Universitas Indonesia

Universitas Indonesia

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CHAPTER 1

INTRODUCTION

1.1 Background

In experiencing an Urban Space, we can experience it using all of our five

senses such as sight, smell, taste, hear or touch. When we are in a pedestrian path

in Central Business District, when we’re using the sense of smell, feeling,

touching and hearing, we will find the experience that we can find in other district

of the city. The smell of fumes due to the heavy traffic of vehicles, frenzied

workers doing their outdoor activity with the engine noise as background noise, is

a normal experience that we can found not only in the Central Business District.

Our sense of sight will give us a different experience when we are in the Central

Business District. By the time we entered the Central Business District, we will

see a views that can only be found in the Central Business District. One example

of this is the view of the group of tall buildings formed into one, creating a unique

vista.

In everyday life of Central Business District, from the pedestrian point of

view, pedestrian path is the only accessible urban open space that can be use by

them. The pedestrian path will usually placed side by side with the vehicle lane,

which is an alternative mode of transportation that can be use in Central Business

District. When we walked in the pedestrian path, we will be directly in contact

with the surrounding buildings. The close distance between the pedestrians and

the buildings makes our field of vision narrower and limited to only seeing the

bottom of the building and also small elements in the street. In that sense, the

bottom of the building will then be designed in accordance with what kind of

visual experience the owner of the building wants to offer to the pedestrian.

Judging from this, in everyday life, we are treated to a view that is desired by the

designer to be seen by pedestrians.

This viewpoint will not going to change because the space provided for

the pedestrians to move will still be in the pedestrian path. But different things

happen in the Sudirman – Thamrin corridor.


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Car Free Day is an event held every Sunday at Sudirman - Thamrin

corridor. The event aims to empty the vehicle lane to reduce air pollution. By

clearing the road from vehicles, car free day creates an opportunity for the public

to use the road for public activities such as cycling or exercising. This activity

would also open up the opportunity for the pedestrian to use other space than

pedestrian paths to move. Different viewpoint is created.

Visually, there will be a significant change in the view that can be seen by

the pedestrian. With the change of viewpoint, pedestrians will be able to see the

building from other viewpoint, where the buildings now can be seen as a whole.

1.2 Issue

The change in viewpoint for pedestrian will allow pedestrian to be exposed

to things that are unusual for their visual experience. The pedestrians now can

enjoy the corridor that can only be enjoyed by the vehicle users. If the previous

visual experience in the vehicles lane is experienced in a high speed, pedestrians

will have the opportunity to experience the vehicle lane in a lower speed and

observe it in more detail. How do the pedestrians experience the visual experience

when they walk in the pedestrian path? How do the vehicle users experience the

visual experience when driving on the vehicle lane? What are the differences in

visual experience based on the viewpoint of pedestrians as they walk in the

pedestrian lane, and when they walk in the vehicle lane?

1.3 Objective

This undergraduate thesis aims to understand how the differences in visual

viewpoint can change the visual experience in urban space. By understanding the

differences created by the change of viewpoint and how these changes affect the

visual experience in urban space, I hope to provide a more in-depth knowledge of

the urban space and viewpoint.


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1.4 Significance of Study

This undergraduate thesis will contribute in the fields of urban design

especially in the context of how the urban space can be experience by the moving

users and how the viewpoint of the user will affect the visual experience in urban

space. To produce a good visual experience, the urban design based on the

viewpoint of moving user is needed. In this undergraduate thesis, the discussion

will focus on the street in Central Business District.

1.5 Scope of Writings

The scope of this undergraduate thesis will cover about the visual

experience, the forming of visual experience based on the different viewpoint and

the visual elements of the street that can stimulate our eyes to produce a visual

experience. These factors will then be discussed based on how the differences in

viewpoint can create a different visual experience in the street of Central Business

District. This undergraduate thesis will take Sudirman – Thamrin corridor as its

case study. Sudirman – Thamrin corridor is one of the examples of Central

Business District with the phenomenon of Car-free day that happens every week,

thus allowing the pedestrians to get a different visual viewpoint in experiencing an

urban space.

1.6 Methods

In writing this undergraduate thesis, I will use a field study on the

Sudirman – Thamrin corridor as the example of Business District with Car Free

Day phenomenon. To understand more about how the change of viewpoint can

affect the visual experience in urban space, I will also do a literature study on

visual experience, viewpoint, connections between visual experience – viewpoint

– movement, physical elements that affect the visual experience and the position

where the observer experiencing the visual experience. The theories obtained will

be compared with the discovery from the case study.


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1.7 Framework

Topics:

The Effect of Different Viewpoint in Making of Visual Experience in Central Business District

Visual Experience Studying the theories of:

- Visual Experience - Viewpoint - Visual Setting - Visual Perception

Visual Experience, Urban Space and Central Business District

Studying the theories of: - Viewpoint in Urban Space - Visual Experience – Central

Business District

Case study: Pedestrian, vehicle user Viewpoint

and the user of Car-free day in Sudirman – Thamrin Corridor

Analysis of case study using theory mentioned before

Theory’s Conclusion

Conclusion


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1.8 Writings Systematics

This undergraduate thesis will be divided into 5 different sections:

introduction, theory of visual experience, theory of urban space – visual

experience – central business district, case study and conclusion.

Introduction

This chapter will explain about the background of the selected topics, the

issues, how these issues will be addressed and what are the theories that will be

used to discuss the issues.

The contents will be divided in 3 sections. On the first two sections, I will

discuss theories about Visual Experience, Viewpoint and Visual Setting and

continue it with the theories about Urban Space, viewpoint in urban space and its

elements and also theories about Central Business District. The discussion will

continue in the fourth section where I will attempt to analyze the case study based

on the theories that have been described in the previous chapter. This study will

be concluded later in the conclusion section.

Theories of Visual Experience

This chapter will explain the theories about aspects of creating a visual

experience in space. This theory will be discussed in terms of anything that would

affect the visual experience of the observer as subjects experiencing the visual

experience and visual settings as the stimulus. In this chapter I have not linked the

theories to the case study and only describing the theories used in the

undergraduate thesis.

Theories of Visual Experience, Urban Space and Central Business District

In this chapter I will relates the theories about visual experience in the

previous chapter with the theories of urban spaces and the condition in Central

Business District. This theory will be the main theoretical basis for the case study.


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Case Study

In this chapter I will explain about the relationship of the theories that have

been described with the case study. The case study that will be used is the

Sudirman – Thamrin corridor during Car Free Day. In this chapter, the observation

of case study will be based on the existing theories.

Conclusion

This chapter contains the conclusion of the case study based on the existing

theories. It also contains the end result of my process of thinking after the end of

the literature and case studies.


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CHAPTER 2

VISUAL EXPERIENCE

2.1 Definition of Visual Experience

All of the human senses will participate in experiencing a space. Space will

provide a stimulus for our sense with how it produces odors to stimulate our sense

of smell or how it creates sound to stimulate our sense of hearing. Vision plays a

more dominant role than the other senses in determining the experience of a space.

Humans are highly dependent on their vision in determining the relations between

themself and their environment. The visual aspect of the space will be the first

thing that catches the attention of the observer by the time they enter a space.

Space and its visual elements will attract the sensitivity of the eye so that the

characteristics of visual elements will be the one that creates a visual experience.

Based on the definition by Webster Dictionary, Visual is defined as: 1a) of

connected with, or used in seeing, b) based on, designed for, or controlled by the

use of sight. 2. can be seen; visible (http://www.merriam-

webster.com/dictionary/visual 4 May 2014 8:40 PM) The definition of visuals

described by KBBI also have quite similar meanings. KBBI describe visual as

“sesuatu yang dapat dilihat dengan indera penglihatan (mata); berdasarkan

penglihatan” (http://kbbi.web.id/visual 4 May 2014 8:40 PM). So that visuals can

be interpreted as an object or information seen by the eye.

Experience itself is defined by the Webster Dictionary as: the process of

doing and seeing things and of having things done to you: skill or knowledge that

you get by doing something. 1a: direct observation of or participation in events as

a basis of knowledge. b : the fact or state of having been affected by or gained

knowledge through direct observation or participation. (http://www.merriam-

webster.com/dictionary/experience 4 May 2014 8:50 PM) From the description

that has been described, we can interpret that experience is a process of gaining

information by getting influences from what has been seen and done.

A visual experience does not only involve the visual aspects of the object

and how humans obtain such information. The factors of 'doing it' from the


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definition experience brings another factor in the of visuals experience, which is

kinesthetic.

Carmona, Heath, Oc and Tiesdell in Public Places Open Spaces (2003)

said, “The act of experiencing involves the participation of all of our sense;

smelling, hearing, touching, tasting and seeing. When you’re experiencing a

visual experience, it is primarily visual and kinesthetic (involves the awareness of

movement of all parts of the body.”

The movement of people when they saw an object would affect how the

visual object is experienced. The same space with the same visual elements can

produce a different visual experience if the space is experience from different

kinds of movement.

From the definition visual and experience, we can conclude that the visual

experience is a process of gaining information influenced by the object that can be

seen by the eye and how the object is observed.

2.2 Human Viewpoint

Human as the subjects that experience the visual experience, obtained the

information through the eye. The activity of the eye is divided into two, seeing and

observing. When we see a visual object, seeing is the first action to be done to

ensure the safety of the environment for the observer to be in. It will only give

overall pictures of the environment. After the observer has completed the stage of

seeing, the observing phase will start. Observing will construct a 'picture' that will

be enjoyed by the observer. The picture will consist of more details because at this

phase, the observer will have time in processing of what has been seen. That is

why the visual experience will be determined from observing phase of the eye

(Neufret, 2000).


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2.2.1 Human Viewpoint and Position

In observing the environment, our viewpoint will be determined by the

ability of the eye to see an object at an angle and its distance to the observed

object. The position of the observer and the observed object will affect each other

in shaping the human viewpoint (Fuad, Ariandi, Handriani, 1985).

• The viewpoint angle of a normal human

is 45 ° - 60 ° or when the ratio between

the distance of observer to the observed

object and the height of the observed

object is balanced (Distance / Height =

1)

• Human can fully see an object if

it is seen with the viewpoint angle

of 27° or distance/height = 2.

Whereas for human to be able to

see a group of building, the

viewpoint angle will be smaller,

which is 18°

The farther the positions of the observer from the observed object, the

bigger the scope of the view is. This makes human, in observing a visual object,

will not only observe the object, but also the object that surrounds it. We will see

the surrounding objects as the setting of the observed object in the periphery of

our eyes. The combination between the observed object and the object that

surrounds it as the settings will create a complete visual information in the visual

experience.

Figure 2.1 Human viewpoint angle


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2.2.2 Human Viewpoint and Movement

Experience is a dynamic process that involve the movement of people and

also time. Kinesthetic will become an important part of visual experience because

of those factors in experience. A space should be designed based on the viewpoint

of a moving person (Carmona, Heath, Oc & Tiesdell, 2003).

The difference in human movement will create a different way in

observing a space. The difference in the speed when moving can be one of the

differentiating factors in observing a space. Different levels of active or passive

interaction with surrounding elements will be created if we experience a visual

experience from the viewpoint of different speed of movement.

For example, when we experience a space in a low speed, the decorative

elements and other objects in the space will look clear and focused. Movement in

low speed will also open up the opportunity for people to stop, admire and interact

with the visual object in space (Halprin, 1963).

When we experience an object in higher speed, a different kind of

experience will be presented to our eye. Details of the object in the space will be

blurred and small-scale objects tend to be ignored. At high speeds, the objects with

larger scale will be the main objects in forming the visual experience. Admiring

and engaging the visual object becomes almost impossible (Halprin, 1963).

Figure 2.2 Object in space as seen in the low-speed viewpoint


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2.2.3 Human Viewpoint and Perception

In addition to how we experience a visual object, how people perceive the

object is also one the factor in making a variation of visual experience.

When people see and experience a visual object, the information from

object is not only seen, but also processed in our mind. Our vision is not only

function as an organ for technical function such as seeing but also can evoke

memories and emotions (Cullen, 1971). This occurs because visual experience is

also a product of perception and cognition. The obtained information from the eye

will then be process based on the social life, cultural background, what we feel

about the object and what's our personal preferences (Carmona, Heath, Oc &

Tiesdell, 2003).

2.2 Visual Setting

2.3.1 Vista

In visual experience, human as the observer needs a visual object as the

stimulus for the eye. Based on the Webster dictionary, vista is defined as : a large

and beautiful view of an area of land or water: a large number of things that may

be possible in the future. 1 a) a distant view through or along an avenue or

opening. (http://www.merriam-

webster.com/dictionary/vista?show=0&t=1399347113 May 6, 2013 10:34 AM) So

Vista can be interpreted as a stimulus that is captured by the eye in form of a

physical view.

Figure 2.3 Object in space as seen in the high-speed viewpoint


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Human has a limited viewing angle.

In order for a people to fully enjoy the

overall vista, it has to be split into several

parts. A vista is constructed from

fragmented scenery, a partial view of the

whole picture (Simmonds, 1961). In

experiencing a visual experience, the

fragments of the vista will be captured and

organized by the eye as we moves. When

the fragments of vista are organized into

sequences, the observer will get an overall

understanding of the vista in the

surrounding environment. This process is

called The Serial Vision (Cullen, 1971).

The Serial Vision will helps the observer in

making sense of the surrounding visual

elements as they moves along the space.

A good vista is created from the interplay of the elements that constructed it.

These elements are divided into three, which are vertical plane, horizontal plane,

and vertical limit. A long linear vista, an uninterrupted spaces with huge

dimension with no climax, and a space with monotone color will be boring for the

eye. This will creates a space with static visual quality and monotone rhythm of

movement. On the contrary, a space with many attractive small-scale objects that

Figure 2.4 Vista of a city Source: Time Saver Standard Urban Design pg. 341

Figure 2.5 Example of Serial Vision Source: The Concise Townscape pg. 19


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are placed at a reasonable distances will produce a space with high visual

complexity. This composition will force the observer to interact with the visual

objects, causing an interesting visual experience (Halprin, 1963).

2.3.2 Human as Parts of Visual Setting

The elements that builds up a visual experience are not only consist of

static object, but also dynamic objects such as humans. Human being can become

one of the objects that will be experienced visually by observers. The activities

performed by human will be caught by the eye and serve as one of the visual

elements that builds up the visual experience.

An activity in the space can improve the visual experience. People would

prefer to be able to see an activity in the space that they are in. (Gifford. 1987). As

a dynamic object in space, human activity will offer a different kind of view every

time the people observe their surrounding. The unpredictability of human

movement and their different needs in space will makes human into a visual object

that gives variation to the visual setting.

Figure 2.6 Human as parts of visual elements


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CHAPTER 3

VISUAL EXPERIENCE, URBAN SPACE AND CENTRAL BUSINESS DISTRICT

3.1 Visual Experience - Urban Space

In the perspective of urban design, urban space is described as an outdoor

space used for activities for urban citizen. This space not only includes the

outdoors space that has been designed specifically for an activity but also space

between buildings (Krier, 1979). Urban Space can be divided into the formal

space and informal space. Formal urban space is a space bounded by man-made

structure like facade of the building and the floor of the city. In contrast to the

formal space, informal urban space is bounded by natural elements. This space is

commonly referred as open space. In this paper I will focus on the definition of

urban space as a formal space for further discussion (Spreigen, 1965).

Formal urban space can be found in various forms, but generally, the

formal urban space can be classified into two types, street and square. In terms of

movement, street is included in the category of dynamic space. Dynamic space is a

space with a sense of movement. This space will 'force' us to move. On the

contrary, square is included in the category of static space, where the space will

suggest for a less movement to happen (Carmona, Heath, Oc & Tiesdell, 2003).


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Urban Space can be use for various activities such as a place to play, to

exercise, to relax, to do social communication, to get fresh air, to connect one

place to another as well as creating a boundary between buildings. Urban space

also has ecological function as a circulation for fresh air or to absorb rainwater

(Rustam Hakim, 1987).

As described earlier, visual experience is a process of obtaining information

influenced by the objects that can be seen by the eye and how the eye seen the

object. When we are experiencing a visual experience in an urban space, this

process focuses on seeing things that are visual and involving kinesthetic as well.

To obtain maximum visual experience in urban space, spaces that have both of

these factors as the main forming characteristics will be needed (Carmona, Heath,

Oc & Tiesdell, 2003).

In Square, both of these factors can be found. Square features detailed

elements that can stimulate our vision, because Square is usually seen as a

showcase for the buildings in the surrounding. The number of people who gather

together and do various activities in Square can also create an interesting view for

human watching. These activities could also be done in a wide range of

movement, but the movement inside of the square tends to be more static.

Street is another form of an urban space. In terms of visual, street might

have less detailed elements than the square because the main function of the street

is for circulation. But when these elements are carefully composed, it will create a

sufficient stimulation for our eye. The activities that occur in the street can be the

same as the one that happen inside of a Square, but these activities will be

conducted in an active movement thus creating a diverse experience. In this

Figure 3.1 Sketches showing the street and squares Source: Urban Space pg 18-20


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undergraduate thesis, the further discussion will focus on the visual experience

seen from the street.

3.1.1 Different Visual Viewpoint in Urban Space: Street

In Urban space, street is a space provided for movement. When people move

in the street, they are exposed to a wide variety of visual experience. Street,

according to KBBI, is defined as “tempat lalu lintas orang, kendaraan dsb;

perlintasan dari satu tempat ke tempat lainnya; garis yang diangan-angankan

sebagai tempat yang dilalui oleh sesuatu benda yang bergerak; gerakan dari

suatu titik/tempat ke titik lain” (KBBI). It is a three-dimensional linear path in the

city or village, enclosed by buildings in each of its opposite sides with the lanes

for vehicles located between the sidewalk (Krier, 1979)

As an urban public space, street will also served communication as one of its

main function. It will also function as a space to access private properties. Street is

often seen as an extension of indoor space; a space that become the definition of

outer space for some urban dwellers; a space when they are not indoor (Jacobs,

1995).

Its proportion that made up 30-50 percent of urban space will transform the

street into a public showcase for the surrounding district. Street becomes an

opportunity to show the ability of the district to the user. Unlike squares, the

attempt of the district to show their ability will be seen as people move from one

place to another.

Street can direct our attention. This could be intentional or accidental, but a

street will direct our attention to its focal point. The eminent characters of the

street will visually direct us to it. whether the character is dynamic or static,

enclosed or open, long or short, wide or narrow, straight of curved, formal or

informal. Scale, proportion, architectural rhythm, and its connections to other

urban space will become another elements that can be considered (Carmona,

Heath, Oc & Tiesdell, 2003).

A Street usually consists of two channels, which are the channel for the

vehicle and the channel for pedestrian on its sides. The buildings that become the


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boundaries of the street will be placed on the sides of pedestrian paths to create an

enclosure. The two main viewpoints in experiencing the visual experience on the

street will appear from the two channels. The first viewpoint is from the vehicle

user in the vehicle channel who will move in high speed. Another viewpoint is

from the pedestrian path with pedestrian that tends to move in slower pace.

3.1.1.1 Low Speed: Pedestrian Channel

Pedestrian path will usually be located side-by-side with the vehicle lane

in the middle of the section of the street. To protect pedestrians from the threat of

vehicles running at high speed, sidewalks, bushes and trees becomes one of the

strategy done to separate the lanes.

Pedestrian path will be directly adjacent to the buildings around the streets.

It will also become a space for the street element that creates a visual stimulus in

forming a visual experience. The close distance between the pedestrian paths and

the observed object creates a narrower viewpoint for the pedestrian. This makes

the pedestrian to be able to focus his eyes on one of visual elements in the street

and observe it in more detail. Decorative elements and other objects in the urban

Figure 3.2 A section of the street showing the vehicle channel in the middle of the section with pedestrian channel on both of its side. The space will define its boundaries using the

surrounding buildings. Source: http://www.whiteflintpartnership.com/wp-content/uploads/2011/05/Rockville-Pike-

Street-Section-with-Buildings.jpg


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space are clearly visible, especially for the street furniture adorning the pedestrian

path.

When we walk using our feet, we will be conscious of the weight of our

body and how all of the muscle is working to support our activity. This causes all

of our senses to function in its maximum sensitivity. Our body realize that there

are no protection separating it from its surrounding so that all of our senses is

working hard to ensure the safety of the body. The phenomenon will raise our

body’s sensitivity to stimulus, including visual stimulation. Therefore, in the

formation of visual experience for pedestrians, beautiful scenery will be very

important to utilize the eye sensitivity to stimulus.

The pedestrian moves in the speed of 4 mil/hour. In this pace, the

pedestrian have the freedom to stop and admire their surrounding, engaging with

it. Not only engaging with the elements of the street, the pedestrian can also

interact with other users of the street and carefully observe their activity. By

walking we could be in the most intimate position with the urban environment

(Jacobs, 1975)

Low-speed movement allows the street to present its surprise elements.

When we’re walking, the way human will slowly approach the visual object

creates two different views. This is called the existing view and the emerging

view. Existing view is the view that can be seen in the frame of the human vision

when they are in the street. When the pedestrian started to walk and move, a new

view start to emerge and replace the view that occupied our eyes before. This

view is called the emerging view. By composing the existing view and the gradual

change into emerging view, the pedestrian will discover the elements presented by

the street slowly, thus creating the elements of surprise (Cullen, 1971)

In a pedestrian path, a visual complexity created by small scale and detail

element is needed. This complexity must be maintained at certain level so it will

not create a visual confusion that will interfere with the primary function of the

street for circulation. This complexity must be packaged with a beautiful view to

stimulate the eyes and encourage the user to interact with the elements of the

street. The low-speed pedestrian will open an opportunity for the street to offer a

visual complexity based on the gradual changes of view, so that street can offer


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visual elements of surprise as the stimulus for the human eye.

3.1.1.2 High Speed: Vehicle Channel

In the urban space formed by the existence of the street, the vehicle lane often

becomes the main elements. The position of the vehicle lane will usually be in the

middle of the section of the space and has a considerable amount of distance to the

street elements and the buildings as the boundary of the space. The distance

between the position of the vehicle user and surrounding building makes the

viewpoint in the vehicle lane becomes wider than the pedestrian. This makes the

elements of space can be seen as a whole. The wide viewing angle will makes it

harder for the users of vehicle lane to focus on just one element of space, so that

the element cannot be observe in details. It will be seen as its massing and its

overall shape.

The increase in speed will also affect how a person perceives the urban space.

As speed increases, the view of a space turned into a blurry image. The faster we

move the more separated we are from the space around us (Houben, 2003). By

using a high-speed modes of transportation, the interaction between the vehicle

user and street element is reduced to minimal or completely loss. When we are

driving, our bodies are being protected by the space formed by the mode of

transportation that we use. The feeling of being protected from the surrounding

elements dulls our senses. One does not entirely loses their sensitivity when

driving in speeds. Our vision will still be in charge of translating the image into 3-

dimensional views of the space. In the books by Paul Virillio, ‘Overexposed City’

(1986), Virillio said that when we are driving at high speed in the city, the city

would be transformed into images. The sense of vision will be the only window

for vehicle users to capture the condition of the urban environment.

When driving, most of the information is conveyed through the eyes. This

information varies ranging from traffic signs, the lanes, up to the view of the

landscape and the city. The information obtained will focus on the elements that

give information for vehicle user to ensure their safety when driving not

decoration elements. The elements will focus on its surface, façade, building


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mass, proportion and its scale. The scale of the surrounding element that human

felt when driving and on foot will be different. The car is moving at a higher

speed than the human walking pace. In order for an object to be able to be seen by

the vehicle user, it needs a much larger scale. The enlargement of the scale and

the increase in the speed of the observer as it approach the visual object resulting

in the lost of surprise elements in space.

3.1.2 Visual Character of Street

To create a good and defined visual experience, an urban space should

have characteristics such as quality of enclosure, quality of detail treatment and the

quality of activity that happens in that urban space. This three-factor will gives an

urban space a good visual experience. But an urban space does not always have to

have all of the characteristics. If one of the characteristics is very dominant then

the elements already provide the necessary condition for a good visual quality in

urban space (Spreigen. 1965)

All three of the qualities will have a different effect to the visual

experience when viewed from the pedestrian and vehicle user viewpoint. The

pedestrian will observe all three of the qualities with lower speed and observe it in

great details. While the vehicle user will observe the qualities of the space in

higher speed. The elements of the space can only be seen as its surface, façade,

building mass, proportion and scale.

3.1.2.1 Enclosure of the Street

A good street will have a definition. Street will be limited by boundaries

formed by building or other elements that clearly communicate where the edges of

the street are, that set the street apart, that keep the eyes on and in the street, that

makes it a place. Street are defined in two ways; vertically which has to do with

the height of buildings or walls or tress along a street, and horizontally, which has

most to do with the length of the space and spacing between whatever is doing the

defining. Usually it is the buildings that are the defining elements, sometimes


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walls, sometimes street, sometimes trees and walls together, always the floor

(Jacobs, 1975)

Enclosure of a street talks about the

boundaries that define a street. Enclosure

is how a three-dimensional frame of urban

space creates a boundaries and the

connection between the vertical and

horizontal mass in urban space in creating

a sense of enclosure to the street. The

proportion of scale of the wall and the

scale of human is use to determine the

enclosure of the space (Trancik, 1986).

The human viewpoint in observing

an enclosure of a space will determine the

formation of the visual experience. The

proportion between the height and shape

of vertical and horizontal mass will give

an impact to humans in observing the

elements in the space.

Paul D. Spreigen illustrates that full enclosure is obtained when the ratio

between the horizontal boundaries and vertical limits are the same, which is about

1:1. This relates to the maximum viewing angle of human, which is about 30

degrees. The height of the vertical limits will exceed the angle of the human

viewpoint so that in full enclosure, human can see the full height of the building.

The limit offers by enclosure occur in a ratio of 1:2 where an angle of 30 degrees

is formed. This angle corresponds to human viewing angle. At this point, people

can see the highest point of a building, creating enough sense of enclosure. The

minimum enclosure falls in a ratio of 1:3. This occurs when the height of the

building is under the human viewing angle. At this point, the building will make

no sense of enclosure. A ratio of proportion smaller than 1:3 will lead to the

failure in reaching the quality of enclosure.

Figure 3.3 Enclosure made by different kinds of elements

Source: Pre-Design pg. 165


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Enclosure is important in making a good street. It actually can be a

determinant factor that would make a person consciously or unconsciously choose

one street to use instead of another that has a bad enclosure. The quality of the

enclosure will become one of the determining factor to decide whether a street is

good or not (Jacob, 1975).

In addition to the proportion formed by the ratio between the distance and

the height of the wall, the composition of the building mass will give its own value

of enclosure. The arrangement of composition will have different impacts on the

observation from both of the viewpoint. The walls of one building and another

building can form a vertical frame and creates a vista.

Figure 3.4 The ratio of enclosure seen in different viewpoint Source: Pre-Design pg. 167

Figure 3.5 The difference in the composition of building mass will create different enclosure Source: Pre-Design pg. 167


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3.1.2.2 Detailed Treatment of the Street

To create a good quality of visual experience, a street must be able to

create a physical characteristic, which makes the eyes move. A visual complexity

is needed. The details on the street can create a lot of attraction for the eye so that

the eye will move from one detail to another. (Jacob, 1975)

The quality of detailed treatment is a two-dimensional pattern related with

the surface. It will be performed on each of the element of urban space that

contributes to the space (Trancik, 1986). The urban space itself was formed by the

elements called urban mass. Soil surface, elements of building and object in space

is an urban mass that can be detailed (Spreigen, 1965)

In detailing an urban mass, a treatment for the built and spatial form can be

applied. This includes a detail treatment through the creation of building mass,

defining the treatment of surfaces with the play of the façade pattern and openings,

ground treatment and furnishing with street furniture and so on.

The surrounding buildings bound

the street. It makes the function of the

surrounding building as elements in

forming a visual experience to be

dominant. The building is not only seen

as a defining element of space and a

boundary but also the 'face' of the

street. The application of detailed

treatment on the building will be a

crucial factor to determine the visual

experience on the street. The building

element that plays the most important

role in the formation of the visual

experience is the mass of the building,

the facade, as well as its placement.

Figure 3.6 The detailed treatment to the mass and pattern of the faeade Source: Urban Design pg. 25


24

As a symbol of architectural character in its surrounding area, a building

façade become the most easily seen elements in the street. The façade may contain

some details in materials processing, form of openings or other forms of design

that becomes the embodiment of the architectural theme of the building. A facade

with careful detailed treatment can provide the shades of light and shadows that

appeal to the eye (Jacob, 1995)

Due to the limit of human viewpoint, there will only be a small portion of the

building that can be seen. The lower part of the building is important because it is

on the same level with the street, where the pedestrian will observe it.\w322 Every

day, people will use the street for circulations. Thus the base of the building

becomes the most frequently seen part of the building. In that sense, the

development of the base of the building is an important aspect in the design of the

building, especially in forming the urban space adjacent to it.

The existence of street furniture and the floor element of the street will also

enrich the visual experience of the space. Streetlights located continuously on the

pedestrian will help in providing orientation and direction. These details will also

create a series of characteristic unique only for the area. The characteristic can be

made of unique materials, color, cornice lines and belt courses, building sizes,

Figure 3.7 the example of street furniture in making a visual experience Source: http://www.mankato-mn.gov/upload/images/


25

window openings and their details, entrances, windows, porches, overhangs and

shadow line and details like downspouts (Jacob, 1995).

3.1.2.3 Human Activity in the Street

The types of activities that happen on the street are the activities intended

to happen in a public space. The urban space will become a place of various public

activities, because of the various backgrounds of the users. The interrelation

between these activities will enhance the visual experience of a person in the urban

space, especially in the street.

According to Jan Gehl in the book ‘Life Between Buildings’ (1987),

human activity on the street as an urban space can be divided into three, which are:

• Necessary Activities: This group includes daily activities that take place

throughout the year and will not be affected by external factors. This

activity is a common activity that must be done as part of routine in every

day life. The participants of activity do not have the option not to perform

this activity. Because of that, the activity is not dependent on the quality of

the outdoor space and the surrounding environment. For example, going to

school, going to work, shopping, etc.

• Optional Activities: These activities are activities that are carried out in

accordance with the choice of performer. There is no urgency in doing this

activity so the performer can do the activity if they wish and possible to do

so. This activity occurs only if the condition of outdoor space is good and

supported by a good weather. There is dependence in the condition of the

outdoor space in doing the optional activities. The examples of this activity

is to enjoy a fresh air, siting activities, sunbathing etc

• Social Activities: The last group in the type of outdoor activity is highly

dependent on the presence of other people in the outdoor space. This

activity is a 'resultant' activity of the two previous activities. Social

activities will not immediately occur if the necessary and optional activities

did not occur in a good condition. An example of this activity is to

communicate and greet each and other communal activities. Passive


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activities such as seeing or hearing other people's conversations is included

in this category.

Among the three groups of activities in the streets, social activities are the

activities that will provide the greatest stimulus to the eye. Social activity will

happen if there are two or more people in a good neighborhood. A designer cannot

predict when a social activity might occur, but the designer can only design the

setting of this activity. The human, in utilizing the setting for social activity, will

give an element of surprise. This will enrich the visual experience.

3.1.3 Image of the Street

“The environment can be considered as a mental construct, created and values

differently by each individual. Image is the result of process through which

personal experiences and values filter the barrage of environmental stimuli.”

(Carmona, Heath, Oc & Tiesdell, 2003)

The information obtained from the elements on the street will be process

based on different views. Age, gender, ethnic, lifestyle, how long we have been in

the neighborhood and our physical, social, cultural background, will influence this

view. Based on the filter composed from these factors, the results will be put

together to become the image of the street.

Street in the eyes of the pedestrian and vehicle users will have a different

image. The difference in position of the pedestrian and vehicle users will

encourage it. The pedestrian and the vehicle user will capture a different

perception about the street, thus the viewpoint will be very influential in forming a

street image.

The forming of image is a two-way process involving the visual observer and

the object observed. The observers will describe the image based in its legibility.

According to Kevin Lynch in the book ‘Image of the City’ (1960) legibility is how

a parts of the city can be recognized and organized easily into a pattern by the

observers. In order to do that, the observed visual object has to show an

imageability so that it conveys information that can be processed by the human

mind. Imageability enhances the visual identification of the elements in the space.


27

This means that if the city has a path, districts, nodes, landmarks and edges that

are easily identified by the observers, it will help in shaping the image of the city.

Based on the 5 classification made by Kevin Lynch about the elements of the

city, the street is included in the category of Path. Path is a channel where the

observer moves. Because of that, the path is often described as the dominant

element in forming the image of the city with other elements arranged and

connected along it (Lynch, 1960).

There are several things that can strengthen the identification of a path. This

was:

1. Having a singular quality that sets it apart from its surroundings. These

characteristics can be achieved through the concentration of a particular

activity, floor pattern or unique facade, unique street furniture, or specific

types of trees. These characteristics will further create a good continuity

of path.

2. Having a clear starting point and destination. The observers tend to

perceive path as the elements that lead to a goal. For it to be easily

identified, the path must have an ending that gives a strong impression in

the eyes of the observer. This ending can be a landmark, which further

strengthen the image of path.

3. Scale. When a certain point in a path can be clearly identified, it is not

only helps in the orientation but also helps separating path into parts so as

to create a scale that helps the observer in the identification process

(Lynch, 1960)

The research conducted by Kevin Lynch is based on the image created when

the object is being observed from the viewpoint of pedestrian. It is certainly will

have a difference from the observations made by vehicle users. Francine Houben

in ‘Composition, Contrast, Complexity’ (2001) states that there are three elements

that can be recognized through the viewpoint of vehicle users:

1. Composition: A city should be arranged with a certain compositions so

that the elements of the city can create a harmony between big - small and

high - low. This composition can make the identity of the city


28

2. Contrast: A city must have a certain contrast between urban areas with its

high-rise and a rural area with its lower buildings. This can be obtained

through the declining skyline of the city to the village. Skyline will also

point the access "away from the city" or "in the direction of the village".

3. Complexity: the city should have a wide range of panorama in order for

the vehicle user to be able to enjoy it

3.2 Visual Experience – Urban Space – Central Business District

Central Business District is an area whose function is dominated by retail

and office. Physically, there are no signs that would tell us that we have entered

the Central Business District, but the area has several characteristics that will

stimulate our mental picture to know that we have entered into a Central Business

District. This mental image can be stimulated by the concentration of high-rise

buildings, the density of the flow of vehicles and the flow of pedestrians. This

area also typically has a higher value of land and high taxes and is an area that is

considered as the region with the best quality, the symbol of a city and the life of

the city. Central Business District commonly referred as a perfect example of the

quality and class of a city where it resided (Murphy, 1971)

As an area with high intensity of movement, Street will become the

dominant type of urban space in Central Business District. To fulfill those needs

of circulation, various modes of transportation will be provided as complete as

possible. Both of the channel of the street, the pedestrian channel and the vehicle

channel will become the focal point of circulation in Central Business District.

The different viewpoint will emerge from the two available channels. The

visual the object itself, the position of the observer when they saw the object and

the perception of the observer will influence the visual experience offered by both

the viewpoint.

As an area with a high concentration of high-rise buildings, high-rise

buildings will dominate enclosures for both of the viewpoint of pedestrian and

vehicle user. The lower part of high-rise buildings will dominate the enclosure for

pedestrians because it is located in parallel to the human view. The lower part of


29

the building that would normally be dominated by commercial function will then

affect the visual experience with its detail in facade and opening.

As an area with the best quality, the street furniture and flooring also be

designed carefully so as not only fulfill its function, the street furniture and

flooring will be made as attractive as possible.


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CHAPTER 4

CASE STUDY IN SUDIRMAN – THAMRIN CORRIDOR

4.1 Sudirman – Thamrin Corridor and Car Free Day

Sudirman - Thamrin corridor is one of the main corridors for not only

Jakarta, but also for Indonesia. This corridor contains a wide variety of skyscraper

that becomes the main offices for several companies in Indonesia. For this reason,

Sudirman - Thamrin corridor is referred as the center of the city and also the

Central Business District in Jakarta.

Central Business District in Sudirman - Thamrin corridor was formed as a

result of new policy in development sector called the ‘Long-Term Development

Figure 4.1 Location of Sudirman – Thamrin corridor Source: google maps


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Patterns for 1985 to 2005’. This policy is a manifestation of the government's

desire to encourage the economic growth by increasing the intensity of land use in

Jakarta. In August 1989, the government increases the intensity of land use in the

7 major corridors in Jakarta. One of the corridors is Sudirman - Thamrin

(Rachman 1992).

The new development policy has proven to be effective in increasing an

intensive development of area and encourages economic growth in Jakarta. The

increase in the intensity of land use encourages the development of high-rise

buildings targeting the needs of private and foreign investors for business space.

The participation of investor then further boosts the development (Rachman 1992).

As one of the first corridor to be developed, the development of Sudirman -

Thamrin corridor is closely related to the development program made by President

Sukarno, who wants Sudirman - Thamrin to become the main corridor of Jakarta.

To fulfill this vision, several important nodes such as the Bundaran Hotel

Indonesia with Patung Selamat Datang, and Jembatan Semanggi are built along

the corridor. Monas, which is the point 0 of Jakarta is also placed near the

Sudirman - Thamrin corridor. Theses nodes than creates its own unique character

for Sudirman - Thamrin corridor (Rachman 1992).

Located in the capital city of the country, Sudirman - Thamrin corridor

turns into the display window of the city and also for the country. The significance

of this function makes the development of the building and outdoors space

elements to be designed with the best quality.

As part of the network of access in Jakarta, Sudirman - Thamrin corridor

also plays an important role in the circulation of people. This corridor is the main

access connecting South Jakarta and Central Jakarta such as Blok M, Prapanca, to

Monas and Gambir for vehicle user. The street consists of two lanes bounded by a

pedestrian path on its side. The slow lane is intended for motorcycle and the fast

lane is the main lane. The lanes can be found leading to both directions from

Sudirman to Thamrin or from Thamrin to Sudirman. From the observation, the

streets in Sudirman - Thamrin corridor is more dedicated to cars and motorcycles,

as well as public transportation such as TransJakarta and monorail in the future.


32

Seeing the rapid increase of development in Sudirman - Thamrin corridor

and also its development towards a motor vehicle oriented area, in September

2007, the government of Jakarta decided to make an activity with a ‘day without a

car’ as a theme. It aims is to make people aware that without a motor vehicle, the

city can become a healthier, beautiful and fun city. With one day without a motor

vehicle, air pollution, which has become one of the problems in Jakarta, will also

be reduced. This event is then called as Car Free Day

In 2007 untill 2012, the Car Free Day is held by clearing only the fast lane

of the streets and repeated in every two weeks. However, due to the huge public

interest for this event, since 2012, the Car Free Day is held every week in Sunday

by closing all vehicle lanes in Sudirman - Thamrin corridor from dawn until 12 in

the noon.

Clearing the street from motor vehicle results in the opportunity for the

public to use the vehicle lane for public activities. Jakarta's main corridor is then

transformed into a playground, exercise ground, biking lane and recreation

facilities. This activity is also includes a promotional event for companies and

communities in Jakarta. Car Free Day will then produces a very different picture

of life in Sudirman - Thamrin corridor that as a Central Business District.

Those are the factors that makes Sudirman - Thamrin corridor interesting

to be enjoyed. Visually, the urban space must be designed seriously as to create a

visual experience that represents its function as Jakarta's main corridor. This

design of the space should offer its best visual experience as the pedestrians and

also the vehicle users will experience it. Car Free Day offers a different viewpoint

for pedestrians to enjoy the Sudirman - Thamrin corridor. With the same object,

Figure 4.2 Car Free Day in Central Business District


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which is the Sudirman - Thamrin corridor, the urban space can be experienced in 3

different viewpoints and produces an interesting visual experience for us to

discuss.

4.2 Description of Observation

The existence of Car Free Day in Sudirman - Thamrin corridor opens up a

different viewpoint on the fast lane of motor vehicles. Pedestrian can now

experience the vehicle lanes that previously could only be experienced in high

speed. This unique viewpoint will become the third viewpoint that I will observe

in making of visual experience in urban space. Thorough observations will

emphasis on the viewpoint of the Car Free Day user.

Thamrin street is the street running from Bundaran Air Mancur Tanah

Abang to Jembatan Dukuh Atas. The Sudirman street will continue the street from

Jembatan Dukuh Atas to Bundaran Patung Pemuda. To simplify the observation, I

will divide Sudirman - Thamrin corridor into 3 parts, which are:

• Part 1: Bundaran Patung Pemuda to Jalan Casablanca

• Part 2: Jalan Casablanca to Bundaran Hotel Indonesia

• Part 3: Bundaran Hotel Indonesia to Bundaran Air Mancur Tanah Abang

All parts of the corridor is a part of Car Free Day event, thus can be

observed based on the three different viewpoint mentioned in the descrption. To

see how the viewpoint can create a visual experience in urban space, the quality of

the enclosure, detailed treatment of the street and human activity on the street will

be considered.


34

Figure 4.3 Location of parts of observation and section


35

4.3 Pedestrian’s Viewpoint

In observing these three factors, the pedestrians will have a smaller

viewing angle. This causes the elements to be observed in a more detail. The

interaction between the elements of urban space and pedestrians will also be

considered and how these elements will provide a visual surprise to observers.

Enclosure for Pedestrian

The pedestrian path in Sudirman – Thamrin will be located on the side of

the vehicle lane. The pedestrian path will also function as the separator between

the building and the vehicle lane. The path will interact directly with the building

elements and the elements of the pedestrian path itself.

In Sudirman - Thamrin corriodor, as the result of the town planning

regulations governing this area, setbacks will separate the building from the

pedestrian path. The regulation will decrease the dominance of the building as the

element in determining the enclosure of the pedestrian path.

Due to the needs of security and privacy of the building, the building will

protect itself with a fence. This manifestation of the building's security will be

placed on the border of private space and public space of the building, which is at

Figure 4.4 The building will be separated from the street by 10 meter setbacks Source: http://lrk.tatakota-jakartaku.net


36

the side of the pedestrian path. Thus, instead of the façade, the elements of the

building that will interact directly with the pedestrian are the fences.

The fence will have a

variety of shapes and heights.

Some fences will be massive

with higher vertical limit than

the height of human being,

thus creating clear vertical

limits for pedestrian path.

With the width of pedestrian

path varying from 3 to 5 meters, a full enclosure will be created by the existence

of the fences. Such elements of fences could be seen on the fences of TCT

building.

Some fences are made semi-transparent for aesthetic reasons. In addition

to fences, plants are often used to create semi-transparent fence. When plant is

used to create a semi-transparent fence, the building behind it will serve as the

enclosure for the parts that are not covered by the fences.

The vertical limits of the part of pedestrian directly interact with the

vehicle lane will be dominated by the trees. While the enclosure can also be

created from the building on the other side of the vehicle lane, the building will

look very big from the human scale point of view. For that reason, it cannot create

a full enclosure for the users of the pedestrian path.

In part of the pedestrian path limited by the trees, the trees will not only

serve as a vertical boundary but also a horizontal boundary. The top of the tree

that shaded the pedestrian path will limit the human view horizontally and creates

a frame for humans to observe in more detail.

Figure 4.5 Massive fences of TCT buildings


37

The existence of the tree as a vertical and horizontal boundary will only be

found in part of the pedestrian path surrounding the Mal FX - Jembatan

Semanggi, Jalan Casablanca - Jembatan Dukuh Atas and Bundaran HI - Bundaran

Air Mancur Tanah Abang. Most of the pedestrian that are not limited by the

vegetation will lose its enclosure.

The composition of the building will not play a significant part in the

enclosure of the pedestrian path. The buildings that are located in Sudirman -

Thamrin corridor will have a setback that separates it from the pedestrian paths

and other buildings. This composition will create a space between buildings that

will eliminate the sense of enclosures created by the row of buildings. However if

we look in human scale point of view, these gapping space will be compensated

by the existence of a fence that will create a continues wall. The existence of other

elements such as sign and trees also helps in camouflaging these holes and create

a sense of enclosures.

Figure 4.6 Fences and the use of vegetation that dominate the enclosure for pedestrian

Figure 4.7 Trees as horizontal and vertical enclosure


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Detail Treatment for Pedestrian

The distance between the building and the pedestrian path as the result of

setback creates a difficulties in observing the façade of the buildings. The

existence of massive or semi-transparent fences will divert the human sight from

the facade to the details on the fences. Thus, the existence of details in the facade

as forming elements of visual experience will be less dominant than the details of

the façade.

The trees that adorn the fence will become a

dominant element in forming of visual experience

in pedestrian path. The existence of continued

fences along the pedestrian path will be decorated

with vegetation for aesthetic reasons or for giving

shades. The trees placed at specific intervals helps

in creating a rhythm on its own, bringing the

required function of directing element of circulation

to the pedestrian path. The plants that are semi-

permeable and flexible made the opportunity for the

light to seep between the leaves to the pedestrian

path and draw the attention of our eye. The pattern

of the light will continue to change over time. The

flexible nature of the trees will make the trees move when the wind blows and

create a movement that can enhance the visual experience.

Signs and billboards will decorate the pedestrian path along the Sudirman

- Thamrin corridor and become one of the dominant elements of the visual

experience. In each fences of the buildings, we will find signage that states the

name of the building and also billboards that will feature the logo of each of

company inside the building. Billboards can also be found attached to the crossing

bridge. While the placement of the billboards and sign seemed not to follow a

certain pattern, these elements provide its own color for visual experience in

pedestrian.

Figure 4.8 Trees in certain interval


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At the pedestrian path in Sudirman - Thamrin Corridor, some street

furniture that can be found is in the form of benches, street lamps, telephone

boxes, potted plants and a bus stop. Compared with other elements, the street

furniture does not contribute significantly to the visual experience because of its

small size and the placement of each of the element that seems to be far separated

from each other.

Activity in Pedestrian

Central Business District in Sudirman - Thamrin corridor is dominated by

office functions. The commercial functions can still be found on the bottom floor

of the building, but because of the fence separating the building and the

pedestrian, it can only serve the user of the building. This makes the activity of

pedestrian path becomes less active during working hours. The pedestrian will be

filled with activity at the time before the working hours, lunch hours and after

office hour.

From the three groups of activities described by Jan Gehl, the pedestrian

path in Sudirman - Thamrin corridor will be dominated by Necessary Activity,

either the at time before office hours, lunch hours or after hours. The pedestrian

path is only seen as a space for circulation from one place to another. This is

partly due to the lack of a generator of activity that is usually created by the

existence of commercial functions.

Optional activity will begin to appear during lunch hour. At this time the

workers will come out and use the pedestrian path to go for lunh. They will pick a

Figure 4.9 Example of street furniture in the pedestrian of Sudirman – Thamrin corridor


40

certain spots to wait for their friends in the other buildings, sitting or just taking a

smoking break. The appearance of several mobile vendors who stops at some bus

station will makes some workers decided to sit and enjoy their lunch there.

Several Ojek drivers who decide to stop in one place while resting or waiting for

passengers also become parts of optional activity.

The optional activity that occurred during lunch hour will trigger the social

activity to appear. The social activity can be seen when the workers were walking

towards their chosen place for lunch. The existence of interactions between

smokers, sellers and buyers, the people who sit down for lunch or the people who

sit just to enjoy the outside air, the interaction of Ojek driver who were waiting

for passengers become part of the visual experience while in the pedestrian.

Central Business District From Pedestrian’s Viewpoint

The detailed treatment on the fence and street furniture will be an

important element in the formation of the visual experience in pedestrian

viewpoint. Due to the setback, the pedestrians will not be able to see the façade

clearly so that the façade does not play the same role as the fence on the formation

of the visual experience. The fences adjacent to the pedestrian path also covered

the façade behind it.

The street Furniture with its details will provide information about the

quality of the pedestrian, thus the quality of the entire area for pedestrian. On a

pedestrian path in Sudirman - Thamrin corridor, street furniture will consist of a

supporting infrastructure for human circulation activities such as bench, pots,

Figure 4.10 Example of activity in the pedestrian of Sudirman – Thamrin corridor


41

garden lighting, signage and others. The completeness of the infrastructure and

detailed treatment applied into it shows the effort given by the designer on the

design of the pedestrian path. The pedestrian path is seen as an extension of the

space inside, so the outside space should represent what is going on in the interior

space. Seeing the treatment performed on the pedestrian path, there are intentions

to show that the Sudirman-Thamrin corridor is a symbol of the best quality in the

area.

The use of fences and its elements and also the signage displayed on the fence

will indicate the exclusivity of the buildings in the Central Business District in

Sudirman - Thamrin corridor. The exclusivity is shown by the difference in the

display of signage to separate the private teritorry of the building with the

surrounding outdoor spaces.

4.4 Vehicle User’s Viewpoint

In contrast to the pedestrians, in observing the three forming elements of

visual experience, the vehicle users will have a wider viewing angle. These

elements will be seen based on the outline of its surface, the façade, the building

mass, proportion and scale.

Enclosure for Vehicle User

When the vehicle users see the boundaries that define the street, this

boundaries will not be seen as a defining objects of enclosure but as a visual

element of the space. For the vehicle users, the enclosures are not determined by

the state of the urban space that they are going through. The modes of

transportation used by the users like cars and buses will have their own

boundaries. The ratio between the width of the street and the defining wall cannot

be applied because the user's viewpoint will be limited by the view from the

window in the chosen mode of transportation. The composition of the building

also will only be seen briefly because vehicle users will pass through the space at

high speed.


42

Detail Treatment for Vehicle User

Detailed treatment that will be seen by vehicle user is in the form of street

furniture, flooring detail on asphalt and the details of building which will

emphasize on the composition of the building mass.

The street furniture that can be found by vehicle user include the separator

of the road, the parks separating the fast and slow lanes, traffic lights, traffic

signs, garden lighting, banners, billboards and street sign. The street furniture will

be found in the parks, which separate between the lanes and also attached on a

pedestrian bridge and Halte TransJakarta.

On the parks separating the vehicle lanes, the vehicle user can see the road

separator and streetlights arranged in a certain interval. For vehicle user, the street

furniture will be seen as a guide and as an indication that they are still in the same

zone. Detailed treatment such as the details of shape or ornament will not be

visible for the vehicle user because at high speed, the details will be blurry.

Signboard and billboards seen by the vehicle user will have a large scale

and attractive colors. A large scale billboards will allow the vehicle user to see it

from a distance so that the vehicle user have enough time to capture the contents

while moving at high speed. While driving, even though shape of the image will

be blurry, the eye can still catch the information given by color. The use of

striking colors for billboards and signs will draw attention while driving and helps

in distinguishing the billboard with another object.

Figure 4.11 The road separator arranged in a certain interval


43

The vehicle users will see the elements of flooring as an important visual

element when driving. The elements of flooring will create a guide for the vehicle

to navigate around the area with the use of lines dividing the lanes and also the

writings in the flooring. The repetition of elements that occur in the flooring of

Sudirman - Thamrin corridor is required for direction, not as an element that looks

monotonous.

In the fast lane, due to the existence of special lane for TransJakarta, the

vehicle lane will have additional elements such as details in flooring and road

separator. Approaching a crossroads in Bundaran Patung Pemuda and Bundaran

HI, the road separator was replaced with asphalt coated with different color to

differentiate between the TransJakarta lanes and the normal vehicle lanes. Red is

selected for the color to contrasts the gray street, so it can be easily seen from high

speed.

When the observer observes the space via high speed, the details of the

building will become blurry. Observers will tend to see the outline of the whole

object to find out what they were seeing. This also applies to the buildings seen by

the vehicle users in Sudirman - Thamrin corridor. When moving through these

lanes, the vehicle user will not pay attention to the details of façade, so that the

details of the facade will not affect the visual experience. The elements of the

facade that can be seen are the element that creates contrasts with the surrounding.

Bundaran Patung Pemuda - Jalan Casablanca that became the opening of

the CBD Sudirman - Thamrin tended to have a box-shaped mass. The masses will

look different based on the height of the building. The distance between buildings

Figure 4.12 Billboard intended to be seen by the vehicle user


44

will gradually reduced and the building height will gradually increase the closer

the vehicle user move to Bundaran HI.

In terms of color, the building on this segment is using monotone colors

such as brown, gray and white. The use of similar color and shape of the building

that tends to be shaped in a box-like mass will make it difficult to distinguish each

of the building from the vehicle user viewpoint. The differences in color given by

FX Mall and the play of 3-dimensional elements of facade in Widjojo Center, the

use of striking blue colored glass of SCBD complex and the use of greenery in the

façade of Intiland tower distinguish these buildings with other buildings to easily

attract the attention of vehicle users. These buildings will influence the forming of

the visual experience.

The shape of the building that tends to be in the box-like shape can also be

found on Jalan Casablanca - Bundaran HI segment. The same average height of

the buildings, the use of same glass material in the facade and the close proximity

between the buildings makes the building looks almost the same from the vehicle

user viewpoint. In speed, these buildings will be difficult to distinguish from each

other. The façade shown by the Chase Plaza and Da Vinci apartment is a façade

that can stimulate the eye. The contrast given by the height of the building that are

seen at UOB Building with its surrounding buildings also makes these buildings

can be easily identified.

Figure 4.13 Variation in the 3 dimensional façade of FX mall, Widjojo Center and Intiland Tower


45

Activity in Vehicle Lane

The vehicle lane that consists of two slow lanes and three fast lanes will

make the vehicle user is separated with the life in pedestrian path, especially the

users of the fast lane. This makes the absence of human activity for vehicle users

in the vehicle lane. However Sudirman - Thamrin corridor is one of the integrated

lanes with the network of TransJakarta. The Halte of TransJakarta will present

human activity as part of visual experience for vehicle users. Not only the Halte,

the existence of crossing bridge will also present the movement of people for the

vehicle users.

Necessary Activity will dominate the activity presented in Halte

TransJakarta. The activities at the bus stop will also contain a bit of Optional

Activity and Social Activity. When waiting for TransJakarta, people will decide to

use parts of the Halte to sit. This activity is an activity included in optional

activity. With the gathering of many people that use the TransJakarta, Social

Activity becomes inevitable. The social Activity that happens will be in a form of

small conversations among users.

The other source of human activities is the pedestrian bridge. Due to the

nature of the pedestrian bridge as the circulation space, the activities that occur

will not vary. The necessary activity of humans to move is an activity that

dominates the space.

Figure 4.14 The contrast by the use of material in Chase Plaza, and the contrast by the use of scale in UOB building


46

Central Business District from Vehicle User’s Viewpoint

From the vehicle user viewpoint, the formed visual experience will depend

on the detailed treatment, especially in the mass of the building, the pattern of

façade, color of the building and street furniture. Enclosure will have no effect

because by the time the vehicle user move across the space, they will be limited

by the space created by the mode of transportation. Whereas lack of activity and

variety of activity that can be observed by the vehicle user will make human

activity does not have a significant impact to the visual experience

The height of building mass will inform the vehicle user that they are

entering an area different from the previous area. It can be seen from the changes

of building height that in Jalan Sisingamangaraja to the Sudirman - Thamrin

corridor. The building that only consist of two floors will began to increase into

ten floors and increase gradually as you go deeper into the Sudirman - Thamrin

corridor. The height and density of the buildings In Jalan Casablanca - Bundaran

HI will inform where the center of activity on the area is. As Murphy said in the

book The Central Business District there will be no given notice that will inform

the vehicle user that they have entered a central business district, but the

difference in mass of the building and the activities in the area will tell us.

Building mass, color and similar pattern of façade along the corridor will

inform that they are still in the same area as long as the similarities are still

visible. The building mass that tends to have similar box-shaped mass, monotone

colors and the formal pattern of façade shows the seriousness of the Sudirman -

Thamrin corridor that will often associated with a business like attitude.

The existence of street furniture placed on a continuous basis as a guide

showing the accessibility of the vehicle lane. The well maintained street furniture

that is giving an image as the street with good quality that strengthens the status of

Sudirman - Thamrin corridor as the main corridor with good accessibility.


47

4.5 Car Free Day User’s Viewpoint

In Car Free day, the user will tend to use the vehicle lane as the media to move

compared to the pedestrian path even though the path remains open to the users.

There is a tendency for visitors of Car Free Day to use the fast lanes located on

the middle of the space. In this observation, I will observe the car free day from

the fast lane in Sudirman - Thamrin corridor.

Enclosure for Car Free Day User

At Bundaran Patung Pemuda - Jalan Casablanca segment, compared to the

buildings around the street, the trees will dominate the vertical boundaries for

enclosure. The trees on either side of the lane will act as boundary that surrounds

the fast lane used by the Car Free Day user.

On this segment of streets, the buildings tend to be built far behind the

setback. This can be seen in Bank Panin Center building and also the building

complex of Departemen Pendidikan Nasional. The medium height of the

buildings makes the ratio of 1:1 to make the perfect enclosure cannot be achieved.

In front of Gelora Bung Karno sport complex, the building will lose its

function for enclosure due to the existence of wide and empty softball field. The

trees will cover this segment so that the ratio of 1:1 can be achieved to create a

Figure 4.15 The lost of enclosure in front of Bank Panin Center and Departemen Pendidikan Nasional building


48

full enclosure. The tops of the tree will also provide upper horizontal limit of the

street space and create a 3D frame in observing visual experience.

Approaching Jembatan Semanggi, because of the city regulations that

require the space around the bridge not to be built, the enclosure cannot be

obtained from the presence of the building. The plants that are located on the side

of this segment of the street also cannot cover the width of the street. The

enclosure cannot be achieved in this segment.

The enclosure created by the vertical elements on Jalan Casablanca -

Bundaran HI consists of a balanced combination between trees and buildings. In

this segment, the barrier between the vehicle lanes will be filled with trees with

shading function. Compared to the previous segments of the streets, this segment

of the street is densely populated by the high-rise buildings.

The building located on the side of the street is all a high-rise buildings

with more than 20 floors high with a skyline that tends to be flat. This

composition will create a wall that defines the street so that full enclosure can be

achieved.

Figure 4.16 the area in front of Gelora Bung Karno. The tree is used to compensate the lost of enclosure by the buildings

Figure 4.17 the lost of enclosure in the surrounding of Jembatan Semanggi


49

Before the observer can pay

attention to the building, the vision

of Car Free Day user will be

dominated by the shade of trees as

the separator of the street. If we

look at the ratio between the trees

toward another tree that was

located across the street, the ratio 1:1 will not be achieved because of the

separator of the fast lane that will only consist of shrubs. But the comparison is

then compensated by the presence of the wall of the building behind the tree so

that the enclosure will be created from wall of trees on one side and a wall of

facade on the opposite side.

On this segments of the street, the vehicle lane gradually turn to left. When

the vehicle user was looking straight ahead, they will be faced with facade of the

building formed by the curving of the street. Even though the building is located

just on the sides of the streets, the Car Free Day user can see the enclosure

surrounding them in 4 sides.

When passing through Jembatan Dukuh Atas, the presence of the river and

the absence of trees makes the enclosure completely gone. After passing the river,

the building on the side of the street will be filled with low shop houses with no

more than 5 floors. Although the vehicle lane on Jembatan Dukuh Atas -

Bundaran HI is significantly smaller than the previous segment of the street, the

Figure 4.18 Enclosure by trees and buildings

Figure 4.19 Enclosure in curved street compared to the linear street


50

proportion of height of the building and the width of the streets will exceed 1:3 so

that the enclosure remains unachieved.

At Bundaran HI to Bundaran Air Mancur Tanah Abang, the existence of

the tree as vertical limit of the space will disappears. In the separator of the lane,

an ornamental plant is use to separate the lane. The change of the types of

vegetation used eliminates the function of the plants as enclosures that were

previously created by tall trees. The enclosure will then depend on the

surrounding buildings.

The building located on this segment has lower average of height than the

other segment. The streets in front of the Japanese embassy, EX plaza and the

KPK buildings eventually failed to meet the 1:1 ratio because of the low height of

the building.

The absence of trees that distracts the eye makes the composition,

placement of buildings and skyline becomes visible. In this segment, almost all of

the building is a single building with setbacks. This creates an undefined space

that appears between the buildings. These spaces create an interruption on the

wall created by the row of buildings as enclosure.

The viewpoint of Car Free Day will allows the composition of the height

of the buildings becomes visible. In contrast with the existence of short buildings,

there are still a high-rise buildings with more than 30 floors like The Plaza, The

Keraton and Plaza BII. When these building are located next to the building with

low height, it will create a contrast and creating a space in the wall made by the

rows of the building. This can be seen in the contrast created by the Keraton to the

Japanese embassy.

Figure 4.20 The lost of enclosure in Jembatan Dukuh Atas


51

When the functions of the trees disappear, the top of the building will

define the upper limit of the user. The form of the vehicle lane that tend to be

straight and uninterrupted in this segment result in the car free day users to see the

buildings that are in a considerable distance from where the user observe it. The

horizontal upper limit in this segment of the street becomes undefined and

eliminates the sense of enclosure

Detail Treatment for Car Free Day User

For the users of Car Free Day, the street furniture exposed to a detailed

treatment are street furniture, which was part of supporting needs of the vehicle

user. Most of the street furniture will be found in the parks that separate the fast

and slow lane, but some street furniture will be attached to crossing bridge or on

top of Halte TransJakarta.

The separator of the street, street lamp and street signs will be placed

continuously on a certain interval along the Sudirman – Thamrin corridor.

Because it is previously intended for the users of motor vehicles, the furniture will

tend to be plain without any details that can draw the eye. In terms of scale, the

furniture such as streetlights and street signs will be too large for humans. In some

segment of the street, such as in Bundaran Patung Pemuda - Jalan Casablanca, the

Figure 4.21 The composition of the building and the contrast of the skyline creating an undefined space between the rows of buildings


52

existence of street dividers, street lights and street signs even will be hidden

behind a group of trees.

Billboards and banners also can also be found in this segment of the street.

In terms of scale, Car Free Day visitors can easily observe the banners as a whole,

but the placement of the group of banner that are far between each other makes

the use of this elements as a forming element of visual experience is not optimal.

Billboards can be found attached to the pedestrian bridge. Unlike the

banners that are still human-scale, the billboard seen by the vehicle user will use

large images and texts. This will produce a monotonous experience for low-speed

pedestrian.

On Car Free Day, the flooring element use by the user will be the same

flooring as the one use by the vehicle user, which is asphalt. Because the flooring

element is not intended to be observed in detail by the user, the elements that are

in the flooring will only be a guiding elements and also an utility element. The

flooring will contain lines, which serve to separate the lane and writings such as

the one use to inform the existence of special lane for TransJakarta. Because of

this, the flooring element will be made with a large scale. This makes the flooring

element to be boring and cannot offer the visual complexity required to stimulate

the eye.

Figure 4.22 The separating lines and the color use to separate the TransJakarta lane


53

The building at the beginning of Bundaran Patung Pemuda - Jalan

Casablanca will have some space separating it from the street. The buildings and

the streets will also be separated by a private garden that has a large and dense

tree so that the façade is hidden behind the trees.

Most of the buildings located on this segment of the street will consist of a

podium and tower with a form tends to shape like a box. What distinguish these

buildings are the patterns on the façade and the crown of the building. The

material used also will revolve between the use of glass and concrete.

FX mall buildings and also S Widjojo Center building will offer a

different visual experience with its variation of facade details. A transparent glass

will cover the whole FX mall building façade. Unlike the other buildings that use

dark tinted glass to protect the privacy of the interior space, the glass façade of FX

mall will be left transparent so that the people in the outdoor space can see the

activities that occur within the buildings. The variation of 3-dimensional pattern

like the use of colored bumps that adorn the façade will also provide

modifications to the façade details

Figure 4.23 The application of details in the façade of FX mall and Widjojo Center Source:

http://www.streetdirectory.com/stock_images/indonesia/simg_show/ind_11576860600832/1/s._widjojo_centre

http://static.panoramio.com/photos/large/18999195.jpg


54

The variation of 3 dimensional patterns also can be found in S Widjojo

Center building. Unlike the other buildings on this segment of the street, a second

skin shaped like a triangular spike will cover the glass facade of the building.

Intiland Tower building will also offer a variation of the detail of façade as

a forming element in visual experience. In terms of form, the building itself will

be different from the other buildings on this segment of the street because of its

shape that resembles a pile of trapezium. The building does not use glass façade

but instead using tile and vines.

The façade is also used to differentiate between one building complex to

another. SCBD office complex will have the same glass façade with the same

color to separate the complex from the other buildings.

In the Bundaran Patung Pemuda - Jalan Casablanca segment, the straight

shape of the street will make the facade of the building has a smaller proportion in

the human field of vision compared to the sky. The facade of the building can

only be observed from a distance so that the details cannot be observed carefully.

In contrast to the segment of the street in Bundaran Patung Pemuda - Jalan

Casablanca, on Jalan Casablanca - Bundaran HI, the façade of the building will

dominate the formation of visual experience. The shape of the street that will

create a gradual turn will makes the facade of the buildings become the

Figure 4.24 The use of details in color and form to differentiate the SCBD complex and Intiland Tower

with other buildings


55

dominating elements from the front or side. Observations can be done in more

details.

The composition of the building on this segment of the street is still

dominated by tower and podium with a relatively boxy mass. However, due to the

existence of the building that will dominate eye, the two-dimensional and three-

dimensional details of the building can be observed carefully. The skyline that

tends to be flat and the close distance between buildings makes the visual

relationship between each façade and the other building can be observed.

If we look at Chase Plaza as an

individual building, the façade has no

stand out detail element. The facade of

Chase Plaza will be dominated by black

and white stripes made of concrete and

black glass. But when the building is

placed on its context, the façade of Chase

Plaza will create variations in the middle

of the buildings with glass façade.

Attractive details of the façade can

also be found in the facade of Da Vinci

apartment. The façade of the building will not be covered by glass like the typical

facade material found in Sudirman - Thamrin corridor, but will uses the

classical ornament as details.

As we approach Bundaran HI, we can see that UOB building stands alone

among the surrounding buildings that have lower average of height. By taking

advantaged of the composition of surrounding buildings, the building is trying to

makes a statement to becomes the focal point of the view by playing with the 3-

dimensional composition of details. The building will resemble a pile of displaced

block.

After this segment, the Bundaran HI - Bundaran AIr Mancur Tanah Abang

segment will have almost identical visual experience as the one experienced in

Bundaran Patung Pemuda - Jalan Casablanca. On this segment, because of the

Figure 4.25 The contrast of the strip pattern of Chase Plaza with other glass facade


56

straight shape of the vehicle lane, the building will get a smaller proportion in the

human field of view.

Human Activity in Car Free Day

In Car Free Day, the human activities will be the primary focus and the

most dominant elements of the visual experience in Sudirman - Thamrin corridor.

This is due to the purpose of Car Free Day itself, one of which is to open the

public space for the community for recreation and exercising by clearing the area

that are previously designated for motor vehicles.

The Car Free Day in Sudirman - Thamrin corridor will be dominated with

the Optional and Social Activity. The Sudirman - Thamrin corridor, which almost

completely filled by office function with minimum housing function, makes the

necessary activity triggered by the existence of settlement may not be seen. The

location of Sudirman - Thamrin corridor that is far away from the residential areas

and the absences of commercial places in the corridor reduce the possibilities

of necessary activity that may come from the settlements around the corridor.

The optional activity in Car Free Day will be very diverse, but it will focus

on sports and leisure activities. To walk around Sudirman - Thamrin corridor

during Car Free Day, some people will decide to walk, run, use bicycles,

rollerblades, skateboards and other modes. We can also see groups of woman

doing aerobic or just sitting on the sidewalk to enjoy the environment.

When a lot of people gathered and supported by a good outdoor

environment, social activity will occur. Most of the visitors of Car Free Day will

comes in groups to take advantage of the time off on Sunday to exercise with

friends or with family. This will trigger a social activity in one group or between

groups.

The number of people who are enthusiastic to come to Car Free Day

makes this event to be one of the potential showcase events. In the centers of

activity such as around Senayan and Bundaran HI, we can find many booths

selling various items. Not only selling items, this stand also become a place to

promote a product, service or a community. Interactions that occur between the


57

buyer and the seller became one of the visually stimulating experiences on Car

Free Day.

Central Business District from Car Free Day User Viewpoint

According to the viewpoint of Car Free Day users, the element that will

become the dominant element of visual experience is the enclosure, the pattern of

the façade and human activity on the street. The details applied in the street

furniture and flooring would have less impact because these elements are the same

elements that can be seen by vehicle user. With its large-scale and its lack of

visual complexity, these elements will result in a dull and monotonous experience.

Figure 4.26 Example of activity in Car Free Day


58

The pattern of the façade that can be observed with more details by car

free day users will confirm the existence of the CBD as the area of the highest

quality and symbol of the city. The pattern of the façade that tends to be formal

and the use of materials with good quality show the quality and order of this

corridor.

The information that the building tried to give at Sudirman - Thamrin

corridor will change during Car Free Day. Car Free Day will ignore the image

generated by the building so that the activities that arise during this event did not

have any relationship with the function or image generated by the Central

Business District. In the event, the building, both the mass and the detail of the

façade is seen only as an aesthetic element of the setting for Car Free Day

activities. Enclosure will be important in determining the boundaries of container

that holds millions of different possibilities of different activity that can happen in

a street. The tree and the building is seen only as boundary of a long corridor-

shaped space in which can be filled with a variety of activities as a generator of

activities. Activity generated will stimulate the eye to produce a visually exciting

experience.


59

CHAPTER 5

CONCLUSION

Visual experience is a process of receiving visual information influenced

by the object that can be seen by the eye. In experiencing an object in the urban

space, the object will be seen from the perspective of moving person, so that the

movement of people at the time the object is seen becomes important. This brings

us to the difference in viewpoint when people experience a visual experience in

urban space. The visual experience received from different viewpoints will

depend on the position of the viewpoint in space, movement and perception of the

observer.

Sudirman - Thamrin corridor is one of the main corridors in Jakarta

packed with motor vehicle, and the bustle of the office life surrounding it. The

corridor is an office area with high intensity, so that circulation space for either

pedestrian or vehicle user is essential. This circulation space is then divided into

two vehicle lanes, each consisting of two lanes; two slow lanes, two fast laned and

sidewalks that serve as a pedestrian path.

In experiencing the visual experience, the visual and kinesthetic aspect

becomes the dominant factor. Both of the factors can be found in the lanes in

Sudirman - Thamrin corridor. The viewpoint of pedestrian who will move at a

slow pace and will be observe from the pedestrian path, the viewpoint of vehicle

user who will move in high speed and will observe from inside of the vehicle and

the viewpoint of car free day that will have the same characteristics as the

viewpoint of pedestrian but observe from the vehicle lane will become the main 3

viewpoint offered by the Sudirman – Thamrin corridor.

In the forming of a visual experience from pedestrian viewpoint, the

elements that will affect it are the detailed treatment of the fence and the presence

of street furniture. The existence of setbacks makes the building façade cannot

directly interact with pedestrian so that façade will not give a major contribution

to the formation of visual experience. The human activities that will be dominated


60

with necessary activity also tend to be monotonous so it will not attract the sense

of sight.

The detailed treatment in the fences and street furniture will show the

Central Business District as an area with a complete infrastructure and also its

exclusivity with the placement of building’s logo as the mark of the territory.

Unlike the visual experience from pedestrian viewpoint, from the

viewpoint of vehicle user, the visual experience will depends on the shape of the

building mass, the pattern of façade, color and details on street furniture. The

existence of of vehicle users within each mode of transportation would make the

enclosure of the space will not be determined by the urban space. The lack of

human activity that can be observed from vehicle lanes makes the human

activities become a less significant element in the visual experience.

The existence of the building mass, color and harmonious pattern of

façade along Sudirman - Thamrin corridor will provide information for users

about the boundaries of Central Business District. The height and density of the

mass of the CBD showed a high intensity of activity and its density.

The composition of street furniture in the vehicle lane that focuses on

giving direction for vehicle lane users will show the CBD as an area with good

and clear accessibility. This will strengthen the status of the Sudirman - Thamrin

corridor as the main corridor in Jakarta.

From the viewpoint of Car Free Day users, enclosure, pattern of façade

and human activities will become the main element in forming the visual

experience. Street furniture that only function as a directing element for vehicle

user makes the vehicle lane enable to give the visual complexity required by the

pedestrians. Because of this, the street furniture will give a dull monotonous

experience for the observer.

At Car Free Day, the information given by the building in Sudirman -

Thamrin corridor will change. Car Free Day will ignore the image given by the

building so that the activities that appear at this event did not have a relationship

with the function or image that is given by Central Business District. In this event,

the building, both the mass and details of the façade will only be seen as an

aesthetic element of the setting for the Car Free Day activities. Tree or building as


61

enclosure will be seen as boundary of a corridor-shaped urban space in which can

be filled by a variety of activities. The activity that is then generated will stimulate

the eye to produce an exciting visual experience.

The differences of viewpoint, as we have seen in the case study of

Sudirman - Thamrin corridor will produce a different visual experience even

when the observed object is the same. There will be some elements that are given

more attention in one viewpoint, but not in the other viewpoint. We cannot

determine which viewpoint is the best to produce a visual experience because the

different prominent elements on every viewpoint will create its own

characteristics. The same object will be perceived differently based on where the

object is seen, although the subject remains the same. It can be seen from the

Central Business District in Sudirman - Thamrin corridor that is perceived

differently from every viewpoint.


62

REFERENCES

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Murphy, Raymond E. The Central Business District: A Study in Urban

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