there is an integration with the public transport network around the transit location, and availability of nonmotorized transportation facilities (bicycle or pedestrian lanes).Previous research place TOD as the solution better city planning and transformation the city with sustainability concept.The problem in many countries, both developed and developing countries is the restriction in TOD financing.An option to find a method that can recognize the potential value creation in an area, will be a solution for TOD financing.Hopefully, the method will help the government to design the policy to reach the TOD ideal in an area, and able to create how to finance the TOD.
Value creation and stakeholder responses will increase as the increment of land and building price in a TOD area.This paper will see the TOD criteria appropriation from accessibility factor and land use factor.We will be dividing the accessibility into two parts, internal accessibility, and external accessibility.Internal accessibility will observe how the resident in TOD area using non-motorized transportation to reach the transit node.External accessibility will see how the movement from one transit node to another.Accessibility factor also observe the activities as the effect of the new transit mode station and see the people mobility at the area.Later, observing how the transit node grown up the economic scale and enrich the diversity function in the area.
The methodology in this paper is to know the potential transit node for becoming the TOD area.In Jakarta the prospective TOD area is an area which has transit node in it.After knowing the transit node as the centre, then we can start to observe an area around with 800 meters radii.After that, we can analyse the area and give the TOD index, that measuring from the criteria of TOD (accessibility factor and land use factor).The next step is categorizing the area into eight function of land use and from the data of land and building price in the area.Value creation calculate from the cumulative calculation of the prices in certain TOD area.Latest step is to see the corelation between TOD index and value creation.
After deciding the location for case study and collecting the data, this paper attempts to fill the gap and conducts a comparative analysis of TOD among three residential areas in Jakarta (Indonesia) with different accessibility type.We arrange the paper as follows: Section 2 reviews the previous literature, Section 3 Value creation analysis, section 4 Main Results Summarized

Literature Review
The research criteria will be determined from previous literatures, which has been widely give many factors to analyse the TOD typology from the TOD ideal concept.There are still gaps from previous studies where this paper will be observing the TOD index from the interaction between accessibility and land use.There is a prediction that some element in determining the TOD characteristic that will form some specific value creation.For this research, the TOD criteria which has centre in a transit node on some residential area will analyse with external accessibility factor, internal accessibility factor, and land use factor.Models, such as "the node-place model by (Bertolini, 1999), and the Butterfly model by (Delta Metropolis Association, 2014), suggested that node should be in balance with the place for all station areas.Based on that suggestion, various stations were created depending on that balance and stations were slotted into the 'best-fitting' type".The model in this paper will analyse if there is a correlation between TOD index and value creation.

Value Creation
"The value impact range at different stations may vary owing to different accessibilities (Tang, et al., 2021).TOD planning will generate many huge profits with some typical physical characteristics are measured using the TOD Index (Singh, 2015).Many studies have learned that values of transit area happened by gaining the increase of land value around the transit station.Transit oriented rather than transit adjacent land uses are critical to maximize land value uplift (Bartholomew and Ewing, 2011)".
"Belzer and Autler (2002) defined the benchmark of TOD success are depends on location efficiency, value recapture, liveability, financial return, choice, efficient land use pattern at regional level.Renne & Wells (2005) lack of comprehensive tools for measurements of TOD.Evans & Pratt (2007) proposed TOD index as a potential device for considering the degree to which the project is intrinsically oriented towards transit.Also, Evans & Pratt (2007) stated that measuring TOD-ness will not only help in better TOD planning but also in TOD projects evaluation".If the identification of TOD index can be calculated, and value creation measurement can be calculated, then we can try to find the model between TOD index and value creation.

Methodology
This paper will see the TOD criteria from accessibility and land use.We will be dividing the accessibility into two parts, internal accessibility, and external accessibility.The flow chart of methodology for this paper, as follows: The method to formulate the TOD index in an area is by taking into account external accessibility, internal accessibility (first & last mile connectivity) and land use.The TOD index formula is as follows: The calculation starts with analyse transit node as the centre and the area taken as an 800 meters radii circular area, with a transit node as the centre.We can analyse the level of TOD ideal from the criteria with the main indicators consist of external accessibility, internal accessibility (first & last mile travel), and land use.TOD ideal level can be measure by multidimensional aspects based on the characteristics or typical potential of an area using index concept.Range of TOD ideal will be between 0 to 1.The most ideal an area into TOD ideal categories, the result will be near to 1.
The first step, to analyse a transit node, can be seem through the figure 2 below, TOD describe as a circle in some area with many functions of building inside.TOD is a concept where a multifunctional building taken into one area with many diversities and density inside.So, there must be accessibility in one region between many deferent functions of building.After measuring the TOD index, we will start to calculate the value creation.To analyse the value creation, there will be categorization for an area in 800-meter radii which divide into eight categories, such as residential, offices building, educational area, health facilities, business area, public facilities, open space zone and mixed-use areas.Each category in an area will be valuing based on the real transaction price for land and building above it.The result will be from the summation price that taken as the value which has been created in a transit node.We will see if there is any appropriation between TOD ideal index (level) to the value creation that has been created or there is no correlation at all.

TOD Typology
As already state by the Minister of ATR/BPN Republic of Indonesia, the TOD typologies classified as city centre, sub city and environment.From this reference, Dukuh Atas is classified as city TOD, Lebak Bulus classified as sub city TOD, while Kelapa Gading categorized as environment typology TOD.The paper will analyse some different typology.
The paper will take three places as the study case area.The locations within DKI Jakarta province is as follow: The measurement of appropriation for Lebak Bulus and Kelapa Gading into TOD ideal categories based on external accessibility, internal accessibility, and land use: The result for measurements in accessibility and land use function for the two residential areas are as follow:

Table 2. Measurement of TOD Level
From the result above, it stated that Dukuh Atas has the maximum score (0.915), following by Lebak Bulus has 0.704 means many criteria to TOD Ideal criteria has been fulfil in Lebak Bulus = 0.704.In the contrary Kelapa Gading has score 0.263 (score (maximum score 1).This is because the public transport facility, integrity area around many public transports has increase dramatically in Lebak Bulus.TOD principle is optimizing utilisation in public transportation.

Value creation in each area
The TOD principal indicates will give optimization to the value creation in an area.By knowing the potential value creation in area, it will give an opportunity to the stakeholder and also shareholders in responding and taken the policies.The biggest and optimal responses will give the optimal value that can be consider as optimal TOD index and optimal TOD application.
After knowing the index in specific area, it will show what is the potential value creation in it.To analyse the value creation, we separate an area into eight categories: residences, offices, educational, health centre, business, public facilities, green open space (Ruang Terbuka Hijau) and mixed use area.
Following are the types of the TOD Lebak Bulus and TOD Kelapa Gading:  Measuring TOD for knowing the value creation, first, there must be an area that separate into some categorized as follows: From the land and building real price, the calculation of value creation is as follow: Lebak Bulus position as a south gate to enter Jakarta from the surrounding city behind.The border of Lebak Bulus is Ciputat (South Tangerang, Banten province) and Cinere (Depok, West Java province).Lebak Bulus is residential type in sub-urban in city area with high population density with large family size.Even most of the residential in Lebak Bulus consist of landed house, there are some apartments as vertical house has been available.Landed house within 800-meter radii, including Lebak Lestari,Pondok Indah and Adhyaksa housing complex.
Recently there are MRT and BRT station in Lebak Bulus, that affected most people who lived inside the area taken public transportation for their daily activities.If the mobility of the people transforms into public transportation it will align with TOD principal.
To attract people who live in the area do walking, the government and stakeholder must increase the quantity and quality of pedestrian lane has successfully trigger the people to use public transport.
Measuring TOD for knowing the value creation, first, there must be an area that separate into some categorized as follows: Kelapa Gading position is the city centre of Jakarta.This area is a well-arranged housing complex.In 800-meter radii with LRT station as the centre, there is only health facilities function that is not available.
Kelapa Gading is residential type in city centre area with medium population density.This area is one of high-class area where the people have good economical level in Jakarta.The latest public transportation facility in Kelapa Gading is LRT.A little bit far from this transit node, there is also the BRT station.
The habit and lifestyle of the people is using their own vehicle.Need a policy to ask the people for willing to use public transportation for their activities.
Measuring TOD for knowing the value creation, first, there must be an area that separate into some categorized as follows: Figure 9. Kelapa Gading TOD From the land and building real price, the calculation of value creation is as follow: The type of correlation is not linear but logarithmic, with the equation is: The R 2 value is 0.7916, means TOD valid has the correlation to value creation.The main result we want to prove if there is correlation between TOD level with value creation, and it has been proven.

Conclusion
The ranking applies where the area with a higher index means it has the highest level of conformity to the TOD criteria.The area with the dense population, has many activities and variable land uses with appropriate accessibility will have the highest level to TOD ideal.Even though the type of land use same as residential area, it will give different value creation because of better index of internal and external accessibility.From this research, it's clearly that Dukuh Atas is the higher, then Lebak Bulus is higher index than Kelapa Gading in TOD, gave the higher level of value creation.
In a simple way, we can find the value of land in TOD area, (both sell or lease price) will give a higher price for the place in TOD area with good accessibility (internal and external accessibility).In other words, if we increase the accessibility of an area (both internal and external accessibility), it will increase the land value and potential for being a good TOD.The measurement of value creation will be useful as an input to the urban planners or policy makers for designing more targeted strategies and as an opportunity to TOD financing option.

Figure 1 .
Figure 1.This paper framework

Figure 2 .
Figure 2. Accessibility in TOD consist of external and internal accessibility.

Figure 3 .
Figure 3. Study case location

Table 1 .
Identification of TOD Level with Accessibility and Land Use Categories

Table 3 .
Value creation in Dukuh Atas TOD

Table 5 .
Value creation in Kelapa Gading TODFrom the previous data we have known that the summary result as follows: