Development Concept of Tunjungan

Street in Surabaya as Public Space

Conducted by:
Ananta Tama Krisetya
Undergraduate Student of Urban and Regional Planning Department
Faculty of Architecture, Design, and Planning
Institut Teknologi Sepuluh Nopember (ITS) Surabaya
Indonesia
anantatamakrisetya@gmail.com

Advised by:
Ardy Maulidy Navastara, ST. MT
Lecturer of Urban and Regional Planning Department
Urban Development and Design Laboratory
Faculty of Architecture, Design, and Planning
Institut Teknologi Sepuluh Nopember (ITS) Surabaya
Indonesia
ardy.navastara@gmail.com
Prof. Shunji Suzuki
Professor of Planning, Architecture, and
Environmental Systems
Urban Environmental Design Laboratory
Shibaura Institute of Technology, Japan
mailto:sshunji@shibaura-it.ac.jp

1 PREFACE
1.1 Research Background
The rapid growth and development in the city have a tremendous influence on the relationship
between urban society and urban space. The growth and development of a city need to be
accompanied by the provision of adequate public space that serves as a place for social interaction.
The public space of a city, in general, can take the form of street and square (Krier, 1979).
Meanwhile, Jane Jacobs (1961) stated that the main urban public spaces are the streets and
pedestrian paths. If the street space of a city looks attractive, then the city becomes attractive. The
street should be a public space where there is social interaction between people and can be accessed
easily by everyone of all ages (Appleyard, 2006). However, the use of street space in cities in
Indonesia is still just a movement space, including the use of the Tunjungan Surabaya street
corridor at this time.
According to R. Nugraha et al in Poerbantanoe (2001), Surabaya experienced physical-spatial
development and growth which was divided into 7 periods, namely pre 1870, 1870-1905, 1906-
1940, 1941-1945, 1945-1970, 1971-1997, and 1997-present. In these 7 periods, the Tunjungan
Street Corridor reached its heyday in the period 1906-1940, during which the Tunjungan Street
Corridor became a dynamic and special trading center. In addition, there are several aspects of the
development of the Tunjungan Street corridor, namely the development of structures in which the
building typology in the Tunjungan Street corridor developed into a series of buildings (street-
oriented building), the development of building functions in the period 1906-1940 only as a
commercial function, now developing become a function of offices, entertainment, and hospitality.
At present, the Tunjungan Street corridor has experienced a decrease in the intensity of activities
caused by the high traffic volume in the corridor, thus shutting down activities in the Tunjungan
Street corridor (Oswan, 2013). Therefore, a development concept is needed that can reactivate
activities in the Tunjungan Street corridor.
Tunjungan Street corridor in the Surabaya CBD area and also a secondary arterial street cause
high traffic of vehicles that pass through the corridor. In addition, the Tunjungan road corridor can
only facilitate private vehicles with traffic conditions that are only one direction, thus causing a
bottle-neck effect due to meetings of three highways into one road and impacting the high volume
of traffic on the Tunjungan Street corridor that reaches up to 4,973 pcu / hour (Rodiyani, 2014).
Under these conditions, the Tunjungan Street corridor is classified as a street with moderate traffic
conditions (Appleyard, 1981). The condition of the traffic volume shows that the Tunjungan Street
corridor is not pedestrian-friendly and causes a reduction in activities and interactions that occur on
the pedestrian route.
Untermann (1984) stated that in order to improve the safety of pedestrians of all ages, three
aspects need to be applied, namely security, comfort, and satisfaction. The condition of the
pedestrian lane in the Tunjungan Street corridor has not fulfilled these three aspects. The pedestrian
route in the Tunjungan Street corridor is still not safe and comfortable for pedestrians. This is
because there are still vehicles that park or pass over the pedestrian route. In addition, the large
number of billboards and the absence of display windows in shops in the Tunjungan Street corridor
causes saturation for pedestrians, thereby reducing the level of pedestrian satisfaction (Oswan,
2013). As a result, the pedestrian route in this corridor does not function properly and affects land
use activities in the Tunjungan Street corridor. Along the Tunjungan Street corridor there are 59
shops that were not functioned, causing the corridor to be dead (Jawa Pos, 7 February 2017).
Based on the problems and potential above, it is necessary to develop a street concept in the
Tunjungan Street corridor which makes the street a public space and a place for social interaction to
be exchanged so as to revive activity activities. To achieve this goal, this study was conducted to
determine the physical characteristics of the Tunjungan Street corridor and the public's view of the
function of this corridor as a public space so that an appropriate development concept can be
formulated using the livable streets approach.
1.2 Research Purpose
The purpose of this study was to formulate the concept of the development of the Tunjungan
Street corridor using the concept of Livable Streets.
The stages in achieving this goal consist of three main objectives, namely:
· Identify the physical characteristics of the Tunjungan Street corridor based on the concept
of the street as public space.
· Identify the social characteristics of the Tunjungan Street corridor based on community
behavior.
· Formulate the concept of developing Livable Streets in the Tunjungan Street corridor.

1.3 The Scope of Research Area

The scope of this research area is along the Tunjungan Street corridor and the surrounding area.
The study area limits are as follows:
• North : Gemblongan Street
• East : Genteng Kali Street and Genteng Besar Street

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• South : Embong Malang Street and Governor Suryo Street
• West : Praban Street

Figure 1 Research Scope Area and Observation Unit Division

1.2 Literature Review
1.2.1 Open Public Spaces
Open space is a space that is located outside the building mass that can be used and used by
everyone to carry out various activities (Hakim, 1993). Trancik (1986) argues that open space
consists of hard space which is limited by architectural walls and soft space which is limited by the
natural environment and serves as a place for social activities. Meanwhile, Krier (1979) argues that
open space is a three-dimensional space that has limits from various elevation elevations such as
buildings or trees. According to Budihardjo and Sujarto (2005), open space is a complement to
urban space where 30-50% of the total area of the city is for open spaces.
According to Carr (1992), public open space is a space that can be accessed by the public and
also as a place of activity for individuals or groups. Public open space is also a city open space that
is not occupied by buildings and has specific uses with functions and qualities that are visible from
its composition (Rapuano, 1994). Ministry of Public Works (2008) in the Guidelines for Provision
and Utilization of Non-Green Open Space in the City / Urban Area defines public open space as
spaces in a city or wider area both in the form of area and in the form of elongated areas/lanes
wherein its use it is more open, basically without a building, consisting of green open space and
non-green open space.
Based on its scope, public space can be defined into several typologies (Carmona et al, 2003),
including:
• External public space is a public space in the form of an outer space that can be accessed by
everyone such as city parks, squares, pedestrian paths, or corridors.
• Internal public space is a public space in the form of public facilities under government
management and can be accessed by citizens freely.
• Quasi "external and internal public spaces, are public spaces in the form of public facilities
under the management of the private sector and have restrictions and rules.
1.2.2 Forming Elements of Street Space
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 Shirvani (1985) formulated eight elements of urban design, namely (1) land use, (2) building
shape and mass, (3) circulation and parking, (4) open space, (5) pedestrian ways, (6) signage, ( 7)
supporting activities, and (8) preservation. The street is part of the city space that can be an identity
for the city or region. Based on the elements of urban design above, it can be classified into two
aspects, namely the physical aspects forming the street space and non-physical aspects of street
space.

Physical Aspects Forming the Street Space

Urban design elements included in the building aspects of road space are (1) land use, (2)
building shape and mass, and (3) pedestrian ways
1. Land Use
According to Hamid Shirvani (1985), land use is the arrangement of land and the decision to
use the land for a specific purpose in accordance with its designation. The land use that is mixed-
used can help to increase the intensity of sustainable activities supported by adequate infrastructure
quality. In the context of urban design, things that need to be considered in land use planning are
the type of use of an area, the specification of functions and the relationship between functions, the
height of buildings, and function scale.
Marion Roberts and Clara Greed (2001) state that mixed land use is one of the efforts in land
function specifications to increase activities and activities. Mixed land use can:
1. Suppress the use of private vehicles because of the closer distance between activities and
functions.
2. Make it easier for people to do different jobs in a short time.
3. Improve the efficiency of public transportation due to the high level of building density.
4. Pressing the crime rate because the area will remain alive during the day and night.
5. Give the impression of life and not monotonous.
2. Building Shape and Mass
The shape and mass of the building can form a city and the relations between the masses that
exist. Rossy in Arifin et al. (2014), states that the physical road is flanked by physical elements as
the boundary can be in the form of a row of buildings. Shirvani (1985) discusses the physical
aspects of a building which include height, magnitude, building floor coefficient, building base
coefficient, retreat, proportion scale, material, texture, and color to create harmonization between
buildings in the environment. In the context of road space, Moughtin (2003) analyzes the buildings
that make up the road through scale, proportion, contrast, harmony, and connectivity to roads.
Norman Booth (1987) formulated three factors relating to building and spatial formation, namely
the ratio of distance and height of buildings, the arrangement of layout, and character of building
facades.
3. Pedestrian path
Pedestrian pathways in urban design as a means for pedestrians, as a means of supporting the
activities of the informal sector (street vendors, etc.), while at the same time reviving the open
spaces of the city (Shirvani, 1985). In the Guidelines for Provision and Utilization of Urban
Pedestrian Space and Infrastructure and Facilities (2014), pedestrian space is divided into 6
typologies, namely (1) Pedestrian Room on the Side of the Road, (2) Pedestrian Room on the Water
Side, (3) Space Pedestrians in the Commercial Area, (4) pedestrian spaces in green spaces, (5)
underground pedestrian spaces, and (6) pedestrian spaces above the ground.
Niniek Anggriani (2009) states that besides being a pedestrian circulation path, the pedestrian

4
path can also be used as:
1. Space for social interaction
2. The front part of the building, where this zone can be used as an area of expansion of activities
from inside the building to the outside and as a transition area of activity from inside the
building to the outside of the building.
3. Space for Small Formal Business Activities (KUKF). In its application, there needs to be a
good arrangement so that KUKF can be a special attraction for pedestrians.
4. Space for exhibition activities, this activity can be carried out if the width of pedestrian space is
at least 5 meters and for exhibits a maximum of 3 meters, or a 1: 2 ratio between the width of
the exhibition area and pedestrian space.
5. Space for cycling facilities, this activity can be done if the condition of the pedestrian path is at
least 5 meters.
1.2.3 Street Spaces Activities
Appleyard (1981) states that the road is the social center of a city where people gather and also
as a function of circulation to reach their destinations. Rapoport (1977) classifies activities that
occur on the pedestrian roads and paths as follows:
1. Movement of traffic vehicles.
The road has the main function as a vehicle movement. Donald Appleyard (1981) states
that low traffic conditions will improve road comfort as a means of social interaction. There
are three aspects that affect traffic conditions (Appleyard, 1981), namely:
a. Composition of Vehicle Type
Traffic flow is an element of traffic through an undisturbed point in the upstream, near
per time unit (MKJI, 1971). Surabaya City Transportation Agency (2012) classifies the
composition of vehicles that make up the traffic flow as follows:
· Light Vehicles, which are all four-wheeled motorized vehicles, include types of
sedans (private cars), public transportation, minibusses, pick-ups/boxes, and mini
trucks.
· Heavy Vehicles, which are all four-wheeled motorized vehicles, include large buses,
2-axle trucks, 3-axis trucks, and trailers.
· Motorcycle (Motorcycle).
· Unmotorized, ie all non-motorized vehicles such as rickshaws, carts (where
pedestrians are not included in this group).
b. Traffic Volume
Traffic volume is the number of vehicles that pass a particular road in a certain period of
time (Surabaya City Transportation Agency, 2012). To get the traffic volume with the
passenger car unit (smp), it is necessary to convert the number of vehicles using the passenger
car equivalence (emp).
Table 1 Conversion of Passenger Car Units
Vehicle Type Emp
Light Vehicle (LV) 1,0
Heavy Vehicles (HV) 1,3
Motorcycle (MC) 0,25
Source: MKJI, 1997

5
 2. Pedestrian activities, including dynamic pedestrian activities as mobility or static
pedestrian activities.
Jan Gehl (2011) categorizes human activities in public spaces into three, namely:
1. Necessary activities, namely activities that are not affected by the physical framework. This
activity will always occur every day and become a routine.
2. Optional activities, namely activities carried out on their own desires. This activity is strongly
influenced by the exterior conditions of the public space, weather, and physical location.
3. Social activities, namely activities that occur due to the presence of others in the public space.
These activities include children's play activities, giving greetings and chatting, or other
communal activities. This activity is the resultant activity that is influenced by other activities.
Outer space that has poor quality cannot create activities other than principal activities (Gehl,
2011). However, if the quality of the environment is good, it will lead to optional activities where
people will pause to just relax, sit, or eat and drink. With the emergence of optional activities, social
activities can take place. In addition, according to Arifin et al (2004), pedestrian activity is also
influenced by the physical environment, such as building functions, street vendors, and parking.
1.2.4 Street as Public Spaces
The road has many roles. Aside from being a space for motorized vehicles, the road also acts as
a pedestrian, bicycle and public transportation movement space. As part of the environment, the
road can also be an open space for socializing and community recreation (Tumlin, 2012). The road
can be understood as an exterior space that is rich in a lot of land use where there are various
choices of modes of transportation available and as a gathering place for social activities (Trancik,
1986).
The road as one type of linear public open space is an element of urban space that can support
the needs and can be used by its citizens (Rossi, 1992). The physical road is flanked by physical
elements as the boundary can be in the form of rows of buildings, street vendors, and rows of trees
and various community activities in it. Roads in commercial areas as public spaces, including
aspects of spatial physical settings and activity settings that live in them (Arifin et al., 2004).
Danisworo (1998) formulated the criteria for road success as a public space in a commercial
area. These criteria are reviewed from several aspects, namely:
1. Easy to find and reach, open, and freely accessible to the public.
2. It provides a sense of safety, comfort and health for pedestrians.
3. Live all day, day and night.
4. Able to attract large numbers of visitors.
5. Become a place conducive to socio-cultural interactions, and communicate.
6. Representative and with a nuance of quality architecture
Based on the literature review above, it is concluded that the street as a public space should
fulfill four main criteria that will be used in this study. The criteria are (1) street that has dynamics
activities, (2) safe and comfortable street, (3) street that has social activities and interactions and (4)
street with complete modes of transportation (complete streets).

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2 RESEARCH METHOD
2.1 Data Collecting Method
1. Systematic Observation
Observations in this study were conducted by observing the physical aspect variables in this
study. Observations can be made with the aid media in the form of photographs, depictions of
existing conditions, diagrams, and descriptive explanations. This observation method is used to
obtain data related to variables of stage 1 and activity variables on stage 2.
2. Vehicle Traffic Counting
Vehicle calculations are carried out to find out the traffic conditions in the research corridor.
Vehicle counting is done by calculating passing vehicles for at least one hour which is divided
into three time periods (morning, afternoon and night). This data collection technique is carried
out to obtain data related to traffic volume for target 2.
3. Behavior Mapping
Behavior Mapping is one type of systematic observation that traces human behavior in time
and space. Research can focus on a specific place or based on individual movements. The
method used is place centered mapping which is used to determine human activities and
activities in a certain time and space. This data collection technique is used to determine the
distribution and characteristics of street space activities that occur in the Tunjungan Street
Corridor.

Figure 2 Observation Unit Division

2.2 Data Analysis Method
2.2.1 Identify the physical characteristics of the Tunjungan Street corridor based on the
concept of the street as a public space.
The aim of this stage is to find out the physical characteristics of the Tunjungan Street
corridor. For this reason, the analysis technique used is descriptive statistical analysis and
empirical analysis. Descriptive statistics are statistics used in analyzing data by describing data
that has been collected without any intention to generalize (Sugiyono, 2009). Descriptive
statistics are used if the researcher only wants to describe the sample data without drawing

7
 conclusions. The presentation of data in descriptive statistics can be in the form of tables, graphs,
diagrams, statistical calculations, or percentage calculations. While empirical analysis is the
analysis of primary data obtained based on direct observation and observation from the field.
2.2.2 Identify the social characteristics of the Tunjungan Street corridor based on
community behavior.
In this stage, the variables that are the object of the research are including activities in the
street space and traffic conditions. At this stage, the intended users can be categorized as people
and vehicles. So the analysis used is empirical analysis for people and theoretical analysis for
vehicles.
1. Analysis of the use of street space for people is done by analyzing the data obtained based
on the observation of the mapping behavior which is then interpreted and related to the
physical condition of the area.
2. Analysis of traffic conditions is used by calculating traffic volume and interpreted based on
related theories.
2.2.3 Formulate the concept of the development of Tunjungan Street corridor.
After answering the first and second stages in this study, the target results will become the
input to this stage. The aim of this stage is to formulate the concept of the development of the
Tunjungan corridor with the appropriate approach using triangulation analysis based on the
factors formed from the results of the two objectives and related theories and policies. The type
of triangulation analysis used is theory triangulation, where information on research results will
be compared with relevant theoretical perspectives to avoid individual researchers' bias on the
findings or conclusions produced (Moleong, 2009).
3 DISCUSSION
3.1 Identify the physical characteristics of the Tunjungan street corridor based on the
concept of street as public space.
In this stage, the street as a public space has four criteria, namely street that has dynamics
activities, safe and comfortable street, a street that has social activities and interactions, and street
with complete modes of transportation (complete streets). The physical characteristics of the street
are one of the components of the criteria that influence the first and second criteria of the street as a
public space. The physical characteristics of the street can be divided into the following.
1 Land Use
Residential Land Use
To find out the percentage of residential land use in the Tunjungan Street corridor, it can be
seen based on the extent of residential land use divided by the area. For more details about
the percentage of residential land use in each observation, the unit can be seen in the table
below.
Table 2 The Distribution of Residential Used Area in Tunjungan Street Area

Area
Land Use Residential Type Percentage (%)
(ha)
High-Density Residential 1.742 16.53
Residential High-Density Residential 2.087 19.81
Total 3.829
Source: Primary Survey, 2018
8
 Based on the table above, it is known that the types of residential in the Tunjungan Street
corridor area are high-density settlements with kampong typologies.

Figure 3 Residential Uses in Tunjungan Street Area

Source: Personal Documentation, 2018
Non Residential Land Use
To find out the percentage of non-residential land use in the Tunjungan Street corridor area, it
can be seen based on the area of land use of public facilities, offices, commercials, mixed-use,
green space, and empty buildings divided by area. For more details about the percentage of
nonresidential land use in the study area can be seen in the table below.
Table 3 The Distribution of Non-Residential Used Area in Tunjungan Street Area

Land Use Non-Residential Type Area (ha) Percentage (%)

Public Facilities 0.239 2.27
Offices 1.380 13.10
Commercials 3.217 30.53
Non-Residential Mixed Use 0.243 2.27
Green Open Space 0.8 7.59
Empty Building 0.828 7.86
Total
Source: Primary Survey, 2018
Based on the table above, it is known that non-residential land use in the Tunjungan Street
corridor area is dominated by the use of commercials with building activities in the form of shops
and hotels.

Figure 4 Non Residential Use in Tunjungan Street Area in form of Hotel (left) and Empty
Building (right)
Source: Personal Documentation, 2018

9
 Figure 5 Land Use in Tunjungan Street Area
1 Building Form
Buildings with active frontages are one component in dynamic street criteria. Buildings with
active frontages, besides being able to increase security because of indirect supervision from inside
the building, can also create activities that occur on the ground floor of buildings that are bordered
by pedestrian ways so that it can affect pedestrian activity in using the street as a public space.
Table 4 Building Frontages Classification in Tunjungan Street

Frontage Type Length (m) Percentage

Active 863 46.27
Inactive 1002 53.73
Total 1865
Source: Primary Survey, 2018
Based on the table above, it can be seen that the frontage of the building in Tunjungan Street is
still dominated by the inactive frontages. The inactive frontage buildings in Tunjungan Street can be
classified as follows.

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 Figure 6 Building with Inactive Frontages in Tunjungan Street
Source: Personal Documentation, 2018

Figure 7 Building Inactive Frontages Classification in Tunjungan Street Area

3. Pedestrian Way
a. Availability of pedestrian ways
Pedestrian ways are available on all streets in the research area.
Table 5 The Length of Pedestrian Way in Tunjungan Street Area

Street Name Pedestrian Way Length (m)

Tunjungan 1298
Genteng Besar 122
Praban 98
Genteng Kali 117
Total 1868
Source: Primary Survey, 2018

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 The pedestrian way in the study area consists of two types, namely the usual sidewalk and
portico. Portico is part of an open building attached to a building, used for building entrance areas,
usually having columns to support the roof itself. Pedestrian way with this type can be found in old
buildings on Tunjungan Street. The following is the distribution of types of pedestrian lanes in the
research area.

Figure 8 Pedestrian Type in Tunjungan Street, sidewalk (left) and portico (right)
Source: Personal Documentation, 2018

Figure 9 Pedestrian Way Classification

b. Dimensions of the Pedestrian Ways

The capacity of pedestrian ways has an important role in the use of the street as a public space.
The width of the pedestrian way will affect the need for space to do activities. The space needs must
be adjusted to the type of the street and the function of the area. According to Minister of Public
Works Regulation No. 3 of 2014 concerning Guidelines for Planning, Provision, and Utilization of
Pedestrian Network Infrastructure and Facilities in Urban Areas, explained that the provision of
pedestrian ways in shopping/entertainment areas is recommended as wide as 4 meters.

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 Table 6 Dimensions of the Pedestrian Ways width in Tunjungan Street Area

Suitability
Observation Width
Code Standard with
Unit (m)
Standard
1 1.1 3.4 4 meter (Regulation No
2 2.1 5.4 of the Minister of Yes
3 3.1 6.7 Public Works Yes
3.2 3.3 Number: No
3.3 4.5 03/Prt/M/2014/2011 Yes
4 4.1 6.4 concerning Yes
4.2 6.6 Guidelines for Yes
4.3 5.9 Planning, Yes
4.4 4.9 Provision, and Yes
5 5.1 5.4 Utilization of Yes
5.2 3 Pedestrian Network No
5.3 7.1 Infrastructure and Yes
Facilities in Urban
5.4 6.1 Yes
Areas)
6 6.1 3 No
6.2 3.4 No
7 7.1 4.4 Yes
7.2 4.5 Yes
8 8.1 3.2 No
8.2 3 No
Source: Primary Survey and Analysis Result, 2018
Based on the table above, it is known that the width of the pedestrian way dimension in
Tunjungan Street is still not in the same width and does not meet the standards in certain
observation units. This can affect the use of pedestrian space.

Figure 10 Dimensions of Pedestrian Way in Tunjungan Street

Source: Personal Documentation, 2018

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 Figure 11 The Width of Pedestrian Way is not Equal
Source: Personal Documentation, 2018
c. The Condition of the Pedestrian Way
Based on the Minister of Public Works Regulation No. 3 of 2014 concerning Guidelines for
Planning, Provision, and Utilization of Pedestrian Network Infrastructure and Facilities in Urban
Areas, the provision of pedestrian way infrastructure must pay attention to several criteria, namely:
1. Convenience, which has supporting and protective facilities from the weather.
2. Security, which can minimize crime and prevent accidents with motorized vehicles.
3. Easiness, which is accessible to all users, including pedestrians with physical limitations.
Table 7 The Condition of The Pedestrian Way in Tunjungan Street Area

Convenience Safety Easiness

Observatio
Shade and Street Street Crossing
n Unit Guiding block
Shelter Furniture Lighting Facilites
Provided and
1 None Provided Provided None
evenly spread
Provided but
Provided and
2 Provided not evenly Provided Provided
evenly spread
spread
Provided only on Provided only Provided only Provided only on
3 Provided
one side on one side on one side one side
Provided but not Provided and Provided and Provided only on
4 None
evenly spread evenly spread evenly spread one side
Provided but not Provided and Provided and Provided only on
5 Provided
evenly spread evenly spread evenly spread one side
Provided and
6 None None None Provided
evenly spread
Provided, in
Provided and Provided and
7 form of shady None None
evenly spread evenly spread
trees
Provided but
Provided and
8 None not evenly None None
evenly spread
spread

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3.2 Identify the social characteristics of the Tunjungan street corridor based on community
behavior.
3.2.1 Identify the Street Space Utilization Activities
To identify street space utilization activities in the area of Tunjungan Street, observation was
conducted with behavioral mapping methods on weekdays and weekends in three different time
segments each day, namely morning (07.00-09.00), noon (12.00-14.00) and evening (18.00 -20.00)
In conducting observations, the research area is divided into 8 observation units which are based on
observer boundaries and similarities in building characteristics. The following is a map of the
division of observation units of street space utilization activities.
1. Weekdays
On weekdays, the activity that occurs is strongly influenced by the function of the building
along the corridor of Tunjungan Street. The necessary activities generally occur in the morning and
during the day. These activities include going to school, working, shopping, and doing certain
interests such as at Public Service Centers or banks. While at night, activities that occur are
generally in the form of optional and social activities. The activity is in the form of taking pictures,
looking around, or sitting while chatting. In addition, at night, food stalls and street vendors can be
found selling along Genteng Besar Street.
Vehicle traffic activities occur throughout the day. Parking activities that occur are generally in
the form of on-street parking for car vehicles, both at Tunjungan Street and on Genteng Besar Street.
In addition, off-street parking activities can be found in several buildings that have setbacks and
special parking buildings.

Necessary Activities
The necessary activities occur are influenced by the function of the building and supporting
activities. In the morning, the function of the building begins to operate, causing the necessary
activities to occur along Tunjungan Street such as going to school, going to work, shopping at the
market, and going to the Public Service Mall. While during the day, there were not so many main
activities taking place, the activity only took place around the Public Service Mall. At night, most
of the building's functions are not actively operating so that necessary activities can be found due to
supporting activities that start operating at night, such as tent food stalls and street vendors along
Genteng Besar Street. The existence of this supporting activity utilizes spaces on street and the
pedestrian way.
Optional and Social Activities.
Optional and social activities mostly occur along the pedestrian way. In the morning and afternoon,
not many optional and social activities are found, because there are no building functions and not so
much supporting activity that can trigger optional and social activities. The optional and social
activities that occur are in the form of chatting activities between fellow office employees or people
who are waiting. But at night, optional and social activities are more commonly found because
supporting activities operate more at night. In addition to those caused by supporting activities,
optional and social activities that occur in the form of taking pictures and looking around old
buildings, and sitting and chatting.

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 Table 8 Activity Mapping on Weekdays
Legend

!
( Shopping ^
_ Taking Photos $
+ Sitting "
) Talking &
- Street Vendor Walking Crossing

#
* Standing X Playing k
j Sightseeing !
? Doing Sport U Bus Stopping Cycling Parking
Morning (07.00-09.00) Noon (12.00-14.00) Night (18.00-20.00)
UNIT 1

UNIT 2

UNIT 3

UNIT 4

UNIT 5

16
UNIT 6

UNIT 7

UNIT 8

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 2. Weekend
On weekends, the function of the building is not very influential on activities that occur
because on weekend most buildings are not actively operating so that the necessary activities are
not so much found. The types of activities that happened in weekdays are not so much different
from activities that happened on weekdays. Optional and social activities can be also found
throughout the day on holidays. The activity is in the form of taking pictures, looking around, or
sitting while chatting. In addition, at night, food stalls and street vendors can be found selling along
Genteng Besar Street.
Vehicle traffic activities occur throughout the day. Parking activities that occur are generally in
the form of on-street parking for car vehicles, both at Tunjungan Street and on Genteng Besar Street.
In addition, off-street parking activities can be found in several buildings that have setbacks and
special parking buildings.

Necessary Activities
The necessary activities occur are influenced by the function of the building and supporting
activities. On holidays, there are not many necessary activities found because most of the functions
of the building are not actively operating either in the morning, during the day, or at night. But at
night, the main activities can be found due to the supporting activities that start operating, such as
tent food stalls and street vendors along Genteng Besar Street. The existence of this supporting
activity utilizes spaces on the street and the pedestrian way.
Optional and Social Activities.
Optional and social activities mostly occur along the pedestrian way. In the morning, many optional
and social activities take place in Tunjungan Street due to car free day events where the Tunjungan
street is closed to be used as a means of exercise and socializing for the community. The activities
that can be found are very diverse, including sports, playing traditional games, walking leisurely,
sitting around and chatting. However, during the day there are not many optional and social
activities found, because there are no building functions and not so many supporting activities that
can trigger optional and social activities. The optional and social activities found were photo taking
and viewing activities conducted in groups and individually. While at night, optional and social
activities are also widely found because supporting activities operate more at night. In addition to
those caused by supporting activities, optional and social activities that occur in the form of taking
pictures and looking around old buildings, and sitting and chatting.

Table 9 Activity Mapping on Weekends

Legend

!
( Shopping ^
_ Taking Photos $
+ Sitting "
) Talking &
- Street Vendor Walking Crossing

#
* Standing X Playing k
j Sightseeing !
? Doing Sport U Bus Stopping Cycling Parking
Morning (07.00-09.00) Noon (12.00-14.00) Night (18.00-20.00)
UNIT 1

UNIT 2

18
UNIT 3

UNIT 4

UNIT 5

UNIT 6

19
UNIT 7

UNIT 8

3.2.2 The Characteristics of Street Space Utilization Activities

Based on the identification results above, it can be concluded that the characteristics of street
space utilization activities in the study area are as follows.

1. Dynamic activity
 Walking
Walking is the most common activity in the study area. In each segment of time and each
observation unit there is always an activity of walking with different intensities. The number of
pedestrians who pass on Tunjungan street to just walk has a dynamic amount. This can be
influenced by several factors including land use and weather factors. The following is a graph of the
number of pedestrians calculated from three different points on the Tunjungan street, where point 1
is located at the intersection between Tunjungan Street, Gemblongan Street, Genteng Kali Street
and Praban Street, point 2 located at the T-junction between Tunjungan Street and Genteng Besar

20
Street, and point 3 is located at the south end of Tunjungan Street which leads to Governor Suryo
Street and Embong Malang Street.

Graph 1 The Amount of Pedestrians in Tunjungan Street on Weekdays

100
90
80
70
60
50
40
30
20
10
0
07.00- 08.00- 12.00- 13.00- 18.00- 19.00-
08.00 09.00 13.00 14.00 19.00 20.00
Point 1 76 83 93 84 55 59
Point 2 82 78 84 79 64 45
Point 3 67 38 67 60 68 32

Source: Primary Survey, 2018

Graph 2 The Amount of Pedestrians in Tunjungan Street on Weekends

60
50
40
30
20
10
0
12.00-13.00 13.00-14.00 18.00-19.00 19.00-20.00
Point 1 47 36 44 26
Point 2 43 56 45 36
Point 3 39 54 40 20

Source: Primary Survey, 2018

• Cycling and Sports

Cycling is one of the dynamic activities in the research area. However, cycling activities on
Tunjungan Street are very low in intensity. This is due to weather conditions, the absence of special
bicycle lanes, and the volume of busy road traffic. In addition, there are several groups that run
running at night at Tunjungan Street, but this activity does not occur regularly. It is different from
when the car free day was held every Sunday morning where a lot of people cycling and exercise
around Tunjungan Street because there was no vehicle activity at the time.
However, cycling activities on Tunjungan Street are very low in intensity. This is due to
weather conditions, the absence of bicycle lanes, and the volume of busy road traffic. In addition,
there are several groups that running at night at Tunjungan Street, but this activity does not occur
regularly. It is different from when the car free day was held every Sunday morning where a lot of
people cycling and exercise around Tunjungan Street because there was no vehicle activity at the
time.

21
 Figure 12 Cycling Activities in Tunjungan Street
Source: Personal Documentation, 2018

2. Static Activity
In general, the static activity that occurs in Tunjungan Street is influenced by the function and
shape of the building and the volume of traffic. The most static activity was found when the car free
day where Tunjungan Street was closed for vehicles so that people could freely use the street space
as a place of activity. Based on observations during morning, afternoon, and evening on weekdays
and during day and night on holidays, 979 static activities were found with 607 on weekdays and
372 on holidays. On holidays there is no morning time segment due to car free day activities where
static activities were mostly found at that time.

Graph 3 Static Activity Proportion in Weekdays

2%

7% Sitting
Standing
16%
Playing
1%
53% Photographing
21% Sightseeing
Others

Source: Primary Survey, 2018

Graph 4 Static Activities Proportion on Weekends

3%

Sitting
19%
Standing
45% Playing
Photographing
25% Sightseeing
Others
8%
0%

Source: Primary Survey, 2018

22
 Based on the graph above, it is known that the most common static activity found on a working
day is sitting, followed by standing, taking photos, and other activities. This sitting and standing
activity can also be accompanied by other activities, such as chatting, eating, waiting, calling and
others. While on holidays, the static activities found are dominated by sitting, taking pictures,
looking around and following other activities. Photographs and sight-seeing activities are found on
holidays because many visitors of Tunjungan Street are using holidays to do recreation at
Tunjungan Street by photo hunting or just looking around.

Figure 13 Social Activities in Tunjungan Street

Source: Personal Documentation, 2018

Identify the Traffic Conditions in Tunjungan Street

Traffic activity has an influence on the pattern of using road space as a public space.
Identification of traffic conditions at Tunjungan Street is carried out to determine the characteristics
of traffic in Tunjungan Street in terms of vehicle composition and vehicle volume at a certain time.
Calculation of vehicle composition and vehicle volume is obtained through traffic counting at the
midpoint of Tunjungan Street because Tunjungan Street is a one-way road, only has one
intersection with other roads and land use along the road does not have a significant transport
attraction.
Based on the results of the survey, the modes of transportation and the types of vehicles
through Tunjungan Street are grouped into 4, namely:
- LV (Light Vehicle)
- HV (Heavy Vehicle)
- MC (Motorcycle)
- UM (Unmotorized Vehicle)
After calculating each type of vehicle, then the conversion of the number of each type of
vehicle becomes a passenger car unit (smp) to be able to find out the traffic volume per hour.
Conversion is carried out only on LV, HV, and MC vehicles with conversion values of 1, 1.3 and
0.25, respectively. The type of vehicle UM is not converted because it does not have equivalent

23
values and is considered a side barrier. The following is the calculation of the composition and
volume of traffic that goes through Tunjungan Street on weekdays and holidays.

Table 10 Vehicle Composition and Traffic Volumes on Weekdays

Time LV MC HV Total
Segmen Time Emp Emp Emp UM Veh/h smp/
ts 1 0.25 1.3 our hour
1432 4827 6 17
07.00 – 08.00 6274 2647
1432 1207 8
Morning
1412 5528 10 12
08.00 – 09.00 6950 2807
1412 1382 13
1725 5658 12 7
12.00 – 13.00 7401 3156
1725 1415 16
Noon
1604 5448 11 3
13.00 – 14.00 7063 2980
1604 1362 14
1247 5377 5 8
18.00 – 19.00 6637 2598
1247 1344 7
Night
1024 5684 3 9 2449
19.00 – 20.00 6711
1024 1421 4
Source: Primary Survey and Analysis Result, 2018

Table 11 Vehicle Composition and Traffic Volumes on Weekends

Total
Time LV MC HV
Smp
Segmen Time Emp Emp Emp UM Veh/h
/hou
ts 1 0.4 1.3 our
r
07.00 – 08.00
Morning Car Free Day
08.00 – 09.00
1555 5215 11 7
12.00 – 13.00 6781 2873
1555 1304 14
Noon
1692 5084 7 16
13.00 – 14.00 6783 2972
1692 1271 9
1107 5691 4 2
18.00 – 19.00 6802 2535
1107 1423 5
Night
1096 5232 3 0
19.00 – 20.00 6331 2408
1096 1308 4
Source: Primary Survey and Analysis Result, 2018

24
 Graph 5 Traffic Volume in Tunjungan Street

8000
7000
6000
5000
4000 Weekday
3000
2000 Weekend
1000
0
07.00 – 08.00 – 12.00 – 13.00 – 18.00 – 19.00 –
08.00 09.00 13.00 14.00 19.00 20.00

Source: Analysis Result, 2018

Based on the graph it can be seen that the movement of vehicle activity on weekdays and
holidays tends to be the same. The highest vehicle volume density on working days peaked from
morning to afternoon which then decreased at night. While on holidays, in the morning there were
no vehicles passing by because of the car free day activities, while during the day and night, traffic
volume conditions were stable with conditions slightly lower than on weekdays.

3.3 Formulate the concept of development Tunjungan street corridor.

Formulating the concept of the development of Tunjungan Street as a public space can be seen
from the issues obtained from the observations and results of the analysis in the previous discussion.
These issues show how the existing condition of Tunjungan Street is based on the concept of
Liveable Streets. After knowing the issues identified in the use of Tunjungan Street, it can be
formulated how the concept of development of Tunjungan Street is appropriate. Tunjungan Road
Development is carried out to revive activities at Tunjungan Street, making Tunjungan Street not
only as a transportation route but also as a public space for the community, and can become the
character and identity of Surabaya City.
The concept of developing the Tunjungan Street in the macro within the entire corridor of
Tunjungan Street is based on the issue of existing conditions, literature, regulation, and discussion
in table below.

25

Criteria Issue
Street That - The number of vacant
Has buildings that no longer
Dynamics function in Tunjungan Street
Activities affects the activities that
occur at Tunjungan Street.
Buildings that are functioning
become more attractive and
cause a lot of activity around
it compared to buildings that
are empty.
- Land use in the form of
government offices and
schools attracts the most
activity.
- Land use in Tunjungan Street
is still dominated by offices,
banks, and hotels which do
not make pedestrians stay
longer and move longer.
- Some buildings have inactive
building faces, such as empty
buildings, setbacks or walls.
Jalan yang - The width of the pedestrian
Aman dan lane in Tunjungan Street has
Nyaman a non-uniform width and
some are still below the
standard.
- Minimum street furniture.
- Shading and shelter for
pedestrian ways are only
found on some section of
pedestrian way.
- Solid and crowded traffic
Table 12 Triangulation Analysis
Literature
Building activity is the main thing
that can affect human activities on
the road. Attractive building
activities will provide a reason for
people to come and return to the
place. But on the contrary, if there
is no interesting thing, the space
will become quiet. Diverse
building activities can help a
place to attract many people at
different times of the day so that
the place can stay alive.
In addition, road-oriented
building design also creates an
attractive physical environment
that can support walking activities
and support the occurrence of
social interaction (Gehl, 2010).
Appleyard (1981) classifies roads
into several characteristics based
on the number of vehicles that
cross the road, namely:
• Light street 0-2000 vehicles per
day, usually has parking on 2
sides of the corner and has 2
lanes, has a 7.5 meter wide
setback which includes a accordance with its original form influenced by the function of
pedestrian path.
• Medium street 2000-10,000
vehicles per day, has a
characteristic with a smaller set
back that is 1.5-2 meters but has a
26
Regulation Discussion
Detail Plan for Surabaya City Utilization of Tunjungan
Spatial Layout UP. Tunjungan Street space in addition to
Year 2011: being a space for vehicle
- Land use of the Tunjungan Road traffic activities, as well as a
Corridor Area is planned as a space for human activities.
trading and service area with the Based on the results of
type of retail / retail trade, and observation, the utilization
commercial / semi-commercial of the Tunjungan road space
services. as a space for human activity
- Maximum building height of 120 has not yet occurred
meters or 30 floors. optimally. The activities in
Tunjungan Street are
Surabaya City Regional influenced by several
Regulation No. 5 of 2005 factors, including:
concerning Preservation of
Building and / or Cultural 1. Function and condition of
Heritage Environment the building.
- Category B The dominating building
o buildings are prohibited from function in Tunjungan Street
being dismantled except if the is offices, hotels and shops.
physical condition of the building The function of the building
is bad, collapses, burns or is not fit has an effect on spatial
to stand up. utilization activities in
o In the event that the cultural Tunjungan Street, namely
heritage building is no longer the main activities and
intact, if it is carried out the optional and social activities.
development must be in The main activities are
and not be allowed to dismantle office buildings and hotels
the remaining part of the building. where most people have an
o maintenance and maintenance of interest in activities in the
cultural heritage buildings must be place. While optional and
carried out without changing the social activities are
 Criteria Issue
conditions are not safe for
pedestrians to cross the road
comfortably.
Street That - Activities that occur only for
Has Social a short time and tend to be
Activities carried out by individuals.
And - There is no point of attraction
Interactions that can attract people to
gather together to just relax
and interact.
- Supporting activities affect
the occurrence of optional
and social activities.
Complete There is no adequate public
Streets transportation mode to serve the
public to go to Tunjungan Street.
Literature Regulation
wide pedestrian that is 4-5 meters. appearance of the building, color
• Heavy street 10,000-20,000 and detail and building ornaments.
vehicles per day o In the effort of restoration /
• Very heavy street above 20,000 rehabilitation or reconstruction, it
vehicles per day, has a sidewalk is possible to change the inner
with a width of 22 meters and 5 spatial layout, as long as it does
and 6 lanes, and sets back 2 not change the main structure of
meters. the building.
o in the parcels or land of cultural
The street must have a place that heritage buildings, it is possible to
becomes a communal space, have additional buildings which
where people can feel happy then become a whole unit with the main
they can socialize easily and there building.
are no strangers (Project for
Public Spaces, 201). Minister of Public Works
Regulation No. 3 of 2014
The availability of a choice of concerning Planning, Provision,
transportation modes gives people and Utilization of Pedestrian
the freedom to control their lives. Network Infrastructure and
The provision of this mode of Facilities in Urban Areas
transportation is very helpful for - The width of the pedestrian path
those who cannot drive, such as recommended in the shopping /
the elderly, children, disabled, shopping / entertainment area is 4
and low-income people (Smart meters wide.
Growth America, 2016). - Provision of green lines on
pedestrian pathways with shade
plants.
- Provision of seating and trash
cans outside the pedestrian free
space.
Minister of Public Works
Regulation No. 3 of 2014
concerning Planning, Provision,
and Utilization of Pedestrian
Network Infrastructure and
Facilities in Urban Areas
27
Discussion
influenced by the condition
of buildings in Tunjungan
Street, such as old buildings
and empty buildings that
serve as a photo-taking place
and as an attraction for some
tourists to look around.
2. Supporting activities.
In addition to building
conditions, the existence of
supporting activities around
Tunjungan Street also affects
the occurrence of community
activities. Optional and
social activities are more
commonly found and occur
around street vendors and
food stalls around Tunjungan
Street.
3. Conditions for pedestrian
paths.
More human activity occurs
in wider pedestrian paths and
has the completeness of
street futniture, such as
chairs.
4. Traffic conditions.
Tunjungan Street has a high
traffic volume, both in the
morning, afternoon and
evening. This has become
one of the causes of the lack
of activity that took place on
Tunjungan Street. However,
Criteria Issue Literature Regulation
- Providing supporting facilities in
the area designated as a resting
place for pedestrians.
- The pedestrian path has a
minimum width of 5 meters which
is used for the selling area has a
maximum width of 3 meters, or
has a comparison between the
width of the pedestrian lane and
the width of the area of trading 1:
1.5.
Minister of Public Works
Regulation No. 3 of 2014
concerning Planning, Provision,
and Utilization of Pedestrian
Network Infrastructure and
Facilities in Urban Areas
- Bus stops / shelters are located
outside the free space of pedestrian
paths at potential points of the area
with dimensions as needed, and
using materials that have high
durability such as metal.
- - Utilization of pedestrian
network infrastructure for
bicycles must consider the
space requirements for cycling
activities at least 1.5 meters
wide.
28
Discussion
if Tunjungan Street is closed
for certain events, such as a
car free day or the Culinary
Festival, Tunjungan Street
will be a public space that is
widely used and visited by
the people of Surabaya to do
activities and interact.
In addition, the Surabaya
City Government's policy of
holding events every month
in an effort to make
Tunjungan Street as an
identity and attraction of
Surabaya City contradicts
the status of the function of
Tunjungan Street based on
the Surabaya City Spatial
Plan as a secondary arterial
road. Secondary arterial
roads are roads that connect
between activity centers
within the city. Thus, the
status of the function of
Tunjungan Street as a
secondary artery is not
suitable if you want to
develop Tunjungan Street as
a public space. Therefore, it
is necessary to adjust the
function status of the
Tunjungan road with the
concept of developing
Tunjungan Street as a public
space.
 Table 13 Development Concept
Concept
Goals:
Create Tunjungan Street as an active, safe, comfortable and inclusive public space.
Concept:
Limiting the flow of traffic into Tunjungan Street with traffic engineering as an effort to make Tunjungan Street a public space.
Criteria
Street That Has Dynamics Goals:
Activities Creating Tunjungan Street which has active and dynamic building functions both in the morning, afternoon and evening.
Concept:
Reactivate the empty buildings with a building function that can be
an attraction or become a gathering point for the community, such
as cafes, restaurants, or shops while keeping in mind the rules of the
prevailing cultural heritage building.

Source: image.google.com
Diakses pada 26 April 2018

Cooperate with building owners who have 2 or more floors to rent

out the ground floor of the building for building functions that can
be an attraction or a community gathering point and have an active
building face that is applied to all observation units.

Source: Personal Documentation, 2018

Criteria
Safe and Comfortable Goals:
Streets Creating Tunjungan Street that can be used by all people without exception comfortably and safely
29
Concept:
 Optimizing the design of pedestrian ways with prevailing
rules and regulations, namely with a minimum width of 4
meters for all observation units with pedestrian ways that
are still not suitable.
 Providing supporting facilities on pedestrian paths that can
increase comfort when using it and spread evenly
throughout Tunjungan Street observation units. The facility
is in the form of chairs, trash bins, and street lighting.

Source: image.google.com
Location:Malioboro Street, Yogyakarta, Indonesia
Concept:
Providing shelter and shade facilities for pedestrian ways in all
observation units in the Tunjungan Street area. These shelter and
shade facilities can be in artificial or natural form. Artificial shelter
and shade facilities can be in the form of canopies or arcades, while
natural shelter and shade can be in the form of shady trees.

Source: image.google.com
Location: Malioboro Street, Indonesia and
Insadong Area, South Korea

30
 Source: Personal Documentation, 2018
Location: Tokyo, Japan
Concept:
Providing supporting facilities intended for persons with disabilities
that are evenly distributed in all observation units in the Tunjungan
Street area in order to facilitate access for persons with disabilities
to use Tunjungan Street. These facilities are in the form of guiding
blocks or directional tiles for people with visual impairments and
bollards that serve to minimize the risk of accidents. Source: image.google.com
Location: Bandung, Indonesia

Source: Personal Documentation, 2018

Location: Tokyo, Japan
Kriteria
Street That Has Social Goals:
Activities And Interactions Creating Tunjungan Street that can trigger social interaction between people and provide a sense of comfort for the
community to be able to stay longer.

31
 Concept:
Providing a place for street vendors on separate land or in part of
pedestrian ways on condition that it does not interfere with walking
activities.
Providing a place that can be a place for people to gather and
engage in social activities and interactions. The place can be in the
form of a plaza by transferring the function of the parking area of
several buildings.

Source: image.google.com
Kriteria
Complete Streets Goals:
Creating Tunjungan Street that can facilitate every mode of transportation and its users to be able to access Tunjungan
Street easily and comfortably.
Concept:
 Minimizing the existing vehicle activities at Tunjungan Street by
diverting each private vehicle parking activity on the building
setback to Siola Building, except for parking activities that have
been arranged, such as on-street parking.
 Facilitate public transportation users by providing bus stops
that can be used to comfortably wait for city buses and Source: image.google.com
equipped with facilities in accordance with the provisions. Location: Bandung, Indonesia
 Facilitate bicycle users by providing facilities for bicycles such as
secure bicycle-specific parking and bicycle lane markings on
highways or pedestrian ways.

32
 Source: Personal Documentation, 2018

33
4 CONCLUSION
Based on the results of stage one, namely the identification of the physical characteristics of the
Tunjungan Street corridor area, the characteristics of each physical aspect in the Tunjungan Street
corridor were obtained. The land use that dominates the area is residential and commercials with the
condition of the building's face dominated by the face of inactive buildings. Most pedestrian ways in
the study area have met the standard dimensions of the width of the pedestrian ways. However, the
completeness of street furniture and pedestrian ways design still need improvement.
Meanwhile, the characteristics of street space utilization in the Tunjungan Street corridor area are
dominated by walking activities, and sitting while accompanied by other activities such as waiting,
playing cell phones, or calling. These activities occur most often in the morning on weekdays and
evenings on weekends. Activities that occur also are influenced by building activities, the condition of
the pedestrian ways, and the condition of buildings in the area of Tunjungan street corridor. Meanwhile,
traffic conditions at Tunjungan street have an amount of vehicles per hour of 6674 vehicles / hour on
weekends and 6839 vehicles / hour on weekdays.
The development concept is formulated based on the results of observations, literature and
prevailing regulations. Therefore, the formulation of the development concept is focused on land use
that can be an attraction, improving the quality of pedestrian pathways, and providing adequate modes
of transportation.
Several recommendations from the results of this study for the government and subsequent
research:
1. There needs to be an effort from the government and the private sector to revive Jalan
Tunjungan by creating a sustainable attraction and not just relying on activities or events held
regularly.
2. There needs to be further research related to the use of the road as a public space reviewed by
the behavior of users based on gender, age group, number of users, and activity details.
3. There is a need for further studies related to traffic engineering if there are traffic restrictions on
Jalan Tunjungan.

34
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