The conceptual of barrier-free access for passengers based on transit-oriented development in Greater Jakarta - Indonesia

. Increased mobility in the Greater Jakarta area has brought demand for people's accessibility. Providing a barrier-free travel system needs to be supported by understanding travel needs and the characteristics of the user community. This paper aims to describe the actual condition of barrier-free availability for public transport passengers based on Transit Oriented Development, then proposes a development concept. The research was conducted at several public transport nodes in Greater Jakarta, Indonesia. The data analysis method uses a qualitative descriptive analysis which explains the existing condition of the area, facilities, potential, and development plans. From observations, several locations have implemented the barrier-free principle to support the movement of all groups. Barrier-free facilities are generally found at mass public transportation stations such as Light Rapid Transit (LRT) and Mass Rapid Transit (MRT). In contrast, at Commuter Line (CL) stations, the concept has begun to be applied, and barrier-free facilities have been provided even though the number and limited kind. When using public transportation, barrier-free facilities must be improved for all groups, including seniors, people with physical and mental limitations, and pregnant women. Persons with disabilities may experience difficulties in accessing public facilities, such as narrow sidewalks, steep roads, and incomplete pelican crossing systems. Development can refer to regulations that the government has prepared. The development of various public transport that is currently underway must be balanced with the readiness of massive barrier-free facilities. Regulators and public transport operators in Indonesia can use the development of barrier-free facilities in other countries, such as Japan.


Introduction
High mobility in the Greater Jakarta area has consequences in terms of demand for people's accessibility.It is known that according to the Greater Jakarta transportation study, the movement of people every day reaches 107 million trips, most of which are carried out by private vehicles, especially motorbikes [1].On the other hand, the composition of public transport users could be more significant.However, their number continues to increase in line with the quantity (frequency) and quality of service from public transportation modes.Therefore, transportation-based travel is still the mainstay of most people.This condition can be seen from the number of users of mass transportation services such as commuter lines and Transjakarta buses which reach 1 million passengers daily.In addition, the operation of the Mass Rapid Transit (MRT) and Light Rapid Transit (LRT) modes has also added to people's choice of using public transportation [2].
The high public interest in using public transport indicates a demand for movement to locations of economic activity centers so that stations and *Corresponding author: andri.irfan@uib.ac.id transportation nodes become essential points for reducing congestion and air pollution in big cities [3].In addition, this also proves the great interest of urban communities in using public transportation that is affordable and accessible to all groups.Furthermore, improved facilities and ease of access to public transport can increase passenger interest in using public transport [4].
Improved accessibility for all groups is based on the fact that in a social system, several groups or groups show a variety of people with different needs, not only individuals with normal physical conditions but also people with physical, mental, or other limitations that cause obstacles in mobilizing [5].Therefore, the importance of providing access and convenience for persons with disabilities and people with different special needs, such as parents, pregnant women, and people with children, aims to create equality in enjoying public transportation services.Some public transportation facilities need attention and design modifications, such as seating areas, entrances, and ramps.As for intermodal connecting facilities, it is necessary to pay attention to the existence of special lanes, pedestrian bridges, and road markings or directions so that intermodal transfers in the transportation node area and the TOD area give the impression of being safe and comfortable for users and visitors to the area.In everyday life, this need needs to be facilitated with rules and policies to eliminate discrimination against persons with disabilities and their relevance in the public transportation [6].Furthermore, the provision of facilities for these universal needs must be inclusive and include all groups, promoting equal rights so that it will encourage people to use public transportation.
The provision of a barrier-free travel system needs to be supported by an understanding of travel needs and the characteristics of the user community (normal, elderly, people with disabilities) based on the mode of transportation adapted to local conditions.For this reason, the government is responsible for developing rules and mechanisms to increase community mobility, especially for seniors and people with disabilities.Thus, transportation system operators in the Greater Jakarta area have the duty and authority to develop, manage and improve transportation services, including integrated intermodal service support facilities and regulations and guidelines.The importance of technical guidance in providing access and barrier-free facilities is a standard description for developers to meet the needs for facilities and access in the TOD area.In the regional context, the development of this technical guide is essential so that the government can provide directions, standards, and conditions that can be followed and implemented by developers and supported by the involvement of social organizations and communities to meet the diverse travel needs of the community [7].Based on the background above, this study aims to provide the concept of offering barrier-free facilities for passengers in the TOD area in Indonesia.Furthermore, it gives an overview of the standards for developing facilities and pedestrian access for public transport passengers at transportation nodes and the surrounding area to support optimizing the utilization of mass public transportation facilities.

Literature review
Barrier-free facilities are universal designs intended for persons with disabilities or other limitations.These involve providing access to alternative facilities related to facilitating steps, such as ramps, guide blocks, and lifts [8].Based on Minister of Public Works and Housing of Indonesia Regulation No. 17 of 2017, barrier-free is defined as the condition of the building and its environment without physical, information, or communication barriers so that everyone can reach and utilize the building's structure and its environment safely, comfortably, efficiently, and independently [9].
The aim of procuring these barrier-free facilities is to increase travel comfort and safety via public transportation for ordinary people, seniors, people with disabilities, and pregnant women.In addition, barrierfree facilities are also aimed at facilitating the public in traveling using public transportation so that more and more diverse people can use it safely and comfortably, which can eliminate discrimination against persons with disabilities and its relevance in using public transportation [10].
The barrier-free design allows most people equal access to public and private spaces in the surrounding environment.Buildings or barrier-free facilities have generally been modified and arranged so that they can be used by persons with disabilities or physical limitations [11].The terms used differ in some countries, some using accessibility and disability friendly.Some examples of barrier-free designs are installing ramps and avoiding stairs.
The principle of designing a barrier-free building consists of 4 main points, namely 1) Recognizing features or shapes that can be an obstacle for some people; 2) Thinking inclusively about impairment; 3) Reviewing everything from large structures to the minor details; 4) Seek feedback from users and learn from mistakes.In the case of new buildings, barrier-free modifications have been replaced mainly by universal design concepts in the form of building designs and their facilities that everyone can use together without needing adaptation or a unique treatment [12].Furthermore, this concept seeks to design things from the start to support easy access [13].
The diversity of social groups causes different and overlapping needs, so no standard concept exists [14].In this case, a universal design is needed to meet the needs of these diverse backgrounds.In addition, several groups of people need special attention in a social system, namely groups with limited mobility, including persons with disabilities, seniors, children, parents with children, tourists carrying heavy luggage, and injured people [15].
Accessibility can be seen as the "ability to access" and benefit from some system or entity [16].In transportation, accessibility refers to the design of products, devices, services, or environments for people with disabilities.This concept focuses on enabling access for people with disabilities or special needs or through assistive technology.Some barrier-free access requirements are friendly for all ages, Uniformity of service provision, and optimal hardware and software (services).Specifically, the goal is to increase customer satisfaction by installing barrier-free access at nodes such as stations, roadsides, bus terminals, and ferry ports [17].
Furthermore, accessibility is related to universal design, which is the process of creating products that can be used by people with the broadest possible range of abilities, operating in the most comprehensive possible range of situations.Several fundamental design theories related to barrier-free are universal design, interaction design, and service design.The main goal of universal design is to create a design for everyone [18].Therefore, the environment's design and composition allow for accessibility, understanding of the context, and maximum use of practical, comprehensive, independent, natural, and diverse situations and do not require adaptation or modification of special tools or solutions [19].
In general, this concept contains several principles.It uses equitable use, flexibility, simple and intuitive use, perceptible information, tolerance for error, low physical effect, and size and space for approach and uses [20].In addition, it must meet the interaction design that has an excellent attachment to the planned user behavior.Fundamental to this design is understanding how users and technology communicate.The activity of designing and organizing a service's human, infrastructure, communication, and material components to enhance the quality and interaction between users, providers, and elements within the service [21].Service design contains several principles and uses User Cantered, Co-creative, and Sequencing.Services are visualized as a series of actions related to each other, providing intangible services and Holistic.

Research method
Guidelines are introductory provisions that provide directions for steps that must be taken in carrying out activities so that it can be interpreted that this technical guide is intended as a guide that regulates introductory provisions in the implementation and provision of barrier-free facilities in public transportation.The methodology for preparing technical guidelines for providing access and barrier-free facilities for passengers of integrated mass transit nodes and areas in Greater Jakarta is divided into data collection and analysis methods.Data collection methods include primary and secondary data, while data analysis methods consist of qualitative and quantitative analysis.
The data collection method was carried out in two ways: through a primary and a secondary survey.The primary survey was carried out by direct observation at several transportation nodes as the potential for passenger movement, main road corridors, which are centers of community activity in office and commercial areas, and public spaces in the Greater Jakarta area.Field surveys were carried out in several designated TOD areas in the Greater Jakarta area and focused on conditions and problems at transportation nodes, supporting facilities, and access to and from nodes (stations, bus terminals).In its implementation, the survey will be equipped with instruments such as observation guidelines and survey forms to assess factual conditions in the field.
With consideration of access and function, several node locations were selected to be observed.The observation location is an area of potential integration of public transport services in the region, especially those that are strategic locations for the activities of passenger transport service users.Locations that have the potential to integrate public transport services are represented by MRT, LRT, Bus Rapid Transit (BRT) stations, as well as commuter lines (CL), with focal points in the form of train stations and bus terminals.Some potential locations for field surveys can be seen in Fig. 1.The survey results are expected to provide data and input for analysis not only regarding accessibility issues at the survey site but also information about the condition of existing facilities, the completeness of the facilities, and the potential for improvement.The method of data analysis in the preparation of technical guidelines consists of a qualitative descriptive analysis that explains the existing condition of the area and its facilities along with the area's potential and development plans.The qualitative descriptive analysis also presents the form of physical barriers and access to public facilities.Furthermore, to compile barrier-free guidelines for mass public transport node areas, several existing studies, regulations, and policies will be analyzed through content analysis to record important information, the substance of each study to be interpreted and elaborated to obtain an overview of the terms and conditions for providing access and ideal barrier-free facilities following the requirements of the area and the socio-economic community.
Observational data and results of studies that have been conducted related to passenger transfer facilities and mass public transportation will be analyzed using a qualitative descriptive method to identify issues, describe an overview, and formulate improvement needs.By referring to standards and guidelines for buildings and public transportation and adopting foreign experiences as benchmarks, solutions to issues and problems related to access to mass public transport will be formulated along with recommendations for procuring barrier-free facilities that are feasible, safe, and comfortable.
The barrier-free facility with Japan will be elaborated on at the end of the discussion.The barrier-free concept has been implemented in Japan as part of public transportation requirements to increase mobility comfort and reach all groups.Several other countries also oriented towards mass public transportation have examples that can be used as benchmarks in designing barrier-free facilities.

Issue of barrier-free in Greater Jakarta
The principle of areas that are integrated with mass transit nodes in realizing seamless movement in a congested, centralized location is directed at regional development through increasing the use of mass public transport and developing environmental facilities for non-motorized and pedestrian modes of transportation that are integrated with transit nodes.Safety and security are fundamental for people who use transportation services to support the development of the TOD area and encourage the use of environmentally friendly modes of transportation (public transport and non-motorized vehicles).The attention and focus on this aspect are reflected in the criteria and requirements for public transport-based areas, highlighting the importance of barrier-free design.Therefore, improving safety and security focuses on improving the quality of facilities and infrastructure to meet the minimum service standards of public transport.
The low level of use of public transport is not only due to the attractive factors of comfortable, flexible and efficient private vehicles but also due to the condition of inadequate supporting facilities, the difficulty of access to transportation nodes and the discomfort felt by passengers when changing modes (transfer mode).The results of content analysis are based on the survey results.There are 5 points related to safety, security, and barrier-free concepts, namely 1) direct access to transfer points, 2) Provision of escalators/travellators, 3) Safe pedestrian paths with barrier-free facilities, 4) Presence of security personnel, 5) Real-time schedule information.
Based on current conditions, it is known that the number of barrier-free facilities in the Greater Jakarta area still needs to increase, as well as the location of public facilities that adopt this concept.These obstacles are due to heavy traffic conditions and physical limitations in the area of the transportation nodes.For example, some locations are difficult to reach due to narrow access roads and low levels of security due to the limited number of pedestrian bridges (pedestrian decks).In addition, the concept of universal design has yet to reach the ideal criteria because of the obstacles, generally in the form of stairs (steps) around the station.
Regarding route arrangement, it is common to find ineffective and complicated path conditions that make it difficult for users to get to the bus stop from the station or vice versa.Fig. 2 shows an example of pedestrian access at a train station that is not accessible to persons with disabilities.In addition, the distances between stations and bus stops should be narrower and be equipped with special lanes.Access without stairs is generally challenging at several stations or bus stops, and it is feared that it will make it difficult for users with physical limitations or tourists with heavy luggage, seniors, pregnant women, or families with many members.

Fig. 2. Pedestrian access is not feasible for disabled persons.
From a visual standpoint, the signage and information boards at the station need to be improved and pose obstacles for several groups of users.Finally, there are no regulations regarding barrier-free public transport and the area around transportation hubs.In terms of safety and accessibility, one of the components of TOD is to ensure high-quality public open spaces to meet the surrounding community's needs by providing comfortable and safe travel via public transportation through barrier-free designs, including available space designs.TOD will promote a high sense of personal and community safety and fair access to all public areas.The integration concept will ensure a seamless and integrated design with transit nodes and communities.
Travel safety and security must be improved for all groups, including seniors, people with physical and mental disabilities, and pregnant women, when using public transportation.Those people will need help accessing public facilities to some extent, i.e., narrow sidewalks, steep roads, and often incomplete pelican crossing systems (e.g., broken speakers).For TOD conceptual planning, the identification of barriers (physical constraints) and main routes leading to access to public facilities should be carried out in the initial phase.Furthermore, public transport operators and local governments must ensure the implementation of barrierfree facilities based on preliminary studies by providing lifts, slopes, signboards, and sidewalks with a minimum width of 2 m supporting facilities.These facilities will increase safety and security in public transportation.
Based on a comparison of the results of direct observation with best practices from several case studies of implementing access and barrier-free facilities, areas that are important in implementing access and barrierfree facilities include intermodal nodes (people crossing bridges and connecting corridors), based public transport stations rail (MRT, LRT, and CL), terminals and stops.The intermodal connecting facility is part of the integration component.This facility consists of pedestrian bridges and connecting corridors that aim to improve integration which can shorten waiting times and transfer times, shorten walking distances, clarify information, and feel comfortable in mobility.
The pedestrian bridge is a pedestrian facility to cross the road as a physical separator for vehicles, and people traffic to cross congested and wide streets or toll roads.This condition can expedite traffic flow because it is separated from the pedestrian path.Apart from that, pedestrian bridges are also used to connect shopping areas or bus stops such as Transjakarta and commuter trains.Therefore, a pedestrian bridge is intended to make it easier for pedestrians to cross the road safely.However, the reality on the ground shows that using the pedestrian bridge is less effective in solving circulation problems between pedestrians crossing roads with motorized vehicles.This condition can be seen from the low utility of the pedestrian bridge, which is rarely used and sometimes often misused as a place to sell, live for the homeless, and be prone to crime.
The concept of barrier-free has been implemented in various countries as part of the requirements for organizing public transportation to increase comfort in mobility and reach all groups.Several countries oriented towards mass public transportation have examples that can be used as references in designing barrier-free facilities.The law on barrier-free is seen as a rule that encourages the implementation of barrier-free facilities at stations, bus terminals, ferry ports, trains, buses, ferries, planes, and other public transportation.In some central facility areas, such as stations, based on the basic concept prepared by the local government, this regulation will encourage priority, cohesiveness, and initiation of facilities, access roads, plaza stations, and signals.

Development of barrier-free public transport integration facilities
Guidelines for providing access and barrier-free facilities provide standards in building facilities that are adjusted to applicable regulations and study results.Guidance can be a standard either in the form of new buildings or buildings adapted to provide access and barrier-free facilities.Access and barrier-free facilities are classified into sections of access and circulation, public facilities, and system control.
The Ministry of Public Works and Housing Regulation Number 14/PRT/M/2017 concerning Building Ease Requirements has regulated access and circulation to buildings in Indonesia.In building construction, organizers must meet the technical requirements for facilities and accessibility that everyone can access and use quickly, safely, comfortably, and independently fairly.Facilities and accessibility components are grouped into spaces for users, ground and floor surfaces, gates, ramps, sloping sidewalks, stairs, handrails, elevators, escalators, and stair lifts.
The provision of barrier-free facilities for access and circulation must pay attention to the standard dimensions of the user.Particular care should be taken with users standing with crutches and those using wheelchairs.The minimum reach of the hand to the side with one hand is at least 60 cm, and for the space of two hands, a minimum of 165 cm.The reach to the side is at least 90 cm for cane users, while the distance forward is at least 95 cm.The space needed for wheelchair users to move 360° in one place is a minimum diameter of 152.2 cm.Illustrations of room for movement can be seen in Figures 50 to 52.Access and circulation have been implemented in several places, as seen in Fig. 3.However, the reality on the ground shows that condition is unevenly distributed.Social services and mobility of persons with disabilities are inadequately met.There are still many accessibility obstacles in the form of architectural and procedural barriers in public transportation facilities.This condition makes people with disabilities lose their right to these basic facilities.

Fig. 3. Implementation of circulation access.
Furthermore, the ground surface and floor, which become the foothold of transportation users in the planned area, must not interfere with the user's activities.Characters are not recommended to use slippery materials that have the potential to cause accidents or are rocky.It was making it difficult for the user's activities.It is necessary to avoid using joints or bumps on the surface, if necessary, no more than 1.25 cm high.Shiny surfaces can also annoy users, especially those with impaired vision.In addition, patterned colors also need to be avoided because they have the potential to make users visually uncomfortable.The use of a thick textured base also makes wheelchair movement difficult.It is hoped that changes at the surface level will not be too significant so that they will not become a barrier for wheelchair users but can still help people with special needs.
The use of guiding blocks indicates the direction of travel (Fig. 4).At the same time, the warning block tiles with round motifs warn of changes in the surrounding situation.The use of directional tiles and warning tiles is installed in front of vehicle traffic lanes, in front of the entrance/exit from and to stairs or crossing facilities with different floor heights, and at the entrance/exit of buildings for public purposes, including public transportation terminals or passenger areas, as well as on the connecting pedestrian paths between buildings.In addition, using guiding blocks has been carried out in several TOD places.
The door is intended to be a barrier and link between spaces with different spatial functions.This guide discusses several types of doors, including main entry/exit doors, swing doors, and sliding doors with sensors.Doors that are not recommended include manual sliding doors, doors weighing more than 5 kg, making it difficult to open/close, exits with a door that is below the standard in these guidelines, doors that open in both directions, and doors with handles that are difficult for the user to operate.Door compliance with the standards of this guide is expected to reach at least 50% of each building.The main entrance/exit has a minimum effective width of 90 cm, and other doors have an adequate opening width of at least 80 cm.The wide gate is advantageous for wheelchair users or those carrying goods.The ramp is a circulation path with a field with a particular slope and width to facilitate user access between floors.Ramps are synonymous with wheelchair accessibility (Fig. 5).However, it can be problematic to provide accessibility as ramps can be difficult and dangerous if not properly planned.The ramp design is significant for its usability and safety.Steep grades are challenging to climb in a wheelchair and can increase the risk of the wheelchair falling over.Going down a steep incline can also be dangerous.The slope of the tallest building is 6°, or the ratio between height and slope is 1:10.In comparison, the ramp outside the most significant building has a slope of 5°, or the ratio between height and slope is 1:12.Ramps and circulation spaces in several locations have implemented barrierfree rules.

Benchmark barrier free
Japan has a systematic urban planning system and adequate public infrastructure.With the enactment of the Barrier-Free Act in 2006, this concept became the foundation that must be applied to public facilities to increase accessibility and smooth movement (seamless).The arrangement of facilities in Japanese cities, especially Tokyo, follows the characteristics of residents who like to walk and use public transportation.
Sidewalks in Japan have wide enough paths so that pedestrians pass freely.Most sidewalks in Japan have a small fence-like boundary with the road.Therefore, conditions and facilities applied to sidewalks in Japan are safer for pedestrians to use.In addition, the sidewalk guardrail has the function of parking bicycles because of the Japanese habit of using bikes.Even the sidewalks in Japan are often divided into two parts: pedestrians and bicycles.This condition is evenly distributed throughout cities in Japan, especially in big cities, as can be seen in Fig. 6.Regulations in Japan regarding barrier-free are seen as rules that encourage the implementation of barrierfree facilities at stations, bus terminals, ferry ports, trains, buses, ferries, planes, and other public transportation.In some areas of central facilities, such as stations, based on the basic concept prepared by the local government, this regulation will encourage priority, cohesiveness, and initiation of facilities, access roads, and plaza stations.Every public transportation facility and its integration consistently pay attention to the basic needs of its users, like the seamless that is applied around Shibuya Tokyo.As a result, every transition of people's movement has been facilitated with humane facilities, as seen in Fig. 7.In line with social changes, several changes were made in providing access for various groups, such as seniors, wheelchair users, and families with small children.This effort is also a form of contribution to a more livable environment for the community.In addition, as a country with a majority of public transportation users, improvements to the arrangement of facilities continue to be made to increase the attractiveness and convenience of using public transit, including strengthening the integration of the public transportation system.
Recognizing the importance of public transportation in connecting people to places, sloping ramps, lifts, tactile guidance systems, and barrier-free features are mandatory to ensure that commuters, including seniors, persons with disabilities, and families traveling with small children, can use public transport to get around more independently.Friendly and safe public transport facilities for children can be seen in Fig. 8. Since early 2000 barrier-free facilities have been available at all MRT stations to assist seniors and persons with disabilities.Currently, 100% of MRT stations in Japan are barrier-free.In addition, to make access safer, rubber gap fillers between the train and the platform reduce the risk for wheelchair passengers or passengers with strollers.Barrier-free facilities at train stations in Tokyo can be seen in Fig. 9.
All MRT stations in Tokyo have at least one barrierfree route with elevators, tactile guidance systems, and wheelchair-accessible toilets.With additional ramps and elevators installed, more than 75% of MRT Tokyo stations have at least two barrier-free access routes.Fig. 9. Barrie-free with a guiding block in Tokyo.

Discussion
Barrier-free becomes very important in sustainable public transportation services.Passenger safety, security, and comfort points must be considered carefully.Several implementations must pay attention to pedestrian paths with canopies, direct access to transfer points, provision of escalators/travelators, arrangement of public transport/feeders for transfers, safe pedestrian pathways with barrier-free facilities, presence of security officers, and real-time schedule information.Based on current conditions, it is known that the number of barrier-free facilities in the Greater Jakarta area still needs to grow, as are the locations of public facilities that have adopted this concept.This challenge is due to heavy traffic conditions and the physical limitations of the location of the transportation nodes.Some locations are difficult to reach due to narrow access roads and low levels of security due to the limited number of pedestrian bridges (pedestrian decks).In addition, the concept of universal design has yet to reach the ideal criteria because of the obstacles, generally in the form of stairs (steps) around the station.
Regarding route arrangement, it is common to find ineffective and complicated path conditions that make it difficult for users to get to the bus stop from the station or vice versa.In addition, the distances between stations and bus stops are too far and need to be equipped with special lanes.Access without stairs is generally challenging at several stations or bus stops.It is feared that it will make it difficult for users with physical limitations, tourists with heavy luggage, seniors, pregnant women, or families with many members.From the observations on several nodes and integration facilities, several locations have implemented the barrier-free principle to support the movement of all groups.Barrier-free facilities are generally found at mass public transport stations such as the LRT and MRT.In contrast, the concept has begun to be applied at CL stations, and barrier-free facilities have been provided even though the number and types are limited.
Facilities related to barrier-free services provided at Greater Jakarta mass transit stations include lifts/elevators, escalators, tactile blocks, special toilets for disabilities, as well as real-time information instructions.Meanwhile, barrier-free facilities still need to be improved for road-based public transportation nodes such as regional terminals.Regarding appearance, the station's signs/directions and information boards must be enhanced and pose obstacles for several users.Finally, there are no regulations regarding barrier-free public transport and the area around transportation hubs.In terms of safety and accessibility, high-quality public open spaces to meet the needs of the surrounding community are still challenging to find and are generally found in urban areas that are already organized.
When using public transportation, barrier-free facilities must be improved for all groups, including seniors, people with physical and mental limitations, and pregnant women.People with disabilities will experience difficulties accessing public facilities, i.e., narrow sidewalks, steep roads, and incomplete pelican crossing systems (e.g., broken speakers).As a form of seriousness in realizing modern transportation, it is necessary to increase the provision of facilities by identifying physical barriers.The main routes leading to access to public facilities must be carried out in the initial phase.Furthermore, public transport operators and local governments must ensure the implementation of barrier-free facilities based on preliminary studies by providing lifts, slopes, signboards, and sidewalks with a minimum width of 2 m supporting facilities.This condition will increase safety and security in public transportation.
Several types of improvements and considerations for providing barrier-free facilities should consider the preferences of persons with disabilities or people with limited mobility so that things considered obstacles in daily life and social life are removed or eliminated.From the software side, an initial understanding of barrier-free transportation has been regulated in laws and regulations and implemented into the design.In addition, this understanding needs to be instilled from an early age by presenting learning materials for school students through providing material on the web and field practice.Regarding construction implementation, it is best to provide a 2-3 m vast space on pedestrian paths so that wheelchair users can pass simultaneously and be used by people with disabilities safely and comfortably.This provision should have a gradual achievement target, with the main achievement covering 50% of the main road.Support for neighborhood roads through traffic in residential zones.
Benchmark results from other countries should encourage the government to develop a comprehensive policy strategy.For example, barrier-free facilities must respond to the needs of Persons with Disabilities and create a centralized mechanism to coordinate improvements to accessibility facilities for the community.In addition, managers must emphasize the acceleration to adopt a universal design as the key to realizing an accessible city.Facilities with a versatile design can reflect the needs of various groups, both standard and vulnerable so that all can be served.One of the universal design Principles is fair use which means that everyone in society can benefit from it.

Conclusion
From the observations on several nodes and integration facilities, several locations have implemented the barrier-free principle to support the movement of all groups.Barrier-free facilities are generally found at mass public transport stations such as the LRT and MRT.In contrast, the concept has begun to be applied at CL stations, and barrier-free facilities have been provided even though the number and types are limited.However, the availability of these facilities is only comprehensive in some areas.When using public transportation, barrier-free facilities must be improved for all groups, including seniors, people with physical and mental limitations, and pregnant women.People with disabilities will experience difficulties accessing public facilities to a certain extent, namely narrow sidewalks, steep roads, and incomplete pelican crossing systems.Development can refer to regulations that the government has prepared.The development of various public transport that is currently underway must be balanced with the readiness of massive barrier-free facilities.Compared with Japan, Jakarta's barrier-free facility still needs to catch up.However, the development direction can refer to that country as the best practice for exemplary implementation.

Fig. 6 .
Fig. 6.Pedestrian with cycle facility in Tokyo.Basic policies, including guidelines related to barrier-free in Japan, are prepared by the central government, in this case, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), which integrates all aspects of infrastructure development, land, and transportation.The contents of the barrier-free guidelines compiled by the central government are directed to have the following substance: 1. Guidelines contain principles, design standards, and technical guidelines.2. The guideline shows the concept of repairs and explains what is important, what needs to be done, and for whom to repair facilities.3. The guidelines incorporate applicable standards to facilitate accessibility.4. The references in the guide show an overview of improvements so that the actual development process is visible.5. Improvement of passenger facilities should be planned according to the conditions in line with the guide's purpose so that everyone can use it easily.Regulations in Japan regarding barrier-free are seen as rules that encourage the implementation of barrierfree facilities at stations, bus terminals, ferry ports, trains, buses, ferries, planes, and other public transportation.In some areas of central facilities, such as stations, based on the basic concept prepared by the local government, this regulation will encourage priority, cohesiveness, and initiation of facilities, access roads, and plaza stations.Every public transportation facility and its integration consistently pay attention to the basic needs of its users, like the seamless that is applied around Shibuya Tokyo.As a result, every