Idea Transcript
STUDY ON PRIVATE-INITIATIVE INFRASTRUCTURE PROJECTS IN DEVELOPING COUNTRIES IN FY2011
STUDY ON THE PROBE TRAFFIC INFORMATION SYSTEM IN DKI JAKARTA, THE REPUBLIC OF INDONESIA
FINAL REPORT
February 2012
Prepared for: The Ministry of Economy, Trade and Industry
Prepared by: Nomura Research Institute, Ltd. West Nippon Expressway Company Limited Oriental Consultants Co., Ltd.
Preface
This report outlines the results of the “Study on Private-Initiative Infrastructure Projects in Developing Countries in FY2011”, carried out by Nomura Research Institute, Ltd., West Nippon Expressway Company Limited, Oriental Consultants Co., Limited. commissioned by the Japanese Ministry of Economy, Trade and Industry (METI). This “Study on the probe traffic information system in DKI Jakarta, the republic of Indonesia” was carried out to clarify feasibility of project to introduce and operate probe traffic information system in DKI Jakarta. The project is aiming to improve the level of convenience for civilians, traffic situation and social environment and its estimated cost is 460 million yen. It is hoped that this report will help with the aforementioned project and that those in Japan involved in the project will use it as reference.
February 2012 Nomura Research Institute, Ltd. West Nippon Expressway Company Limited Oriental Consultants Co., Ltd.
Project Location Map
Source) Prepared by the study team using a Google website
Abbreviations Abbreviation
Official name
ASEAN
Association of South - East Asian Nations
ATCS
Area Traffic Control System
ATM
Automatic teller machine
B/C
Benefit/Cost
BKPM
Badan Koordinasi Penanaman Modal
BPJT
Indonesian Toll Road Authority
CBD
Central Business District
CCTV
Closed-Circuit Television
DCM
Data Communication Module
DIS
Debtor Information System
DKI Jakarta
Propinsi Daerah Khusus Ibukota Jakarta
DRM
Digital Road Map
DSRC
Dedicated Short Range Communication
DVD
Digital Versatile Disk
EBITDA
Earnings Before Interest, Taxes, Depreciation and Amortization
EC
European Commission
EIA
Environmental Impact Assessment
EIRR
Economic Internal Rate of Return
ERIA
Economic Research Institute for ASEAN and East Asia
ERP
Electronic Road Pricing
ETC
Electronic Toll Collection
F/S
Feasibility Study
FIRR
Financial Internal Rate of Return
GDP
Gross Domestic Product
GOL
GOLONGAN
GPRS
General Packet Radio Service
GPS
Global Positioning System
GRDP
Gross Regional Domestic Product
GSM
Global System for Mobile Communications
HDD
Hard Disk Drive
Abbreviation
Official name
HGV
Heavy Goods Vehicle
IMF
International Monetary Fund
ITS
Intelligent Transport Systems
ITS AP
ITS Asia Pacific
JARTIC
Japan Road Traffic Information Center
JBIC
Japan Bank for International Cooperation
JETRO
Japan External Trade Organization
JICA
Japan International Cooperation Agency
JMTIC
Jasa Marga Traffic Information Center
JORR
Jakarta Outer Ring Road
KIIC
Karawang International Industrial City
KML
Keyhole Markup Language
M/P
Master Plan
MOT
Ministry of Transport
MPA
Metropolitan Priority Area for Investment and Industry
MSOE
Ministry of State-Owned Enterprises
NGO
Non-Governmental Organizations
NPV
Net Present Value
NRI
Nomura Research Institute, Ltd.
ODA
Official Development Assistance
ORR
Outer Ring Road
PLUMS
PartiaL Updata that used Map data Scheme
PND
Portable Navigation Device
PPP
Public Private Partnership
PU
Ministry of Public Works
RTMS
Remote Traffic Microwave Sensor
SMS
Short Message Service
SNS
Social Network Service
TMC
Traffic Management Center
TSP
Total Suspended Particle
VICS
Vehicle Information and Communication System
VMS
Variable Message Signboad
Contents Preface Project Location Map Abbreviation
EXECTIVE SUMMARY CHAPTER 1
OVERVIEW OF THE HOST COUNTRY AND SECTOR
(1)
Economy of the partner country, financial circumstances
1-1
(2)
Summary of the project’s target sectors
1-3
1)
Road Transportation sector
1-3
2)
ITS Relevant Markets
1-4
3)
Means of settlement
1-28
Condition of the target region
1-35
(3) 1)
Overview of the Jakarta metropolitan area
1-35
2)
Traffic conditions in the metropolitan area
1-37
3)
Road sector conditions in Jakarta
1-39
4)
Condition of the Jakarta-Cikampek toll road
1-41
5)
Trends in related measures
1-48
CHAPTER 2 (1)
STUDY METHODOLOGY
Study content
2-1
1)
Objectives of the study
2-1
2)
Study summary
2-2
(2)
Study methods and system
2-3
1)
Study at Japan
2-3
2)
Field study
2-4
3) (3)
Study system Study schedule
2-7 2-8
1)
Overall schedule for the study
2-8
2)
Field study
2-8
CHAPTER 3
(1)
JUSTIFICATION, OBJECTIVES AND TECHNICAL FEASIBILITY OF THE PROJECT
Background of the project and its necessity
3-1
1)
Background of the project
3-1
2)
Necessity of the project
3-2
3)
The impact and effects of implementing the project
3-8
4)
Project Demand Forecast
3-9
(2)
Studies necessary to determine the content of the project
3-11
1)
Legislation for roads and traffic in Indonesia
3-11
2)
Government organizations related to this project
3-11
3)
Relevant government agencies
3-14
4)
Technology and mechanisms of the probe traffic information system
3-20
5)
Related private operators
3-38
6)
Study of the business model
3-42
7)
About the trial
3-48
8)
Trial results analysis
3-52
(3)
Project Plan Summary
3-88
1)
Basic policies of project content decision
3-88
2)
Specifications of conceptual design and applicable facilities
3-88
3)
Project implementation structure and deployment plan
3-90
4)
Business model
3-91
5)
Target region
3-93
6)
Cooperation with authorities concerned and implementing agencies
3-93
CHAPTER 4 EVALUATION OF ENVIRONMENTAL AND SOCIAL IMPACTS (1)
Analysis of environmental and social conditions
4-1
1)
Natural environment
4-1
2)
Social environment
4-4
3) (2)
Future predictions Environmental improvements resulting from the implementation of the project
4-8 4-11
1)
Results of reduced travel time
4-11
2)
Fuel savings due to the travel speed
4-14
3)
CO2 emission reduction effect due to the travel speed
4-16
4)
Other qualitative effects
4-18
(3)
Environmental and social impact resulting from the implementation of the project 4-19
(4)
Summary of environmental and social legislation of the partner country
(5)
Actions that said country (its implementing agencies and other related agencies) must take in order for the project to be implemented
4-24
4-26
CHAPTER 5 FINANCIAL AND ECONOMIC EVALUATION (1)
Estimated project cost
5-1
(2)
Preliminary results summary of financial and economic analysis
5-3
1)
cash flow analysis
5-3
2)
Results of preliminary financial analysis
5-5
3)
Results of preliminary economic analysis
5-7
CHAPTER 6 PLANNED PROJECT SCHEDULE (1)
Points that must be taken into account with the implementation schedule
6-1
1)
Construction of the probe traffic information system
6-1
2)
Introduction of non-stop type ETC
6-1
(2)
Project implementation schedule
6-2
CHAPTER 7 IMPLEMENTING ORGANIZATION (1)
Jasa Marga's capacity to implement this project
7-1
(2)
Jasa Marga's business relating to this project
7-2
1)
e-Toll card system
7-2
2)
Existing traffic information providing services
7-3
CHAPTER 8 TECHNICAL ADVANTAGES OF JAPANESE COMPANY (1)
Envised participation style of companies within Japan (investment, equipment supply, operation and management of the facility)
8-1
1)
Sale of the system
8-1
2)
Technical cooperation
8-1
3)
Operational support
8-1
4)
Investment
8-1
(2)
(3)
Advantages of Japanese companies in terms of implementing this project (technical and economic aspects)
8-2
Necessary measures in order to promote Japan's corporations
8-3
1)
Building a new business scheme
8-3
2)
Acquiring accurate local information
8-3
3)
Specification strategy
8-3
CHAPTER 9
FINANCIAL OUTLOOK
(1)
Study of funding sources and financial planning
9-1
(2)
Feasibility of funding
9-1
(3)
Results of cash flow analysis
9-2
CHAPTER10 ACTION PLAN AND ISSUES (1)
Progress towards implementation of the project
10-1
1)
Responding to the needs of logistics companies
10-1
2)
Cooperation with ITS Indonesia
10-1
3)
Traffic information provider operators
10-2
4)
Cooperation with MPA
10-2
(2)
Progress of the related authorities and agencies of the partner country
10-2
1)
Jasa Marga
10-2
2)
MOT
10-3
3)
DKI Jakarta
10-3
(3)
Existence of financial and legal constraints of the partner country
10-5
1)
In the case of PPP
10-5
2)
In the case of only private
10-5
(4)
Necessity of additional detailed analysis
10-6
1)
Detailed study of the business model
10-6
2)
Study into the introduction of a combined form with ETC
10-6
3)
Search for new sources of revenue
10-6
Contents of Table, Figure, Photo Table
1
Overview of results of financial/ economic analysis···························· Summary-3
Table
2
Project implementation schedule ························································· Summary-4
Table
3
Real economic growth in Indonesia ·································································· 1-2
Table
4
Indonesia’s Nominal GDP ················································································· 1-2
Table
5
Consumer price inflation in Indonesia ······························································· 1-2
Table
6
Road Extension in Indonesia ············································································· 1-4
Table
7
Places with CCTV cameras installed and number installed ······························· 1-9
Table
8
Highways equipped with VMS and the number installed ································ 1-11
Table
9
Vehicle Location Management Companies with GPS······································ 1-22
Table
10 Mobile-phone Market Trend in Indonesia (Major 4 Carriers) ·························· 1-27
Table 11
The number of Mobile-phone users (December 2009)····································· 1-27
Table
The number/ Share of Subscribers of Mobile-phone
12
by Mobile-phone Carrier in Indonesia ···························································· 1-27 Table
13 Credit card issuing companies ········································································· 1-31
Table
14 Number of credit cards issued by each bank ···················································· 1-32
Table
15
Table
16 GRDP in the Jakarta metropolitan area···························································· 1-37
Table
17 Road extension in Jabodetabek and Karawang (2009)····································· 1-40
Table
18
Toll categories based on vehicle type ······························································ 1-41
Table
19
Jakarta-Cikampek toll road ramp names·························································· 1-41
Table
20
Jakarta-area industrial parks ············································································ 1-42
Table
21 Main targets for the hearing investigation ························································· 2-5
Table
22
Table
23 Demand Forecast Results ················································································ 3-10
Table
24 Average speed over time for the whole trial area,
Foreign ownership in the non-banking sector ·················································· 1-34
Study schedule ·································································································· 2-7
up lane 11/11 (Friday) ···················································································· 3-54 Table
25 Average speed over time for the whole trial area, down lane 11/11 (Friday) ················································································ 3-54
Table
26 Average speed over time for the whole trial area, up lane 11/14 (Monday) ················································································· 3-55
Table
27 Average speed over time for the whole trial area, down lane 11/14 (Monday) ············································································· 3-55
Table
28 Average speed over time at the toll gate, up lane, 11/11 (Friday) ··················································································· 3-57
Table
29 Average speed over time at the toll gate, down lane, 11/11 (Friday) ··············································································· 3-57
Table
30 Average speed over time at the toll gate, up lane, 11/14 (Monday) ················································································ 3-58
Table
31 Average speed over time at the toll gate, down lane, 11/14 (Monday) ············································································ 3-58
Table
32 Average speed over time at point A, up lane, 11/11 (Friday) ·························· 3-60
Table
33 Average speed over time at point A, down lane, 11/11 (Friday) ······················· 3-60
Table
34 Average speed over time at point A, up lane, 11/14 (Monday) ························ 3-62
Table
35 Average speed over time at point A, down lane, 11/14 (Monday) ···················· 3-62
Table
36 Average speed over time at point B, up lane, 11/11 (Friday) ··························· 3-63
Table
37 Average speed over time at point B, down lane, 11/11 (Friday) ······················· 3-63
Table
38 Average speed over time at point B, up lane, 11/14 (Monday) ························ 3-65
Table
39 Average speed over time at point B, down lane, 11/14 (Monday) ···················· 3-65
Table
40 Results of air quality monitoring in Jakarta (2004) ············································ 4-3
Table
41
Sources of air pollution emissions in the Jakarta metropolitan area ········································································ 4-4
Table
42 Number of registered vehicles in Jakarta ··························································· 4-6
Table
43 Major industrial parks around the target section ················································ 4-8
Table
44
Indonesia's future population projections (medium variant) ······························ 4-9
Table
45
Traffic volume per vehicle type ······································································· 4-12
Table
46
Traffic by vehicle type in the target section (2010 estimates) ·························· 4-12
Table
47
Total travel time per vehicle type through the target section (2010 estimates) ····················································· 4-13
Table
48
Total travel time reduction in the target area (in minutes)································ 4-13
Table
49
Fuel consumption rate per unit by car type (Units：Passenger Car cc/km Freight Car
Table
50
Fuel consumption rate per unit by car type (Units：Passenger Car cc/km Freight Car
Table
cc/km･t) ································· 4-14 cc/km･t) ································· 4-15
51 CO2 emission per unit by car type (Units：Passenger Car g-CO2 / km Freight Car g-CO2/km･t) ·························· 4-16
Table
52
Fuel consumption rate per unit by car type (Units: t-CO2) ······························ 4-17
Table
53
Environmental and social effects of the project ··············································· 4-19
Table
54
Investment system ····························································································· 5-1
Table
55
Project budget ··································································································· 5-2
Table
56
Traffic Information and ETC diffusion rate thought process ····························· 5-4
Table
57
Financial Analysis Sensitivity Analysis ····························································· 5-5
Table
58
Parameters for calculating shortening of travel time ·········································· 5-7
Table
59
Parameters for calculation fuel reduction results ··············································· 5-8
Table
60
Economic analysis results ················································································· 5-8
Table
61 Net cash benefit analysis ··················································································· 5-9
Table
62
Economic analysis sensitivity analysis ···························································· 5-10
Table
63
Project implementation schedule ······································································· 6-2
Table
64
Financial and business indicators ······································································ 7-2
Table
65
Summary of funding schemes ··········································································· 9-1
Table
66
Traffic Information and ETC diffusion rate thought process ····························· 9-2
Table
67 Case 1 financial analysis of cash flow ······························································· 9-3
Table
68 Case 2 financial analysis of cash flow ······························································· 9-3
Table
69 Case 3 financial analysis of cash flow ······························································· 9-4
Table
70 Case 4 financial analysis of cash flow ······························································· 9-4
Table
71 Case 5 financial analysis of cash flow ······························································· 9-5
Table
72 Case 6 financial analysis of cash flow ······························································· 9-5
Figure 1
Project implementation structure and distribution of probe traffic information ···································································· Summary-3
Figure 2
Target regions and routes ····································································· Summary-7
Figure 3
Flooding information provided by electrode type level sensors ······················· 1-12
Figure 4
ITS Services in Indonesia ················································································ 1-18
Figure 5
Distribution Monitoring System ······································································ 1-20
Figure 6
Example of using an e-Toll card ······································································ 1-29
Figure 7
Number of the e-Toll transactions ···································································· 1-30
Figure 8
Diagram of the Jakarta metropolitan area (JABODETABEK) ························· 1-35
Figure 9
Changes in population in the Jakarta metropolitan area ··································· 1-36
Figure 10 Increasing demand for commuter traffic around the outskirts of Jakarta (1985-2002) ················································· 1-38 Figure 11 Travel speeds during morning peak times ······················································ 1-39 Figure 12 Number of registered vehicles in Jakarta, separated by vehicle type ············································································· 1-40 Figure 13 Average daily number of vehicles using the Jakarta-Cikampek toll road ··························································· 1-45 Figure 14 Average daily traffic volume per section························································ 1-46 Figure 15 Average daily traffic volume of freight vehicles ············································ 1-47
Figure 16 Proportion of freight traffic volume ······························································· 1-47 Figure 17 Proposed route for the second Jakarta-Chikampek highway (red dotted line) ··························································································· 1-50 Figure 18 Target region and roads ··················································································· 2-1 Figure 19 System for carrying out the study ···································································· 2-6 Figure 20 Experimental methods for utilizing traffic information (on the Internet) ····························································································· 3-5 Figure 21 Experimental methods for utilizing traffic information (social media utilization 1)············································································· 3-6 Figure 22 Experimental methods for utilizing traffic information (social media utilization 2)············································································· 3-7 Figure 23 Jasa Marga’s relationship with government agencies ····································· 3-12 Figure 24 Jasa Marga Organizational Chart ··································································· 3-13 Figure 25 Ministry of Transport Organizational Chart ··················································· 3-15 Figure 26 Road Directorate Ministry of Public Works (Bina Marga) Organization Chart······················································································· 3-16 Figure 27 Toll Road Management Agency (BPJT) Organization ··································· 3-17 Figure 28 Jakarta Capital Police Traffic Bureau Organization Chart ······························ 3-18 Figure 29 Overview of the probe traffic information system used in Ubiqlink ·························································································· 3-21 Figure 30 System configuration of G-BOOK Center ····················································· 3-23 Figure 31 The Structure of Internavi ·············································································· 3-25 Figure 32 CARWINGS system structure ······································································· 3-27 Figure 33 Sharing probe information with Honda’s Internavi ········································ 3-29 Figure 34 Billing system configuration ·········································································· 3-37 Figure 35 Toll fraud crackdown gantry ·········································································· 3-37 Figure 36 INDOGPS system configuration···································································· 3-39 Figure 37 CCTV services provided by Lewatmana ························································ 3-40 Figure 38 Users paying for the probe traffic information service ··································· 3-44 Figure 39 The costs are covered by a third party and the probe traffic information is provided for free ········································· 3-45 Figure 40 Combining with other services to reduce the overall burden on the user ······································································ 3-47 Figure 41 Target area for the trial ·················································································· 3-49 Figure 42 Toyota cars (Avanza) used as probe cars during the trial································ 3-50 Figure 43 Prerequisites for the trial················································································ 3-50
Figure 44 Target region for analysis of trial results ························································ 3-53 Figure 45 Congestion conditions in the trial area, up lane 11/11 (Friday) 7:00-9:00 ·································································· 3-67 Figure 46 Congestion conditions in the trial area, down lane 11/11 (Friday) 7:00-9:00 ····························································· 3-68 Figure 47 Congestion conditions in the trial area, up lane 11/11 (Friday) 11:00-13:00 ······························································ 3-69 Figure 48 Congestion conditions in the trial area, down lane 11/11 (Friday) 11:00-13:00 ························································· 3-70 Figure 49 Congestion conditions in the trial area, up lane 11/11 (Friday) 17:00-19:00 ······························································ 3-71 Figure 50 Congestion conditions in the trial area, down lane 11/11 (Friday) 17:00-19:00 ······················································· 3-72 Figure 51 Congestion conditions in the trial area, up lane 11/11 (Friday) 21:00-23:00 ······························································ 3-73 Figure 52 Congestion conditions in the trial area, down lane 11/11 (Friday) 21:00-23:00 ························································· 3-74 Figure 53 Congestion conditions in the trial area, up lane 11/14 (Monday) 7:00-9:00 ······························································· 3-75 Figure 54 Congestion conditions in the trial area, down lane 11/14 (Monday) 7:00-9:00 ·························································· 3-76 Figure 55 Congestion conditions in the trial area, up lane 11/14 (Monday) 11:00-13:00 ··························································· 3-77 Figure 56 Congestion conditions in the trial area, down lane 11/14 (Monday) 11:00-13:00 ······················································ 3-78 Figure 57 Congestion conditions in the trial area, up lane 11/14 (Monday) 17:00-19:00 ··························································· 3-79 Figure 58 Congestion conditions in the trial area, down lane 11/14 (Monday) 17:00-19:00 ······················································ 3-80 Figure 59 Congestion conditions in the trial area, up lane 11/14 (Monday) 21:00-23:00 ··························································· 3-81 Figure 60 Congestion conditions in the trial area, down lane 11/14 (Moday) 21:00-23:00 ························································ 3-82 Figure 61 Up lane travel times, 11/11 (Friday)······························································· 3-83 Figure 62 Down lane travel times, 11/11 (Friday) ·························································· 3-84 Figure 63 Up lane travel times, 11/14 (Monday)···························································· 3-84
Figure 64 Down lane travel times, 11/14 (Monday) ······················································· 3-85 Figure 65 Image showing how probe traffic information is sent, received and utilized by the main ······························································· 3-89 Figure 66 Project implementation structure and distribution of probe traffic information ······················································· 3-90 Figure 67 Business model for combining probe traffic information service with ETC ····································································································· 3-92 Figure 68 Initial target routes for the project ·································································· 3-93 Figure 69 Temperatures in Jakarta (2009) ········································································ 4-1 Figure 70 Humidity in Jakarta (2009) ·············································································· 4-2 Figure 71 Rainfall volume and number of rainy days in Jakarta ······································ 4-2 Figure 72 Population trends in the target region ······························································ 4-4 Figure 73 Trends in population growth among the target section ····································· 4-5 Figure 74 Changes in rates of registered vehicles by type in Jakarta ································ 4-6 Figure 75 Future projections for the spread of cars and motorbikes in Indonesia ··············································································· 4-10 Figure 76 Traffic Information and ETC diffusion rate thought process ···························· 5-4 Figure 77 Financial analysis sensitivity analysis and the relation to the traffic information diffusion rate (all-vehicles base) and NPV ················· 5-6 Figure 78 Relationship between financial analysis sensitivity analysis and traffic information diffusion rate rate (all-vehicles base) and FIRR················· 5-6 Photo
1
CCTV camera installation ·················································································· 1-8
Photo
2
Radar speed detecting equipment ····································································· 1-10
Photo
3
VMS ················································································································· 1-10
Photo
4
Laying of fiber optic cable and wiring status ···················································· 1-15
Photo
5
Poor road surface conditions on the national highway access roads ·················· 1-43
Photo
6
Traffic conditions on a weekday morning; highway congestion ························ 1-44
Photo
7
Experimental methods for utilizing traffic information (on the highway) ···························································································· 3-4
Photo
8
Equipment configuration for the trial. ······························································· 3-51
Executive Summary
(1) (Background of the project and its necessity In the metropolitan area of Jakarta (with a population of about 10 million people), in the Republic of Indonesia, the demand for transportation is increasing due to rapid economic growth and the advances in road construction are not enough. In addition, road construction cannot keep up with the demands of traffic concentration in this area and as a result, the impact on the environment caused by traffic congestion, and road traffic accidents have become a serious problem. To ease this problem, it is expected that an ITS (Intelligent Transport Systems) will be used. Our country has a leading technology and knowledge of ITS and thus by utilizing this knowledge and technology, it is possible for us to play a role in alleviating or solving such traffic problems in this area. Meanwhile, in the target area, measures for providing information on traffic congestion and accidents on roads and highways have not been effective, they have been unable to properly distribute the flow of traffic, and have not been able to make effective use of the road infrastructure, therefore the development of the traffic information providing system is considered to be a matter of urgency. Conventional traffic information providing systems use information obtained by vehicle detection sensors at the side of the road, which detect the speed and volume of passing vehicles in a given space of time, along with information collected through other means on things such as road traffic accidents, which is gathered at a traffic center, and can be given via roadside variable message signboad and other media such as radio or television as well as traffic information provided by road users via the Internet. However, the problem lies in the limited intervals at which the traffic information sensors are placed. Given the mobility of individual vehicles, in order to provide effective coverage of any given area, it is necessary to install a significant number of sensors, so keeping the amount of work and the necessary costs low becomes an issue. Therefore, by using sensors to measure the speed and actual position of vehicles and people, and the information gathered via the network, it is possible to provide traffic information by relying less on physical infrastructure and at a low cost, so the introduction of the probe traffic information system is considered to be effective. Summary-1
(2) Basic policy on determining project contents It is assumed that Jasa Marga Expressways Company (PT. JASAMARGA), which will manage the probe traffic information system there, will become the corporate entity at the center of this project, acting as operator of the traffic information system and is primarily intended as a provision company. Also, it is assumed that drivers will be provided with general information from traffic information providing operators via existing media (radio stations, cellular phone content providers, and so on). Also, since even in Japan, the profitability of road traffic information providers is not necessarily going to be high, the road traffic information providers in the target area will be at the center, and with the view of cooperation with other ITS services, we conducted studies into several business models presumed to be feasible.
(3) Project outline 1)
Business outline This project is to provide services as shown in Figure 1. That is to say, the primary contractor “Traffic Information Center” is to use probe to gather information on the speed and position of trucks and trailers, and then processing it to generate traffic information. That traffic information can provide a driving reference for trucks and trailers, and operations managers can create revenue by utilizing this to provide a service to logistics companies. Also, by providing the administrative bodies and highway companies with traffic policy and improvement plans, plans for maintenance work can be utilized. In addition, it is presumed that by making use of the probe information and vehicle equipment, the highway companies can utilize new business developments (for example non-stop ETC).
Summary-2
Figure 1 – Project implementation structure and distribution of probe traffic information
Trucks and trailers Usage fees Administrative organizations (Roads / traffic management)
Logistics companies Probe traffic Usage fees information
Probe traffic information
Road Traffic Information Center
• Tracking traffic volume, congestion New company, providing probe traffic information, to • Traffic forecasting be established by japan and • Traffic accident countermeasures Indonesia for this project • Traffic / town planning
Probe information location and speed and ETC charge information
Trucks and trailers
• Congestion information • Accident and transport stop information • Most suitable route • Time per section • Congestion forecast information • Estimated collection and delivery time information • Area marketing Highway management companies (Jasa Marge etc.)
• Congestion information • Accident and transport stop information • Time per section • Congestion forecast information • Non-stop type ETC charge information
Source) Study team
2)
Overview of results of total business costs & preliminary financial/economic analyses a) Total Business Costs The total business costs projected to be required to start operations by the operating body of this service are estimated as described below, as 53.7 billion rupiah. ・System Architecture: 17.5 billion rupiah ・Software/Analysis Engine: 7 billion rupiah ・Customer Management Functions (incl. ETC system linking): 29.2 billion rupiah b) Preliminary Financial/Economic Analysis Overviews of results of financial/economic analysis for this project are described below. Table 1 – Overview of results of financial/economic analysis NPV 61 billion rupiah Financial Analysis FIRR 14.6% Economic B/C 1.46 Analysis EIRR 15.2% Source) Study team The above analyses were performed with adoption rates for traffic information for the year 2030 assumed to be approximately 40% (trucks: 65%, general vehicles: 30%), with long-term interest rates for Indonesia as 8%.
Summary-3
3)
Study of environmental and social aspects By implementing this project, various types of traffic information is provided, the average travel time will be reduced and is therefore expected to contribute to a reduction in exhaust emissions. Also, because this project does not involve large-scale construction, there is not a significant effect on the surrounding area and does not lead to relocation of residents or land acquisition.
(4) Implementation schedule We examined the project implementation schedule covering building system environment, offering road traffic information and integration with ETC. Table 2 – Project implementation schedule Years after start of project System environment construction Digital road map preparation
1
2
3
4
5
6
7
8
ETC system and related preparation e-Toll Card system service operatioin Non-stop type ETC service operatioin
Source) Study team
(5) Feasibility of implementation We examined the project implementation schedule covering building system environment, offering road traffic information and integration with ETC. Systems and other maintenance costs are estimated to be 53.7billion rupiah. Based on the assumed business model’s financial and economic analysis results, the traffic information coverage rate will be 50% for trucks and 20% for general vehicles in 2030, and if the ETC cooperation rate is 60% for trucks and 30% for general vehicles, NPV will increase, the FIRR will be higher than local long-term interest rates, and therefore it was determined that implementation of the project is feasible. Additionally, this project is considered to be a project of the private sector, but it will take time before it becomes financially stable. In order to advance the project from a long-term point of view, a scheme incorporating public funding is thought to be favorable. Summary-4
(6) Advantages of the technical aspects of Japan’s corporations In Japan, subscription to the probe traffic information system is gaining popularity, mainly with automakers. Also, some companies provide independent services such as NRI- Ubiqlink. This kind of approach, but as a commercial service that provides probe traffic information to multiple companies and organizations, has already led to the advantages of Japan’s corporations. One reason is that a number of the components of probe traffic information are produced in-house. A function of probe information collection in Japan, and in addition to growing popularity of car navigation systems, is that it can be applied to commercial use for taxi dispatch management systems. The majority of these products use domestic components and technology. Also, using the knowledge gained from the creation of Digital Road Map (DRM), the link nodes needed to operate the probe traffic information system can be installed. Furthermore, the engines used to generate the probe traffic information as well as most of the main components, are made using domestic technology and knowledge, so this is a great advantage. Also, from the viewpoint of the utilization of probe traffic information, many probe traffic information applications are in this market for taking advantage of the widespread use of cellular phones and advanced mobile network systems combined with sophisticated management service expertise. As with CCTV - which is in general use in the field - and traditional traffic counters, compared to infrastructure type traffic information collection systems, costs for capital spending can be restrained, and at the same time, the time frame for system introduction can be shortened as well. Also, while only local information can be obtained by CCTV and traffic counters, probe traffic information systems can obtain all info for routes traveled by vehicles, allowing for the provision of high quality service to users.
(7) Specific schedule of project implementation and its estimated risk. We received various reactions at the hearings held in related locations, from the results of the experiments. Different from the vague traffic information gathered until now, the quantitative traffic information was easy to understand and interesting. But they will want to Summary-5
know more specific and detailed information including the reason for traffic congestion occurs on certain days of the week and time, the result may be different if we collect the data for longer term. Including the business model study of the smooth introduction of this project, and future initiatives for the implementation of this project, we must continue to provide information to meet the specific needs of the related groups. However, since there is concern about the benefits of simply implementing traffic information alone, we have been asked to work with an ITS service with the focus on traffic information with the aim of meeting the needs of potential users. In particular, a) developing the services tailored to the needs of the logistics companies b) cooperating with the ITS promotion organization (ITS Indonesia) in the target area c) looking into how to work with companies providing traffic information d) seeking the necessary planning and integration with relevant ITS, found in the “Master Plan Study for Establishing Metropolitan Priority Area for Investment and Industry (MPA) .”
Summary-6
(8) National survey map showing the area within which the project will be implemented Figure 2 – Target regions and routes
Tanjung Priok
Jakarta Bekasi
Karawang Industrial park
Source) Prepared by the study team using a Google website
Summary-7
Chapter 1
Overview of the Host Country and
Sector
(1) Economy of the partner country, financial circumstances Indonesia has a land area of approximately 1.89 million square kilometers (about 5 times that of Japan) and 238 million inhabitants (2010 government estimate). 88.6% of the total population is Islamic (about 200 million people) and is the world's largest Muslim country. Indonesia’s capital, Jakarta, is its largest city in the country (9.59 million people: 2010 government estimate). Japan has an extremely close political and economic relationship with Indonesia and in 1958 the Official Development Assistance Agreement (ODA) was signed for post-war reparations and has been ongoing for many years. After the Asian currency crisis in July 1997, the Indonesian government, under an agreement with the IMF, was to reform its economic structure. With aims to escape from the economic crisis by taking measures such as the emergency safety net program in December 2003, the IMF program has been completed. There was a major earthquake and tsunami in December 2004 in Sumatra, Indonesia, and they received a lot of international support following a big blow to the economy. Since 2005, supported by strong private consumption and exports, economic growth has continued to be within the upper half of 5% to 6% per year. The effect of the 2009 world financial crisis has been minimal and thanks to government financial stability policies and stimulus packages, combined with robust domestic consumption has enabled them to secure growth of 4.5% in that year. Economic growth in 2010 recovered to 6.1%. Nominal GDP reached $ 700 billion in the year 2010, GDP nominal per capita, a level of more than $ 3,000.
1-1
Table 3 - Real economic growth in Indonesia
Economic growth
(real)
2005
2006
2007
2008
2009
2010
5.6%
5.5%
6.3%
6.1%
4.5%
6.1%
Source) Indonesian National Statistics Office
Table 4 – Indonesia’s Nominal GDP 2005
2006
2007
2008
2009
2010
281.3
364.3
433.0
508.8
561.3
707.1
1,283
1,663
1,862
2,191
2,590
3,005
Nominal GDP ( billion USD) Nominal GDP per capita (USD)
Source) Indonesian National Statistics Office
Prices are continuing to follow an upward trend. In 2009, consumer price inflation fell to 2.8% but in 2010, it eventually returned to a high level of 7.0%. Total unemployment rate (2008: 8.4%, 2010: 7.1%) and poverty rates (1998: 24.2%, 2009: 14.2%) are showing signs of improvement. Source) JETRO materials = CPI, unemployment rate Indonesian National Statistics Office = poverty rate
Table 5 – Consumer price inflation in Indonesia 2005
2006
2007
2008
2009
2010
17.1%
6.6%
6.6%
11.1%
2.8%
7.0%
Consumer price inflation Source) Indonesian National Statistics Office
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(2) Summary of the project’s target sectors 1)
Road Transportation sector Indonesia’s 5 Year National Development Plan (2004-2009) had the following development goals for the transport sector.
Reducing maintenance costs and improving the quality of the infrastructure
Improvements of transport services (especially national transport safety)
Environmentally friendly transport services
Activation of national and regional transportation
The correction of regional disparities
Awareness of the group responsible for transport services
Strengthening cooperation with regional development and other sectors The continuing Indonesian national development 5-year plan sets the following as
transportation sector development targets.
An increase in transportation facilities for the retention of traffic and the decrease of bottlenecking. The fusion of various transportation facilities and transportation between islands
Improvement in accessibility of regional social traffic facilities and transportation infrastructures
Improvement of transportation infrastructure and facility safety (decrease in traffic accidents)
Restructuring of organizations (Enactment of government regulations regarding transportation services)
Dealing with weather changes (Reductions in exhaust gas, promotion of public transportation usage, etc.) Indonesia’s total road length of 472,000km (as of 2009) is set to increase. The majority of
these are prefectural roads (Kota, Kabupaten). Major cities are connected via main roads, construction of toll roads due to private investment continues. The total length of toll roads is 757.47km (2009). While the construction of toll roads continues, congestion in metropolitan areas and damage to many 1-3
prefectural roads is becoming a problem. Amid increasing decentralization, the challenge is to strengthen the capacity of local governments to maintain their roads. In the 5 Year National Development Plan, the goals of realizing a more comfortable transport system and strengthening the road network, improving transport services in metropolitan areas, local road maintenance, have been promoted through public-private partnerships, such as the use of private funds. This includes the Tanjung Priok access road and the improvement of the highway north of Java, which are yen loan projects. Table 6 – Road Extension in Indonesia (Units：km)
State
Province
Prefecture
Total
(Kota, Kabupaten) 2007
34,628
40,125
346,782
421,535
2008
34,628
40,125
363,006
437,759
2009
38,570
48,967
384,869
472,406
Note: Toll roads are not included. Incidentally, toll roads measured at 757.47km in 2009. Source) Statistical Yearbook of Indonesia 2010, Statistic Indonesia
2)
ITS Relevant Markets The probe traffic information services, digital road maps and information services currently available in Indonesia are as follows.
a) Existing probe traffic information services In Indonesia, there are many different traffic congestion problems, resulting from misconduct on the roads or negligence. Probe traffic information services are provided by some systems companies such as BSMart Technology, which conducted this interview, Indo GPS, etc., and the various purposes are described below.
Dispatch management control (orders, cargo, operation schedules, real-time tracking, distance/ mileage reports/ event reports, emergency alarm, history recording etc.)
Fleet management (vehicle profiles, vehicle inspections/ maintenance certificates, real-time tracking, distance/ mileage reports, door opening/ closing reports, event reports, emergency alarm, history recording etc.)
Driver/ safety management (driver profiles/ performance, driver’s licenses, real-time tracking, activity reports, event reports, emergency alarm, history recording etc.) 1-4
Assets/ safety management (real-time tracking, door opening/ closing reports, fuel/ consumption, event reports, emergency alarm, history recording etc.)
Passenger management (passenger profiles, real-time tracking, distance/ mileage reporting, event reports, emergency alarm, history and registration) Targets for the probe traffic information service market include Crown Relocations, Dakota
Cargo, Plaza Toyota, Mitsubishi Lautan Berlian, Ford, Enkel Wheels, Mobil Iklan and Pertamina and are also associated with a wide range of Indonesian transport companies, which are considered to be a large market. These companies are expected to utilize traffic conditions for more efficient transportation. Therefore, it is thought that there is a high possibility that they will utilize the probe service. In Indonesia, the surveys have been implemented using JETRO and JICA survey probe cars. These survey results are thought to contribute to the planning of effective use plans for probe cars for the JABODETABEK road network. As a pilot project within the JABODETABEK Urban Transport Policy Integration Project (JUTPI), the provision of bus location information was implemented via the bus location system. Attaching GPS terminals to buses, bus location data at Trans Jakarta corridor #1 and corridor #6 were ascertained via GPS. Monitors were installed at each bus stop, and bus location information is provided to bus users. The traffic speed survey utilizing probe cars was implemented in the JETRO traffic information system FS survey and Jakarta road pricing FS survey, and even in the JABODETABEK Urban Transport Policy Integration Project. For the JETRO traffic information system maintenance FS survey, GPS systems were attached to 7 taxis, and technical feasibility was examined. Next, in the FS survey relating to introduction of the same JETRO road pricing, GPS terminals were attached to 100 taxis of the Jakarta taxi company Taxi-ku, and those taxis were used as probe cars. The location data specified by each of the taxis’ GPS terminals was sent to the center computer every 30 seconds through the GPRS (General Packet Radio Service), and each taxi’s location data was accumulated by the center computer. Average speed was also estimated every 30 seconds. Furthermore, as a pilot project of the JUPTI project, GPS units were attached to 1000 taxis and a social experiment of the traffic information system was executed for 1 month.
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However, there are no plans for the probe service implementation following this social experiment, and even in the interviews for this survey, there were no plans for the implementation of a concrete probe service. b) Existing digital road maps BAKOSURTANAL (National Coordinating Agency for Surveys and Mapping) was established to develop and manage the spatial data infrastructure in Indonesia. They make and offer digital maps of the whole of Indonesia in 1:25000 and 1:50000 scale. In recent years, they have carried out maintenance and made upgrades to the GIS data. The GIS geographical information includes population, the names of administrative districts and their borders, and statistical data for seven different areas. At this point, no companies conducting sales of digital road maps compatible with the traffic information system have been confirmed. Each company appears to be producing their own digital road maps. The traffic information system (probe service) company, using this BAKOSURTANAL GIS road data as a base, is creating corrected digital maps for service provision with GIS software. They are also providing Web service by incorporating probe data mapping and Web display programs into GIS software. Map data costs 20,000 rupiah per 1:10,000 square km, and prices in line with NLP (Nomor Lembar Peta) map numbers are set based on this. c) Existing information service companies Landline telephone services are provided by five companies. The Indonesian government approved the provision of wireless access services outside the scope of landline telephone services in these companies, and FWAs (Fixed Wireless Access) have been growing rapidly. Leading companies that provide this service include Telkom, Bakrie Telecom and Indosat. The leading cellular phone companies are Telkomsel, Indosat and XL Axiata and account for 85% of Indonesia’s cellular phone market, and Telkomsel, Indosat and Excelcomindo have obtained licenses for third-generation cellular phones (3G).
Telkom (FWA)
Bakrie Telecom (FWA)
Indosat (FWA)
Telkomsel 1-6
Indosat
XL Axiata
Excelcomindo MCA radio systems are used in times of disaster and at airports, etc. While they have
currently not yet been introduced as narrowband communications, ETC is examining the possibility of changing from its current Touch’n Go system to the DSRC system in the future. Adoption of Wi-Fi in Indonesia is progressing rapidly, and there are plans to install Wi-Fi facilities on trains on the Indonesian railways. With regards to WiMAX, cable TV operators and such have obtained WiMAX licenses, and there are plans for the sequential initiation of provision. d) CCTV utilization To gather information for general highways and roads, CCTV image data been primarily utilized. For general roads, the state government in Jakarta (DKI) is promoting the development of CCTV cameras from the main roads first. Combined, they are building a centralized mechanism to collect the data, and perform image processing. As with the highways, understanding of traffic conditions through images is common. In Jakarta, CCTV cameras have been installed in the main road areas and toll booths. For example, on the main roads, camera units are installed in structures such as pedestrian crossing bridges and road crossing structures. However, installation in the suburbs has not advanced much, and maintenance conditions differ depending on the region. In addition, future work is also planned, such as installing CCTV cameras in tollgate entrances, which are not used for purposes other than traffic confirmation, and their utilization methods will also be examined.
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Photo 1 – CCTV camera installation
In Jakarta, CCTV cameras have been installed overlooking roads (top left photo), the toll booth entrance (top right), major highways (photo bottom left, bottom right picture is enlarged) and so on. Source) Photographs taken by the study team
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Table 7 – Places with CCTV cameras installed and number installed Installation location
Number installed
Jakarta-Tangerang
12
Dalam Kota Jakarta (JIRR)
10
Prof. Dr. Ir. Sedyatmo
10
Jagorawi
15
Lingkar Luar Jakarta (JORR)
17
Jakarta-Cikampek
19
Cipularang
7
Padalarang-Cileunyi
8
Palimanan-Kanci
10
Semarang
14
Surabaya-Gempol
15
Surabaya-Madura
7
Belmera
8
Total
152 Source) Jasa Marga 2010 Annual Report
e) Radar speed detectors installation In this survey, the total number of highway in Indonesia could not be confirmed, but it was confirmed that RTMS traffic congestion monitoring and radar speed monitoring is being implemented at a rate of about one place per highway interchange in Jakarta. However, on highways in Japan, the understanding of traffic speed and volume has been based on observations made by equipment using ultrasound with loops and coils. In metropolitan areas, the spacing is one every 300m (under the jurisdiction of Metropolitan Expressways), in urban areas it is one every 500m - 2km (under the jurisdiction of East Japan Expressways) and between cities in rural areas, there is approximately one at each interchange. Compared to the situation in Japan, it can hardly be said that there is a sufficient level of observation for traffic volume and average speed in Indonesia.
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Photo 2 – Radar speed detecting equipment
Source) Photograph taken by the study team
f) VMS installation Traffic congestion and accident information are provided using VMSs installed on the road and surrounding roads. However, information is only available in text, and the places in which they are installed are limited to the interchange entrances and main roads within the city. Photo 3 - VMS
VMSs have been installed on the main road of the highway (left) and at toll gate entrances (right). Source) Photographs taken by the study team
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Table 8 – Highways equipped with VMS and the number installed Road name
Number of VMSs installed
Cawang-Tomang-Cengkareng
2
Jakarta-Cikampek
2
Jagorawi
3
JORR
4
Total
11 Source) Jasa Marga 2010 Annual Report
g) Meteorological equipment installation Flooding of general roads in times of rainfall is one of the causes of traffic congestion. In this survey, hardly any confirmation was able to be performed for installation conditions. Due to this, new weather observation facilities should be installed, the comparison and measurement of levels of rainfall during past traffic congestion and stoppage should be structured into basic data, and together with traffic information, road condition data in times of abnormal weather should be provided to promote efficiency in drivers’ route selection and estimated required time, etc.
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Figure 3 – Flooding information provided by electrode type level sensors
Electrode sensor system for detecting water levels and giving flood information used in underpasses in Japan. Source) Nagoya Electric Industry
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h) Car navigation systems diffusion In the case of car navigation systems, there are reasonably priced systems available but until now, their use has not become widespread. Systems for distributing traffic information via car navi system such as VICS in Japan have not been structured, and the rate of people owning their own cars in Jakarta is 20%, with the rate of car navi owners at less than 1%. In Indonesia, people generally use cars driven by hired drivers. These drivers are well-versed in geography and are familiar with the local area, so they rarely need to refer to a map. That is the main obstacle preventing car navigation systems from becoming popular. However, considering the fact that recent economic development has dramatically bumped up the number of 2-wheel vehicle users to 4-wheel vehicles, numbers of drivers who have little knowledge of the area and rely on car navigation systems to guide them much as in first world countries are expected to increase in the near future. Considering usage conditions of car navi systems in Japan, the demand for car navi systems is expected to increase dramatically in line with the increasing number of personal car owners. i) Information utilizing radio broadcasts The Jakarta public radio station “Sonora” provides traffic information at regular intervals from early in the morning to 10PM in Jakarta and five surrounding cities during its programs. The basic pattern that these programs follow is that they have the news on the hour, every hour, and at the 15th and 45th minute, they have their own reporters giving traffic news, and on the 30th minute of every hour, there are traffic information announcements from the police or highway companies. The basis for this traffic information is that they have employees who work as investigators (in total 15 people, with between 3 and 6 patrolling at any one time) who travel around on motorbikes, checking the situation and gathering information. Since the investigators actually ride around the congested areas to find an alternative route, the listeners can make suggestions, which is a great advantage. In addition to this, there is a means to accept information from the audience called the Citizen Journalistic System. As well as telephone and SMS (Short Message Service), they have recently been gathering information by utilizing a variety of media such as Facebook and Twitter. j) Information providers utilizing the Internet 1-13
On the Internet, Lewatmana.com specifically uses SNS to provide traffic information. The company uses traffic information provided by CCTV, SMS from the users and Twitter etc. as a basis for the information that they gather. It is also utilized to obtain GPS information from applications such as mobile phones. They install and operate their own independent CCTV. They take the information from the CCTV data center, the operators monitoring this process it and this is how they get their traffic information. The operators provide this as messages on Twitter and so on. CCTV has been established in Jakarta, and has been added to Surabaya, Jabodetabek and Bali Island. In urban areas, they are running 75 cameras and 90 across the whole country. Their business model is to provide free services to users based on advertising revenues. All of the end users are individuals and they do not do business with corporations. Also, users who provide traffic information are not compensated in any way. In addition, Google have been providing information as of 2010. k) Utilizing GPS location information Google Maps can provide traffic information superimposed onto a map. At first, the service was started mainly in the U.S., but as of August 2011, has begun to provide traffic information from around Jakarta.1 It is sent from Google smartphone users, and it uses anonymous location information and velocity data to calculate the traffic situation and this is then displayed as traffic information. By repeating this process and using such vast amounts of anonymous data, it is possible to provide extremely accurate traffic information. Also, some probe traffic information systems are being introduced that are targeted at vehicle fleet management and logistics companies. If vehicles for commercial use such as trucks are equipped with a GPS transmission function, probes can gather information over cellular phone networks, which is a means for operators to find out the vehicle’s location and operation history. A bus location system using GPS location information in the same way is also being introduced. l) Wired communications infrastructure status
1
The same service is provided in Japan as of December 2011. 1-14
Urban areas have been equipped with fiber optic transmission system facilities. However, unlike Japan, instead of being buried in the ground with a wire and sheath tube, due to the roads having been built separately at a later time, they are in metal pipes lying by the roadside or as overhead lines above the road. The backbone for the development of the optical fiber is being funded by Chinese capital with private participation, but the network is weak and is unlikely to be expanded soon.
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Photo 4 – Laying of fiber optic cable and wiring status
Fiber optic cable installed in metal pipes laid by the roadside (left) and also installed above the road (right) Source) Photographs taken by the study team
m) Status of wireless communications infrastructure Indonesia has the second highest number of Facebook users in the world and is a country where cellular phone use is thriving. While there has been a 10-fold increase over the past four years the in amount of data transmitted due to the spread of Blackberry and other smartphones, Telkomsel, Indosat, Excel and other cellular phone giants’ signals are unstable and third generation cellular phone services are only provided in urban cities and their surroundings areas. In the industrial and port areas with fewer base stations, the signal quality tends to deteriorate due to lower bandwidth. In the future, the wireless broadband situation is expected to improve but there are problems with slow progress in the development of the optical communication network backbone between wireless base stations. The introduction of WiMax has been offered as a new method but only fixed WiMax, not mobile, has been granted permission which only leaves two companies since all of the others have withdrawn and its popularity is not spreading. n) Legal restrictions and constraints on communication Telecommunications infrastructure projects have restrictions on foreign investment, and cannot be funded for more than 50%, so partnership with local companies is essential. In the case of installing and running self-managed wireless communication equipment, the problem is that radio wave usage is expensive. Also, great importance has been placed on communications equipment and allowing the import of communications equipment will be
1-16
judged with severity, especially if it is necessary to install the servers in their own country or if it is a cloud server that is regulated abroad. The local radio station Sonora has made an agreement with Jasa Marga to broadcast traffic information about the highways provided by the company, but laws and regulations for private companies to provide traffic information have yet to be confirmed. o) Projects related to ITS a. ITS services in Indonesia In peak seasons, such as the Islamic religious holiday Eid ul-Adha, the related organizations, together with the traffic command and control center, use CCTV and GPS to monitor the traffic flow and use an ATCS and VMS traffic control system. In addition, the introduction of a bus location system began in 2010. For bus fares, tolls and parking lots, systems have been introduced that allow electronic payments to be made but since interoperability between individual systems is impossible, a system to integrate a smart card is being planned.
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Figure 4 – ITS Services in Indonesia
ITS services (left) and the transport command and control center (right).
Monitoring by CCTV (upper left), GPS tracking system (bottom left), ATCS (right).
Bus location system (left) and Lewatmana’s traffic information providing system (right).
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Electronic payment system (left) and smart card payment system (right) Source) Indonesia ITS Workshop (article)
1-19
b. Trends in ITS Projects in Indonesia At ITS Asia - Pacific workshop held in Indonesia at the 19th International Motor Show (August 25, 2011), the Blue Bird Group, a leading taxi company, announced that in order to improve traffic conditions in Jakarta, vehicle movement information is being provided by their 8,000 taxis via GPS. Also, at the same time, it was announced that in the Jakarta industrial parks of Cikarang Dry Port and Tanjung Priok, a system has been introduced that combines electronic seals and GPS for use in customs and trade for trucks and trains. Figure 5 – Distribution Monitoring System
Source) Indonesia ITS Workshop (article)
p) Estimated ITS market size a. Market of Traffic Information System Aided by Probe Car For Market size of traffic information system, “Study on Development of Traffic Information System Aided by Probe Car on Arterial Road Network in Jakarta in the Republic of Indonesia, Study on Economic Partnership Projects in Developing Countries in FY2006 (Japan External Trade Organization)” estimated business income of the case of the introduction of the traffic information system. Financial analysis of the study estimates that annual income of the business is 1.2 billion rupiah, and annual usage fee of traffic information provision by SMS is 15.1billion rupiah. The income estimation method of the information provision is following. Approximately 90% of car users of questionnaire survey in the study answer to get the traffic information
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by SMS. Their average willingness to pay for the information is 350 rupiah/ time. Traffic volume toward urban central area in morning peak hour is 160,000 vehicles. Therefore, Rp. 350 x 160,000 vehicles x 0.9 x 25 days x 12months =Rp. 15,120 million/year Current yen equivalent income of information provision is 129.9 million yen (1yen = 116.78 rupiah). In addition, annual advertisement income is estimated 1.2billion rupiah, it is 10.28 million yen. Traffic information system service market size at this time, annual income is expected 140 million yen. b. Vehicle Tracking System Current Vehicle Location Management Companies with GPS in Indonesia and their customers and sales are shown in below table. According to interview to Exelan Company, most of the companies are funded in recent, and most of them are small size companies. Many companies are established and drop out. Available Sales data was few. If it is assumed that one company’s sale is between 2 billion and 4 billion, it is between 20 million yen and 40 million yen. Below table include 24 companies. If average sales of them are assumed 30 million yen, total sale is about 720 million yen. The list not include some companies, therefore it seems that the market size of the field is about 1 billion yen.
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Table 9 - Vehicle Location Management Companies with GPS
Company Name 1 Solusitek, IT Service Provider, PT. Amadeo Global Perkasa
Clients 1. Multi Graha Realtindo, PT. – MULTIPLUS (Business Service Center) – Jawa, Kalimantan, Sumatra, Bali 2. Sriagung Cahya Sakti, PT. – IZZI PIZZA (Retail Chain Store) – Jakarta, Surabaya 3. Indomedia Dinamika, PT. – BUSINESS WEEK (Media Publisher) – Jakarta 4. ADCO Sinergy Utama, PT. – Jakarta 5. Easy Point Business Center – Jakarta 6. IZZI Lifestyle Holdings (M) Sdn Bhd (Retail) – Bukit Bintang, Petaling Jaya – Kuala Lumpur, Malaysia 7. Pasta De Waraku Resto (Retail F&B) – Jakarta 8. SushiGroove Resto (Retail F&B) – Jakarta 9. Social House Resto & Bar (Retail F&B) – Jakarta 10. Dragonfly Club (Entartainment) – Jakarta 11. ASIAN TIGERS Indonesia (Moving & Storage) – Jakarta 12. Asuransi JIWASRAYA, PT. (Insurance) – Jakarta 13. Parpica Playground (Entertainment) – Jakarta 14. Goodfaith Production (Publisher/ Producer) – Jakarta 15. Adiperkasa Ekabakti Industry, PT. (Manufacturer) – Cikarang, Bekasi 16. GAYA MAKMUR Tractors, PT. (Heavy Equipment) – Jakarta 17. METROCOM Global Solusi, PT. (IT Company) – Jakarta 18. SUN Education Group (Education Consultant) – Jakarta 19. TIMES Book Store (Retail Chain Store) – Jakarta 20. Dutadharma Utama, PT. – DONG FENG (Distributor & Manufacturer) – Jakarta 21. Onjaya Kokoh, PT. – TEREX Indonesia (Heavy Equipment) 22. SADIKUN Group (Energy) – Jakarta 23. DIN TAI FUNG Indonesia (Retail Chain Store) – Jakarta 24. Jurnalindo Aksara Grafika, PT. – Grup BISNIS INDONESIA (Media Publisher) – Jakarta 25. Aksara Grafika Pratama, PT. – Grup BISNIS INDONESIA (Media Publisher) – Jakarta 26. Printcom Solusi, PT. (IT Company) – Jakarta 27. TIGARAKSA SATRIA Tbk, PT. (FMCG Manufacture/Distributor) – Jakarta / Bekasi 28. MULIA Industrindo (Manufacture) – Cikarang, Bekasi 29. Indah Kiat Pulp & Paper Tbk, PT.(Manufacture) – Serpong, Tangerang 30. ESAB / Esabindo Pratama, PT.(Manufacture & Supplier) – Jakarta 31. Bahagia Niaga Lestari, PT.- Ranch Market & Ninety Nine Restaurant (Retail) – Jakarta 32. Muara Indo Marine, PT. (Marine & Offshore Industries) – Batam 1-22
Sales n.a.
33. Birotika Semesta, PT. – DHL Express (Logistic & Delivery Service) – Jakarta 34. Tens of SMEs, Rental Car Service and expedition in Jakarta and Jawa 2 Gtrack, PT. P 1. Chevron Pasific Indonesia GLOBALINDO 2. Medco Energi Pertamina 3. Bengkalis Kuda Laut 4. Multi Structure 5. Tripatra Fluor Consortium 6. Adhi Karya 7. PetroChina 8. TRAC Astra 3 PT. Garuda Satria 4 PT Elda Sarana Informatika 5 PT. weBGis Retail dan Coorporate, intelligence service, BAIS TNI. Indonesia 6 INDO GPS •Crown Relocations •Pertamina •Dakota Cargo • Plaza Toyota •Lautan Berlian, Mitsubishi Motor •Ford •Enkei Wheels •Iklan Jalan •Mobil Iklan 7 PT. Prima Exelan 1. Bahagia Car Audio Saputra 2. Dharma Audio 3. Indo Global Prima Solusi, PT. 4. Intelli-Telematics Asia Sdn. Bhd. - Malaysia 5. Ken Solusindo, PT. 6. Restindo Dayatama, PT. 7. Sentras Varitama, PT. 8. Sharp Electronics Indonesia, PT. 9. Sinar Sakti Aneka Sarana, PT. - Kenwood Indonesia 10. System And Technology - Taiwan 11. Tang-Band Industries – Taiwan 12. Anugerah Mas, PT. - Agra Mas 13. Asian Auto International, PT. 14. Cipaganti Otojasa, PT. 15. Eka Sari Lorena, PT. - ESL Express - Lorena Group 16. Eka Sari Lorena Transport, PT. - Lorena Group 17. Gesit Alumas, PT. - a GESIT Group Companies 18. Kerub Pariwisata, PT. 19. Medan Jaya, PO. 20. Panorama Transportasi Tbk. , PT. 21. Pratama Sedangmas Motor, PT. 22. Primajasa Perdanarayautama, PT. 23. Rahayu Santosa, PT. 24. Restu Ibu, PT. - a Blue Bird Group Companies 25. Riyanta Mitra Karina, PT. - Lorena Group 1-23
n.a.
150 Million Rupiahs /year – 200 Million Rupiahs /year . 3 Billion Rupiahs/year to 5 Billion Rupiahs/year n.a. n.a.
500 GPS units/ year
8
PT Joya Tech
26. Santosa Motor, PT. 27. Sari Lorena Pariwisata, PT. - Lorena Group 28. Sugico Graha, PT. 29. Surya Putra Sarana, PT. 30. TransJakarta (Busway) 31. ZIEGLER Indonesia, PT. - a Blue Bird Group Companies 32. Toyota Rent A Car, PT. ( TRAC ), and more Blue Bird Group (Taxi)
9 AKARI GPS 10 PT Aetherica • C&C Itanusa Persada •AKARI GPS •Google Affiliate Network •Infomedia •Avtech •Stealth Professional CCTV System •Infinity CCTV •GKB •Samsung CCTV •Name.com •Go Daddy.com •MWN webhosting •Ardhosting •Wordpress •Resonant •PayPal •Bitdefender •Fahrizal Ibrahim Photography •BigStock •iStockphoto •APOURTRAIL 11. Indosat Solution n.a. 12. Semesta Sarana Agencies Informatika 1. Balai Karantina Tumbuhan Kabupaten Ambon 2. Anggota Dewan Kabupaten Seram Barat 3. Dinas Pertanian Kabupaten Magetan 4. Kantor Kepatihan Yogyakarta 5. Kantor Pajak Malioboro Yogyakarta 6. Kantor Kelurahan Kraton - Magetan 7. Kantor Kecamatan Barat - Magetan 8.Koperasi SRI HANDAYANI Dinas Kesehatan Kabupaten Magetan 9. Balai Pelatihan dan Pengembangan Ilmu Pelayaran (BP2IP) Sorong Public 1. PT Bina Sawit Nusantara Pekanbaru 2. CV Permata Abadi Maospati 3. PT Waskita Karya Yogyakarta 4. Kings Elektro Yogyakarta 5. BRI Branch Office Kaliurang 6. BRI Branch Office Maospati 7. Iswahyudi Airport Magetan 1-24
150 unit/month n.a. n.a.
n.a. n.a.
8. Harley Davidson Jogja Showroom 9. Hotel LILIK Jl. Dagen Jogja 13 I go Track
n.a.
n.a.
14 Eagle Indonesia
Tech n.a.
n.a.
15 GPS TRACKING n.a. MONITORING
n.a.
16 PT.Internex
CV Mahhana Scurity and Filsindo
n.a.
17 XT TECHNOLOGY INDONESIA 18 INDOGEOTECH DARMA SOLUSI, CV 19 Jasa Pelacak GPS Indonesia 20 PT Jati Indah, Semarang, Indonesia
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
•PT Sampoerna, tbk •Gumaya Tower Hotel Semarang •Telkomsel Semarang •Indosat Semarang •Jas Taxi Jogjakarta •Atlas Taxi Semarang •PT Sinar Mulia, Rent Heavy Equipment Semarang •UD. Bumi Juwana, rice warehouse, Juwana •UD Kuwat, Cooking Oil distributor Purwodadi •UD Fadila, Metal and Material Shop, Demak •TB Doraemon, Purbalingga •Made Rent car, Bali •Rent Car Semarang, Kudus, Solo, Kebumen, Purworejo, etc. 21 INDOSAE n.a. 22 SepuluhDua. Com n.a. 23 PT. GARDA n.a. WAHANA PERKASA 24 MULIAGPS n.a. Source) Made by the study team
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n.a.
n.a. n.a. n.a. n.a.
c. Digital Road Map High accuracy digital road map such as Japanese’s one is not exist in Indonesia. Bakosurtanal (it likes geospatial Information Authority of Japan) only sells digital map. Worldwide digital map company (TeleAtlas and NAVTEQ) entry into Indonesia Market, and provide maps to Google Earth, but they don’t provide it general users. If internet and TV shopping become common in Indonesia, home-delivery service demand increase and digital road map (detail map likes Japanese house map) demand increase for effective delivery. d. Information Technology field market Mobile-phone market was researched as part of IT field market. The number of subscribers of Telekomsel (the biggest mobile-phone carrier in Indonesia) occupies about 50% of all mobile subscribers in Indonesia. Telikomsel sale was 41.582 trillion rupiah in 2009 and increased 10.4% than 2008. Mobile-phone market trend is shown followings.
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Table 10 - Mobile-phone Market Trend in Indonesia (Major 4 Carriers) （Unit：10 billion Rupiah）
Carrier Name
2005
Telekomsel
2006
2007
2008
2009
21,133
29,145
36,671
37,199
41,582
Indosat
8,654
9,228
12,753
14,179
18,393
XL Axiata
4,302
6,466
8,365
12,156
13,880
483
751
1,118
927
537
Mobile-8 Telecom
Source) Each mobile-phone company
Table 11 – The number of Mobile-phone users (December 2009) Number of Mobile-phone users
160 million
pre-paid rate(%)
over 90%
Mobile-phone penetration rate(%)
70.4
W-CDMA penetration rate(%)
2.1
Source) TeleGeography, September 2010
Table 12 - The number/ Share of Subscribers of Mobile-phone by Mobile-phone Carrier in Indonesia Carrier Name
June 2009 Subscribers
June 2010 (%)
Subscribers
Rate of Changes(%)
(%)
Telkomsel
76,014,000
54.7
88,316,000
49.8
16.2
Indosat
28,085,527
20.2
37,780,058
21.3
34.5
XL Axiata
24,692,000
17.8
35,232,000
19.9
42.7
6,434,000
4.6
9,855,770
5.6
53.2
800,000
0.6
3,500,000
2.0
337.5
2,945,000
2.1
2,800,000
1.6
-4.9
3,000
0.3
0
0
-
138,975,527
100
177,483,828
100
27.7
Hutchison CP Telecommunications Smart Telecom Mobile-8 Telecom Others Total
Source) TeleGeography, September 2010, each carrier’s Annual Report
All mobile-phone market was about 74trillion rupiah in 2009. The number of subscribers of mobile-phone increased 28% in 2010. Therefore, it seems that current mobile-phone market is over 100 trillion rupiah.
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3)
Means of settlement
a) Current status of highway toll collection The expressway company Jasa Marga, with regard to the collection of highway tolls, is making it possible to make payments using cash and also contactless IC card systems (e-Toll card). The e-Toll card is contactless smart cards issued in partnership with Bank Mandiri (Persero) Tbk, Ciptra Merga Nusaphala Tbk and Marga Mandala Sakti. The balance is electronically stored on an internal chip on the e-Toll card, and when it use, a PIN is not required, it just needs to be held in front of the reader. The balance limit is 1 million rupiah as defined by the Bank of Indonesia. The e-Toll card can be purchased at branches of Bank Mandri (Jabodetabek is limited to urban areas) Jasa Marga headquarters, specific facilities and toll booths, Ciptra Merga headquarters, Marga Mandala headquarters and some offices. The card can be charged at Bank Mandri branches, Jasa Marga, Ciptra Merga and Marga Mandala highway companies, Indomaret, and gas stations. It can also be charged by direct debit via Bank Mandri’s Internet Bank Service, SMS, Telephone Bank Service and ATMs (4,100 machines). In addition, it possible to confirm the e-Toll card balance at the charge points listed above, via Bank Mandri’s Internet Bank Service or by SMS.
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Figure 6 – Example of using an e-Toll card
e-Toll card (left). The e-Toll card is a Touch and Go system; the user only needs to hold the card to the reader for a moment (right). Source) Bank Mandri Website
Using the e-Toll card has the following benefits.
Cash is not required when paying tolls.
It can be used for payment on highways between Cawang-Tomang-Cengkareng, Cawang-Tanjung Priok-Pluit and Cikupa-Merak.
It can be used at gas stations in the Jabodetabek metropolitan area.
It can be used to pay for shopping in Indomaret (more than 5,000 convenience stores).
The number of users of the e-Toll card is over 6 million (Q3 2011), which accounts for 4.68% of all toll payments.
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Figure 7 – Number of the e-Toll card transactions (Unit: 1,000 vehicles)
6,276 5,480 4,552 3,105
910
1,250
3,436 3,638
4,013
1,609
236 1Q09 2Q09 3Q09 4Q09 1Q10 2Q10 3Q10 4Q10 1Q11 2Q11 3Q11 Source) Jasa Marga Update and Profile Q3 2011
The e-Toll card is becoming more popular, despite a sluggish start and accounting for less than 5% of payments made on highways. The problem is that highway users do not feel the benefits of owning and using an e-Toll card. In addition, cash payment must also be made in parking lots, so the use of toll booths is not necessarily linked to easing congestion. For example, other reasons why the use of the e-Toll card is yet to become widespread include the fact there are no discounts offered on toll payments and there are few places where you can use the e-Toll card (cooperating companies). Therefore, the introduction of discounts, an increase in the number of locations where it can be used, and the introduction of a mileage program are work that can be done in the future to add more benefits of using the card. b) Current credit card market a. Summary of the market In 2010, credit card payments were up by 28%, 161.38 trillion rupiah, compared to the previous year, the number of payments was up by 16%, 100 million compared to 96.41 million, and the number of cards issued (balance) was up 10% to 13.4 million. If we assume that on average, each person has two credit cards, the penetration rate of credit cards in Indonesia remains at 4.5%. In fact, it is thought that people living in Indonesia’s big cities, 1-30
such as Jakarta and Subaraya, have two or more credit cards, so the penetration rate is considered to be at a lower level. According to an announcement made by the Bank of Indonesia, “on average, the number of credit cards issued has increased by 18% in the last 5 years” and the number of cards issued by Indonesian credit organizations is predicted to rise by 15%, 1.541 million cards, in 2011 compared to the previous year. Bank Mandri has partnerships with Visa and MasterCard, and Indonesia’s major banks already have credit card partnerships. For the number of credit cards issued by banks, Central Asia (BCA) is the most with 2.1million, followed by Bank Mandri (1.86 million) and City Bank (1.7 million). Table 13 – Credit card issuing companies Number
Issuing company name
1
ANZ Panin Bank
2
Bank Bukopin
3
Bank ICB Bumiputera Tbk
4
Bank Central Asia Tbk
5
Bank CIMB Niaga Tbk
6
Bank Danamon Indonesia Tbk
7
Bank ICBC Indonesia
8
Bank International Indonesia Tbk
9
Bank Mandiri (Persero) Tbk
10
Bank Mega Tbk
11
Bank Negara Indonesia 1946 (Persero)
12
Pan Indonesia Bank Ltd. Tbk
13
Bank Rakyat Indonesia (Persero) Tbk
14
Bank Permata Tbk
15
CITI Bank
16
GE Finance Indonesia
17
The Hong Kong & Shanghai Bank Corp
18
Bank OCBC NISP Tbk
19
Standard Charted Bank
20
Bank UOB Buana Shaded areas: foreign-capitalized companies Source) Made by the study team from a website
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Table 14 – Number of credit cards issued by each bank (Units: 1000 cards) Bank name
Number
Time period
issued Bank Central Asia Tbk
2,100
September 2010
Bank Mandiri (Persero) Tbk
1,868
September 2010
CITI Bank
1,700
March 2010
Bank Negara Indonesia 1946 (Persero)
1,690
June 2010
Bank CIMB Niaga Tbk
885
September 2010
Bank Mega Tbk
651
December 2009
Bank International Indonesia Tbk
500
December 2009
ANZ Panin Bank
500
December 2009
Bank Danamon Indonesia Tbk
469
December 2009
Bank Rakyat Indonesia (Persero) Tbk
370
March 2010
Bank Permata Tbk
250
June 2010
Source) Made by the study team using data from Biro Riset Infobank
For wealthy customers at leading electronics retailers, on average 90% of them use credit cards (including debit cards) to make their payments and the reasons behind this are that they can receive points, and it seems that there is a trend for using cards for small payments. b. Credit administration The review period before a credit card is issued, is on average, 2 weeks or 10 business days. According to the Bank of Indonesia “Compared to other countries, the terms of issuance of credit cards is relaxed and applications can be made in many places, including shopping malls. There are no regulations for the issuance of credit cards; this is administered by the banks themselves.” Things commonly checked in credit card reviews are as follows:
Monthly income
Current debt (car loans etc.)
Current address and period of residence
Owner occupancy/ tenancy
Number of credit cards owned
Deposit balance
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c. Existence and activities of credit bureaus (business associations) There is a credit information database, built by the Bank of Indonesia known as the Debtor Information System (DIS). Banks and non-banking companies require that individuals and corporate debtors have their data registered. By accessing the DIS, it is possible for banks and non-banking companies to use this service. The following information can be gained via the DIS.
Debtor’s basic information
In the case of corporate debtors, basic information regarding management
Debtor's financial information (financial assets and liabilities)
Guarantee/ warranty
Debtor's financial statements However, for banks and non-banking companies, the accuracy of the aforementioned
information and time of the registration period vary so the database is not completely reliable. Also, every year the Bank of Indonesia give an award to banks and non-banking companies for accurate and timely registration of the aforementioned data. d. Credit limit Credit limits on credit cards issued by banks vary and the maximum amount is generally lower in local banks than foreign banks. In addition, the type of credit card limit varies. For example, for the silver card, the limit is 2 - 8 million rupiah, for gold it is 8-50 million rupiah, for platinum and titanium cards it is 25 million to 1 billion rupiah. e. Advancement of foreign credit card companies Of all the companies offering credit cards in Indonesia, including foreign companies, all but one of them are banks. Also, there are no Japanese companies offering credit cards. f. Entry regulations for foreign companies Foreign ownership of companies in the field of non-banks has risen to 85%. In addition, an ownership cap has not been established for banks and it is necessary to obtain special permission from the Bank of Indonesia. Although the maximum equity is 85%, the remaining 15% is not limited to local Indonesian companies, so the rate of Indonesian companies being authorized is decreasing. The trend of recent advances is that Japanese expansion has been at 100%. Therefore, it is no exaggeration to say that local partner selection is an obstacle. 1-33
Table 15 – Foreign ownership in the non-banking sector Number 1
Business areas Leasing business
Investment ratio Maximum 85％
Finance other than leasing Credit Purchasing 2
Consumer finance
Maximum 85％
Credit card finance Other finances other than leasing Source) Made by the study team from material by JETRO and BKPM
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(3) Condition of the target region 1)
Overview of the Jakarta metropolitan area The Jakarta metropolitan area consists of Jakarta special province (DKI Jakarta) its surrounding local governments (Bogor, Depok, Tangerang, and Bekasi). This region is called JABODETABEK, a name consisting of the initials of the different regions contained within (JAkarta, BOgor, DEpok, TAngeran, BEkasi). This area is displayed in the below diagram. In the metropolitan area, there are 28 million inhabitants (as of 2010) and it is Indonesia's political, economic, and cultural center. Figure 8 – Diagram of the Jakarta metropolitan area (JABODETABEK)
タンゲラン県 Tangerang Prefecture
Tangerang City タンゲラン市
Bekasi ベカシ県 Prefecture
ジ ャカ ルタ DKI Jakarta 特別州
Bekasi City ベカシ市 Depok City デポック市
Jakarta-Chikampeck ジャ カルタ －チ カ highway ンペック高速道路
Bogor Prefecture ボゴール県 Bogor City ボゴール市
Source) Study team
The population has grown in metropolitan areas but has slowed in DKI Jakarta, whereas in cities around Jabodetabek, growth rates have remained consistently high. With the future development of the city near Jakarta, the city's population is thought to be growing in the 1-35
suburbs. In addition, the Jakarta metropolitan area has seen the GRDP growing nearly 6% in all regions. As a result, traffic flow to the center of Jakarta metropolitan economic area is expected to continue to increase in the future. Therefore, the Jakarta metropolitan area, traffic congestion and urban transportation are starting to become serious problems. Figure 9 – Changes in population in the Jakarta metropolitan area (Units: 1000 people)
30,000 25,000 20,000 15,000 10,000 5,000 0
1972
1980
1990
2000
DKI Jakarta Source) Dalam Angka
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2005
Jabodetabek
2010
Table 16 – GRDP in the Jakarta metropolitan area (Units: 1 billion rupiah, year 2000 constant price) 2003
2004
2005
2006
2007
2008
DKI Jakarta
260,782
275,740
292,233
309,857
329,690
349,622
Bodetabek
110,426
116,966
124,339
132,150
140,118
148,383
Jabodetabek
371,208
392,706
416,572
442,007
469,808
498,005
Source) Dalam Angka
2)
Traffic conditions in the metropolitan area Many residents in metropolitan areas commute or travel to school through the center of Jakarta and these journeys are concentrated in the CBD of Jakarta. There are also major international transportation facilities such as the Port of Tanjung Priok and Soekarno-Hatta Jakarta International Airport, so import and export cargo also passes through the metropolitan area. Therefore, there is severe congestion around the roads that encircle the city center of Jakarta every morning and every evening. Also, if no new, effective measures are taken, the supply of new infrastructure will be unable to keep up with demand due to increased traffic, and traffic congestion and other problems are expected to become a serious problem in the metropolitan area. In recent years, increases in household income have led to an increase in the number of cars and motorbikes being purchased. With future economic growth, an increase in citizen’s real income, the predicted accelerated rates of motorization, an increase in private users, traffic congestion becoming more serious, means that air and noise pollution caused by cars will certainly become a far more serious problem.
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Figure 10 – Increasing demand for commuter traffic around the outskirts of Jakarta (1985-2002)
Source) “Integrated Transport Study of the Jakarta Metropolitan Area – Phase 2” (JICA, 2004)
According to the “Integrated Transport Study of the Jakarta Metropolitan Area – Phase 2” (JICA, 2004), traffic congestion in central Jakarta was already in a serious condition, which can be seen in the lower than 10km / h travel speed. Estimates made in 2004 show that the annual economic loss due to traffic congestion in the area was approximately 37.9 billion yen due to an increase in the cost of vehicle operation, and approximately 31.6 billion yen due to an increase in travel time. The current traffic conditions in the region are worse not only in that there have been increased economic losses, but also the environmental and social issues caused by an increase in carbon dioxide emissions and air pollution.
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Figure 11 – Travel speeds during morning peak times
Source) “Integrated Transport Study of the Jakarta Metropolitan Area – Phase 2” (JICA, 2004)
3)
Road sector conditions in Jakarta Looking at the road conditions in Jabodetabek and Karawang, DKI Jakarta has developed many main and provincial roads but the surrounding areas have a higher ratio of prefectural roads.
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Table 17 – Road extension in Jabodetabek and Karawang (2009) Road extension (km) Highways
State
Kota,
Province
Kabupaten
Total
DKI Jakarta
113.0
169.7
1,304.4
5,621.5
7,208.5
Bogor
-
155.7
156.7
2,183.7
2,496.1
Depok
-
14.3
19.2
469.8
503.2
Tangerang
-
53.3
182.2
2,415.8
2,651.3
43.3
39.4
1,239.3
1,345.6
Bekasi
23.7
Karawang 77.7 48.2 2,640.0 2,766.0 Note: Some highways’ figures were left blank because there is no category for toll roads. Source) Dalam Angka (regional) 2010 In Jakarta, there has been a significant increase in the number of motorcycles. The percentage of passenger cars is low but is showing signs of a gradual increase. Figure 12 – Number of registered vehicles in Jakarta, separated by vehicle type 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 0 2005
2006 2007 Passenger Cars Buses
2008 Cargo Cars Motor Cycles
2009
Source) Made by the study team from material provided by Jakarta Dalam Angka
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4)
Condition of the Jakarta-Cikampek toll road The Jakarta-Cikampek toll road extends east from the center of Jakarta, goes past the Jakarta Outer Ring Road (JORR), through the Bekasi and Karawang industrial parks and reaches Cikampek, for a total length of 83km and was built in 1988. It has a central divider, 6 lanes (8 lanes west of Cikarang as of 2009), and is a toll road with vehicle-only access control.2 It is operated and managed by Jasa Marga and the toll charge varies according to vehicle type and is based on a zone-to-zone flat rate. Table 18 – Toll categories based on vehicle type Toll category
Vehicle type
GOL I
Passenger cars, jeeps, pickup trucks, light trucks, buses
GOL II
2 axel trucks
GOL III
3 axel trucks
GOL IV
4 axel trucks
GOL V
5 axel trucks Source) Jasa Marga data
Table 19 – Jakarta-Cikampek toll road ramp names Ramp name
Ramp name
1
Gerbang Ramp Pd. Gede Barat 1
9
Gerbang Tambun
2
Gerbang Ramp Pd. Gede Barat 2
10
Gerbang Cibitung
3
Gerbang Ramp Pd. Gede Timur 1
11
Gerbang Cikarang Balat
4
Gerbang Ramp Pd. Gede Timur 2
12
Gerbang Cikarang Timur
5
Gerbang Pondok Gede Timur
13
Gerbang Karawang Balat
6
Gerbang Cikunir
14
Gerbang Karawang Timur
7
Gerbang Bekasi Balat
15
Gerbang Kalihurip
8
Gerbang Bekasi Timur
16
Gerbang Cikampek
Note) The numbers shown are from the direction of Jakarta Source) Jasa Marga data
2
A main road to enhance the functionality of the road traffic of other roads and crossings or to control access from the roadside.
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Table 20 – Jakarta-area industrial parks Jakarta International Seokarno-Hatta Airport
Tanjun Priok harbor Jakarta
Jakarta area enlarged view
Name of industrial park
Location
Distance from major cities
Existence of Japanese corporations (No. of companies)
Jakarta metropolitan From Jakarta: Yes (12) area 15km east Jakarta metropolitan 2 Nusantara Bonded Zone In Jakarta Unknown area Jakarta metropolitan In Jakarta, 3 Marunda Industrial Park Unknown area Tanjung Priok Krakatau Industrial Estate West Java Province From Jakarta: 4 Yes (2) ilegon Serang 120km west Modern Cikande Industrial West Java Province From Jakarta: 5 Yes (1) state Serang 68km west Pasar Kemis Industrial West Java Province From Jakarta: 6 Unknown Estate Tangerang 30km west West Java Province From Jakarta: 7 Cikarang Industrial Estate Yes (2) Bekasi 30km east West Java Province From Jakarta: 8 MM2100 Industrial Town Yes (63) Bekasi 30km east Bekasi International West Java Province From Jakarta: 9 Unknown ndustrial Estate(BIIE) Bekasi 37km east Bekasi International West Java Province From Jakarta: 10 Unknown Industrial Estate Bekasi 45km east East Jakarta Industrial West Java Province From Jakarta: 11 Yes (72) Park(EJIP) Bekasi 40km east Karawang International West Java Province From Jakarta: 12 Yes (45) Industrial City Karawang 50km east West Java Province From Jakarta: 13 Suryacipta City of Industry Yes (13) Karawang 55km east West Java Province From Jakarta: 14 Bukit Indah Industrial Park Yes (23) Karawang 65km east Cibinong Center Industrial West Java Province From Jakarta: 16 Unknown Estate Bogor 50km south Greenland International West Java Province From Jakarta: 32 Yes (1) Industrial Center(GIIC) Bekasi 37km east Source) Created by the study team from the Indonesia Investment Coordinating Board BKPM Japan １
Jakarta Industrial Estate ulogadung
Office Website
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Although there is a national highway that parallels the highway between Jakarta and Cikampek, they are separated by a considerable distance. Also, the roads in the area around the national highway have seen little development, so it can hardly be said that the access conditions are good. Traffic congestion is likely to occur on the national highway as it passes through each city center, so it is not suitable for through traffic due to the influx of large trucks and trailers. For these reasons, this road is not thought to be a suitable alternative transportation route for logistics to industrial parks. Photo 5 – Poor road surface conditions on the national highway access roads
Maintenance to the access roads for national roads is not proceeding and the road surface is in bad condition (left). National highways passing through city centers are prone to congestion (right). Source) Photographs taken by the study team
While the development of housing and industrial parks in suburban Jakarta continues, office and consumer markets still remain in the heart of Jakarta due to exports from the docks, so traffic to the city center tends to increase every year, causing serious congestion every morning and evening.
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Photo 6 – Traffic conditions on a weekday morning; highway congestion
Central Jakarta
Bekasi
The weekday morning traffic in and around the toll gate. The road leading to Jakarta is congested. Source) Photographs taken by the study team
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On the Jakarta-Cikampek toll road, the overall traffic has been increasing each year and the average rate of increase from 2006 to 2010 is about 6%. Breaking it down by section, the traffic volume increases around Jakarta and decreases in suburban areas. In recent years, traffic volume has grown around Bekasi. Figure 13 – Average daily number of vehicles using the Jakarta-Cikampek toll road (Units: vehicles/ days) 400000 350000 300000 250000 200000 150000 100000 50000 0 2006
2007
2008
2009
2010
Source) Made by the study team from data supplied by Jasa Marga
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Figure 14 – Average daily traffic volume per section (Units: vehicles/ days) 250,000 200,000 150,000 100,000 50,000
Bekasi
Tangaran
0
Jakarta
Cikampek 2008 to W+E
2009 to W+E
2010 to W+E
Note) Totals for the east and west directions Source) Made by the study team from data supplied by Jasa Marga
Freight vehicle (GOL II-V) traffic is increasingly focusing in or near Bekasi. However, the proportion of goods vehicles accounting for all traffic increases as it gets closer to Cikampek.
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Figure 15 – Average daily traffic volume of freight vehicles (Units: vehicles/ days) 45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000
Bekasi
5,000
Tangaran
0
Jakarta
Cikampek 2008 to W+E
2009 to W+E
2010 to W+E
Note) Totals for the east and west directions Source) Made by the study team from data supplied by Jasa Marga
Figure 16 – Proportion of freight traffic volume 45% 40% 35% 30% 25% 20% 15% 10% 5%
Bekasi
Tangaran
0%
Jakarta
Cikampek 2008 to W+E
2009 to W+E
2010 to W+E
Source) Made by the study team from data supplied by Jasa Marga
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5)
Trends in related measures
a) ITS-related research The key finding of the research into ITSs that have been implemented to date are as follows3. The target of this research, the Jakarta-Cikampek toll road has not been researched as the central theme for ITS-related research. a. “Integrated Transport Study into the Jakarta metropolitan area (SITRAMP)” (JICA M/ P, 2004) (The Study on Integrated Transportation Master Plan for Jabodetabek (phase ii)) A comprehensive study of transportation planning in the Jakarta metropolitan area and proposed transportation improvements using ITS. b. “Research into Traffic Information System development in the Jakarta metropolitan area” (JETRO Pre F/ S, 2007) (Study on Development of Traffic Information System Aided by probe Car on Arterial Road Network in Jakarta in the Republic of Indonesia March 2007) Study of Traffic Information Systems conducted utilizing a probe car in the Jakarta metropolitan area. c. “Research into the road pricing project in Jakarta, Indonesia” (JETRO Pre F/ S, 2008) (The Study on Jakarta Road Pricing in the Republic of Indonesia) A study was conducted into road pricing introduced in central Jakarta. d. “ITS Master Plan for Toll Road Network” (Ministry of Public Works, 2007) With JBIC Loans, a study was conducted with a consultant from the Japanese Ministry of Public Works into toll roads in Jabodetabek that are the target for the ITS Master Plan. Part of the detailed design phase of the access road to Tanjung Priok harbor was performed. e. “Toll Road ITS F/ S Project” (Korea F/ S, 2007) Feasibility Study looking into the use of ITS on the metropolitan area toll roads of Jakarta and Java Island. f. “Tanjung Priok, Indonesia port access road PPP project survey” (JETRO Pre F/ S, 2011) 3
Described in reference to the "Investigative report into the port access road PPP project in Indonesia Tanjung Priok" (JETRO Pre F/S, 2011)
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Study into the introduction of ITS on the access roads to Tanjung Priok port. b) Trends related to road planning In Indonesia, with regard to roads and construction, there are divisions between national, state and local governments and each have their own plans and operations. The studies “Comprehensive Transport Study in the Jakarta Metropolitan Area (SITRAMP)" and “The Study on Integrated Transportation Master Plan for Jabodetabek (Phase II)” (JICA、2004) conducted by JICA in 2004, are the basis for metropolitan planning in Jabodetabek. At present our research into updating this plan is carried out using the “Jabodetabek Integrated Urban Transport Policy” also known as “The Study of a Master Plan for Establishing a Metropolitan Priority Area for Investment and Industry in the Jabodetabek Area) JICA, 2011)”. The purpose of this study is “Comprehensive Study into the Ongoing Updates and Maintenance of Transportation Planning in the Jakarta Metropolitan Area” and “Substantial Progress towards the establishment of the Jabodetabek Transportation Authority (JTA)”. c) The second Jakarta-Cikampek toll road At present, research is being conducted into a development plan for the capital city of Jakarta and in “The Study of a Master Plan for Establishing a Metropolitan Priority Area for Investment and Industry in the Jabodetabek Area”4 a second Jakarta-Cikampek toll road is proposed. The Jakarta-Cikampek toll road does not have the capacity to meet the demands of the volume of traffic and although the section west of Cikarang was expanded to 8 lanes in 2009, even that is not enough. One proposed solution is a second Jakarta-Cikampek toll road. That is because along the Jakarta-Cikampek toll road, there are many industrial parks, and although development is proceeding, there is Cikarang Dry Port to the north, a harbor in Chiramaya is being planned, so freight traffic on the highway is expected to increase even further. The main demands on the Jakarta-Cikmapek highway are centered on freight traffic; the second Jakarta-Cikampek toll road would connect Cikampek to the new Karawang International Airport, so it is expected to be mainly for passenger traffic.
4
An inception report (draft) made with information available at the time. Therefore, the contents of the report are not final.
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The second Jakarta-Cikampek toll road would have a total length of 38km and is planned to connect Jakarta to the new Karawang International Airport via Cikarang. Government land acquisition, government or private sector construction, operation and maintenance plans are under consideration by the private sector. Figure 17 – Proposed route for the second Jakarta-Chikampek highway (red dotted line)
Source) “The Study of a Master Plan for Establishing a Metropolitan Priority Area for Investment and Industry in the Jabodetabek Area”
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Chapter 2
Study Methodology
(1) 1)
Study content Objectives of the study In order to examine and look more closely at the content and implementation of the project,
a feasibility study was performed in order to gather the necessary information. The system design of the equipment and infrastructure required to deploy the probe traffic information service system will be clarified. It is a study to verify the possibility of a means by which Indonesia (business and government) and Japan companies may achieve these goals. For that purpose, the necessary roles and support measures of the Indonesian government will be made clear. Other objectives include understanding the mechanisms of decision making on the introduction of a probe traffic information system, and forming a foundation for the regular exchange of information with key persons in the local area with the aim of securing future activity (network building). Figure 18 – Target region and roads
Source) Made by the study team from a Google website
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2)
Study summary
a) Study into the project content and technical aspects In Japan, probe traffic information systems have become widespread as a subscription service offered by automakers, and efforts made by public-private partnerships can also been seen in Europe and America. A probe traffic information service is provided by the 50,000 taxis in Beijing, China. Germany has put into practical use a billing system based on vehicle position information that understands GPS/ GSM technology, billing environmentally-unfriendly heavy vehicles (HGV Eco-Tax) and plans to use GPS technology in France introduce are also underway. Europe aims to introduce a pan-European electronic billing system for single-vehicle equipment, and the European Commission (EC) has recommended a scheme for using GPS technology. Based on these trends, the frequency and amount of probe traffic information gathered, data formats, and applications and services items, were studied from a technical perspective. At that time, using various types of knowledge and real data gained from the probe traffic information service run by NRI “Zenryoku An Nai” we carried out a specific and qualitative study. The purpose of this project is to promote the utilization of the probe traffic information for resident companies entering and exiting the logistics companies and industrial parks to improve the efficiency and convenience of the industrial park. Therefore this project makes use of a probe car to collect probe information. This study uses a case study performed the Karawang industrial park, in the east suburban area of Jakarta and also a regional model in the same industrial park, connected to central Jakarta by the Jakarta-Cikampek toll road. Also, an experiment was conducted, using a probe car that was made to travel along the same route to generate traffic information. However, the experiment did not use trucks; regular cars were used as a substitute. While studying probe traffic information services, charging schemes were also investigated.
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b) Study into environmental and social aspects In evaluating the effects of implementation of the project, not only were the direct benefits for road users studied but also the social ramifications for those who do not directly make use of the roads were taken into careful consideration. The effectiveness and relevance of implementation of the project was expressed to those involved in a way that was persuasive and easily understood, since this leads them to form their own consensus. In addition, the effects of implementation can be separated according to the main beneficiaries, so that the effectiveness and relevance may be explained to the groups involved in a compelling and clear way. This allows those covering the costs associated with the project to clearly see the ratio between the principal burden and the work involved. c) Financial and economic viability Given the traffic environment in the target area, the value of traffic information showing congestion and accidents is expected to increase in the future. Therefore, a study has been performed, focusing on the balance of supply costs and the size of this demand. We need to look specifically at investment focusing on the systems of a center to provide traffic information, and set the operating costs of the project. Subsequently, assuming an increase in the number of users according to the presumed business model, FIRR and EIRR will be calculated and analyzed. Also, the NPV and B/C will be combined, calculated and evaluated from a comprehensive perspective.
(2) Study methods and system 1)
Study at Japan Literature and documents related to this project, from Japan and abroad, will be investigated using the following sources.
Government documents and literature from the target country
Various types of information available on the Internet
The respective investigative team’s contracted articles in English found by searching on the database and also articles in Japanese found by searching on the database. In addition to the literature materials found in the respective investigative team’s library, we have also made use of external institutions and libraries.
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Then, based on findings from field surveys and field trials, business models, financial and economic feasibility studies, environmental and social aspects will be also be studied. 2)
Field study Utilizing the company's overseas network and project consortium members, confirming the business model for those involved, checking user needs, and with the main purpose being future cooperation, studies will be carried out in the form of hearings. Explanations, suggestions, opinions and questions can be gathered from the groups involved, based on the overview of the project and business model from the study team and overall profitability. Also, since this project is taking place in the target area, trials can be carried out under various conditions, such as different days or times, and data can be collected.
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Table 21 – Main targets for the hearing investigation
Classification Highway operator
Government agency
Organization, affiliation
Remarks
Jasa Marga • Committee of Organization and Management Development • Administrative Head of Quality Control and Risk
Counterpart for this project. Operation Department of Business Development and Management. Contact for both sides.
Ministry of Transport (MOT) • Urban Transport System Development
Promotion of ITS with the introduction of ERP in mind
Ministry of Public (PU) • Policy and Strategy, Strategy Division
Specializing in road construction
Jakarta Provincial Government (DK • Traffic Management Division,
Assertive introduction of ERP to ease congestion.
Signal
Logistics company
• Japanese trucking companies • Locally based trucking companies
Some logistics companies use GPS location information for dispatch management or shipping milk.
Shippers
• Japanese automakers • Japanese electronics makers • Japanese Industrial Park Developer
Cars are big business, nearly 90% of market share held by Japanese companies. Many Japanese companies and Japanese industrial parks have accumulated near the Jakarta-Cikampek toll road
Related operators
• Radio stations (focusing on traffic information) • Vehicle tracking companies • Operators of contents for cell phones
The primary means of receiving traffic information are radio, telephone and Internet. They work in conjunction. Cell phones are widely used for providing information and advertising
Note) For logistics operators and shippers, the hearings were conducted with multiple operators. Source) Study team
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3)
Study system The system for carrying out the study is as shown below. Figure 19 – System for carrying out the study Department Project Nomura Research Institute, Ltd. Consulting Business Group
Project Manager Hajime Teshigahara Nomura Research Institute, Ltd. Information & Communication Industry Consulting Department Consulting Division
◎ Economic and financial analyst Atsushi Kimura Nomura Research Institute, Ltd. Information & Communication Industry Consulting Department Consulting Division ◎Environmental and Social analysts Takuya Kamei (same as above) Trial Director Kazuhiro Kosuge (same as above) ◎ Technical Director Masashi Iwamoto West Nippon Expressway Company Limited Foreign Projects Department
Local Activities Director Yoshihiro Wada West Nippon Expressway Company Limited Foreign Projects Dept Jakarta Office Chief
ITS Director Tomoyuki Fujino
East Nippon Expressway Company Limited Gathering fundamental local information. Legal Director Hitoshi Ishiguro Oriental Consultants Co., Ltd.
Gathering fundamental local information. Legal Director Kazuhito Honda Oriental Consultants Co., Ltd.,
Gathering of fundamental local information Daichi Shimizu Mizuho Corporate Bank, Ltd.,
Gathering of fundamental local information Yoshihiro Machida Mizuho Corporate Bank, Ltd.,
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(3) Study schedule 1)
Overall schedule for the study The schedule for the study is as shown below. Table 22 – Study schedule 2011
Action item (Domestic tasks) Existing literature investigation Trial preparation and analysis Technical, financial, environmental management and study Business model study
2012 Aug
Sep
Oct
Nov
Dec
Jan
Feb
Report writing (Local tasks) 1st Local Investigation 2nd Local Investigation 3rd Local Investigation 4th Local Investigation 5th Local Investigation 6th Local Investigation
2)
Field study In total, 6 field studies were carried out. Their schedules and summaries are shown below.
a) First field study The first field study was carried out between September 13th and 17th 2011. With our counterparts in Jasa Marga, we gave a summary of the study and future implementation plans were explained, as well as an exchange of opinions. Also, shipping and logistics companies to become probe traffic information users, managers and operators in the industrial parks were asked about user needs and for their opinions. In addition, local agencies (ERIA: Center for ASEAN and East Asia) were visited and we explained the content of the study.
2-8
The main places that were visited are as follows. Jasa Marga A Japanese automaker (company A), a Japanese electronics manufacturer (company B), Japanese trading firms (companies C and D) and a Japanese logistics company (company E) ERIA b) Second field study The second field study was carried out between October 24th and 28th 2011. The fundamental documents were gathered, such as literature on legal systems, and various statistics, from the local area. Also, an exchange of opinions was held with the local transport planning project team. c) Third field study The third field study was carried out between October 31st and November 4th 2011. An interim report was given to our counterparts in Jasa Marga and opinions were exchanged. The plans for the trials were explained in more detail and the implementation contents were discussed. Logistics company to become users of probe traffic information and local operators working areas related to traffic information were asked about their needs as users and potential business development. In addition, ministries and local authorities were visited, the content of the study was described to them and they were asked for their opinions. The trial plans were explained to operators of the industrial parks and they gave their support by offering to provide land and other work. Then, local sites were visited and the necessary facilities and features, such as parking space were confirmed. Also, we actually drove along the target highway, routes for the trials were confirmed, photographs were taken and other information was gathered. In addition, the probe car and the various types of equipment necessary for the trial were obtained and prepared. The main places visited are as follows. Jasa Marga The Ministry of Public Works, DKI Jakarta MPA field research office 2-9
A Japanese logistics company (company F), a Japanese trading firm (company G), a Japanese carrier (company H) and a Japanese electronics manufacturer (company I) A local company related to traffic information (company J), a local company related to traffic information (company K), local company related to traffic information (company L) d) Fourth field study The fourth field study was carried out between November 9th and 17th 2011. An interim report was given to our counterparts in Jasa Marga and opinions were exchanged. At the local target area, we arranged the various types of equipment and probe car necessary for the trial and made the necessary preparations for the experiment. Then the experiment was conducted over two days under varying conditions. We asked local operators related to the field of traffic information about their needs as users and about possible business opportunities. The main places visited are as follows. Jasa Marga A local operator related to the field of traffic information (company M) e) Fifth field study The fifth field study was held between November 30th and December 3rd 2011. We spoke to our counterparts at Jasa Marga, announced the results of the trial, explained the presumed business model and exchanged opinions. Also, with logistics companies to become users of probe traffic information and local operators working in fields related to traffic information, we announced the results of the trial, explained the presumed business model and asked their opinions. In addition, ministries and local institutions were visited, we explained the content of the study and announced the results of the trial and asked their opinions. The main places visited are as follows. Jasa Marga 2-10
The Department of Transportation MPA field research office A Japanese automaker (company A), a Japanese electronics manufacturer (company B), a Japanese logistics company (company E), a Japanese logistics company (company F), a Japanese logistics company (company L) A local operator related to the field of traffic information (company J), a local operator related to the field of traffic information (company L), a local operator related to the field of traffic information (company M) f) Sixth field study The sixth field study was carried out between February 1st and 2nd 2012. We gave our final study report to our counterparts in Jasa Marga and exchanged opinions. Also, we discussed the future course of action and reached an agreement. The main places visited are as follows. Jasa Marga If a field study is carried out, there is a joint proposal with the NEXCO-West Japan, Jakarta office, where action policy and content will be discussed as well as our achievements so far.
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Chapter 3
Justification, Objectives and Technical Feasibility of the Project
(1) Background of the project and its necessity 1)
Background of the project In recent years, responding to global environmental problems, the implementation of efficient transportation, improvements in road safety, in a single country or region have raised many issues that are difficult to resolve. To solve these global issues, developed countries combine their technology and knowledge, make use of their expertise, and the need for them to work towards international cooperation and make a positive contribution in order to resolve these problems is growing. While there may have been fluctuations in the global economy, there has been long-term growth and development across the Asian region, and this presents a great opportunity for Japanese technology, products and services to expand into foreign markets. In the metropolitan area of Jakarta (with a population of about 10 million people), in the Republic of Indonesia, the demand for transportation is increasing due to rapid economic growth and the advances in road construction are not enough. In addition, road construction cannot keep up with the demands of traffic concentration and as a result, the impact on the environment caused by traffic congestion, and road traffic accidents have become a serious problem. To ease the problems caused by road traffic, such as congestion, accidents, damage to the environment, “The Study On Integrated Transportation Master Plan For Jabodetabek (SITRAMP) : Phase II” held by JICA in 2004, as well as the ITS (Intelligent Transport Systems) is expected to be mentioned and utilized. Meanwhile, the international community in Japan has been asked to cooperate with developed countries on the promotion of ITS. As a member of the Asian region, Japan has accumulated techniques and knowledge, and it is necessary to continue to contribute to the development of the international community by utilizing this expertise. In the target region, there have not been effective means of providing information on traffic congestion and accidents on public roads and highways, properly distributing the flow of traffic and they are not making effective use of the road infrastructure. To solve this problem, the introduction of a type of ITS, a traffic information system that utilizes probe traffic information would be effective. 3-1
2)
Necessity of the project
a) Traffic conditions in the target area There are many industrial parks located around the suburbs of Jakarta and especially near the Jakarta-Cikampek toll road. Reflecting the economic growth of recent years, the volume of cargo coming into these industrial parks is following a trend of increasing each year. This is not just on the freight routes between the port at Tanjung Priok and industrial complex required for import and export, there are cases where parts or products are transported between the industrial parks. The parts factories and assembly plants are in a concentrated area, which is efficient for manufacturing but the toll road must be used for transportation between the industrial parks, so they will be involved in traffic jams, even if they are only traveling a short distance. From the industrial park to the Port of Tanjung Priok, it is virtually a straight road, but the problem is that there is no way of knowing how congested it will be or if there is a way out. The biggest problem for users of the toll road is the inability to predict sudden traffic jams. The causes are accidents, failure of large vehicles to enter the correct lane, or many other such events that are difficult to predict in advance. Therefore, knowing the sources of congestion gives important clues to solving the problem. Typically, the driver uses intuition and experience to drive according to the time of day, and takes traffic information on the radio into consideration. Traffic information is shared between drivers and their offices but there is basically no method of using traffic information to take action to avoid congestion. This is because truck or trailer drivers do not know the roads other than those on their route, there are many people who cannot read maps, and because there are few routes from which to choose in the event of traffic jams. In addition, as a result of more commuters in cars, there is not just congestion on the toll roads but traffic is also getting worse at the toll gates on interchanges and at the entrance and exits of the industrial parks. Therefore, with regards to the range of this project being the Jakarta special province area with a focus on the Jakarta-Cikampek toll road roadside, companies entering into industrial park established on the roadside along that toll road and other related distributors are projected to be major consumers.
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b) Experimental methods of utilizing traffic information The background of this situation is that in the suburbs of Jakarta, there have been experimental methods of utilizing traffic information as a countermeasure against congestion. By using the main ways of obtaining traffic information available to the general public, like radio, telephone, the Internet and so on, they can all be used in conjunction with each other. In Indonesia, cellular phones are widely used and the use SMS to provide information and advertising is becoming commonplace. Jasa Marga has many methods (CCTV, speedometer systems using speed guns) to measure traffic flow, phone calls or radio shows to distribute information from users, VMS, the Internet, and utilizes the special characteristics of various media to provide traffic information.
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Photo 7 – Experimental methods for utilizing traffic information (on the toll road)
Signs by the side of the toll road, Traffic information is provided via FM radio and call centers.
VMS installed on the toll road. It provides traffic and accident information and the number for the call center. Source) Photographs taken by the study team
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Figure 20 – Experimental methods for utilizing traffic information (on the Internet)
On the Jasa Marga website, you can now see CCTV footage captured by cameras placed around the city. Sauce) Jasa Marga website
In addition to this, by using information provided by the public, and by devising ways to utilize the Internet and other media, attempts have been made to provide traffic information in a variety of styles. The radio station Sonora get their traffic information using a method whereby their staff ride around on motorbikes, gathering congestion information, and combining this with information provided by the police’s Traffic Management Center (TMC) and the toll road operators as well as reports from the listeners. Also, Google, the police and a variety of groups use a combination of the Internet, telephone systems, etc. to provide information. Google has been providing congestion information for the major roads since around August 2011. Since it can be accessed via cellular phones, it can be viewed while driving on the toll road. However, because it currently targets the center of Jakarta, congestion information for the Jakarta-Cikampek toll road is not provided. The TMC, run by the police, have been providing information via their Twitter account. By utilizing
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real-time methods, they can provide information by using photographs to show traffic stops due to flooding as a result of a squall, or conditions following an accident. Figure 21 – Experimental methods for utilizing traffic information (social media utilization 1)
Source) Google website
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Figure 22 – Experimental methods for utilizing traffic information (social media utilization 2)
Tweets from the police Twitter account. They use photos to show traffic stops caused by squalls and floods and give accident status information. Source) Screen from the Twitter cellular phone application
c) Necessity of a probe traffic information system A conventional traffic information providing system is based on information provided by roadside vehicle detection sensors that detect passing vehicles, measuring traffic speed and volume in any given period of time, while traffic accident information is gathered separately and collected at a center, and congestion information is provided to road users in the form of VMSs above the road, mass media such as radio or television and the Internet. However, the problem is that the traffic information provided by this method is limited by the intervals at which the sensors are placed. Given the individual mobility of each vehicle, a considerable number of sensors must be installed in order to cover such an area, and it whether or not the costs or work involved can be kept low is problem for this type of infrastructural development. 3-7
Therefore, using sensors actually attached to vehicles or people to measure their location and speed, and collecting this information over a network, means it is possible to provide traffic information by reducing the need for physical infrastructure and keeping costs low, which is why the introduction of a probe traffic information system is being anticipated. The various types of efforts introduced in the previous section (2) are thought to be possible alternatives to the probe traffic information system. In comparison with those efforts, the probe traffic information system is thought to be superior with regard to the following points. First, regarding the speed guns and other road side facilities used for traffic flow measurements in Jakarta, it is necessary to invest the facility, and the probe traffic information system, which can be easily implemented by installing GPS-loaded cellular phones into users’ cars, is thought to be more cost efficient. Also, for the method in which local radio station Sonora places its own staff throughout the city and has them report on traffic conditions, the conditions of all covered areas cannot be adequately grasped. Also, the traffic information provision system from Google is the same as the one which will be proposed now in principle, but the system mainly operating by Google so benefits to Indonesian toll road businesses are thought to be few. 3)
The impact and effects of implementing the project The utilization of a probe traffic system is expected to contribute to the revitalization of regional economies by reducing traffic congestion, reducing environmental impact, and also by improving logistics (by becoming more advanced and efficient). Also, it will be possible to utilize future urban developments to deal with the problem of traffic accidents, and build a broad and comprehensive transport system that not only includes regular traffic but also trains and buses (with planning and implementation support from the government). In addition, compared to the Touch and Go system introduced in some areas, the possible applications of a non-stop type ETC using probe technology are being considered, since it would be cheap in terms of infrastructural development, and it is possible to set a flexible pricing structure in accordance with distance traveled.
a) Achieving smooth and efficient transportation
Improving accuracy and real-time functionality of traffic information, expanding the area over which information is provided (improved coverage), improved punctuality of transport vehicles such as buses and trucks, distribution of traffic flow, more advanced signal control, suitable road/ traffic planning 3-8
b) Reducing environmental impact
Reduced CO 2 and NOx emissions and energy consumption levels by avoiding congestion
c) Driving Safety Support
Information provided at the end of congestion, providing information on accidents/ disaster, optimum route guidance/ traffic priority for emergency vehicles
d) Alternatives to the current ETC system
Non-stop type ETC, flexible billing and pricing systems according to distance traveled
4)
Project Demand Forecast Since this project’s traffic information provision service is expected to have low acceptability from results of hearings, etc., a partial highway toll cashback system will be implemented for users of the system and ETC, and adoption is expected to be promoted via linking with ETC. The demand forecast for the traffic information provision system in this paper clarifies the expected adoption rate in Jakarta in the year 2030 assuming the use has advanced under the following conditions. a) ~2030 ETC adoption rates~ Setting the adoption rate for ETC in Jakarta in 2030, looking at Japan, which is a first world country, and its timeline of ETC adoption up to now, it began in 2001 and in the 10 years between then and 2011, it spiked up to 80% adoption. The reasons behind this high adoption rate are numbered, including prolific terminal installation/provision, discounts offered by related businesses, and other adoption promotion measures. In Jakarta, since it is hard to think that adoption promotion measures will be as numerous as in Japan, the projected 2030 adoption rate was set at approximately 40%, which is half that of Japan (trucks: 70%, general vehicles: 35%). b) ~Traffic information service adoption rates for 2030~ Even if a cashback system is implemented for users using it together with ETC, there can be expected to be users who don’t use the traffic information service. Therefore, the ETC adoption rate for 2030 was set using two cases: -10% (trucks: 65%, general vehicles: 25%), and -5% (trucks: 65%, general vehicles: 30%).
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Also, for adoption parameters, the number of trucks was set as 550,924 and the number of general vehicles was set as 2,116,282, from Jakarta vehicle registration numbers (JAKARTA Dalam Angka 2009). Results of the demand forecast done for the above two cases regarding 2030 ETC adoption rates was done for a number of users consisting of approximately 1 million vehicles for the -10% case and approximately 0.86 million vehicles for the -5% case. Table 23 –1 Demand Forecast Results -5% Case for 2030 Adoption Rate of ETC (Trucks 65%, General vehicles 30%) Adoption Rate (10,000 vehicles for General Vehicles
-10% Case for 2030 Adoption Rate of ETC (Trucks 60%, General vehicles 25%)
Adoption Rate for Trucks
Adoption Rate (10,000 vehicles for General Vehicles
Adoption Rate for Trucks
2012 2013
2.7
1%
1%
2.7
1%
1%
2014
8.4
3%
5%
7.6
2%
4%
2015
14.0
4%
9%
12.5
4%
8%
2016
19.7
6%
12%
17.4
5%
11%
2017
25.4
8%
16%
22.3
7%
15%
2018
31.1
10%
20%
27.2
8%
18%
2019
36.8
11%
24%
32.1
9%
22%
2020
42.5
13%
27%
37.0
11%
25%
2021
48.1
15%
31%
41.9
12%
29%
2022
53.8
16%
35%
46.8
14%
32%
2023
59.5
18%
39%
51.7
15%
36%
2024
65.2
20%
42%
56.6
17%
39%
2025
70.9
21%
46%
61.5
18%
43%
2026
76.6
23%
50%
66.4
19%
46%
2027
82.2
25%
54%
71.3
21%
50%
2028
87.9
27%
57%
76.2
22%
53%
2029
93.6
28%
61%
81.1
24%
57%
2030
99.3
30%
65%
86.0
25%
60%
Source) created by the study team
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(2) Studies necessary to determine the content of the project 1)
Legislation for roads and traffic in Indonesia We have confirmed which entries in the road and traffic laws are necessary to this project.
- Roads Act 2004: Law of the Republic of Indonesia, number 28 of 2004, Concerning Roads These are the laws that govern the roads. There are no entries that describe the use of probe information providers. However, if used as a means of providing information for boards installed on highways, it is likely to be covered by Chapter V, Toll Roads. - Land Transportation Business Coordinatiion Act2009: Bill of Decree of the Republic of Indonesia, Number 22, Year of 2009 on Traffic and Land Transportation, with the Blessing of Allah the Almighty, President of the Republic of Indonesia These are the laws that govern land transportation. If the provision of traffic information has an influence on traffic, it is possible that is will be considered to be covered by the following entries.
“Chapter IX, Traffic, Second Section: Traffic Impact Analysis”
“Chapter XIII, Industrial and Technological Development of Traffic and Land Transportation Facilities and Infrastructures, Third Section: Development of Traffic and Land Transportation, Infrastructure Industry and Technology”
“Chapter XVI, Information and Communication System on Traffic and Land Transportation” (It only indicates possibility at this point and more studies in details will be needed as we proceed with a model.)
2)
Government organizations related to this project
a) Jasa Marga Jasa Marga was founded in 1978 as an organization to develop and manage toll roads in Indonesia. Until the 1980s, it was Indonesia’s only toll road administrator and later in October 2004, it was privatized. The total length of roads that are managed by the company is 531km, which accounts for approximately 73% of the total toll roads in Indonesia. This is based on 83% of the volume of road transport. 3-11
Jasa Marga is under the supervision of the Indonesian government’s toll management agency (BPJT) and 70% of its shares are owned by the Ministry of State Owned Enterprises (MSOE). Its operations are under the leadership of two of the Ministry of Public Works’ (PU) organizations. BPJT is responsible for managing the implementation of the budget for toll roads and directs Jasa Marga in accordance with the Concession Agreement. Meanwhile, the Directorate General of Roads (Directorate General of Highways) is responsible for the road network planning and the development of technical specifications. Figure 23 – Jasa Marga’s relationship with government agencies
Source) Jasa Marga update & profile Q3 2011
Jasa Marga has a flexible policy for future toll road businesses. For example, it encourages private participation in toll road businesses, and has also opened its doors to foreign companies without restriction. For this project, the Committee of Organization and Management Development (department responsible for business development) are our Indonesian counterparts.
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Figure 24 – Jasa Marga Organizational Chart
Note: Our counterparts for this study are shown by the red dotted line Source) Jasa Marga website
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3)
Relevant government agencies The government institutions related to road traffic (including construction) in the Jakarta metropolitan area are as follows. a) Ministry of Transportation (MOT) b) Ministry of Public Works, Directorate General of Highways (Bina Marga) c) Indonesian Toll Road Authority (BPJT) d) Propinsi Daerah Khusus Ibukota Jakarta (DKI Jakarta) Traffic Bureau e) Jakarta Capital Police Traffic Bureau a) Ministry of Transportation (MOT)’s urban traffic system bureau would be in charge of creating some standards for traffic information and be related to this project. b) The Ministry of Public Works (Bina Marga and c) Toll Road Institute (BPJT) are institutions which are mainly involved with road construction, and are barely related to traffic information. The following institutions are in charge of actual terms of traffic management and operation.
Toll roads: private toll road operators and e) the Jakarta Capital Police Traffic Bureau
General roads: d) DKI Jakarta Traffic Bureau and the Jakarta Capital Police Traffic Bureau
Below are overviews and organizational charts of each of the institutions. a) Ministry of Transportation (MOT) A national institution which governs all transport-related matters regarding land transport, sea transport, airports, and railroad transport.
Regarding road information provision operations, it is thought that the Urban Traffic System Bureau will handle creation of standards relating to information provision.
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Figure 25 – Ministry of Transport Organizational Chart
Note: A red dotted line is the section which is related to the Source) Ministry of Transport
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b) Ministry of Public Works, Bina Marga Attached to the Ministry of Public Works, it governs road-related matters throughout the nation. It is related to road facilities, but it does not handle traffic administration or operations. It is thought that it will become relevant when building information provision facilities. When that sort of relationship arises, then the departments related to information provision and target regions thought to be relevant would be the information/ communications department, and the Region IIA: Jabodetabek/Banten regional department, which has regional organizations, the Region IIB: West/Central Java and DIY regional department.
Figure 26 - Road Directorate Ministry of Public Works (Bina Marga) Organization Chart Ministry of Public Works Djoko Kirmanto Vice Minister of Public Work Hermanto Dadak
Directorate General of Highways Djoko Murjanto
Ministry Expert for Bina Marga Setia Budhy Algamar
Secretary of Directorate General Chairul Taher
Directorate of Program
Directorate of Technical Affairs Purnomo
Directorate of Implementation for Region I
Directorate of Implementation for Region II
Directorate of Implementation for Region III
Asep Sudradjat
Winarno
Muh. Iqbal Pane
Sub-directorate of Road Technical Affairs Hedy Rahadian
Sub-directorate of Controlling System of Region I Agusta Ersada Sinulaga
Sub-directorate of Controlling System of Region II Tasripin Sartiyono
Sub-directorate of Controlling System of Region III Solo Riyadi Limbong
Sub-directorate of Region I A
Sub-directorate of Region II A
Sub-directorate of Region III A
Iwan Zarkasi
Langgeng Mulyo
Thomas Setiabudi
Triss Prasidhawaty S
Sub-directorate of Financing and Foreign Cooperation Bambang Eko H.
Sub-directorate of Environment & Road Safety Technical Affairs Herry Vaza
Sub-directorate of Region I B
Sub-directorate of Region II B
Sub-directorate of Region III B
Zamharir Basuni
Masrianto
Hari Laksmanto
Sub-directorate of System Development & Monitoring Evaluation Darda Daraba
Sub-directorate of Freeways & Urban Road Technical Affairs Bambang Hartadi
Sub-directorate of Region I C
Sub-directorate of Region II C
Sub-directorate of Region III C
Djoko Sulistyono
Andriananda
Paul Ames Holomoan
Sub-directorate of Information & Communication Mohammad Ajito
Sub-directorate of Land Acquisition
Sub-directorate of Region I D
Sub-directorate of Region II D
Sub-directorate of Region III D
Achmad Heri Marjuki
A. Sofyan Lubis
Sri Handono
Suharjanto
Harris Batubara
Sub-directorate of Policy and Strategy Slamet Muljono Sub-directorate of Programing and Budgetting Soebagiono
Badan Pengatur Jalan Tol Chairman : Secretary : Member :
Sub-directorate of Bridge Technical Affairs
Gani Ghazali Yusid Toyib
Note: A red dotted line is the section which is related to the project. Source) Road Directorate Ministry of Public Works
c) Indonesian Toll Road Authority (BPJT) An organization of the Ministry of Public Works (PU). The BPJT is a government organization which handles the execution of budgeting related to toll roads. It is related to road 3-16
construction, but does not conduct traffic administration. It has no specialized traffic information organization, but it is thought to be relevant when constructing information facilities on toll roads. Figure 27 – Toll Road Management Agency (BPJT) Organization Chart
Source) Toll Road Management Agency d) DKI Jakarta A government organization of the Indonesian capital Jakarta. The Jakarta Special Province government is made up of the government organizations of 5 governed cities (Central Jakarta City, East Jakarta City, West Jakarta City, South Jakarta City, North Jakarta City) and Seribu Province, and has traffic governing institutions. The main institution relating to traffic information is DKI’s Dinas Perhubungan (Traffic Buerau), which mainly handles the governing of traffic on general roads, and is expected to contribute to this project.
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Figure 28 – Jakarta Capital Police Traffic Bureau Organization Chart Chief Vice-Chief
Regional Supervisory Inspector
Planning and Develepoment Bureau
Public Relation
Police Service Center
Intelligence and Security
General Criminal
Operation Bureau
Law Affairs
Community Relationship Bureau
Profession and Security
Special Criminal
Narcotics and Dangerous
Telematics / Information
88 Anti Terror
Personnel Bureu
Medical and Health
Samapta / Field Police
Logistic Bureau
Finance
State Police School Lido
Securing Object
Vital
General Secretariat)
Headquarters Detachment
Traffic
Sea and River Police
Mobile Brigade Unit
Sub Division of Planning and Administration
Sub Directorate Education and Engineering
Sub Directorate Law Enforcement
Sub Directorate Registration Identification andAdministration
Traffic Management Center (TMC)
Control Unit
Patrol and Escort Unit
Highway Patrol Unit)
Traffic Management Center JAKARTA PUSAT District Police
DEPOK District Police
JAKARTA UTARA District Police
TANJUNG PRIUK District Police
JAKARTA BARAT District Police
BANDARA SOETTA District Police
TANGERANG KABUPATEN District Police
JAKARTA SELATAN District Police
TANGERANG District Police
JAKARTA TIMUR District Police
BEKASI District Police
KEPULAUAN SERIBU District Police
BEKASI KABUPATEN District Police
Source) Jakarta Capital Police Traffic Bureau
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Regional Traffic Uni
(TMC)
e) Jakarta Capital Police Traffic Bureau There is the Jakarta Capital Police Department (Polda Metro Jaya), which polices the Jakarta metropolitan area, and the Traffic Bureau is related to road traffic. Under the Traffic Bureau, there is the Traffic Management Center (TMC) which handles metropolitan area traffic information, and which is one department of the 7 departments in the Jakarta Metropolitan Traffic Police Bureau. The TMC is implementing the following programs. 1. Quick response service 2. Traffic violation and accident analysis 3. Information related to driver’s license offices, traffic police letters, and vehicle ownership tax 4. Traffic Information Center 5. Lost Vehicle Information Center 6. Patrol centers for the safety, reliability, and smoothness of traffic 7. Roadside Air Pollution Information Center 8. Traffic Administration Center The TMC is also developing the following technologies and services. 1. GPS (Global Positioning System) 2. CCTV (Closed Circuit Tele Vision） 3. SMS (Short Message Service) 4. Internet services (Websites) 5. ID services (driver’s licenses, vehicle registration) 6. Traffic accident services (information services) 7. Law enforcement services (Roadside Air Pollution Information Center) 8. Telephone inquiries 9. FAX 10. Free dial services Meanwhile, the Indonesian national police have an organization called the NTMC (National Traffic Management Center), which conducts wide-range monitoring of traffic conditions via CCTV and traffic information provision, but in the Jakarta metropolitan area, the Jakarta metropolitan police force’s TMC is the main implementing body. 3-19
4)
Technology and mechanisms of the probe traffic information system Probe traffic information systems use a infrared beacon like VICS, rather than a system using roadside radio beacons to detect vehicles, and gather traffic information based on the actual speed of vehicles fitted with GPS. The probe traffic information service provided by the Nomura Research Institute’s Ubiqlink uses information gathered by probe cars combined with information from the VICS center to give users higher quality traffic information. Compared with the conventional methods of setting up road infrastructures, there is superiority in terms of speed and deployment of capital investment burdens. Also, since it is possible to obtain information on all vehicle-traveled roads without relying on specific installation areas, it also has the strong point of being able to improve the quality of service provided to users. For the realization of probe traffic information, it will be necessary to implement “vehicle positioning” and “data transmission”. It could be possible to use a system of obtaining location information at toll booth gates and transmitting that data, but that isn’t very applicable because it would be impossible to obtain that information from just any location. Through locating vehicles using vehicle-mounted GPS or GPS installed on smartphones or other mobile devices and utilizing cellular phone networks, it would be possible to capture traffic information in real time from any location.
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Figure 29 – Overview of the probe traffic information system used in Ubiqlink Mechanisms used in conventional car navigation (VCIS) Conventional traffic information Traffic informatioin catured by sensors installed by the road
VICS Center
Sensor
Congestion
Congestion we only know the traffic conditions on area s with sensors
Mechanisms of the probe technology realized by Ubiqlink (VICS+Probe technology)
Travel time
Due to the location and speed data sent by devices and cell phones in the vehicle, it can grasp the situation on roads that VICS cannot (VICS can get information
Traffic Informatioin from Ubiqlink Smooth
"Full Power Guide! detour
congestion
cooperating taxi
Smooth
Ubiqlink
VICS Center
Quite busy
User Sensor
Congestion
Understanding the conditions on all roads
Source) Nomura Research Institute, Ltd.
Car manufacturers, car navigation manufacturers and traffic information providers all make use of probe traffic information systems and there is fierce competition to get customers to use their service. Here, we will describe the activities related to each company’s probe traffic information. a) Toyota Motor Corporation a. Business overview Toyota uses the member service "G-BOOK" to provide road traffic information to the user from data generated by the user's vehicle. G-BOOK is a comprehensive telematics service and probe information is only part of it. G-BOOK uses car navigation as a base but can be accessed from PCs and cellular phones, and can provide information on the vehicle’s location and distance traveled. For corporations, there are Toyota Motor Corporation and Toyota Media Services Corporation, which have developed “G-BOOK BIZ”, a telematics service to support fleet management for car leasing companies, and have started to offer services nationwide via Toyota Rent a Car as of 30th March 2010. b. Technology and structure 3-21
Data Communication Module (DCM) from the car navigation is used. The probe technology uses travel data collected in real-time from the G-BOOK user’s vehicle as a base to generate traffic information from the user’s own car. It uses this to guide users to the most suitable route to avoid congestion. Compared to similar systems found only in cellular phones, using DCM vehicular signal equipment has superior information gathering functions and real-time congestion information can be accumulated efficiently at the G-BOOK Center. “Help Net” is a type of DCM in cars fitted with an air bag, and in addition to a manual reporting button, an emergency signal is sent to the Help Net Center automatically when the air bag is activated. If there is no response when contacted by the Help Net Center, the driver is judged to be unconscious and unconditional dispatch of an ambulance will be arranged. The vehicle communications gateway machine "G-CCS (G-BOOK Communication Control System)" has been established to improve the efficiency of wireless communication with processing distributed data compression and encryption, and can hold this state even if the signal is interrupted, for example, when in a tunnel. In the event of the completion of a new highway or toll road, it is possible to update the map in as little as 7 days, but depending on data updates or equipment status, it can in some cases, take up to 3 months to be sent. As for the map that is used, a DCM-equipped car will access the G-BOOK Center when the engine is started, and the car navigation system can make partial updates to the map according to any changes to the highways, toll roads and major roads nationwide, by utilizing “Map on Demand”.
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Figure 30 – System configuration of G-BOOK Center
Source) G-BOOK website
c. Business model The billing for G-BOOK is 12,000 yen a year for DCM connection (including transmission charges) and for cellular phone use (separate communications charges), it is 3,600 yen. For car leases, the G-BOOK BIZ fees are included in the monthly rental fees but are about 2,500 yen a month (before tax, if included in a 60 month vehicle equipment lease contract). There are a wide range of different plans available including operator services or congestion information integrated with the basic “G-BOOK” service, “Help Net” and “G-Security” as the core of the safety and security services, the most suitable route guide “G-Route search”, the convenient service provided by “G-BOOK ALPHA”, the map update service via communication “Map on Demand”, comfortable driving with “Probe Communication traffic information”, the state-of-the-art telematics provider “G-Book mX”, the free to use telematics service for cellular phones “G-BOOK mo”, a paid service for cellular phones provided by Nomura Research Institute, Ltd. “G-BOOK nationwide guide navigation”, and “smart G-BOOK” for smart phones. d. Performance The G-BOOK service for the general public had 1.5 million vehicles registered by the end of January 2010. Also, if using the DCM cellular phone connection line, compared to actual figures of the processing times of mobile packet transmission, the transmission costs are relatively low and in terms of speed and cost, DCM is shown to be superior. In addition, to support the movement of those affected by the east Japan earthquake disaster, the transport performance information (probe information) gathered by vehicles fitted with G-BOOK was made public. 3-23
b) Honda Motor Co., Ltd. a. Business overview Honda uses the member service “Internavi” to generate road traffic information from the users’ driving data and VICS information, processing and integrating it at the Internavi information center, giving the users who provide the driving data a traffic information service. Also, the mutual use of the data and the real-time probe information gathered by the Pioneer probes increases the accuracy of the traffic information. In addition, Internavi is described as a “Floating Car System” rather than as a probe traffic information system. b. Technology and structure Honda implemented the Floating Car System in 2003. This uses the car navigation equipped with Floating Car data to upload a signal to the Internavi information center, which receives traffic information. Due to the driving data from cars equipped with Internavi, it is possible to track the time required by lane, giving more accurate arrival time predictions and guiding the user to an efficient route. In addition, because Internavi does not use a communication function, it is necessary to connect using a cellular phone, data transmission card/ USB communications equipment. Connections can be made via cellular phone (wired connection/ Bluetooth) or a WILLCOM Internavi dedicated data communications card/ USB. The Internavi connection interval (5, 15, 30 or 60 minutes) can be set on the Internavi menu screen. If you do not have a cellular phone there are a number of information services for car navigation that you will be unable to use. Electronic maps are provided by Increment P Corp. A free map rewriting service is available; for DVD type navigation, from the first to third car inspection, with yearly or periodic inspections, the DVD will be replaced with the latest map, and also with HDD type, every 24 months, once before and after the inspection. As for the map information, Internavi has a function to update the map by using information submitted by members known as “Internavi MapDate”, and this is implemented in cooperation with the Increment P service “Map Source”.
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Figure 31 – The Structure of Internavi
Source) Internavi Premium Club website
c. Business model This service accompanies the vehicle when purchased and there are absolutely no member fees, annual fees or service charges. Rather than increasing the number of users or improving the data update frequency, they are aiming to increase the amount of data collected. As one of the conditions of it being a free service, the car inspections must be done at a Honda dealer, so they expect to see an increase in revenue from car inspections. Since purpose-built car navigation systems have a higher gross profit margin than the cars themselves, they can expect a higher profit margin through improved attachment rates. The costs of using the service are covered by the cellular phone or other communications equipment’s data transmission fee (excluding link up free vehicles), Internet connection fee, paid map data updates, QQ calls etc. Internavi’s communication fee is charged through the cellular phone by the phone company. If the Internavi communication packet is set, then the cost will be about 340 yen per day for those who use their car each day. In 2010, they began offering the Premium Club free service with the CR-Z. They plan to recover product sales via an acquisition in the car inspection business, ONE to ONE Direct Message, distributed to the car navigation.
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d. Performance At the end of November 2011, Internavi had 1.41 million members. The data accumulated exceeds 1.8 billion kilometers. In one day, they collect 2 million kilometers of new driving data through the free of charge Premium Club transmission service, and the amount of information gathered by the end of 2011 is expected to be 10 times that of the end of 2010. The standard rate of driving data collection is once every 5 minutes per vehicle. Between October 2002 and the 14th of December in 2011, there has been a reduction of CO2 by 5,183,514kg due to the use of Internavi and on December 14th 2011, the result was 4,686kg in one day. In addition, due to improved eco-driving techniques to support the driver, the "Eco Assist" feature gives, over 300 journeys, an average of a 10% reduction in fuel consumption. In Saitama prefecture, utilizing Honda’s probe data, a safety inspection was conducted in 27 places where emergency braking was frequently used, and after countermeasures were taken, the number of times that emergency braking was used was reduced by 70% in one month. The transport performance information from the east Japan earthquake disaster, together with cellular phone information provided by Google and Yahoo! JAPAN were published on each of their websites from April 27th. Thanks to these efforts, Internavi won the grand prize at the 2011 Good Design Awards. Currently, the Internavi Floating Car and Google Earth demonstration can be seen at the following places. Information for the three areas of Tokyo, Osaka and Nagoya can be deployed through Google Earth and is provided as a .kml file. c) Nissan Motor Co., Ltd. a. Business overview The target of Nissan’s member service “CARWINGS” is to provide users with road traffic information generated from the members’ driving data. In 2004, they began the “fastest route search” service, which supplements VICS information with data from the members gathered via probe information. It was also the first in the world to use real-time estimation interpolation techniques to estimate road conditions without the use of probe information. 3-26
b. Technology and structure The CARWINGS center collects probe information through cellular phone networks, supplementing the VICS information to provide its members. It uses real-time interpolation technology, a product of Hitachi. For map information, the new map format designed for new style navigation systems, PLUMS (PartiaL Updata that uses Map data Scheme), which went on sale in Japan in November 2008, enables real-time map data updates. Figure 32 – CARWINGS system structure
Nissan CARWINGS Center
Map Information
Parking lots Stores Charging stations
Traffic/ Service Information
Location Congestion conditioins
Vehicle Information
Driving conditions Equipment condition Battery condition
Source) Nissan November 1st 2010 press release
c. Business model Membership is free when purchasing a new car and the basic service is also free. However, there are additional costs for Operator Services and Life Support Services (provides useful information). If buying a used car, the basic service and Operator service are 5,250 yen per year (including tax). Life Support Services will incur additional costs. d. Performance The percentage of roads covered by the traffic information, due to the probe information, has risen by 10% compared to before, to 50%. Also, the route travel time has reduced by 10%, accuracy errors have fallen from 40% to 10%, a result which shows a 75% improvement. 3-27
d) Pioneer Corporation a. Business overview The Pioneer car navigation system “Carrozzeria Cyber Navi” provides users with road traffic information generated from driving data. This is provided by the Carrozzeria brand “Smart Loop Probe Information System” and utilizes “real-time probes” and “storage probes” to use a hybrid probe system. Real-Time probes help to achieve efficient operation with real-time visibility and traffic conditions, while the storage probes upload the drivers’ experiences such as travel routes and driving method, helping to make the journey more enjoyable. b. Technology and structure The Smart Loop’s real-time probes send data from the car through cable, Bluetooth or cellular phone, and collect information via the cellular phone networks. Meanwhile, the storage probes gather data from the recording device inside the navigation system (Brain Unit), and when uploading, it takes the data from the navigation system and into dedicated home network equipment (Living Kit) and uploads it via the Internet. Working in a mutual partnership with Honda’s Internavi and utilizing probe information, makes the traffic information more accurate.
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Figure 33 – Sharing probe information with Honda’s Internavi
Internavi Information Center
Smart Loop Information System
Source) Pioneer August 28th 2008 press release
c. Business model Profits are made from sales of the Cyber Navi hardware. The cellular phone fees are charged separately and this revenue goes to the transmission carrier. A dedicated signal module has been released by WILLCOM and by making use of this module, the signal fees are fixed but the module and signal fees are all paid to WILLCOM. d. Performance The real-time probes retrieve driving history data (driving history and vehicle speed) and the storage probes retrieve driving history data, auto parking memory data, location data, configuration data, fuel management data, voice recognition data and signal history data. Honda’s Internavi delivered actual transport performance information following the east Japan earthquake disaster but was also helped by Smart Loop. e) Nomura Research Institute, Ltd. (Ubiqlink) a. Business overview The mobile navigation service “Zenryoku An Nai” offers a service based on probe traffic information. With thousands of taxis, cell phones, smart phones, it gathers travel data from “Zenryoku An Nai” members and integrates this to generate traffic information. In 3-29
December 2011, data from taxis in Hokkaido, Miyagi, Tokyo, Kanagawa, Chiba, Saitama, Aichi, Osaka, Hyogo, Hiroshima and Fukuoka Prefectures, means it has the largest total distance of accumulated travel data in the industry. In addition, they also provide the “G-BOOK Zenryoku An Nai” in partnership with Toyota. b. Technology and structure It is a traffic information system implemented by combining three types of real-time probe information, “UTIS” (Ubiqlink Traffic Information System), VICS traffic information and statistics processed from probe traffic information. A special characteristic is that it obtains location information from by gathering probe information from taxi dispatch operators and the “Zenryoku An Nai” members’ smart phones and cellular phones. c. Business model For the “Zenryoku An Nai” service, which is aimed at the general public, the basic application costs 900 yen a year, while the VICS traffic information and real-time probe options are 900 yen each. Navigation on foot or by car, congestion information, expected arrival time and other services, plus taxi dispatch management system in conjunction with Japan Transportation, and integration with Facebook are also being implemented. d. Performance There are 220,000 “Zenryoku An Nai” members as of February 2009. In the space of a year, 1.3 billion kilometers of travel information is collected, and with test cars used on weekdays, journey times were reduced by 12-30% and on average, fuel economy was improved by 10%. It has been chosen for the grand prize at the Mobile Awards, held by RBB TODAY and Response; in 2011 for “G-BOOK Zenryoku An Nai” and in 2010 for “Zenryoku An Nai Navi”. In 2009, it won the Environmental Prize at the u-Japan awards. Since March 12th 2011 (Saturday), the information service for areas affected by disaster, (Japanese name Tooreta Douro, meaning “the road through which we could pass”), published mapping to show the roads actually used by “Zenryoku An Nai” users on the map as a blue line (within 3 days as a turquoise line
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f) Navitime Japan Co., Ltd. a. Business overview It a company dedicated to navigation services and began offering a congestion service using probe traffic information from 2010. In collaboration with KDDI, they offer the navigation service for pedestrians “EZ Naviwalk” and the car navigation service aimed at passengers “EZ Joshuseki-Navi”.
In May 2010, the automobile navigation service "CAR
NAVITIME" was launched with a dedicated terminal. In September 2011, a congestion predicting service that utilizes probe traffic information was initiated. b. Technology and structure The passenger car navigation services “Driver supporter” “EZ Joshuseki-Navi” and “au one Joshuseki-Navi” and also the automobile dedicated terminal “CAR NAVITIME” all use navigation that sends and receives GPS location data from consenting users, and gathering this to generate probe traffic information. It is used when searching for a route to provide navigation that reflects the real-time traffic conditions. In addition, traffic information is updated at one minute intervals. NAVITIME’s route search engine “M Navi” has a function that can search using both schedule data and road network data, and can be used search for routes consisting of road or rail. c. Business model CAR NAVITIME is a dedicated automobile terminal, so they are using the method of selling this like similar car navigation systems. In December 2011, the price per terminal was 43,800 yen, including tax. It is possible to view the information via cell phones, PCs, dedicated car navigation terminals, TV and other forms of media. In addition, the communication fee is a flat rate of 525 yen per month for two-year contract, and the fee for map updates (approximately 15,000 yen) paid over 2 years is relatively inexpensive. d. Performance As of November 2011, the number of paying customers nationwide for NAVITIME, EZ Naviwalk and EZ Josyuseki-Navi services is approximately 4 million people.
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g) Hitachi, Ltd. (Hitachi Automotive Systems) a. Business overview In July 2007, using probe traffic information from taxis, they became the first in Japan to launch a real-time service for delivering congestion predictions. Rather than providing content for cell phones and computers, it was designed as taxi dispatch support and for logistics company. When it was first launched, Japan Transportation was collecting the probe data but received cooperation from Hitachi International Electronics for the taxi dispatch management system. Through the mobile site "Navidas traffic information" they have begun to provide information such as traffic congestion and congestion prediction in real-time for general users in Tokyo's 23 wards, with plans to expand to major cities across the country. b. Technology and structure In addition to VICS traffic information, it continuously collects data from thousands of moving taxis at intervals of 30 seconds, processing their speed to provide highly accurate real-time traffic information at intervals of 5 minutes. It analyzes past statistics and the conditions of the surrounding roads, and also possesses technology to make estimates from the probe information. c. Business model Navi application supports enterprise customers through SIer and Solution Provider. The aim of Hitachi Solutions is provide a management service for commercial vehicles. When the service was launched in July 2007, it offered a basic traffic information package from upwards of 30 million yen. d. Performance They have extensive experience with BtoB businesses, content providers, automobile manufacturers, navigation manufacturers, distribution centers and traffic flow research. Estimated by interpolation techniques, the main roads of Tokyo's 23 wards (national roads, prefectural roads, highways) have constant real-time traffic information coverage of more than 80%. h) ZENRIN DataCom Co., Ltd.
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a. Business overview In September 2011, “Itsumo NAVI” for iPhone and iPad, had a traffic congestion information service added as a new feature added that uses probe information. b. Technology and structure VICS retrieves real-time congestion and traffic regulatory information every 5 minutes to generate real-time probe information. To supplement this, NTT data from past VICS information is analyzed by a prediction engine and the results, together with the accumulated probe information from the ZENRIN DataCom’s proprietary analysis engine’s results, provide congestion forecasting information. Congestion predictions can be made up to one year ahead on a specified date. The application provided is a dedicated navigation system for automobiles only, and does not offer navigation for pedestrians for train transfer guidance. c. Business model Itsumo Navi is a map and navigation service for iPhone and iPad and is sold for 2,800 yen. It can be used for one year after user registration. d. Performance The current number of users is unknown. According to a company release, it seems that membership has increased in 2011 from 2010. i) Google a. Business overview Since December 2011, traffic conditions across Japan can now be checked on Google Maps. It provides color-coded congestion information superimposed onto the map. b. Technology and structure When using an Android smart phone, consent is required for the provision of information to Google. For users who have granted consent, location information is automatically collected from their smart phone. How this is reflected in Google Maps has not been made public but it can be inferred that large amounts of location information are collected, and according to the position information and movement speed, it determines whether or not the
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user is on a road, and then generates congestion information from the movement speed information. c. Business model Traffic information is published on Google Maps. Users are able to browse for free at any time. Google’s business model is advertising and the congestion information is provided in order to lead users of the Google site to other content d. Performance Although there is no date given for when they will provide national probe information, all Android users can potentially become providers of probe information, and congestion information can be browsed free of charge, so the service is expected to spread rapidly. j) INRIX, Inc. a. Business overview A venture company as a spin-off from the Microsoft, they have developed a real-time traffic information service for cars in 22 European countries. It provides real-time traffic information for more than 30 million private car, taxi and truck drivers. It offers a comprehensive traffic information service including fuel prices and weather forecasts. b. Technology and structure With more than 4 million automobiles equipped with GPS, mobile devices, conventional roadside sensors, all collecting traffic information, covering the major highways of North America and Europe, it forms the world’s largest real-time traffic information network. For the prediction of travel conditions, it uses probe information from taxis and logistics vehicles as a base, coupled with private car information, mobile information, accident information collected from roadside sensors, information on events such as construction works, as well as the day, climate, conditions such as holidays, traffic signals and signs, integrates all of this information and analyzes it. The analysis uses an engine developed by Microsoft as its base. Also, traffic data is updated every 60 seconds. c. Business model From an in-house traffic information providing service, they offer the “Zypr” traffic information providing platform. As with the aforementioned Google, INRIX provide a
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service integrating their own in-house traffic information; in Japan in June 2011, Pioneer has partnered with them to use the Zypr platform d. Performance They have more than 100 million users, and provide real-time traffic information coverage for more 260,000 miles of highways and roads in the US and Canada, 1 million kilometers covered in 18 European countries. They have more than 150 corporate customers and sales have increased nearly 90% annually for the last 3 years. The prediction system that incorporates the influence of traffic signals and signs “SpeedWaves” has seen an accuracy increase in real-time traffic information of over 70%. The “I-95 Corridor Coalition”, which aims to improve the traffic situation on the highway between the states of Maine and Florida, has a partnership between the state traffic bureaus and related agencies. They requested that the University of Maryland and INRIX form a team to work on the Vehicle Probe Project (VPP), and started collecting data in this area in July 2008. The purpose is to collect information on driving time and speed along the highways and main roads. The results show how traffic information can be displayed, or what can be done in the event of accidents and how traffic management and performance measurement can be utilized. The project contract has been extended by 3 years, so this will last until 2014. k) Toll Collect GmbH a. Business overview The probe traffic information system is different, for example, the toll charges are made using GPS and the Toll Collect’s initiatives are described below. In Germany, in order to cover the cost of repairing damage done to roads by trucks weighing over 12 tons, an accounting system for heavy vehicles was introduced in 2005, with Toll Collect acting as operators, charging a fee based on exhaust performance, number of axles and distance traveled. The fee reports are made using the on-board terminal’s “Automatic log-on”, “Manual log-on” for tolls, with pre-application over the Internet, and from the report data sent by Toll 3-35
Collect, the user can be charged the following month. A system for checking the report contents and actual conditions has been developed and produced. In September 2011, “TOLL2GO” was initiated, in collaboration with the Austrian system operator ASFINAG. It uses the same equipment for payment in both countries. b. Technology and structure With the "Automatic log-on" system, the on-board terminal receives GPS information, decides relevant route distance, calculates the billing, sends it to the Toll Collect management center. This payment system for heavy vehicles uses a no-toll free flow scheme, so in order to prevent users from avoiding payment, it detects whether or not the next 300 vehicles passing through the toll gantry are targets for payment collection. The gantries are equipped with cameras and sensors, to capture and analyze the vehicle number, size and number of axles of each passing vehicle. At the same time, it checks whether or not the vehicle is fitted with DSRC equipment. If so, the on-board terminal sends data to the gantry, and verifies whether this matches the information reported to the Toll Collect center. If not, it verifies the “Manual log-on” data. This sequence is performed instantaneously, and if there are any vehicle violations, it checks the parking area in front of the gate. The offender will be ordered to make the payment at a later time, and if the mileage cannot be proven, they will make the payment for 500 kilometers. Also, in the worst cases, there can be a fine of up to €20,000. This crackdown has resulted in approximately 300 vehicles being found guilty of toll fraud per 24 hour period. Also, for transport trucks, the Federal Office for Goods Transport (BAG) may conduct unannounced inspections.
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Figure 34 – Billing system configuration
Source) Traffic & Business Winter 2010 No.93
Figure 35 – Toll fraud crackdown gantry
Source) Traffic & Business Winter 2010 No.93
c. Business model The on-board equipment is loaned free of charge from Toll Collect. Toll Collect has an operating agreement (a concessions scheme is contracted until August 2015.) with the German federal government and develops, installs and manages the system. A telematics service that is prepared for external service providers is available, with the operation of its own toll system as the focus. d. Performance As of November 2011, 700,000 vehicles are equipped with the on-board terminals, and the toll charging of these vehicles has reached 99.9%. The total distance of autobahns that have had this system introduced is approximately 13,000 kilometers. The ratio of trucks with high gas performance against distance traveled is improving, which reduces the effect on the environment.
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l) Beijing Traffic Information Center (BTIC) a. Business overview The Beijing Municipal Committee of Communication is a subordinate organization and is the equivalent of the Japan Road Traffic Information Center (JARTIC). Before the Olympics, in order to reduce the traffic congestion in Beijing, GPS units were installed on taxis from 2004 and were responsible for the gathering of that information. In addition, the Chinese government map company, NavInfo Co. Ltd., have become users of this information service, performed by CenNavi Technologies Co., Ltd. b. Technology and structure As of July 2008, 66,000 taxis are equipped with the on-board GPS units, and the information is collected at BTIC. The collected probe traffic information data is gathered at the center, analyzed, and sent to car navigation systems using an FM multiplex broadcasting system developed by BTIC known as “the RTIC method”. c. Business model The information collection and provision by BTIC is led by the Beijing Municipal Committee of Communication. The automotive navigation systems are sold by CenNavi. d. Performance If 30% of all cars in Beijing receive real-time traffic information via PND, BTIC calculate that the average time to reach the destination is reduced by 16%, or 35 minutes, and CO2 emissions of are reduced by 27%, a reduction of 2750 tons. As of March 2011, the RTIC method was delivered to Guangzhou and Shanghai, is being conducted in 16 major cities such as Shenzen, and there are plans to expand the target area in the future. 5)
Related private operators In the target region, dispatch management systems using GPS and the provision of traffic information are already in use by private operators.
a) INDOGPS
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a. Business overview It was founded in Jakarta in 2003 and provides vehicle tracking services using GPS function for local logistics companies. It has accumulated the largest amount of location information for logistics vehicles in the region. b. Technology and structure The location information from the on-board GPS equipment is collected by GSM and GPRS, and is provided to their customers, the logistics companies in the form that is visible on a map. The customers can use computers or cell phones to track the location of vehicles managed by their company. Figure 36 – INDOGPS system configuration
Source) INDOGPS public website
c. Business model They sell the on-board GPS units and provide a vehicle tracking service. For chilled logistics, they have added temperature sensors to the on-board GPS equipment to trace location and temperature information, and also provide a service to logistics companies for the transportation of dangerous goods, so that driver ID can be set and managed and usage fees are collected. b) LewatMana a. Business overview
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By installing roadside CCTV and running the network, they offer a congestion condition and real-time video delivery service. It manages a social network, gathering users Tweets and SMS and offers a service whereby these can be viewed. b. Technology and structure They select the locations for CCTV installation, and negotiate with the property owners for it to be fitted. Around Jakarta, they have 75 CCTV units and 89 units nationwide, delayed by an interval of 5 minutes, deliver that information via cell phones, smart phones, tablets and computers. However, for mobiles, it delivers images rather than video. Also, for low-end cell phones that cannot use web browsing, congestion information is provided via SMS or MMS. However, because it is only possible to get information on congestion conditions from the area around the CCTV cameras, they complement this service by providing congestion information via Tweets and SMS.
Figure 37 – CCTV services provided by Lewatmana
Source) LewatMana website
c. Business model Using an advertising model, users can see the CCTV information free of charge. In a similar way to Google, their strategy is to increase membership and traffic to their website, which will increase its value as an advertising medium. The members are individual users only and the service is not aimed at corporate users.
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Also, the users frequently send accident or congestion information via Tweets or SMS but LewatMana does not offer the users any form of special incentive for the information provided.
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6)
Study of the business model In this section, we will investigate a suitable business model by studying the technical feasibility (seeds) and service contents required by the market (needs) of a probe traffic information business.
a) Basic idea For the basic structure of the business model, we will focus on the following 3 points. a. What merits does this provide and to whom?
Focusing on logistics and transport operators (dispatch management systems, truck drivers), and individual drivers, we aim to provide congestion and accident information using probe traffic information, to allow them to reach their destination smoothly and efficiently.
For government organizations that manage roads and traffic, providing statistically processed traffic information, tracking traffic volume and congestion conditions, and allowing them to utilize traffic forecasting and traffic planning.
For business operators, to provide information on vehicle traffic per section, and allowing for the implementation of a toll discount program.
b. What kinds of systems will provide such merits?
For trucks and trailers, using an on-board terminal or cellular phone, to collect information on the vehicle’s location and speed (at the road traffic center), sending congestion information or reporting accidents from probe traffic information via cellular phones, Internet, radio, TV and other forms of mass media, roadside VMS, and for toll road businesses operators, providing a travel record for individual vehicles.
c. What kind of revenue model will recover the cost of the merits provided? (including business entities)
For the main users of the probe traffic information sent (transport operators, general drivers, government organizations, mass media etc.) the cost of such merits will be paid to the “Road Traffic Information Center”.
Those in the mass media distributing information and government agencies will purchase the probe traffic information but the information will be provided free of charge to transport operators (truck drivers) and general drivers. Distributers of the information in the mass media can recover the costs through an advertising model. 3-42
The cost of administrative organization will be covered by taxes.
Toll road business operators will be provided with information on vehicles passing through each section, and will pay the Road Traffic Information Center for the provision of such services.
b) Basic set-up of the business model The business model for this project will be set according to the prerequisites found in the study, which are as follows.
Using the location of vehicles with terminals equipped with communications and positioning equipment (such as cell phones with GPS) will be the basis for generation of traffic information.
It is assumed that the equipment for collecting probe information will be either a dedicated or generic type. Specialized equipment to deal only with the probe traffic information is considered less in terms of cost, and is common practice to reuse the system information for location functions designed for dispatch management. On the other hand, most of the generic products are expected to be cell phones equipped with positioning functions. In particular, smart phones have GPS that is capable of highly accurate positioning functions, and with various functions and installed applications, as well as probe information gathering, it is also a useful destination to which probe traffic information can be sent. Also, through an Internet connection, content based on the location information and billing functions can be utilized, so they have a broad range of possible uses.
Groups can be established to deal with the gathering and distribution of probe information (the Road Traffic Information Center).
c) Business model study With the three aforementioned prerequisites as a basis, it will be organized according to the following three cases. Case 1) Users covering the cost of the probe traffic information service
The "Road Traffic Information Center" is to collect information from trucks and trailers using probe vehicle terminals such as mobile phones.
The “Road Traffic Information Center” will generate probe traffic information, and will provide this to truck and trailer drivers and transport operators via the Internet 3-43
(information on websites, mail, SMS delivery) and call centers.
Charges for the probe traffic information will be paid by the users themselves (truck and trailer drivers, including logistics company). Figure 38 – Users paying for the probe traffic information service GPS
Probe traffic information Fitted with a GPS unit equipped Probe information
with communications functions
Road Traffic Information Center
Trucks and trailers
・ Advantages
There are few related agencies, the business model is simple (because there is a clear relationship between income and expenditure and it is easy to set user fees).
・ Disadvantages
Since all of the costs are borne by the user, it is possible that the fees may be extremely high (if there are not enough users, it may be impossible to maintain the business). Source) Study team
Case 2) The costs are covered by a third party and the probe traffic information is provided for free
The "Road Traffic Information Center" is to collect information from trucks and trailers using probe vehicle terminals such as mobile phones.
The “Road Traffic Information Center” will generate probe traffic information, and will provide this to truck and trailer drivers and transport operators via the Internet (information on websites, mail, SMS delivery) and call centers.
A third party pays running costs of the probe traffic information (user costs).
A possible method is to use an advertising model whereby revenue is gained from advertising given with the information, and the probe traffic information is treated as content for which the advertisers cover the costs.
The truck and trailer drivers (including the logistics companies) will, as 3-44
compensation for gathering probe information, be able to use the probe traffic information free of charge. Figure 39 – The costs are covered by a third party and the probe traffic information is provided for free Content providers
Probe traffic GPS
Probe traffic information Fitted with a GPS unit equipped with communications functions
Probe information
Road Traffic Information
Trucks and trailers
・
Truck and trailer drivers and logistics companies can provide the probe information because they get the probe traffic information for free, so it
Advantages
creates motivation to gather and provide probe information (therefore it is easy to collect probe information). ・
Business is dependent on the presence of a third party to pay the operating costs of the probe traffic information (if they cannot be found or if the suitable funds cannot be obtained, then it will not be possible to
Disadvantages
maintain the business). ・
Due to the advertising model, general users can get the probe traffic information for free, so truck and trailer drivers and logistics companies may lose motivation to gather and provide probe information (therefore making it difficult to collect probe information). Source) Study team
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Case 3) Combining with other services to reduce the overall burden on the user
The "Road Traffic Information Center" is to collect information from trucks and trailers using probe vehicle terminals such as mobile phones.
The “Road Traffic Information Center” will generate probe traffic information, and will provide this to truck and trailer drivers and transport operators via the Internet (information on websites, mail, SMS delivery) and call centers.
The “Road Traffic Information Center” will provide toll road business operators with information on vehicles passing through certain sections. They are also provided with detailed probe traffic information.
Charges for the probe traffic information will be paid by the users themselves (truck and trailer drivers, including logistics companies). However, if ETC users gather and provide probe information, they will in return, be given discounts on their toll fees (cashback etc.). The funds necessary for such toll discounts will come from an increase in ETC use and as a result of the expected utilization of probe traffic information, traffic congestion will be eased and there will be an improvement in levels of convenience for the user, and as a result, air pollution and noise pollution will be reduced, there will be environmental improvements and this can be converted in monetary value.
For toll road business operators, the information on passing vehicles will be utilized in the implementation of the toll discount program. In exchange for providing this information, fees will be paid to the “Road Traffic Information Center”.
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Figure 40 - Combining with other services to reduce the overall burden on the user
GPS Probe traffic information/ Probe information Fitted with GPS equipped with communications
Probe information
ETC
ETC
Road Traffic Information
Trucks and
・
Truck and trailer drivers and logistics companies can receive toll discounts for providing probe information, so this creates motivation to gather and provide probe information (therefore it is easy to collect probe information).
・
It is expected that the use of on-board ETC units will become more widespread (more users) among toll road business users.
Advantages
・
Compared to the advertising model, even if general users can get probe traffic information for free, there will be no loss of motivation for truck and trailer drivers and logistics companies (because they receive ETC discounts).
Therefore it is possible to use this in conjunction with the advertising model in Case 2 (in this case, the truck and trailer drivers and logistics companies can use probe traffic information for free, so it will become even more widespread).
・ Disadvantages
Because the results are affected by the introduction alongside ETC, its level of popularity will have an influence.
・
Discounting tolls will negatively affect the financial position of the toll road business operators in the short term. Source) Study team
As a result of the comparison of the above-listed cases, it was decided to use the merit-heavy “Case 3) Combining with other services to reduce the overall burden on the user” as this the business model for this project. 3-47
7)
About the trial
a) Purpose and necessity of the trial By conducting a study of probe traffic information services, we came to understand what probe traffic information means to the user, had many discussions about in what form the information is expected to be provided, and what is necessary to build this service. Therefore, on particular roads in Jakarta, we actually drove probe cars, gathering traffic information using a smart phone, and we able to see the traffic conditions for ourselves. Using the results of the analysis, we showed what merits probe traffic information has, and also, what needs to be analyzed and integrated, how this will be useful to the work of the customers. b) Contents of the trial The target roads for the trial were the Jakarta-Cikampek toll road, from the Karawang Industrial Park(in the suburbs, in the eastern part of the target area) to the Outer Ring Road (hereafter ORR) (which is from central Jakarta the western part of the target area), which is a target area of approximately 36km. This road section is a major route connecting the port of Tanjung Priok and Karawang industrial park, with an extremely high number of logistics vehicles circulating around it. In this project, it is assumed that the user being provided with the probe traffic information is a logistics company, and the target area is one with a large number of logistics vehicles traveling through it. Additional trials were held on two days, Friday November 11th 2011 and Monday November 14th 2011. In Jakarta, many people return home at the end of the week, which is concentrated on Friday at about 5PM, the general consensus being that it the congestion is particularly severe compared to other days, so Friday was set as the trial day. Also, we sought to understand the general weekday traffic conditions, so in order to compare it to a Friday, Monday was also chosen as a trial day. The schedule was to drive 30 probe cars on the target roads between 5AM and 11PM on both days. For the probe car, we used Toyota Avanzas, which are the most commonly used in the region The start point for the trial was the KIIC parking lot in Karawang industrial park, and while observing the congestion conditions, the probe cars were sent out one by one at regular intervals of 3-5 minutes. The probe cars left the KIIC parking lot, joining the Jakarta 3-48
Cikampek toll road, heading west (toward the center of Jakarta city), turning back where it meets the ORR, and then back to the KIIC parking lot. Probe car drivers took a break for 15 minutes in the KIIC parking lot, before leaving the KIIC parking lot again. 30 probe cars repeated this sequence throughout the day. Figure 41 – Target area for the trial
about 36 km
Source) Made by the study team from a Google website
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Figure 42 – Toyota cars (Avanza) used as probe cars during the trial
Source) PT Toyota Astra Motor website Figure 43 – Prerequisites for the trial Trial schedule 11/11 (Fri)、 11/14 (Mon) 2 days 5:0 ～23:0 Target roads Jakarta oaCikampek toll road East: Karawang Ind. Park. West: ORR. Distance: approx. 36km Number of vehicles Toyota Avanza x30 All equipped with Android smart phones and GPS loggers Test run method From KIIC car park in Karawang, dispatched every 3-5 mins To the ORR, doing a U-turn and returning to KIIC Taking a 20 minute break before another trial run Source) Made by the study team
Also, as mentioned before, the vehicles were equipped with Zenryoku An Nai” smart phones and GPS loggers. The smart phone retrieved information on the vehicle’s position every second, and uploaded it at regular intervals using a dedicated application. If the signal environment is bad, there is a mechanism to bulk upload a certain amount of accumulated data. The data was collected in Japan and analyzed.
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The GPS loggers are not able to retrieve location information but were used as a backup in case of failure in the smart phone. In principle, it was the location information from the smart phones that was to be analyzed. Photo 8 – Equipment configuration for the trial.
Smart phone (Android) and GPS logger (left) used in the trial. It shows how it was attached to the dashboard but was moved to the seat during the heat of the day. Source) Photographs taken by the study team
c) Necessity of collecting the data This trial used location information from 30 probe cars driving along the Jakarta-Cikampek toll road, and using an information link with a digital map, the vehicles’ speed was calculated. Each of the 30 probe cars was equipped with a smart phone, retrieving GPS location information once a second and uploading it at regular intervals via 3G/ GSM. Then, the location was analyzed on a server in Japan. Also, with consideration to the possibility that there may be signal problems with the smart phones, the information retrieved was also stored on microSD cards inside the smart phones. In addition, GPS loggers were installed as a backup if GPS location could not be retrieved by the smartphones, and configured to obtain location information once every two seconds. However, there were no problems with the location information retrieved by the smart phones and in the subsequent analysis the location information retrieved by the GPS loggers was not used.
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The probe cars first began driving at around 4-5AM but because the first car to leave came back to the start point, and because the probe car had driven around the target area, the start time of the trial was set to 7AM for analysis. In a similar manner, probe car journeys were conducted between 11PM and 12AM but because a probe car had returned to the start point by 10PM, the trial was discontinued and the time of the trial was set to 10PM. Also, for reasons such as the driver taking unauthorized breaks, to avoid anomalies occurring in the data, any speed recorded as less than 1km/ h were subject to cleaning. On the digital map, the target area is divided into 120 links but the aggregate total, and first and last links (links number 1 and number 120) have been excluded from the calculations. 8)
Trial results analysis
a) Changes in congestion according to time It is known that the Jakarta-Cikampek toll road area is usually congested but in order to quantitatively assess the actual traffic conditions, we analyzed whether or not the average speed of the probe cars was affected by the time of day. By taking the average speed of probe cars traveling through the target area in a certain time period, it is possible to determine the traffic conditions of the target section at that moment. Also, with the “up lane” from KIIC (industrial parks in the suburbs of Jakarta) to the ORR (central Jakarta) and the “down lane” which runs in the opposite direction, it is assumed that there are differences in the fluctuations of congestion over time. Therefore, the up and down lanes were calculated separately. In addition, as well showing the entire trial area, we analyzed the toll gate, point A and point B, giving 3 target points for analysis, around which we calculated the average speed over a 500 meter area.
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Figure 44 – Target region for analysis of trial results
Jakarta Outer Ring Road (ORR)
Main road toll gate
Kawarang Ind. Park KIIC Point A
Point B
Source) Made by the study team from a Google website
a. The whole trial area First, all sections from the trial’s target area were analyzed. The graph below shows the probe cars’ average speed over time.
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Table 24 – Average speed over time for the whole trial area, up lane 11/11 (Friday)
Travel Speed of a Cource Average (KIIC→ORR) (On Friday, November 11) 140
Travel Speed(km/h)
120 100 80 60 40 20
7:00 7:20 7:40 8:00 8:20 8:40 9:00 9:20 9:40 10:00 10:20 10:40 11:00 11:20 11:40 12:00 13:05 13:25 13:45 14:05 14:25 14:45 15:05 15:25 15:45 16:05 16:25 16:45 17:05 17:25 17:45 18:05 18:50 19:10 19:30 19:50 20:10 20:30 20:55 21:15 21:35 21:55
0
Source) Study team
Table 25 – Average speed over time for the whole trial area, down lane 11/11 (Friday)
Travel Speed of a Cource Average (KIIC←ORR) (On Friday, November 11) 140
100 80 60 40 20 0
7:10 7:30 7:50 8:10 8:30 8:50 9:10 9:30 9:50 10:10 10:30 10:50 11:10 11:30 11:50 12:10 12:30 12:50 13:10 13:35 13:55 14:15 14:35 14:55 15:15 15:35 15:55 16:15 16:35 16:55 17:20 17:40 18:00 18:20 18:40 19:00 19:20 20:15 20:35 20:55 21:15 21:35 21:55
Travel Speed(km/h)
120
Source) Study team
On Friday, the up lane from KIIC to ORR, the average speed in the morning was over 60km/ hand was flowing smoothly but in the afternoon, the average speed gradually became slower, and after temporary congestion at around 16:30, it became heavily congested from 20:00 until 21:30.
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Meanwhile, the down lane from ORR to KIIC was temporarily congested between 9:30 and 11:00 in the morning. From the evening until the night, the point at which the congestion worsened was the same as the up lane but the congestion was not as severe. Also, at 16:30, severe congestion occurred at the same time as on the up lane. Table 26 – Average speed over time for the whole trial area, up lane 11/14 (Monday) Travel Speed of a Cource Average (KIIC→ORR) (On Monday, November 14) 140
Travel Speed(km/h)
120 100 80 60 40 20
21:15
21:40 21:35
20:50
21:10
20:25
20:00
19:35
19:10
18:45
18:20
17:55
17:30
17:05
16:40
16:15
15:50
15:25
15:00
14:35
14:10
13:45
13:20
12:55
12:30
12:00
11:35
11:10
10:45
9:55
10:20
9:30
9:05
8:40
8:15
7:50
7:25
7:00
0
Source) Study team Table 27 - Average speed over time for the whole trial area, down lane 11/14 (Monday) Travel Speed of a Cource Average (KIIC←ORR) (On Monday, November 14) 140
100 80 60 40 20
22:00
20:45
20:20
19:55
19:30
19:05
18:40
18:15
17:50
17:25
17:00
16:35
16:10
15:45
15:20
14:55
14:30
14:05
13:40
13:15
12:50
12:25
12:00
11:35
11:10
10:45
10:20
9:55
9:30
9:05
8:40
8:15
7:50
7:25
0 7:00
Travel Speed(km/h)
120
Source) Study team
For the up lane on Monday, it gets a little congested after 9:00AM, and later from around 12:00 severe congestion occurs. In the afternoon, the average speed is around 70km/ h and
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the traffic is flowing smoothly but there is congestion between 16:30 and 18:30. After that, it begins to flow smoothly again. The down lane shows the same trends as the up lane. From around 12:00, congestion occurs and by 16:00, the average speed improves to about 70km/ h, and after that, some minor congestion occurs. At night, the congestion disperses once again. Comparing Friday to Monday, congestion is generally worse on Friday, especially from the evening until nighttime, where congestion becomes severe. This is also in line with local consensus, the reason is presumed to be that on Friday, many local office workers have the habit of returning home at around 17:00. In the ORR, the regular roads have more congestion than toll roads, and at about 17:00, the congestion on regular roads does not disperse, especially on the up lane, where congestion does not subside, even at night. On the other hand, tracking the congestion over time shows that even on Friday, there are times where average speeds of over 60km/ h can be seen and traffic is flowing smoothly. In the target region, it is often said that “there is always congestion” but this is not necessarily the case. b. Toll gate Next, the 500 kilometer area around the main road toll gate, right at the center of the trial area, was analyzed.
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Table 28 – Average speed over time at the toll gate, up lane, 11/11 (Friday) Travel Speed at Toll Gate (KIIC→ORR) (On Friday, November 11) 140
Travel Speed(km/h)
120 100 80 60 40 20
7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:10 9:25 9:40 9:55 10:20 10:40 10:55 11:10 11:25 11:45 13:10 13:25 13:40 13:55 14:10 14:50 15:05 15:20 15:35 15:50 16:40 16:55 17:10 17:25 17:40 18:10 19:10 19:25 19:40 21:35
0
Source) Study team
Table 29 – Average speed over time at the toll gate, down lane, 11/11 (Friday) Travel Speed at Toll Gate (KIIC←ORR) (On Friday, November 11) 140
100 80 60 40 20 0
7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:55 10:10 10:25 11:10 11:25 11:40 11:55 12:10 12:25 12:40 13:05 13:50 14:05 14:20 14:35 14:50 15:15 15:35 15:50 16:05 16:20 17:25 17:40 17:55 18:10 20:20 20:35 20:55 21:10 21:45
Travel Speed(km/h)
120
Source) Study team
Because congestion occurs around the toll gate, the overall average speed is low. On Friday, the up lane maintains and average speed of 20km/ h, so it can be said that there is nearly always congestion. It is particularly severe between 17:30 and 20:00, and is almost at a standstill. The down lane flows better than the up lane but it only reaches 30km/ h, so it seems that there is nearly always congestion around the toll gate. Also, the congestion continues into the night. 3-57
Table 30 – Average speed over time at the toll gate, up lane, 11/14 (Monday) Travel Speed at Toll Gate (KIIC→ORR) (On Monday, November 14) 140
Travel Speed(km/h)
120 100 80 60 40 20
7:00 7:15 7:30 8:05 8:35 8:50 9:05 9:40 9:55 10:10 10:25 10:40 11:05 11:25 12:30 12:45 13:00 13:40 14:15 14:40 14:55 15:10 15:25 15:40 16:35 16:50 17:05 17:30 17:45 18:40 18:55 19:10 19:35 19:50 20:05 20:25 21:25 21:40 21:55
0
Source) Study team
Table 31 – Average speed over time at the toll gate, down lane, 11/14 (Monday) Travel Speed at Toll Gate (KIIC←ORR) (On Monday, November 14) 140
100 80 60 40 20 0 7:00 7:20 7:40 8:00 8:20 8:40 9:00 9:20 9:40 10:00 10:20 10:40 11:00 11:20 11:40 12:15 12:35 13:15 13:35 13:55 14:25 14:45 15:05 15:25 15:45 16:05 16:25 16:45 17:05 17:25 17:50 18:10 18:35 18:55 19:15 19:45 20:05 20:25 20:45 21:05 21:25
Travel Speed(km/h)
120
Source) Study team
Monday is almost the same as Friday, with average speeds on the up lane usually at about 20km/ h, and there is nearly always congestion. The down lane shows the same trends as the up lane but flows better. Note that roads outside of the toll gate, the average speed peaks at 60-70km/ h but does not continue, and looking closely at the raw data, the times when the average speed increases, means that the total number of vehicles is lower. The probe traffic information was accumulated separately, and in a trial like this one where 30 cars were used, if analyzed 3-58
over a small area, in a short time period, it is possible that anomalous figures that are insufficient for calculating the average speed are recorded. This problem is also seen later in the analysis for point A and point B. However, this problem could be eliminated by using a sufficient number of cars, or by conducting the test over more days.
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c. Point A Although it has no geographical characteristics, as a reference point, it is the midpoint between the toll gate and KIIC (east side of the target area), and the 500 kilometer area around point A was the next area for analysis. Table 32 – Average speed over time at point A, up lane, 11/11 (Friday) Travel Speed at pointA (KIIC→ORR) (On Friday, November 11) 140
Travel Speed(km/h)
120 100 80 60 40 20
21:50
21:35
21:20
19:20
19:05
18:50
17:20
17:05
16:50
16:35
15:45
15:25
15:10
14:55
14:40
13:50
13:35
13:20
13:05
11:40
11:15
11:00
10:45
10:30
9:45
10:10
9:30
9:15
8:45
8:30
8:15
8:00
7:45
7:30
7:15
7:00
0
Source) Study team
Table 33 – Average speed over time at point A, down lane, 11/11 (Friday) Travel Speed at pointA (KIIC←ORR) (On Friday, November 11) 140
100 80 60 40 20 0
7:40 7:55 8:10 8:25 8:40 8:55 9:10 9:25 9:50 10:05 10:20 10:35 11:20 11:35 11:50 12:05 12:20 12:35 12:50 13:15 14:00 14:15 14:30 14:45 15:00 15:25 15:45 16:00 16:15 16:30 17:40 17:55 18:10 18:25 19:15 20:35 20:55 21:10 21:45
Travel Speed(km/h)
120
Source) Study team
On Friday, the up lane, traffic is mostly flowing between 60 and 100km/ h, and congestion does not become worse at any point during the day.
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On the other hand, on the down lane, the average speed drops from evening until night, so it is thought that congestion is occurring.
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Table 34 – Average speed over time at point A, up lane, 11/14 (Monday) Travel Speed at pointA (KIIC→ORR) (On Monday, November 14) 140
Travel Speed(km/h)
120 100 80 60 40 20
7:05 7:20 8:25 9:25 9:35 10:15 11:00 11:20 11:30 12:25 12:35 12:55 13:15 13:35 13:45 13:55 14:05 14:15 14:25 14:35 14:45 14:55 15:05 15:15 15:25 15:35 15:45 15:55 16:05 16:15 16:25 16:35 16:45 18:25 18:35 18:45 18:55 19:25 20:15 21:30 21:40 21:50 22:00
0
Source) Study team
Table 35 – Average speed over time at point A, down lane, 11/14 (Monday) Travel Speed at pointA (KIIC←ORR) (On Monday, November 14) 140
100 80 60 40 20 0
7:00 7:25 7:45 8:05 8:30 8:55 9:15 9:35 9:55 10:20 10:40 11:00 11:20 11:40 12:15 12:40 13:15 13:35 13:55 14:15 14:35 14:55 15:15 15:35 15:55 16:15 16:35 16:55 17:15 17:40 18:05 18:25 18:45 19:05 19:45 20:05 20:35 20:55 21:15
Travel Speed(km/h)
120
Source) Study team
On Monday, the up lane flows at 60 to 100km/ h throughout the day. Therefore it can be said that point A is place with relatively few problems with congestion. The system for retrieving traffic information from roadside devices can only get information depending on the intervals at which they are installed but a probe traffic information system is flexible and it is possible to get traffic information from wherever necessary.
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d. Point B In the same way as point A, it is used as reference point and is the midpoint between the toll gate and ORR (west side of the target area), and the 500 area around point B was the next to be analyzed. Table 36 – Average speed over time at point B, up lane, 11/11 (Friday) Travel Speed at pointB (KIIC→ORR) (On Friday, November 11) 140
Travel Speed(km/h)
120 100 80 60 40 20
21:55
20:25
20:10
19:55
18:00
17:45
17:30
17:15
17:00
16:45
15:50
15:35
15:20
15:05
14:50
14:15
14:00
13:45
13:30
11:40
11:25
11:10
10:55
10:40
9:55
10:20
9:40
9:25
9:00
8:45
8:30
8:15
8:00
7:45
7:30
7:15
7:00
0
Source) Study team
Table 37 – Average speed over time at point B, down lane, 11/11 (Friday) Travel Speed at pointB (KIIC←ORR) (On Friday, November 11) 140
100 80 60 40 20 0
7:20 7:35 7:50 8:05 8:20 8:35 8:50 9:05 9:20 9:45 10:00 10:15 10:40 10:55 11:15 11:30 11:45 12:00 12:50 13:05 13:50 14:05 14:20 14:35 15:20 15:35 15:50 16:05 17:15 17:30 17:45 18:00 18:45 20:10 20:25 20:40 21:25
Travel Speed(km/h)
120
Source) Study team
On the up lane on Friday, the average speed gradually decreased between 9:00 and 17:00, which indicates that congestion is getting worse. As mentioned earlier, this is affected by the rush home around 17:00, especially in the center of Jakarta, and congestion is thought to 3-63
worsen around point B, which leads to the center of Jakarta. Also, after 17:00, the congestion gradually begins to subside. The down lane repeatedly changes between 50 and 90 km/ h, so it can be said that it flows relatively smoothly.
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Table 38 – Average speed over time at point B, up lane, 11/14 (Monday) Travel Speed at pointB (KIIC→ORR) (On Monday, November 14) 140
Travel Speed(km/h)
120 100 80 60 40 20
21:50
21:35
20:20
20:00
18:55
18:05
16:45
15:55
15:40
15:25
15:10
14:55
14:40
14:25
14:10
13:30
13:15
13:00
12:45
11:35
11:10
10:40
10:20
9:40
10:05
9:05
8:50
8:20
7:35
7:20
7:05
0
Source) Study team
Table 39 – Average speed over time at point B, down lane, 11/14 (Monday) Travel Speed at pointB (KIIC←ORR) (On Monday, November 14) 140
100 80 60 40 20 0 7:00 7:20 7:40 8:00 8:35 8:55 9:15 9:35 10:05 10:25 10:45 11:05 11:25 11:55 12:15 13:10 13:30 14:05 14:25 14:45 15:05 15:25 15:45 16:05 16:25 16:45 17:05 17:25 17:45 18:05 18:25 18:45 19:10 19:35 19:55 20:20 20:40 21:00 21:20
Travel Speed(km/h)
120
Source) Study team
On Monday, the up lane does not show any clear trends like on Friday. The average speed rarely drops below 40 km/ h, and there are no signs of severe congestion. The down lane is the same as the up lane. Also, the average speed at point B is lower than point A, so it can be said that this point suffers more from congestion.
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b) Time-specific traffic conditions Up until this point, we have clarified the question of “when does congestion occur?” on the Jakarta-Cikampek toll road and next, we will analyze “where does congestion occur?” Using the four time periods of morning (7:00-9:00), noon (11:00-13:00) evening (17:00-19:00) and night (21:00-23:00), we will calculate what happens with the distribution of congestion (average speed distribution) in the trial area. In particular, in each link of the trial area (which is divided into 120 links), we took the average speed of the probe car for every 2 hour time frame, and used that as a method for finding the average speed per link. Also, in order to determine the congestion conditions at a glance, we labeled aerial photographs. The roads on the aerial photographs have color-coded definitions; red is lower than 40km/ h, yellow is over 40km/ h and lower than 60km/ h, green is over 60km/ h and lower than 80km/ h and blue over 80km/ h.
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a. Friday morning (7:00-9:00) Figure 45 – Congestion conditions in the trial area, up lane 11/11 (Friday) 7:00-9:00
km/h
ORR←KIIC (7:00‐9:00) 11/11(Fri)
140 120 100 80 60 40 20 0 118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
In the Friday morning time period, the up lane has congestion around the toll gate but the other sections are moving smoothly. However, there is light congestion close to the ORR.
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Figure 46 – Congestion conditions in the trial area, down lane 11/11 (Friday) 7:00-9:00
ORR→KIIC (7:00‐9:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Friday morning, the down lane also shows congestion at the toll gate as expected. Congestion occurred at the midpoint between the toll gate and ORR, and as a result, the average speed from ORR to the toll gate is a little slower.
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1
b. Friday noon (11:00-13:00) Figure 47 – Congestion conditions in the trial area, up lane 11/11 (Friday) 11:00-13:00
km/h
ORR←KIIC(11:00‐13:00) 11/11(Fri)
140 120 100 80 60 40 20 0 118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
At Friday noon, the up lane has congestion at the toll gate but also light congestion close to ORR as well as light congestion near KIIC. It shows that average speeds are lower across the whole area compared to the morning. 3-69
Figure 48 – Congestion conditions in the trial area, down lane 11/11 (Friday) 11:00-13:00
ORR→KIIC(11:00‐13:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
On Friday noon, the down lane had more congestion than the up lane. At the toll gate, the midpoint between ORR and the toll gate, the midpoint between the toll gate and KIIC all showed worsening congestion.
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c. Friday evening (17:00-19:00) Figure 49 – Congestion conditions in the trial area, up lane 11/11 (Friday) 17:00-19:00
ORR←KIIC(17:00‐19:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Friday evening, congestion became severe on the up lane. Congestion continued almost the whole way from the toll gate to the ORR, especially close to the midpoint between the toll gate and the ORR, where there was a long traffic jam.
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1
Figure 50 – Congestion conditions in the trial area, down lane 11/11 (Friday) 17:00-19:00
ORR→KIIC(17:00‐19:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
On Friday evening, the down lane did not have congestion as bad as that on the up lane. There was localized congestion around the toll gate but on average, the traffic was flowing at over 60km/ h.
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d. Friday night (21:00-23:00) Figure 51 – Congestion conditions in the trial area, up lane 11/11 (Friday) 21:00-23:00
ORR←KIIC(21:00‐23:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
On Friday night, on the up lane, the heavy congestion of the evening from the toll gate to the ORR subsided. On the other hand, congestion occurred in the area around KIIC.
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Figure 52 – Congestion conditions in the trial area, down lane 11/11 (Friday) 21:00-23:00
ORR→KIIC(21:00‐23:00) 11/11(Fri)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
On Friday night, on the down lane, congestion was worse than in the evening. Across all sections, the average speed often dropped below 60 km/ h, which shows that drivers were cruising at low speed.
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e. Monday morning (7:00-9:00) Figure 53 – Congestion conditions in the trial area, up lane 11/14 (Monday) 7:00-9:00
ORR←KIIC(7:00‐9:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Monday morning, traffic on the up lane was flowing smoothly. However congestion occurred around the toll gate and at the midpoint between the toll gate and the ORR.
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1
Figure 54 – Congestion conditions in the trial area, down lane 11/14 (Monday) 7:00-9:00
ORR→KIIC(7:00‐9:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Monday morning, in the same way as the up lane, there was no congestion on the down lane except for at the toll gate. Particularly after passing the toll gate and before reaching KIIC, traffic was cruising at high speed.
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1
f. Monday noon (11:00-13:00) Figure 55 – Congestion conditions in the trial area, up lane 11/14 (Monday) 11:00-13:00
ORR←KIIC(11:00‐13:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
At noon on Monday, the traffic situation has hardly changed from the morning time period on the up lane. 3-77
1
Figure 56 – Congestion conditions in the trial area, down lane 11/14 (Monday) 11:00-13:00
ORR→KIIC(11:00‐13:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
At noon on Monday, on the down lane, a long traffic jam occurred near KIIC. Near the ORR, the average speed dropped below 60km/ h, so it cannot be said that traffic was flowing smoothly.
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1
g. Monday evening (17:00-19:00) Figure 57 – Congestion conditions in the trial area, up lane 11/14 (Monday) 17:00-19:00
ORR←KIIC(17:00‐19:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118 115 112 109 106 103 100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Monday evening, the up lane had a long traffic jam from the toll gate towards the ORR. There was almost no congestion from KIIC to the toll gate but after passing through the toll gate, the congestion did not disperse. 3-79
1
Figure 58 – Congestion conditions in the trial area, down lane 11/14 (Monday) 17:00-19:00
ORR→KIIC(17:00‐19:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Monday evening, the congestion that occurred on the down lane at noon in the area near KIIC had still not dispersed. The light congestion that had occurred near the ORR had subsided.
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1
h. Monday night (21:00-23:00) Figure 59 – Congestion conditions in the trial area, up lane 11/14 (Monday) 21:00-23:00
ORR←KIIC(21:00‐23:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
→ KIIC
Source) Taken from Google Earth by the study team
On Monday night, on the up lane, the congestion outside of the toll gate area had mostly dispersed. 3-81
1
Figure 60 – Congestion conditions in the trial area, down lane 11/14 (Monday) 21:00-23:00
ORR→KIIC(21:00‐23:00) 11/14(Mon)
km/h 140 120 100 80 60 40 20 0
118115112109106103100 97 94 91 88 85 82 79 76 73 70 67 64 61 58 55 52 49 46 43 40 37 34 31 28 25 22 19 16 13 10 7 ORR ←
4
1
→ KIIC
Source) Taken from Google Earth by the study team
On Monday night, on the down lane, the congestion around KIIC had still not dispersed. Also, there were almost no sections of the trial area where high speed cruising was possible.
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c) Travel time required according to each departure time Because the probe cars drove through the trial area, it is possible to collect information on the time it took from the start point to the finish point. By using this information, about the actual effect of congestion on the journey, in other words, by how long arrival at the destination was delayed due to congestion, and it is possible to calculate the exact journey time based on actual data. This is a showpiece feature of car navigation systems’ traffic information services if the time of arrival simulation can be done accurately. The required travel time for journeys up and down the trial area for Friday and Monday are shown below. Figure 61 – Up lane travel times, 11/11 (Friday)
Required Time by Depature Time（KIIC→ORR） (Friday,November 11) 02:00
01:30
01:00
00:30
07:05 07:20 07:40 07:55 08:05 08:20 08:30 09:05 09:20 09:30 10:05 10:40 10:50 11:00 11:10 11:45 13:20 13:30 13:40 13:50 14:40 14:55 15:05 15:35 16:50 17:00 18:55 19:10 20:40 21:40
00:00
Source) Study team
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Figure 62 – Down lane travel times, 11/11 (Friday)
Required Time by Depature Time（KIIC→ORR） (Monday,November 14) 02:00
01:30
01:00
00:30
21:35
21:05
20:40
20:20
19:50
19:25
17:10
16:55
16:15
15:50
15:20
14:45
14:30
14:05
13:05
12:35
12:20
10:55
10:20
10:05
09:45
08:50
08:30
08:10
07:15
07:00
00:00
Source) Study team
On the up lane on Friday, from KIIC to the ORR, if leaving in the morning, it is possible to arrive in 30 minutes but if leaving after 13:30, the journey will take more than 30 minutes. If leaving between 19:00 and 20:00, you will be involved in a traffic jam and it will take more than an hour to reach the ORR. On the other hand, on the down lane, if leaving the ORR between 10:30 and 11:00, it will take more than 30 minutes. Also, if leaving between 16:30 and 19:00, it will take about an hour to reach KIIC. Figure 63 – Up lane travel times, 11/14 (Monday)
Required Time by Depature Time（KIIC→ORR） (Friday,November 11) 02:00
01:30
01:00
00:30
Source) Study team
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20:35
20:20
17:50
17:30
16:05
15:45
15:35
15:25
15:15
14:35
14:10
13:55
13:45
12:50
11:45
11:35
11:20
11:05
10:15
10:00
09:50
09:40
09:00
08:35
08:15
07:55
07:40
07:20
00:00
Figure 64 – Down lane travel times, 11/14 (Monday)
Required Time by Depature Time（KIIC←ORR） (Monday,November 14) 02:00
01:30
01:00
00:30
21:30
21:10
20:30
19:30
18:35
17:55
16:30
16:10
15:35
15:20
15:05
14:45
14:10
13:30
13:15
12:05
11:20
10:45
10:30
09:30
09:15
09:00
08:45
07:55
07:35
07:20
07:00
00:00
Source) Study team
On Monday, on the up lane from KIIC to ORR, it can be reached in about 30 minutes on average but if leaving KIIC in the time periods of 9:30, 11:00, 16:00 and 20:30, it would take just less than an hour. d) Implications gained from this trial The main route for logistics vehicles in Jakarta is from Tanjung Priok port to Karawang industrial parks, and local distribution firms have noted that there is usually congestion there. Also, from the ORR, there is no road other than the Jakarta-Cikampek toll road, so even though people know there is congestion, there is no way to avoid it, so many people have all but given up on the situation. However, in terms of time and space, the distribution of traffic has not until now been quantitatively assessed. This trial, while limited to 30 cars and conducted over only 2 days, we were able to quantitatively assess the congestion situation. From the results, we can see that the area around the toll gate is the most prone to congestion, congestion is worse on Friday than on Monday, rapidly worsening in the evening, we were able to clarify with actual data what is believed to the local consensus, that traffic flows comparatively smoothly in the morning, the difference in congestion times on the up and down lanes, the local companies that regularly use the Jakart-Cikampek toll road, and were able to visualize congestion characteristics of which even drivers were not aware.
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The congestion around the toll gate is easy to understand but we were also able to obtain results that show congestion conditions for the down lane, midpoint between the ORR and the toll gate and the midpoint between the toll gate and KIIC. Speed distribution was deployed on Google Earth, since a service area exists right on those two points, and vehicles entering that area can change lanes, so it can be presumed that subsequent vehicles are caught in traffic. Also, probe traffic information systems do not only show trends in congestion but can catch sudden congestion occurrences caused by things such as accidents or lane changes, in real-time, which is another strong point. For example, on the night of 11/11 (Friday), the average speed dropped in the KIIC area but at the same time that we were driving in the area, the road in the KIIC area had its left lane closed for road improvements. There are also frequent accidents, the number of available lanes substantially decreasing due to older logistics vehicles moving slowly in the left hand lane, local drivers characteristically making repeated lane changes, subsequent vehicles caught in congestion, specific local circumstances, all of which often cause congestion to suddenly occur. In particular, in this area, slow, old-fashioned trucks occupy the left hand lane, and are overtaken by newer trucks, and fast moving vehicles in the right hand lane were often seen changing to the lane furthest to the right at service areas or the toll gate. Under these circumstances, subsequent vehicles will be forced into congestion. The frequency of these sudden traffic jams is especially troublesome for local logistics companies that have strictly regulated arrival times when transporting things such as milk. In order to meet the needs of shippers, they must leave considerable leeway, and arrive at the shipper’s plant early, stopping off at nearby roads to wait until the time of arrival, forced to use such inefficient methods. By utilizing probe traffic information, it is possible to calculate the arrival time based on real-time traffic conditions. The results obtained in this trial are not a simulation, but the arrival times of real cars being driven, and by accumulating large amounts of such data, and using more vehicles as probe cars, it is possible to make highly accurate predictions of arrival times in relation to real-time traffic conditions. The probe car only needs a smart phone, the fact that it is cheap and easy to obtain is another strong point of the probe traffic information system. When we presented the results of this analysis and conducted an 3-86
opinion exchange as distributors who are expected to be users, we found that even with conducting smooth communication and explanations for dispatch control and contracting cargo owners, there is strong demand for this sort of estimated arrival time information.
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(3) Project Plan Summary 1)
Basic policies of project content decision In the previous “(2) Studies necessary to determine the content of the project”, it was found that Indonesian traffic congestion and its effects on the environment, industry, and society are serious. Also, it was found through the results of verification tests that the collection of probe traffic information for target zones can be done efficiently, and that the resulting real time traffic information is to some extent valid to the expected users who will demand it. With this in mind, the goal of the introduction of a probe traffic information system in Indonesia is to improve convenience and the social environment for citizens. This system utilizes traffic information generated by the actual location and speed of moving vehicles (probe traffic information). Conventional traffic information providing systems need vehicle detection sensors and even with reduced reliance on physical infrastructure, it is still inhibited by initial implementation costs and management and operation costs. Traffic information providing services using probe traffic information can be set up to show detailed and extensive information on the target roads, the real-time features described below ensure that it provides highly reliable traffic information.
Choosing the best route to avoid traffic congestion
Immediately identify any sudden change in circumstances such as accidents and congestion
Calculate accurate times based on detailed driving conditions per section
Traffic and congestion predictions according to season, day of the week, weather conditions etc. The provision of probe traffic information is not only for drivers but society as a whole,
since it creates the best possible traffic flow, which as well as enabling smooth and efficient movement of traffic, CO2 and NOX emissions are reduced, lessening the impact on the environment. 2)
Specifications of conceptual design and applicable facilities
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Probe traffic information systems gather real driving location and speed information from the vehicles of various groups and this is collected at the “Road Traffic Information Center”. At the center, the probe traffic information is processed into a suitable format, and provided to users through cell phones, the Internet, radio and television media and roadside VMS. Figure 65 – Image showing how probe traffic information is sent, received and utilized by the main groups involved
Traffic managers
Road managers
Taxi operators
Logistics companies
Rail road operators
Operations management
Traffic control Providing time required
20 mins to city center
Bus operators
Operations management
Operations management
Road Traffic Information Center Multimodal information Operations management
Pedestrians General drivers
Taxis
Trucks and trailers
Buses
Travel planning users
Public transport organization users
Source) Study team
For example, logistics companies (dispatch management systems, truck drivers), taxis, general drivers can obtain congestion and accident information, and will be able to arrive at their location smoothly and efficiently. Also, an administrative organization for road and traffic control can understand the traffic volume or congestion situation from statistically processed probe traffic information, and utilize this in relation to traffic forecasting and road planning. In addition, highway companies can consider using a toll discount for information provided by vehicles passing through a certain area. The facilities required for this system are as follows.
Vehicle equipment Equipment which can transmit data using satellite positioning equipment and cellular phone networks. Normally, cell phones and smartphones equipped with GPS, or car navi systems equipped with data transmission functions are used. 3-89
Computers As infrastructures, computers or their accommodating data centers needed for cellular phone networks and data analysis
Other terrestrial facilities Various facilities for conducting information provision (Information provision facilities, etc. for variable display boards, radio stations, etc.) Additionally, the operational funds expected to be required for the operating body of this
service to begin service has been estimated as follows, and totals 53.7 billion rupiah.
System construction: 17.5 billion rupiah
Software/analysis engines: 700 million rupiah
Customer administration functions (including linking with ETC systems): 29.2 billion rupiah
3)
Project implementation structure and deployment plan This project focuses on the establishment of a new private company to act as the probe traffic information management entity (“Road Traffic Information Center”, hereafter, “the Center”). The Center will generate probe traffic information from location and speed information gathered by on-board terminal installed in trucks and trailers, and distribute this to logistics companies, administrative organizations and highway companies. These groups will perform secondary processing make it easier to use and then provide the end user with probe traffic information. Figure 66 – Project implementation structure and distribution of probe traffic information
Trucks and trailers Usage fees Administrative organizations (Roads / traffic management)
Logistics companies Probe traffic Usage fees information
Probe traffic information
Road Traffic Information Center
• Tracking traffic volume, congestion New company, providing probe traffic information, to • Traffic forecasting be established by japan and • Traffic accident countermeasures Indonesia for this project • Traffic / town planning
Probe information location and speed and ETC charge information
Trucks and trailers
Source) Study team
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• Congestion information • Accident and transport stop information • Most suitable route • Time per section • Congestion forecast information • Estimated collection and delivery time information • Area marketing Highway management companies (Jasa Marge etc.)
• Congestion information • Accident and transport stop information • Time per section • Congestion forecast information • Non-stop type ETC charge information
The founding group of the Center is assumed to be Jasa Marga, the largest highway company in the region. Japanese companies, starting with West Japan Highways (as well as leading general trading companies, megabanks – major city banks etc.) will provide funding, technical cooperation and management support. Initially, we can assume that the main users will be logistics companies in the Jakarta metropolitan area. In that area, industrial park was developed by a leading Japanese general trading company, and the efficient management of their truck and trailer fleet has been a challenge. Therefore, we investigated ways in which trucks and trailers could be used as probe cars, thereby generating probe traffic information and giving this to logistics companies. From this, it can be connected to the promotion of streamlining of distribution operations and improvement in industrial park convenience. For the examination of this project, hearings were conducted with several companies entering into industrial parks and logistic companies, and current issues and needs were ascertained. Accordingly, by conducting explanations and opinion exchanges regarding the merits of using the probe traffic information service, a foundation for the promotion of utilization was established. With the implementation of this project, other industrial parks in the Jakarta metropolitan area are facing similar challenges, and we can bear this in mind for future developments. Also, if some logistics companies gather probe information for management purposes, we can consider effective utilization through consolidation and sharing via the Center. 4)
Business model We will use a business model combining a probe traffic information service with ETC, lightens the burden on users which may become an obstacle to ETC introduction through a cash-back program, and simultaneously promotes adoption of the probe traffic information service, therefore making it possible to reduce the overall burden on users.
The "Road Traffic Information Center" is to collect information from trucks and trailers using probe car terminals such as mobile phones.
The “Road Traffic Information Center” will generate probe traffic information, and will provide this to truck and trailer drivers and transport operators via the Internet (information on websites, mail, SMS delivery) and call centers.
The “Road Traffic Information Center” will provide toll road business operators with information on vehicles passing through certain sections. They are also provided with detailed probe traffic information. 3-91
Charges for the probe traffic information will be paid by the users themselves (truck and trailer drivers, including logistics companies). However, if ETC users gather and provide probe information, they will in return, be given discounts on their toll fees (cashback etc.). The funds necessary for such toll discounts will come from an increase in ETC use and as a result of the expected utilization of probe traffic information, traffic congestion will be eased and there will be an improvement in levels of convenience for the user, and as a result, air pollution and noise pollution will be reduced, there will be environmental improvements and this can be converted in monetary value.
For toll road business operators, the information on passing vehicles will be utilized in the implementation of the toll discount program. In exchange for providing this information, fees will be paid to the “Road Traffic Information Center”. Figure 67 – Business model for combining probe traffic information service with ETC
GPS Probe traffic information/ Probe information
Fitted with GPS equipped with communications functions
Probe information
ETC
ETC
Trucks and trailers
Source) Study team
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Road Traffic Information Center
5)
Target region This project will begin with the Jakarta-Cikampek toll road as the target, and later expanding to include other toll roads managed and operated by Jasa Marga. Figure 68 – Initial target routes for the project Tanjung Priok
Jakarta Bekasi
Karawang
Source) Taken from a Google website by the study team
6)
Cooperation with authorities concerned and implementing agencies The administrative organizations engaged in highway and traffic management, the Ministry of Transport, Ministry of Public Works, the police etc. do not have a centralized system to manage traffic information or a system for efficient collection or provision of traffic information, including infrastructural development for collection. There are however, individual groups committed to providing this information. This project considers a traffic information providing service for private operators but will later provide information to administrative organizations and play a complementary role in administrative functions, assumed to be promoted as an integrated public-private initiative. For example, it is likely that original data from probe traffic information and analysis of the findings can be utilized when maintaining government-owned VMSs on highways and general 3-93
roads, providing probe traffic information, conducting traffic census surveys, and planning transportation.
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Chapter 4
Evaluation of Environmental and Social Impacts
(1) Analysis of environmental and social conditions In this part, the analysis focuses on the current condition of the Jakarta province (Provinsi Daerah Khusus Ibukota Jakarta) and where necessary, analyzing the situation in areas alongside the target region, such as the province of West Java (Provinsi Jawa Barat), Bekasi city (Kota Bekasi), Bekasi prefecture (Kabpaten Bekasi) and Karawang prefecture (Kabpaten Karawang). 1)
Natural environment
a) Temperature and humidity Jakarta metropolitan area's has a hot and humid tropical climate. There is little variation throughout the year, with average temperatures between 27 and 29℃. Maximum temperatures are above 30℃, and the lowest temperature is almost constant throughout the year at about 25℃. Figure 69 – Temperatures in Jakarta (2009) 36.0 34.0 32.6
32.0 30.3
30.0 Temp ℃
28.0 27.1
気温(
24.0
33.0
32.9
33.2
33.8
33.7 32.8 31.9
28.9
28.5
28.9
28.7
29.0
25.4
25.2
25.5
29.4
29.4 28.4
28.5
25.4
25.7
27.2
26.0 24.5
32.6
30.4 28.3
°C
32.7
25.2
25.9
25.6
25.7
25.7
24.4
High Low
22.0 20.0
Ave. Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Source) Jakarta capital state (Jakarta in Figures 2010)
It has a humid climate, with average humidity of over 70% throughout the year, the rainy season is from November to February with the maximum humidity reaching 90%.
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Figure 70 – Humidity in Jakarta (2009) 100 90
92
80
81
92 81
70 60 Humidity
86
76
76 69
67
66
62
85
93
90
89
84
77
75 70
67
76
77
77
68
69 63
68 61
56
81 70 62
77
75
68
64
50 High
40
Low
30
Ave.
20 10 0 Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Source) Jakarta capital state (Jakarta in Figures 2010) b) Rainfall Jakarta metropolitan area has a rainy season from December to March and a dry season from June to September, so depending on the month, there are large variations in rainfall, particularly in the dry season, where the number of rainy days and volume of rainfall are extremely low. Also, in particular areas, there are often large amounts of rainfall in a short time period (squall), and that greatly affects road traffic as the travel speed of cars reduces significantly and congestion occurs. Figure 71 – Rainfall volume and number of rainy days in Jakarta 600
30
547.9
500
25 23
22
400
20 303.7
)
Rainfall (mm)
16
300 231.9 降雨量(
200
223.4 11
12
16 189.1
141.4 92.7
100
88.3
74.4 5
4 10.4
4
16
15 10 5
63.3 5
6.5 2
0
0 Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Rainy days
Rainfal
Source) Jakarta capital state (Jakarta in Figures 2010)
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Rainy days
c) Terrain and geology (topography) The terrain in the Jakarta metropolitan area is mostly flat. However, there are some small ups and downs in the target area’s terrain, and many traffic jams due to slow movement speed are caused by large vehicles going uphill. d) Air, noise and vibration According to the Japanese Ministry of the Environment website5, “For air quality, there are remarkable levels of urban roadside pollution caused by the movement of cars, bikes and so on. Due to inadequate systems for large transit by rail, excessive dependence on road transportation, and chronic congestion, urban air quality is deteriorating. At present, other than for Jakarta city and some other urban areas, there is no continuous monitoring of data.” which suggests that there is serious air pollution caused the car traffic on the highways in cities and urban areas. In the results of air quality monitoring, over the course of a year, most days were graded as “Good” or “Adequate”, with only 12 days being graded as “Toxic” but because this depends on the point of observation, it cannot be said that there are no problems with air quality. Table 40 – Results of air quality monitoring in Jakarta (2004) Number of days Good 18 Adequate 261 Toxic 12 Extremely toxic Dangerous No data 71 Source) Indonesian Ministry of the Environment “State of the Environment in Indonesia 2004”
Many of the varieties of air pollutants come from vehicular traffic and factories, with cars being the biggest cause, particularly for nitrogen oxide (NOX), and Total Suspended Particle (TSP). Therefore, the demand on road traffic management in terms of the environment is a pressing issue.
5
http://www.env.go.jp/air/tech/ine/asia/indonesia/OsenIN.html
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Table 41 – Sources of air pollution emissions in the Jakarta metropolitan area Source NOX SOx TSP Tons per Tons per Tons per ％ ％ ％ year year year Factories 36,832 25.7 42,697 76.3 13,581 57.1 Households 4,962 3.4 4,220 7.5 642 2.7 Automobiles 98,738 68.8 8,142 14.6 9563 40.2 Ships 1,960 1.4 808 1.4 Aircraft 1,926 0.7 91 0.2 Total 143,518 100.0 55,958 100.0 23,786 100.0 Source) JICA “The Study on Integrated Air Quality Management for Jakarta Metropolitan Area” (1997) 2) Social environment Here, we analyze traffic conditions and indications of effects on the environment for the target area. a) Population The areas which fall under the target region are Jakarta province, Bekasi city, Bekasi prefecture and Karawang prefecture, and the total population for these 4 areas is 15.65 million people (as of 2009) and 60% (9 million) of those people live in Jakarta province. Figure 72 – Population trends in the target region 18,000
Populatioin (1000 people)
16,000 14,000
2,031
2,073
2,112
2,134
12,000
1,991
2,032
2,076
2,121
10,000
2,040
2,085
2,128
2,177
8,980
9,065
9,146
9,223
2006
2007
2008
2009
8,000 6,000 4,000 2,000 0 Year Jakarta province ジャカルタ首都特別州
Bekasi city ブカシ市
Bekasi pref. ブカシ県
Karawang pref. カラワン県
Source) Made by the study team from data supplied by the Indonesian National Statistics Office
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The population is increasing throughout Indonesia, and with a large influx of people moving to the capital, the rate of population growth among the four municipalities of the target section is 1.24% per annum. In Bekasi city, close to Jakarta and Bekasi prefecture have a high population growth rate of 2%, polarized with Jakarta province which has 0.84% and Karawang prefecture with 1.04%. Looking at the trends, Jakarta province’s growth rate is gradually decreasing, while Karawang’s has plunged from 2% in 1997. On the other hand, on the outskirts of Jakarta, in Bekasi city and Bekasi prefecture has fallen slightly from 2%. Figure 73 – Trends in population growth among the target section 2.5 2.18% 2.0 1.5
Growth rate per year
1.0
2.05% 2.08%
2.17% 2.09% 1.88%
1.41%
1.37%
0.95%
0.90%
2.27% 2.17%
1.24% 1.04% 0.84%
Jakarta Bekasi City Bekasi Karawang Total for target area
0.5 0.0
2006
2007 Year
2008
Source) Made by the study team from data supplied by the Indonesian National Statistics Office
b) Number of automobiles Due to economic growth and the accompanying increase in income, as well as an increased demand for logistics, automobiles have become more popular. Within Jakarta province, in 2009 there were 10.49 million registered cars and motorbikes and 70% of those were motorbikes.
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Table 42 – Number of registered vehicles in Jakarta(as of the end of each year) Passenger cars
Trucks
Buses
Motorbikes
Total
2005
1,766,801
499,581
316,502
4,647,435
7,230,319
2006
1,835,653
504,727
317,050
5,310,068
7,967,498
2007
1,916,469
518,991
318,332
5,974,173
8,727,965
2008
2,034,943
538,731
308,528
6,765,723
9,647,925
2009
2,116,282
550,924
309,385
7,518,098
10,494,689
Source) Jakarta province “Jakarta in Figures 2010”
Looking at the growth rate trends, there has been an explosive increase of all vehicles, around 10% more than before, which is unprecedented, and continues at this high rate of growth. The type of vehicle with the highest number is motorbikes, while the lowest is buses. Buses are not so widely accepted so it may be difficult for their numbers to increase but those citizens who previously used buses may now be using motorbikes or cars. Figure 74 – Changes in rates of registered vehicles by type in Jakarta
16.0% 14.3%
14.0%
to previous year
11.1%
10.5%
10.2%
10.0% Increase/decrease compared
13.2%
12.5%
12.0%
9.5%
Cars
8.8%
8.0%
Trucks 6.2%
6.0% 4.0%
4.4%
3.9%
3.8%
2.8%
2.0% 1.0% 0.2%
0.0% 2006
- 2.0%
Buses
2.3%
All vehicles
0.3%
0.4% 2007
4.0%
Motorbikes
2008
2009 -3.1%
- 4.0%
Year
Source) Made by the study team using data from Jakarta province “Jakarta in Figures 2010”
c) Industrial parks From Jakarta province to West Java province, utilizing the traffic convenience of the target area’s Jakarta-Cikampek toll road, many industrial parks have been developed. In 4-6
these industrial parks automobiles and electronics, are many Japanese companies, mainly focusing on automobiles and electronics. They have factories located in these industrial parks, import the parts from Japan or other ASEAN countries, or the parts are delivered from components producers in nearby industrial parks, and then assemble to produce automobiles or other finished goods. Therefore, in the region between the Port of Tanjung Priok and Jakarta Soekarno-Hatta International Airport, there is a large demand for logistics, import and transportation of components. Also, there are many laborers working in the industrial parks, most living in areas near the industrial parks, although many factories have been using chartered buses, due to the increase in income, it has been said that many have switched to commuting by motorbike (according to an industrial parks developer in an interview). Therefore, there is an increasing burden on the roads around the industrial parks, including highway access.
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Table 43 - Major industrial parks around the target section Industrial park name
Location
Direction and
Japanese
distance from
companies
Jakarta
already present
Jababeka Industrial Park
Bekasi, West Java province
East 30km
43
MM2100 Industrial Town
Bekasi, West Java province
East 30km
63
Bekasi International Industrial
Bekasi, West Java province
East 37km
Unknown
Bekasi, West Java province
East 37km
2
Bekasi, West Java province
East 45km
Unknown
Bekasi, West Java province
East 40km
72
Karawang International
Karawang, West Jave
East 50km
45
Industrial City (KIIC)
province
Suryacipta City of Industry
Karawang, West Jave
East 55km
13
Estate (BIIE) Greenland International Industrial Center (GIIC) Bekasi International Industrial Estate East Jakarta Industrial Park (EJIP)
province Cikarang Industrial Estate Bekasi, West Java province East 30km 2 Source) Created by the study team using data from the Indonesian Investment Coordinating Board office in Japan, Japan and ASEAN Center Web pages 3) Future predictions a) Population According to United Nations projections, in the short term, the population of Indonesia is expected to continue to increase at 0.8% per year. By 2050 it is expected to reach 300 million. With economic growth, it is common to see an influx of people moving to the cities, and it is likely that the population growth rate in the Jakarta metropolitan area will be more than the national average.
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Table 44 – Indonesia’s future population projections (medium variant) Year Estimated Average population growth rate (millions) 2010 244,191 2020 265,558 0.8% 2030 284,128 0.7% 2040 298,237 0.5% 2050 306,735 0.3% Source) UN, World Population Prospects: The 2010 Revision
b) Industrial location Incorporating the economic growth of Indonesia and expanding domestic market, and with a background of increasing the quality of and cutting costs of labor, reducing the risks caused by being concentrated in a particular area, the demand for factories to be located in Indonesia for Japanese and Korean companies is still strong. This enables the existence of industrial parks in the target area and is also a good chance for sales to be made. Also, new developments are starting in Karawang province, in the eastern part of the target area, and future advances in the development of industrial park and location of factories, so it is predicted that there will be an even greater demand for logistics and transport. According to recent reports, there are plans for a second Toyota assembly plant in Karawang prefecture, and extension to the industrial park affiliated with Sojitz (announced in September 2011), even more entrants into the Toyota Tsusho developed industrial park (announced in August 2011), and other kinds of activity. c) Number of vehicles owned Due to a national income increase as a result of future economic growth, car ownership is expected to increase. Also, in interviews with industrial park developers, in accordance with the rise in average income of factory workers, there is a trend of switching from shuttle buses to motorcycles, and it is thought that in the near future, this may further shift to automobiles. From these trends, it is thought that the general public is likely to move away from using public transportation systems, and move towards the use of motorbikes and cars even more.
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Figure 75 – Future projections for the spread of cars and motorbikes in Indonesia
Source) Swisscontact, Clean Air Indonesia“Summary of Progress on Improving Air Quality, 2008 (Raw data from the Indonesian National Statistics Office)
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(2) Environmental improvements resulting from the implementation of the project The environmental improvements expected to occur as a result of the implementation of this project are as follows.
This project would make it possible to provide probe traffic information which would enable drivers to avoid traveling during rush hour.
Congestion will be reduced as a result of traffic volume being dispersed according to time, which will increase average speeds, and reduce the total sum of travel time through the target area.
As a result, CO2 from traffic in the target area will be reduced. In the following, the savings made will be quantitatively estimated based on these
assumptions. 1)
Results of reduced travel time
a) Current estimates of the total travel time The current total travel time was calculated using the following formula. Total travel time = Average travel time in the target section * volume of vehicle traffic Here, the average travel time for the target section is based data from the trial we conducted, probe traffic information service (Zenryoku An Nai) provided by Nomura Research Institute, Ltd. in Japan, calculated with similar logic, taking the average total time from the expected time frame in another time zone (for time required for different time zones, see Chapter 3). Also, traffic volume by daily zone interval traffic volume is from Jasa Marga, calculated from cross-sectional average traffic volume from 2010 of Jakarta-Cikampek toll road.
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Table 45 – Traffic volume per vehicle type Charge classification
Traffic volume (vehicles/ days) Eastbound Westbound Total
1 (sedans, jeeps, pickups, small trucks and buses) 2 (2 axle trucks) 3 (3 axle trucks) 4 (4 axle trucks) 5 (trucks with 5 or more axles) Total vehicles
Ratio
56,886
56,181
113,067
76.8
10,897 3,127 1,537 1,154
11,110 3,288 1,658 1,287
22,006 6,505 3,196 2,442
14.9 4.4 2.7 1.7
73,691
73,525
147,216
100.0
Source) Study team based on Jasa Marga
Based on this, car models were classified into two types. In other words, standard cars were Rate Class 1 (Sedans, Jeeps, Pick-ups, Small Trucks and Buses) and large freight vehicles were Rate Classes 2-5 (all trucks with more than 2 axles). The average daily traffic volume cross-section models based on this classification is as follows.
Table 46 – Traffic by vehicle type in the target section (2010 estimates) Vehicle type Traffic volume Standard cars 113,067 Large trucks 34,149 Total 147,216 Source) Study team
The results of the trial show that over the target section (39.1km), the average travel time was 34 minutes 24 seconds and the average speed was 68.2km/ h. Because this time the test vehicle was a small passenger car, there was difficulty in finding the average speed of large freight vehicles, so the average speed of the large freight vehicles were assumed at 75% of the measured value. This was multiplied by traffic volume per vehicle type, to calculate the total travel time per vehicle type.
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Table 47 – Total travel time per vehicle type through the target section (2010 estimates) Vehicle type 1 day (minutes) Year (in minutes) Standard cars 3,889,508 1,419,670,538 Large trucks 1,566,307 571,702,184 Total 5,455,816 1,991,372,722 Source) Study team
b) Estimate of reduced total travel time For this project, it is thought that it is possible to pass through the target area while leaving out the traffic peak hours through the use of the introduced Probe Traffic Information. As a result, traffic demand is distributed and the total travel time is reduced. In this study, the percentage of reduction was 19%. This is the measured value of the Probe Traffic Information Service provided by Nomura Research Group in domestic Japan. (Zenryoku An Nai) If this reduction rate is used, travel time in the target area by standard cars is 27 minutes and 54 seconds at an average speed of 84.2 km/h. Large freight vehicles are estimated to be about 37 minutes and 12 seconds at 63.1 km/h. If this is multiplied by the estimated total travel times found in a) the total travel time in the target area for all cars would be reduced by about 380 million minutes (or 6.3 million hours). Based on this, driver and passenger time loss would be reduced. Table 48 – Total travel time reduction in the target area (in minutes) Vehicle type Standard cars Large trucks Total
1 day (minutes) 739,007 297,598 1,036,605 Source) Study team
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Year (in minutes) 269,737,402 108,623,415 378,360,817
2)
Fuel savings due to the travel speed The total trip fuel consumption is calculated as follows:
Total Fuel Consumption Amount ＝Unit of the fuel consumption rate × Mileage × Traffic Volume ×（Only for freight cars）Tonnage Unit of fuel consumption rate is based on the research of Oshiro et al.
6
and the basic unit of
average speed is used. ・
Mileage is 39.1 km used by Jasa Marga
・
Traffic volume is calculated in 1)
・
Large freight vehicle tonnage is assumed at an average of 10t.
The unit of the fuel consumption rate is calculated according to the car type from the average travel speed. Here, for passenger cars, gasoline passenger cars are used, and for large freight vehicles, diesel and lightweight freight cars are used as basic units. Table 49 – Fuel consumption rate per unit by car type (Units：Passenger Car cc/km Freight Car Avg. Speed km/h
10 20 30 40 50 60 70 80 90 100 110 120
Gasoline Car Freight Car Passenger Light Mid-sized Heavy Car weight vehicle Vehicle vehicle 139.2 92.6 93.7 91.5 72.4 78.9 72.9 61.2 67.1 62.8 53.7 58.5 57.0 48.8 53.1 54.1 46.1 50.8 45.4 51.6 53.5 54.9 46.8 55.7 58.2 50.2 62.8 63.2 55.5 73.2 70.0 62.7 86.7 78.4 71.8 103.4
cc/km･t) Diesel Car Freight Car
Light weight vehicle 152.8 75.8 107.8 56.6 87.6 47.4 75.3 41.4 67.7 37.4 63.7 34.9 62.7 33.8 64.6 33.8 69.2 35.1 76.5 37.4 86.3 40.9 98.6 45.5 Source) Oshiro et al. (footnote 6) added by Study team Passenger Car
Mid-sized vehicle
Heavy Vehicle
76.2 54.5 45.1 39.8 36.9 35.9 36.4 38.5 42.0 46.9 53.1 60.7
41.2 34.6 29.5 25.6 22.9 21.6 21.5 22.8 25.3 29.0 34.1 40.0
The actual unit for the fuel consumption rate before the enactment of the project is 53.5cc/km for standard cars, and 36.9 cc/ km･t for large freight vehicles. 6
Oshiro, Matsushita, Namikawa, Onishi, “Fuel efficiency and carbon emissions while driving” “Civil engineering materials” Vol.43, No11, pp. 50-55, 2001.11
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After the project, they were each 54.9cc/km and 35.9cc/ km･t respectively, Here, for large freight vehicles, the total traffic volume and mileage were multiplied by the average load capacity and the fuel consumption amounts were estimated as follows.
Table 50 – Total fuel consumption per unit by car type (Units: Passenger Car cc/km Freight Car cc/km･t) Total Fuel Consumption for 1 Day（Liter） Before After Amount Introduction Introduction Reduced Standard cars Large Freight Car All Cars
Yearly Fuel Consumption（Liter） Before After Amount Introduction Introduction Reduced
236,519
242,709
-6,189
86,329,588
88,588,680
-2,259,092
492,700
479,348
13,352
179,835,653
174,962,058
4,873,595
729,220
722,057
7,163
266,165,240
263,550,737
2,614,503
Source) Study team
For standard cars, because the average speed has become faster than the most fuel efficient speed, fuel consumption has increased as a result. However, for the large freight vehicles, the fuel reduction effect was above this, in which a yearly result of 2.6 million liters in fuel reduction was achieved.
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3)
CO2 emission reduction effect due to the travel speed The CO2 emission reduction effect was calculated in the same manner as 2) Total CO2 emissions ＝ Emissions per unit × Distance traveled × Traffic volume × (Only for freight cars) Tonnage ・ Emission units are based on research findings by Oshiro (footnote 6) and the basic unit of average speed is used. ・ Travel distance according to Jasa Marga is 39.1km. ・ Traffic volume is calculated in 1). ・ Large freight vehicle tonnage is assumed at an average of 10t. The unit of emissions is calculated according to the car type from the average travel speed.
Here, for passenger cars, gasoline passenger cars are used, and for large freight vehicles, diesel and lightweight freight cars are used as basic units. Table 51 – CO2 emission rate per unit by car type
Avg. Speed km/h 10 20 30 40 50 60 70 80 90 100 110 120
(Units：Passenger Car g-CO2 / km Freight Car g-CO2/km･t) Gasoline Car Diesel Car Freight Car Freight Car Passenger Passenger Lightweig Mid-size Heavy Lightweig Mid-size Car Car ht Car d Car Car ht Car d Car 339.0 225.5 228.1 435.9 216.1 217.5 222.7 176.3 192.1 307.5 161.4 155.4 177.5 149.0 163.5 249.7 135.1 128.7 152.9 130.7 142.5 214.7 118.2 113.5 138.7 118.7 129.2 193.1 106.8 105.3 131.6 112.1 123.6 181.6 99.7 102.3 110.6 125.7 178.9 96.3 103.9 130.2 133.7 114.0 135.5 184.3 96.5 109.8 141.7 122.2 153.0 197.4 100.0 119.7 154.0 135.0 178.2 218.1 106.7 133.6 170.5 152.6 211.2 246.1 116.6 151.4 190.9 174.8 251.8 281.4 129.7 173.0 Source) Oshiro et al. (footnote 6) added by Study team
The actual unit for emissions before the enactment of the project iss 130.2 g-CO2/km for standard sized cars, and 105.3 g-CO2/km･t for large freight vehicles. After the project, they were each 133.7 g-CO2/km and 102.3 g-CO2/km･t respectively.
Here, for large freight vehicles, the total traffic volume and mileage were multiplied by the average load capacity and the CO2 emissions amounts were estimated as follows.
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Heavy Car 117.4 98.8 84.0 72.9 65.4 61.6 61.4 64.9 72.0 82.8 97.2 115.3
Passenger car Large Freight car All cars
Table 52 – Total CO2 emission by car type (Units: t-CO2) Total Emissions per Day Yearly Emissions Before After Amount Before After Introduction Introduction Reduced Introduction Introduction 576 591 -15 210,096 215,743 1,406 1,366 40 513,190 498,569 1,982
1,957
25
723,285
714,312
Amount Reduced -5,648 14,621 8,973
Source) Study team
For passenger cars, both fuel consumption and emissions amounts increased. However, for the large freight vehicles, reduction effect was above this, in which a yearly result of 9,000 tons in emissions was achieved. It is 900 ha on the cedar/ hinoki scale.7
7
A report by the Ministry of the Environment on their ''Eco-Action'' project and its expected effects of reducing greenhouse gases. (as of March, 2011)
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4)
Other qualitative effects In addition, although not quantifiable at present, the following results are likely.
a) Effect on industry With traffic information, it is possible to avoiding transporting things during times when congestion repeatedly occurs, and as the number of traffic information users increases, traffic will be distributed more evenly, so from Tanjung Priok part to the industrial parks, and between the industrial parks, transportation times will be reduced. This provides improved logistics, improved vehicle and driver’s rate of operation, which in turn reduces transportation costs. Also, by utilizing traffic information, it is easy to predict arrival times, so as well as providing a better service to shippers, improving accuracy of delivery times, it allows supply chain efficiency to be measured. b) Effect on Jasa Marga Because it is possible to find out real-time traffic conditions and statistics from accumulated data at any time, it enables early detection of bottlenecks within the target area, find out where improvement works are really needed, it increases the efficiency of investments. Also, even with road maintenance, construction work can be avoided during rush hour in crowded areas, resulting in more efficient maintenance, the avoidance of adverse effects on the users and improved service. c) Effect on consumers and the community Traffic information allows traffic volume to be spread evenly over time, and because congestion is alleviated, travel time is reduced due to less congestion. Also, for residents, they can expect less noise and air pollution as a result of congestion.
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(3) Environmental and social impact resulting from the implementation of the project This project uses highways that have already been constructed, transport demand management software providing information to the users, so it does not involve land acquisition or construction of new roads or improvements to existing roads. Therefore, there are believed to be no negative effects for the local residents, natural environment and the community. In this section, based on the premise that Japan Bank for International Corporation’s (JBIC) guidelines for an environmental and social checklist entries, we studied the effects of the project on the current status of the target area. Table 53 – Environmental and social effects of the project Classification 1. Permissions and explanations
Environmental items (1) EIA and environmental permits Approval
(2) Explanation to local residents
2. Pollution countermeasures
(1) Air quality
Important things to check a) Has the Environmental Impact Assessment Report (EIA report) been created? b) Has the EIA report been approved by that country’s government? c) Was the approval of the EIA report unconditional? If there were collateral conditions, have the conditions been satisfied? d) In addition to the above, in cases where they are necessary, have you obtained environmental permits from local authorities? a) With regard to the content and impact of the project, including the publication of information, have local residents been given a suitable explanation, and has their understanding been gained? b) Were appropriate responses made to comments by residents and local authorities’ comments? a) Are there no effects of air pollutants from passing traffic? Have the country’s environmental standards been satisfied? b) If there are already industrial parks causing air pollution on the route, does the project do anything to worsen the air pollution?
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Current situation and the impact of the project This project is still at the Pre F/ S step, so an EIA report has not been created. Also, because the work is software based, it may not be necessary to create an EIA report.
It is at the Pre F/ S stage, so this has not been implemented.
a) Traffic has been increasing, and because traffic demand will be evenly spread over time due to this project, it is possible that the negative impact on air quality will be reduced. b) The target area for this project is located alongside many industrial parks, which are expected to increase in the future, but there is no negative impact as a result of this project.
(2) Water quality
(3) Noise and vibrations 3. Natural environment
(1) Protected areas (2) Ecosystem
(3)Hydrometeor
a) Does soil from embankments, portions of cut earth, soil from exposed sections, downstream erosion or any other kind of soil cause any deterioration of water quality? b) Is there any contamination of water sources as a result of runoff from road surfaces or groundwater? c) Does waste water from stations or service areas meet the country’s standards? Also, is there any waste discharge that does not meet the country’s environmental standards? Does noise or vibration caused by passing traffic or trains meet the country’s standards? Is the site located in an area reserved by the country’s laws or international treaties or conventions? a) Does the site include any native forests, tropical forests, or ecologically important habitats (coral reefs, mangroves, tidal flats)? b) Does the site include the habitat of any rare species protected by the country’s laws or international treaties and conventions? c) If there are concerns about the impact to the ecosystem, are measures being taken to reduce them? d) Does it block the movement of wildlife or livestock, fragment the habitat or have there been anyway countermeasures to prevent animals being involved in road traffic accidents? e) Does the building of the road or its accompanying development lead to deforestation, poaching, desertification, drying of wetlands etc.? Are there any foreign species (that had not been living in the area before) or pests disturbing the ecosystem? If so, are there any countermeasures in place? f) If building roads in undeveloped areas, does this new development cause significant impairment to the natural environment? Do terrain modifications, or construction of structures such as tunnels, have any adverse effects on the flow of surface or ground water?
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a) This project does not involve the construction of new roads or improvements to existing ones, and therefore no embankments or cut earth and as a result, no deterioration of water quality. b) There is no waste water produced by this project. c) This project does not include installation of or improvement to stations or parking areas.
Due to evenly spreading traffic over time, it is believed that noise and vibration levels will actually be improved. The project’s target area does not enter any reserves. a)b)This target region does not include any such areas. c) There are no concerns that it will have a significant impact on the ecosystem. d)e)f)In this project, there is no construction of or improvement to roads.
For this project, there will be no new or improved roads, so there will no effect on the flow of surface or ground water.
(4) Terrain and geology
4. Social environment
(1) Resettlement
a) Are there any points on the route with poor ground quality, where sediment collapse or landslides may occur? If so, have appropriate measures been taken into consideration? b) Could sediment collapse or landslides occur as a result of embankments or cut earth from civil engineering works? Are there appropriate measures to prevent sediment collapse or landslides? c) Are there any embankments, cut ditches, dumped soil, soil erosion or soil being taken? Are there any measures in place to prevent soil runoff? a) Will implementation of the project result in involuntary resettlement? If so, are measures being taken to minimize the impact of relocation? b) Are suitable explanations and adequate compensation being given to those resettled, before or relocation? c) For those being relocated, are investigations being made, just compensation being offered, plans for recovery of livelihood after relocation being made as part of the relocation program? d) What plans are being made to pay proper attention to vulnerable groups such as women, children, the elderly, the poor, minority or indigenous communities? e) Has prior agreement been obtained from those being relocated? f) Has the appropriate framework been implemented for relocation? What measures have been taken to ensure sufficient budget capacity for implementation? g) Is there a plan to monitor the impact of resettlement?
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Since it uses highways that already been built, this project will have any effect on topography.
It uses highways already constructed and under operation, so this project will not cause any new resettlement.
4. Social environment (cont’d)
(2) Lifestyle and livelihood
(3) Cultural heritage
(4) Landscape
(5) Minorities, indigenous peoples
a) If there are any new developments to roads or railroads, will there be any negative effects on the lives of working people and their existing transport? Also, will there be any significant changes to livelihood, land use or unemployment etc.? Are there plans to mitigate such effects? b) Will the project adversely affect the lifestyle of other residents? If necessary, are there measures to mitigate such effects? c) Is there a danger of the outbreak of a disease due to the influx of people (including infectious diseases such as HIV)? Have the necessary considerations been made to public health? d) Does the project adversely affect the surrounding roads (such as an increase in congestion or traffic accidents)? e) Will it cause failure of movement for people using road or rail? f) Will road structures (crossovers etc.) block sunshine or cause electrical interference? Does this project impair places of archeological importance, historical, cultural or religious heritage? Also, are there measures to consider the country’s domestic laws? Has particular care been taken to avoid any adverse effects to the landscape? Are necessary measures being taken? a) Has consideration been made not to adversely affect the lives and culture of minority or indigenous groups who may be living along the route? b) Are the country’s laws concerning the rights of minority groups and indigenous peoples being obeyed?
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a) There are no new road developments. b) It is believed that an information provision project will not have a significant impact on people’s lifestyles. The project will create employment opportunities; however, this is not necessarily in the target region. c) The project is not thought to result in the influx of population. d) Traffic demand will be spread evenly over time, so it is likely that traffic congestion will be reduced. e) Since there is no road construction, it will not inhibit the movement of current residents. f) This is not a construction project, so there will be no blocking of sunlight or electrical interference.
This project does not involve the moving or modification of cultural heritage. Boards installed on highways may be considered to have an effect on the landscape, but there is no large scale construction, so the highway is not thought to be part of the problem. This project uses existing highways and does not affect the lifestyles of local residents.
5. Other
(1) Impact during construction
(2) Monitoring
6. Notes
Other environmental checklist references
Notes on using the environmental checklist
a) Are measures in place to mitigate pollution during construction (noise, vibrations, turbid water, dust, gas, waste, etc.)? b) Does the construction work adversely affect the natural environment (ecosystem)? Are adequate measures in place to reduce the impact? c) Is the social environment adversely affected by the construction? Are adequate measures in place to reduce the impact? d) Where necessary, is there safety training for project personnel (traffic safety, public health)? a) Of the above environmental items, if there is some likely effect, is the operator’s monitoring being planned and implemented? b) Are these plans, methods and frequencies deemed appropriate? c) Has the operator’s monitoring system (organization, personnel, equipment, continuity and adequate budget) been established? d) Has the frequency with which reports are made by operator to other authorities been established? a) If necessary, additional items can be evaluated by checking the appropriate checklist relating to forestry (e.g., if accompanied by large-scale deforestation). b) If necessary, additional items can be evaluated by checking the appropriate checklist according to the distribution of transmission lines (such as construction of facilities if accompanied by power transmission and distribution). a) If necessary, it is possible to check the effects of transnational or global environmental problems. (Transnational waste treatment, acid rain, ozone depletion, if you suspect a problem related to elements of global warming etc.)
Source) Study team
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Even though there is very little construction in this project, special measures for environmental care are still required.
To determine the effects of this project, it is believed that the implementation of an environmental monitoring program (traffic, air and noise pollution) is necessary, but at this stage, no specific system or budget has been determined.
This project will not involve large-scale deforestation or the construction of power transmission and distribution facilities.
There are no issues relating to transnational waste treatment, acid rain, ozone depletion or global warming. The leveling out of traffic and a reduction in carbon emissions are expected.
(4) Summary of environmental and social legislation of the partner country Indonesia has environmental regulations set forth in Law No.4/1982 for Basic Provision for Environment. With its revision as Law No.23/1997 for Environmental Management, environmental rights and regulations regarding actions which affect the environment were established. Concurrent with this, the AMDAL: Analisis Mengenai Dampak Lingkungan, EIA was established. Under state level EIA, contents of projects/development which should implement EIA, as well as methods of publication of information are stipulated in various government regulations. The main ones are stipulated in Government Regulation No. 27/1999 on Environmental Impact Assessment, and businesses and activities which are subject to environmental effect evaluation are described in the Decree of State Minister of Environment No. 11/2006 on Provision of Types and Business and/or Activity Plans for Environmental Impact Assessment. Due to decentralization in recent years, provincial law and national law must both be adhered to, so the rules are becoming more stringent. Additionally, for road projects, the EIA stipulations are only for road extension, it is not necessary to implement EIA since the contents of projects like this one do not involve land acquisition, or cause air pollution. However, if approval authorities deem it necessary to implement EIA, then it will be considered necessary in order to receive the approval of the authorities in order to implement this project. The approval authority for large scale national projects and projects spanning a province is the Ministry of the Environment, anything else is handled by the province in which it is located. The project implementing agency will submit the project planning contents to the approval agency, projects are divided into 3 categories; projects where Full-EIA is required (Category A), projects where Full-EIA is not required but environmental management programs or environmental monitoring programs are required (Category B) and projects where EIA procedures are not necessary (Category C), and the necessary procedures are carried out for each category.
4-24
With the later Law No.32/2009 on Environmental Protection and Management, strategic environmental assessment (Kajian Lingkungan Hidup Strategis: KLHS, SEA) was enshrined into law, and implementation of SEA is required for measures and plans such as the following.
Long-term development planning
Middle-term development planning
Space planning crossing between state, provinces, and regions
Measures, plans, programs, etc. which affect the environment or which risk affecting the environment
4-25
(5) Actions that said country (its implementing agencies and other related agencies) must take in order for the project to be implemented The main implementing agency for this project on the Indonesian side is Jasa Marga. In the future, with this company at the center, the following studies are required to be carried out for implementation.
Increase profitability through probe traffic information and cooperation with other ITC menus (for example, ETC), and study into further improvement of service to users.
Investigate development of improvements to service through this highway company’s probe traffic information (highways managed by other companies, national roads, provincial roads and public roads).
Investigate revenue models, including cooperative services.
Verify feasibility by implementing a trial for the 2 points above.
Locating participating enterprises and the constitution of business entities for this project’s services in both Japan and Indonesia.
4-26
Chapter 5
Financial and Economic Evaluation
(1) Estimated project cost The system configuration for this project is, broadly speaking, in order to provide traffic information, consists of a system for the analysis and management of information and customer management in the Center, and a terminal for the users of the traffic information. According to the investment costs of current traffic information systems, the total is estimated to be 53.7 billion rupiah(Converted to Japanese Yen, this is about 460 million yen, at an exchange rate of 1 Japanese yen = 116.78 rupiah *as of November 2011). This includes system construction, software, analysis engine, customer management services (including integration with the ETC system). In addition, the capital investment does not include the Center building. Also, the user terminal for traffic information is paid for by the users themselves (smart phones). Table 54 – Investment system （Units：100 million rupiah） Expense Item System construction
Cost 175
Other software and analysis engines
70
Customer management functions (including cooperation with ETC sys
292
Total
537
Source) Study team
Next, according to the operating costs of the project area, the following expense items are assumed.
5-1
Table 55 – Project budget Expense Item
Units
Human resource costs
200 million rupiah per year
System maintence and operation costs
8.1 billion rupiah per year 3% for large trucks and 5% for
ETC cash back bonus
cars, buses, pickups, and small trucks on highway tools.
Advertising expenses
each year's10% of revenue Source) Study team
Labor costs: With a staff of about 5 people, an average annual salary of 34 million rupiah per capita has been set.
System maintenance and operation expenses: Set at 15% of the system investment.
ETC Cashback: This project is intended to operate in conjunction with the billing system for highway tolls. For large trucks, 3% of the highway fee, and for passenger cars 5% of the highway fees will be given as cash back to the driver. The units of the local highway tolls (on the Jakarta-Cikampek toll road) in the local currency are considered to be 14,000 rupiah.
Advertising costs: Set at 10% of revenue from traffic information. Additionally, regarding periods when operational costs are incurred, the above-listed system
facility investments will be incurred in 2012 before the start of operations. From 2013, when operations begin, operational costs excluding ETC cashback will be incurred, and since from 2015 ETC cash back bonus is to be implemented, operational costs including these are to be incurred.
5-2
(2) Preliminary results summary of financial and economic analysis 1)
Analytic precondition The income of this project focuses on logistics companies using the highways as the end user, providing them with traffic information in order to obtain revenue. However, in Jakarta, this type of business model has not been established yet, so it is difficult to assume the number of users. Also, based on information heard from those in the business, the tendency to provide traffic information services alone was not that high. The business model this time would be combining traffic information and ETC and for users of both ETC and traffic information, conducting the cash back model and with the diffusion of ETC, targeting the diffusion of traffic information. In this analysis, in order to verify the situations in which the establishment of traffic information business will succeed, numerous cases will be set up and enacted with regard to the future diffusion of both ETC and traffic information. Additionally, in 2012, various system enhancements and digital roadmaps needed for the providing of traffic information will take about 1 year in order to prepare, and service will begin in 2013. Also, with regard to ETC, service will begin in 2015 and this analysis will take place during the period until 2030.
a) Case study settings the diffusion rate for traffic information and ETC users As stated before, the use of only traffic information services alone is difficult to assume, thus with the use of the ETC Cash-back program, we will target the promotion of traffic information along with the diffusion of ETC. However, even with the enactment of this type of ETC Cash-back program, it can be assumed that there are users who only use ETC and not the traffic information system. It follows that first, the diffusion rate of ETC in the year 2030 be set up, and based on this, 2 cases of traffic information diffusion rates of -5% and -10% be assumed.
5-3
Figure 76 － Traffic Information and ETC diffusion rate thought process ETC diffusion rate －5%
Traffic information diffusion rate
－10%
2030
Source) Study team
For the diffusion rate of ETC in 2030, we referred to ETC diffusion conditions in Japan. ETC began in Japan in 2001, and in the 10 years between then and 2011, it rose to 80% diffusion. Since there are many reasons behind this high level of diffusion, such as diffusion promotion measures such as discounts, etc., 2030 ETC diffusion rates for Jakarta were set at 70%, 60%, 50% for trucks, and half of that for other general vehicles. From the above, we assumed the following 6 cases and conducted this analysis.
Table 56 － Traffic Information and ETC diffusion rate thought process ETC diffusion rate
Traffic information diffusion rate
（2030）
（2030）
Large trucks
Standard cars
Large trucks
Notes:
Standard cars
Case 1
50%
25%
40%
15% ETC - 10%
Case 2
50%
25%
45%
20% ETC - 5%
Case 3
60%
30%
50%
20% ETC - 10%
Case 4
60%
30%
55%
25% ETC - 5%
Case 5
70%
35%
60%
25% ETC - 10%
Case 6
70%
35%
65%
30% ETC - 5%
5-4
The other assumed conditions used in the analysis are listed below.
Referring to examples of similar services in Japan and hearings with onsite operators, etc., the unit payment price of traffic information was set at approximately 70,000 rupiah/per year (About 50 yen per month in Japanese yen. Additionally, the exchange rate for rupiah was set at 1 yen = 116.78 rupiah).
Regarding traffic information diffusion parameters, the number of trucks was set as 550,924 and the number of general vehicles was set as 2,116,282, from Jakarta vehicle registration numbers (JAKARTA Dalam Angka 2009). Additionally, the increase in number of trucks by 2030 was not accounted for.
ETC diffusion rate parameters use the average annual traffic volume cross-section for the Jakarta-Cikampek toll road. The number of trucks is 12,460,000, and the number of general vehicles is 41,270,000.
Diffusion rate settings for each year of the analysis target period are set at 1% for the beginning year of both ETC and traffic information, and each case with the above settings is set to increase proportionally to the diffusion rates of 2030.
Long-term debt interest rates in Indonesia are set at 8%, taking into account policy interest rates of 6.5% (as of November 2011).
2)
Results of preliminary financial analysis Looking at these, in cases 1 and 2, long-term debt interest rates don't go over 8.0%, rendering implementation not financially possible. In case 3, in which traffic information diffusion rates for trucks is 50%, and 20% for general vehicles, FIRR reaches 8.1% and implementation becomes financially possible. Looking at these diffusion rates on an all-vehicle base, it becomes 26%, and whether or not diffusion will be possible to this point decides whether or not implementation will be financially possible. Table 57 – Financial analysis sensitivity analysis
Case
1
2
3
4
5
6
ETC diffusion rate in
Large trucks
50%
50%
60%
60%
70%
70%
2030
Standard cars
25%
25%
30%
30%
35%
35%
Traffic information
Large trucks
40%
45%
50%
55%
60%
65%
diffusion rate in 2030
Standard cars
15%
20%
20%
25%
25%
30%
NPV(in 100 million rupiah)
-300
1
4
305
309
610
FIRR
3.3%
8.0%
8.1%
11.6%
11.7%
14.6%
Source) Study team
5-5
Figure 77 – Financial analysis sensitivity analysis and the relation to the traffic information diffusion rate (all-vehicles base) and NPV NPV (in 100 million rupiah)
800 600 400 200 0 0%
10%
20%
30%
40%
-200 -400
Traffic information diffusion rate in 2030
Source) Study team
Figure 78 – Relationship between financial analysis sensitivity analysis and traffic information diffusion rate (all-vehicles base) and FIRR
FIRR 16.0% 14.0% 12.0% 10.0% 8.0% 6.0% 4.0% 2.0% 0.0% 0%
10% 20% 30% Traffic information diffusion rate in 2030
Source) Study team
5-6
40%
3)
Results of preliminary economic analysis For economic analysis, we conducted an analysis taking into account the benefits incurred in the event of this project being implemented. The following two results are the results taken into account as benefits. a. Shortening of travel time b. Reduction of fuel consumption Regarding the contents of results a. and b. and their calculation methods, we would like to have Chapter 4 Study into environmental and social aspects referred to, but we converted the two benefits here into money and conducted the analysis. For a. - shortened traffic time - was calculated by using the hourly rates in Jakarta which was figured from the fact that the traffic information service would shorten time spent on the highway and converting that time into money. The parameters used for the calculations are displayed below. Table 58 – Parameters for calculating shortening of travel time. Entry
Number
Highway travel time(Jakarta-Cikampek toll road Calculated according to the trial.) Reduction of travel time
34.4minutes 19%
Hourly rate
18,823rupiah
Savings due to reduction in travel time
2,051rupiah
Source) Study team
For b. - reduction in fuel consumption - the improvement in travel speed due to the traffic information service and the resulting fuel reduction was converted into money using fuel prices.
5-7
Table 59 Parameters for calculation fuel reduction results Item Numerical value Standard -103.5 (cc) Fuel reduction between target zones per 1 cars vehicle Trucks 322.8 (cc) Standard 8.4 rupiah/cc cars Fuel price Trucks 9.5 rupiah/cc Standard -865 rupiah Fuel reduction results per 1 trip between cars zones Trucks 3,067 rupiah Source) Study team *Refer to Chapter 4 for contents and result size of both results Additionally, we conducted this economic analysis for a case (financial analysis case 6) in which traffic information diffusion rates for trucks was 65% and 30% for cars in 2030. (Discount rates used were the long-term debt interest rates of 8.0% employed in the financial analysis section.) The cash flow used in the cost benefit analysis and resulting from our economic analysis based on the above prerequisites is described below. Indonesian capital opportunity costs fluctuate based on the applicable country's economic conditions, but are generally about 12%. The EIRR of 15.2% estimated for this project goes above that, and is thought to be feasible. Table 60 – Economic analysis results Index
Number
Economic Internal Rate of Return (EIRR)
15.2%
Net Preset Value (NPV) (Units: 100 million rupiah)
699
Benefit/ Cost Ration (B/C)
1.46 Source) Study team
5-8
Table 61 - Net cash benefit analysis （Units：100 million rupiah） No. of Traffic info. Users Investment and expenses User traffic business Standard volume Large trucks Investment expenses cars （1000 vehicles） 2012 537
Benefit Total Reduction investment in travel and time expenses 537
fuel reduction results
B-C
Total benefit
-537
2013
54
1%
1%
0
84
84
11
0
11
-73
2014
256
3%
5%
0
88
88
52
1
54
-34
2015
458
4%
9%
0
94
94
94
2
96
2
2016
661
6%
12%
0
107
107
135
3
139
31 61
2017
863
8%
16%
0
120
120
177
4
181
2018
1,065
10%
20%
0
133
133
218
5
223
90
2019
1,267
11%
24%
0
146
146
260
6
266
120
2020
1,470
13%
27%
0
159
159
301
7
308
149
2021
1,672
15%
31%
0
172
172
343
8
351
178
2022
1,874
16%
35%
0
185
185
384
9
393
208
2023
2,077
18%
39%
0
198
198
426
10
436
237
2024
2,279
20%
42%
0
211
211
467
11
478
267
2025
2,481
21%
46%
0
224
224
509
12
521
296
2026
2,684
23%
50%
0
237
237
550
13
563
325
2027
2,886
25%
54%
0
250
250
592
14
605
355
2028
3,088
27%
57%
0
264
264
633
15
648
384
2029
3,290
28%
61%
0
277
277
675
16
690
414
2030
3,493
30%
65%
0
290
290
716
17
733
443
Source) Study team
Also, in accordance with the aforementioned prerequisites of the base case, the results of the sensitivity analysis of benefits and costs are shown below. Excluding base cases in which benefits were below 85 and in which costs were 120, results obtained showed that implementation would be valid.
5-9
Table 62 – Economic analysis sensitivity analysis Costs (Base=100) Benefits (Base=100) EIRR NPV 100 rupiah
100
100
100
100
100
105
110
115
120
80
85
90
95
100
100
100
100
100
10.0%
11.4%
12.8%
14.0%
15.2%
14.1%
13.0%
12.0%
10.9%
161
296
430
565
699
600
500
401
301
Source) Study team
5-10
Chapter 6
Planned Project Schedule
(1) Points that must be taken into account with the implementation schedule 1) Construction of the probe traffic information system Because the probe traffic information system relies very little on the existence of physical infrastructure, it can be introduced relatively quickly. The system focuses on using probe information such location data gained from probe cars as a basis for generating traffic information, and although it is necessary to fix errors in the datum, a system mostly the same as those used globally is available. In other words, if it is introduced quickly, bringing the system currently in use in Japan, or a system provided in Japan, can be used via a network. This study initially had a project implementation schedule for using a system provided via a network in Japan. The generation of probe traffic information requires “Node link”, a special kind of information, to be added to digital maps. Indonesia already has a national level digital map available, and work to add Node link to this is necessary. At that time, depending on the accuracy of the information and management and provision of traffic information, the time needed for the work will vary. 2) Introduction of non-stop type ETC This project’s business model is made with the combination of probe traffic information and ETC in mind. Because the non-stop type ETC assumed in this business model is not present at this time, so taking that into consideration, the start of the project may be delayed. However, it is assumed that because congestion will be eased even if the diffusion of the current ETC is promoted, the discount system can be started with the current system first, and the immediate introduction and transition to non-stop ETC can proceed. Jasa Marga is carrying out a study aimed at transition to non-stop ETC, and this study assumes that there will be 5 years until this transition is made.
6-1
(2) Project implementation schedule With these factors being considered, after the 1 year preparation period needed for the preparation of the digital map and construction of the system, the schedule for initiation of the service is deemed to be suitable. In addition, it is assumed that the initiation of the non-stop type ETC will be operated in parallel to the e-Toll Card system. Table 63 – Project implementation schedule Years after start of project System environment construction Digital road map preparation
1
2
3
ETC system and related preparation e-Toll Card system service operatioin Non-stop type ETC service operatioin
Source) Study team
6-2
4
5
6
7
8
Chapter 7
Implementing Organization
(1) Jasa Marga's capacity to implement this project As the implementing institution for this project, we selected Jasa Marga, Indonesia's largest toll road operator, which also manages roads in the supposed areas. According to Jasa Marga’s 2010 annual report, in 2010 the transport volume was 957 million vehicles (up 4.4% compared to the previous year), the sales revenue of toll road businesses (including related companies) was 4.37 trillion rupiah (up 18.60% from the previous year), so performance has been increasing rapidly. As a result, 2010 was the first time that net profits had exceeded 1 trillion rupiah. This is an increase of 20.23% from the previous year. EBITDA improved from 2.02 trillion rupiah to 2.55 trillion rupiah, and the EBITDA margin was 58.36%. Jasa Marga has been publicly traded on the Indonesia Stock Exchange since 2007 and the shareholder structure shows that the Indonesian government owns 70% and the private sector owns 30%. Capital is 3.4 trillion rupiah. Reflecting strong performance, market capitalization has increased significantly from 12.30 to 23.29 trillion rupiah to 23.29 trillion rupiah. In October 2010 a statement was issued that refunding bonds were 1.5 trillion rupiah, and added to the new issues, the average cost fell from 11.97% to 10.42%, which is a favorable financial situation. Based on Road Law No. 38 (2004), new toll roads are to be constructed and operated under the obligation of a “Specially Formed Company”. Therefore Jasa Marga carries out construction with partner companies and companies owned by local governments. The company’s future plans are to develop and operate more new toll roads, and by 2014, will have develop 7 new toll roads (approximately 200km), and the total length is expected to be 718km. That investment will reach 21 trillion rupiah. Due to the acquisition of even more toll roads, the operating revenue in 2014 will be 8.6 trillion rupiah, and they are aiming for a net income of 2.2 trillion rupiah. The development and operation of new toll roads is an important role of this company but they are showing assertive commitment to related projects. For example, renting land for fiber optic construction, expanding common areas and developing facilities, advertising, and being entrusted with the management and operation of other companies’ roads. These non-toll road businesses are conducted in a manner involving skilled and experienced business partners, and the annual revenue of 2010 was approximately 72.5 billion rupiah (approximately 1.66% of total operating revenue). This company’s core business is toll road businesses and work where 7-1
business synergy is expected, and in the future is likely to actively pursue efforts in the fields other than toll roads. In 2010, they established subsidiary companies, and began working on business facilities, engineering projects and fiber optics projects. Table 64 – Financial and business indicators (Units: 1 billion rupiah, number of vehicles [‘000])
2010
Finance
Business Management
2009
ᇞ％
Operating income
4,378.58
3,692.00
18.60%
Operating profits
1,988.19
1,516.22
31.13%
Net income
1,193.49
992.69
20.23%
EBITDA
2,555.24
2,022.21
26.36%
Earnings per share
176.14
146.50
20.23%
Traffic volume
956.89
916.48
4.41%
4,306.11
3,631.48
18.58%
Toll revenue
Source) Jasa Marga 2010 Annual Report
In addition to the 13 routes under the direct ownership of Jasa Marga, the management and operation of 7 toll roads is conducted by its subsidiary companies. Its annual traffic volume has increased significantly each year, and in 2010 it was 957 million vehicles. To facilitate a server for such a huge volume of traffic and provide good service, they have conducted various measures in road management and traffic management. For example, providing and online traffic information service and using the e-Toll card system.
(2) Jasa Marga's business relating to this project 1)
e-Toll card system In order for Jasa Marga to develop a high quality, modern toll road service, they are promoting the shift from human-based systems to technology-based systems. One example is the contactless IC card, the e-Toll card, used in the Touch and Go system, so by eliminating the exchange of cash, has been able to implement smooth toll fee transactions. The electronic toll collection system e-Toll card was introduced in 2009, and is intended to streamline the payment process at the toll gate. By using the e-Toll card e-Toll card, the time taken to make payment at the toll gate has been shortened to 2 seconds. At present, this system has been introduced on 4 roads, including the Jakarta - Cikampek toll road, and including roads operated by other companies, they intend to use this system on all toll roads. 7-2
2)
Existing traffic information providing services They are also actively engaged in the development of CCTV. Real-time traffic information is collected from the CCTV cameras, delivered to toll road users through traffic control centers and VMS, which provides real-time traffic information quickly and accurately. The Jasa Marga Traffic Information Center (JMTIC), operated since 2008, receives traffic information by telephone. It also provides separate traffic information via the Internet and cell phones. Also, VMSs are installed on the roads, which not cover the road which drivers are currently using, but also provide information on other connecting roads. In 2010, 10 new VMSs were installed on important points of toll roads. They provide real-time traffic information for users of the toll roads, so that they may select an alternative route to their destination. As a means of collecting traffic information, Remote Traffic Microwave Sensor (RTMS) installed on the roadside are utilized. It is intended to detect congestion and the speed of vehicles traveling on the toll road, and the information obtained is conveyed to road users via VMS and call centers.
7-3
Chapter 8
Technical Advantages of Japanese Company
(1) Envised participation style of companies within Japan (investment, equipment supply, operation and management of the facility) This project expects the establishment of a “Road Traffic Information Center” to provide probe traffic information. Jasa Marga will be the main establishing entity for the Center but it is expected that Japanese corporations will provide funding, technical cooperation and operational support for the Center. 1)
Sale of the system The probe traffic information service is a provision system which gathers probe information from probe cars, analyzes and processes it using software, then generates probe traffic information. This software is sold by the Road Traffic Information Center (or provided as ASP).
2)
Technical cooperation Technical cooperation will be conducted for the probe technology and probe traffic information analysis methods. Upon the launch of the probe traffic information, bearing in mind human resource development and institutional strengthening, experts will be sent from Japan, conducting the development and introduction of a probe technology system tailored to suit local conditions. Also, the provision of equipment and acceptance of trainees is anticipated.
3)
Operational support The realization of the probe traffic information service is still in the early stages and the knowledge, experience and expertise necessary for operation are being accumulated each day in Japan. For the probe traffic information system to be smoothly introduced in the target area, it is possible for operators in Japan already providing this service to utilize their knowledge to give operational support. For example, it is anticipated that there will be a wide variety of support menus, such as the preparation of the Road Traffic Information Center’s establishment plans and operations manuals, and the study of service institution designs and business models.
4)
Investment
8-1
For the establishment and operation of the Road Traffic Information Center, there will be participation in the form of provision of project investment and project finance, loans, loan guarantees, and financial techniques.
(2) Advantages of Japanese companies in terms of implementing this project (technical and economic aspects) In Japan, with automakers as the focus, subscription based probe traffic information systems are becoming widespread. In addition, there are companies that provide independent services like NRI and Ubiqlink. In this way, there are already several companies and organizations being provided with probe traffic information as a commercial service, which is an advantage of Japan’s corporations. For one thing, they can provide a number of components necessary for the provision of probe traffic information. For probe information gathering functions in Japan, car navigation systems are becoming widespread and dispatch management system using taxi probes have been commercialized. Most of these products use technology and components produced domestically. Also, with the expertise of creating Digital Road Map (DRM), it is possible to appropriately set the link nodes needed for the operation of probe traffic information. Furthermore, their dominance in terms of technology and expertise for the engines generating probe traffic information, and most of the major components is another strong point. On the other hand, those who are accustomed to using probe traffic information are expected to have the expertise to provide sophisticated feedback services. With a view to utilize a probe traffic information service, the high diffusion rate of advanced mobile network and high-level cell phones, and management expertise for sophisticated services, there is a lot of competition in probe traffic information applications. Also, expressway companies managing expressway companies in our country possess knowledge and achievements in the secondary processing and provision of collected data, and since they are implementing cellular phone-employing information provision services matching the needs of highway users, they have the know-how to examine preferable information provision in the Jakarta metropolitan area.
8-2
Also, with the combination of world’s highest diffusion usage rates of ETC and probe traffic information, and the improved profitability of weaker business models, it is anticipated that they will assist in solving problems with the introduction.
(3) Necessary measures in order to promote Japan's corporations 1)
Building a new business scheme With the decreasing population and shrinking domestic markets, Japan has an urgent need for overseas infrastructure development, and one of the government’s growth strategies is an overseas infrastructure development package. However, considering the financial situation, investments from conventional ODA and public financial institutions cannot cover the financial demands. Structuring of a new business scheme is required, and this is an item which requires further examination for future surveys.
2)
Acquiring accurate local information On the other hand, as an exercise in the promotion of export-oriented business infrastructure, if the statistics relating to social and economic trends are inadequate, and financial information for local companies is not published, and information on matters such as bidding are only shared amongst officials, it includes the solving of problems relating to the gathering of information. Also, if it is difficult to identify key persons, hard to see decision-making mechanisms, and the existence of unique business practices, then there are problems related to unseen limitations. In order to solve this sort of issue, the use of local offices of each related company as well as the adequate acquisition of local information through the use of the local population structured through the use of this survey is required.
3)
Specification strategy Considering the infrastructure planning process, the project is at the stage where rough plans have been published and there is a high possibility that the chance to set specifications (the inclusion of specification level items and conditions that would be favorable to the company) has already been lost. Finding conditions via a needs survey or feasibility study, by conducting the work at an early stage, or by working on the introduction of technology or systems owned by Japanese companies, would allow for the development of technical specifications that would be favorable for Japanese companies. 8-3
Chapter 9
Financial Outlook
(1) Study of funding sources and financial planning In this project, the building of the traffic information system and ETC system, as shown in Part 5, needs a capital investment of approximately 54 billion rupiah. Also, for the operation of the system, a new company will be established. Upon implementation of this project, funding schemes can be considered, and such schemes are likely to follow the patterns described below. Table 65 – Summary of funding schemes Scheme
Source of funds Private finance
Public finance
×
×
②Private finance intiative
○
×
③Public finance intiative
×
○
○
○
①Self-financing shceme
④Private/ Public finance intiative
Scheme overview No borrowing, new company performs its business fully self-funded. Operates its business using loans and investment from private firms in Indonesia. Operates the business using yen loans and investment from Japan. Operates by using funding and investment from private financial institutions, yen loans from japan.
Source) Study team
(2) Feasibility of funding At the present stage of the project, the operator to become agents of the new company will be investigated for the next stage, and is also at the stage where stakeholders for this business can be investigated. Therefore, it is difficult to consider investigating a) a self-financing scheme at this stage. Also, private initiative b) whereby private funds would be used, would be to receive loans from private institutions in Indonesia, but there would undeniably be growing constraints on the review and flexibility of such a loan. Investment is necessary for the initiation of project, and after initiation, the appeal to and the perception of the users, and stabilization of earnings is expected to take some time (from the initiation of ETC in Japan, it took about 10 years to reach 80% diffusion). Therefore, to some extent, from a long term perspective, considering a realistic scheme, c) and d) which use public funds, are expected to be highly viable. Japan and Indonesia’s economic cooperation is flourishing and in 2009, they were among the top recipient countries. However, more than ever, foreign aid is an important source of funding for financial investment in Indonesia, following the country’s economic growth, they are changing policy to reduce foreign debt. Therefore, instead of relying on ODA funding from Japan, it could be 9-1
more desirable to incorporate more private/public finance initiative. Businesses related to highways and the recently started local traffic information provision service providers are envisioned as private funding outlets.
(3) Results of cash flow analysis The cash flow analysis took place in the forms of the 6 cases mentioned in the Chapter 5: the Financial and Economic Evaluation. Table 66 － Traffic Information and ETC diffusion rate thought process ETC diffusion rate
Traffic Information diffusion
（2030）
rate（2030）
Large trucks
Standard Cars
Large trucks
Notes:
Standard Cars
Case 1
50%
25%
40%
15% ETC - 10%
Case 2
50%
25%
45%
20% ETC - 5%
Case 3
60%
30%
50%
20% ETC - 10%
Case 4
60%
30%
55%
25% ETC - 5%
Case 5
70%
35%
60%
25% ETC - 10%
Case 6
70%
35%
65%
30% ETC - 5%
Source) Study team
The results of the cash flow analysis are as follows. The case with the lowest traffic information diffusion rates - case 1 - (40% of trucks and 15% of general vehicles in 2030) takes into account the number of registered vehicles of both trucks and general vehicles, and looking at the diffusion rate of all vehicles, it will be approximately 20% in 2030. In this case, operations will get into the black from 2018, the 6th year after implementation, and cumulative loss elimination will be achieved in 2028, the 16th year. Also, for the case with the highest diffusion rates - case 6 - (65% of trucks and 30% of general vehicles in 2030), looking at the diffusion rate for all vehicles, it will reach 40% in 2030. In this case, operations will be in the black from 2015, the 3rd year after implementation, and cumulative loss elimination will be achieved in 2022, the 10th year, achieving faster results.
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Table 67 – Case 1 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case1 ETC 50% 25% Traffic inform 40% 15% No. of traffic info. users No. of users Diffusion rate Diffusion rate (10,000 of Standard of large vehicles) cars trucks 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 5.7 8.7 11.7 14.7 17.7 20.7 23.7 26.7 29.7 32.7 35.7 38.7 41.8 44.8 47.8 50.8 53.8
1% 2% 3% 3% 4% 5% 6% 7% 8% 8% 9% 10% 11% 12% 13% 13% 14% 15%
1% 3% 6% 8% 10% 12% 15% 17% 19% 22% 24% 26% 29% 31% 33% 35% 38% 40%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital nt and Business Accumula No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total total income tive CF (10,000 of Standard of large nt expenses ce fees cashback expenses expenses expenses vehicles) cars trucks 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 4 86 86 40 -46 -649 33 1% 1% 0 2 81 2 6 90 90 61 -29 -679 141 2% 4% 0 2 81 8 8 99 99 82 -17 -696 249 4% 8% 0 2 81 15 10 107 107 103 -4 -700 357 5% 11% 0 2 81 21 12 116 116 124 8 -692 466 7% 14% 0 2 81 28 15 124 124 145 21 -671 574 9% 17% 0 2 81 34 17 133 133 166 33 -638 682 10% 21% 0 2 81 41 19 142 142 187 46 -592 790 12% 24% 0 2 81 47 21 150 150 208 58 -534 898 14% 27% 0 2 81 53 23 159 159 229 71 -463 1,006 15% 30% 0 2 81 60 25 167 167 250 83 -380 1,114 17% 34% 0 2 81 66 27 176 176 271 96 -284 1,222 18% 37% 0 2 81 73 29 184 184 293 108 -176 1,331 20% 40% 0 2 81 79 31 193 193 314 121 -55 1,439 22% 43% 0 2 81 86 33 201 201 335 133 78 1,547 23% 47% 0 2 81 92 36 210 210 356 146 224 1,655 25% 50% 0 2 81 98 38 218 218 377 158 383
-300 3.3%
Source) Study team
Table 68 – Case 2 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case2 ETC 50% 25% Traffic inform 45% 20% No. of traffic info. Users No. of users Diffusion rate Diffusion rate of Standard of large (10,000 trucks cars vehicles) 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 6.5 10.2 14.0 17.8 21.6 25.4 29.2 33.0 36.8 40.6 44.4 48.2 52.0 55.7 59.5 63.3 67.1
1% 2% 3% 4% 5% 7% 8% 9% 10% 11% 12% 13% 14% 16% 17% 18% 19% 20%
1% 4% 6% 9% 11% 14% 17% 19% 22% 24% 27% 29% 32% 35% 37% 40% 42% 45%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital Accumula nt and Business No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total income tive CF total of Standard of large (10,000 nt expenses ce fees cashback expenses expenses expenses trucks cars vehicles) 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 5 87 87 45 -42 -644 33 1% 1% 0 2 81 2 7 91 91 72 -20 -664 141 2% 4% 0 2 81 8 10 101 101 98 -2 -666 249 4% 8% 0 2 81 15 12 110 110 125 15 -651 357 5% 11% 0 2 81 21 15 119 119 152 33 -618 466 7% 14% 0 2 81 28 18 128 128 178 50 -567 574 9% 17% 0 2 81 34 20 137 137 205 68 -500 682 10% 21% 0 2 81 41 23 146 146 231 85 -414 790 12% 24% 0 2 81 47 26 155 155 258 103 -312 898 14% 27% 0 2 81 53 28 164 164 284 120 -191 1,006 15% 30% 0 2 81 60 31 173 173 311 138 -54 1,114 17% 34% 0 2 81 66 34 182 182 337 155 102 1,222 18% 37% 0 2 81 73 36 191 191 364 173 274 1,331 20% 40% 0 2 81 79 39 200 200 391 190 464 1,439 22% 43% 0 2 81 86 42 210 210 417 208 672 1,547 23% 47% 0 2 81 92 44 219 219 444 225 897 1,655 25% 50% 0 2 81 98 47 228 228 470 243 1,140
1 8.0%
Source) Study team
9-3
Table 69 – Case 3 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case3 ETC 60% 30% Traffic inform 50% 20% No. of traffic info. Users No. of users Diffusion rate Diffusion rate (10,000 of Standard of large vehicles) cars trucks 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 6.6 10.6 14.5 18.5 22.4 26.4 30.3 34.3 38.2 42.2 46.2 50.1 54.1 58.0 62.0 65.9 69.9
1% 2% 3% 4% 5% 7% 8% 9% 10% 11% 12% 13% 14% 16% 17% 18% 19% 20%
1% 4% 7% 10% 13% 15% 18% 21% 24% 27% 30% 33% 36% 38% 41% 44% 47% 50%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital nt and Business Accumula No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total total income tive CF (10,000 of Standard of large nt expenses ce fees cashback expenses expenses expenses vehicles) cars trucks 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 5 87 87 46 -41 -643 33 1% 1% 0 2 81 2 7 92 92 74 -18 -661 163 2% 5% 0 2 81 10 10 102 102 102 -0 -661 293 4% 9% 0 2 81 17 13 113 113 129 17 -644 424 6% 13% 0 2 81 25 16 123 123 157 34 -610 554 8% 17% 0 2 81 33 18 134 134 185 51 -559 684 10% 21% 0 2 81 41 21 144 144 213 68 -491 814 12% 25% 0 2 81 48 24 155 155 240 86 -405 944 14% 29% 0 2 81 56 27 165 165 268 103 -302 1,075 16% 32% 0 2 81 64 30 176 176 296 120 -182 1,205 18% 36% 0 2 81 72 32 186 186 323 137 -45 1,335 20% 40% 0 2 81 79 35 197 197 351 154 109 1,465 22% 44% 0 2 81 87 38 207 207 379 172 281 1,595 24% 48% 0 2 81 95 41 218 218 406 189 469 1,726 26% 52% 0 2 81 103 43 228 228 434 206 675 1,856 28% 56% 0 2 81 110 46 239 239 462 223 898 1,986 30% 60% 0 2 81 118 49 249 249 490 240 1,139
4 8.1%
Source) Study team
Table 70 – Case 4 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case4 ETC 60% 30% Traffic inform 55% 25% No. of traffic info. users No. of users Diffusion rate Diffusion rate of Standard of large (10,000 trucks cars vehicles) 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 7.4 12.1 16.9 21.6 26.4 31.1 35.8 40.6 45.3 50.0 54.8 59.5 64.3 69.0 73.7 78.5 83.2
1% 2% 4% 5% 7% 8% 9% 11% 12% 14% 15% 17% 18% 19% 21% 22% 24% 25%
1% 4% 7% 11% 14% 17% 20% 23% 26% 30% 33% 36% 39% 42% 45% 49% 52% 55%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital Accumula nt and Business No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total income tive CF total of Standard of large (10,000 nt expenses ce fees cashback expenses expenses expenses trucks cars vehicles) 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 5 87 87 52 -36 -638 33 1% 1% 0 2 81 2 9 93 93 85 -8 -646 163 2% 5% 0 2 81 10 12 104 104 118 14 -631 293 4% 9% 0 2 81 17 15 115 115 151 37 -595 424 6% 13% 0 2 81 25 18 126 126 185 59 -536 554 8% 17% 0 2 81 33 22 137 137 218 81 -455 684 10% 21% 0 2 81 41 25 148 148 251 103 -352 814 12% 25% 0 2 81 48 28 159 159 284 125 -227 944 14% 29% 0 2 81 56 32 170 170 317 147 -80 1,075 16% 32% 0 2 81 64 35 181 181 351 169 90 1,205 18% 36% 0 2 81 72 38 192 192 384 192 281 1,335 20% 40% 0 2 81 79 42 203 203 417 214 495 1,465 22% 44% 0 2 81 87 45 214 214 450 236 731 1,595 24% 48% 0 2 81 95 48 225 225 483 258 989 1,726 26% 52% 0 2 81 103 52 237 237 517 280 1,269 1,856 28% 56% 0 2 81 110 55 248 248 550 302 1,571 1,986 30% 60% 0 2 81 118 58 259 259 583 324 1,895
305 11.6%
Source) Study team
9-4
Table 71 – Case 5 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case5 ETC 70% 35% Traffic inform 60% 25% No. of traffic info. users No. of users Diffusion rate Diffusion rate (10,000 of Standard of large vehicles) cars trucks 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 7.6 12.5 17.4 22.3 27.2 32.1 37.0 41.9 46.8 51.7 56.6 61.5 66.4 71.3 76.2 81.1 86.0
1% 2% 4% 5% 7% 8% 9% 11% 12% 14% 15% 17% 18% 19% 21% 22% 24% 25%
1% 4% 8% 11% 15% 18% 22% 25% 29% 32% 36% 39% 43% 46% 50% 53% 57% 60%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital nt and Business Accumula No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total total income tive CF (10,000 of Standard of large nt expenses ce fees cashback expenses expenses expenses vehicles) cars trucks 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 5 88 88 53 -35 -637 33 1% 1% 0 2 81 2 9 93 93 87 -6 -643 185 3% 6% 0 2 81 11 12 105 105 122 16 -627 338 5% 10% 0 2 81 20 16 118 118 156 38 -589 490 7% 15% 0 2 81 29 19 130 130 190 60 -529 642 10% 19% 0 2 81 38 22 143 143 225 82 -447 794 12% 24% 0 2 81 47 26 155 155 259 104 -343 947 14% 29% 0 2 81 56 29 168 168 293 125 -218 1,099 17% 33% 0 2 81 65 33 180 180 328 147 -71 1,251 19% 38% 0 2 81 74 36 193 193 362 169 99 1,403 21% 42% 0 2 81 83 40 205 205 396 191 290 1,556 24% 47% 0 2 81 92 43 218 218 431 213 502 1,708 26% 52% 0 2 81 102 46 230 230 465 235 737 1,860 28% 56% 0 2 81 111 50 243 243 499 257 994 2,012 30% 61% 0 2 81 120 53 255 255 534 278 1,272 2,165 33% 65% 0 2 81 129 57 268 268 568 300 1,572 2,317 35% 70% 0 2 81 138 60 280 280 602 322 1,894
309 11.7%
Source) Study team
Table 72 – Case 6 financial analysis of cash flow diffusion rate in 2030 Large trucks Standard cars Case6 ETC 70% 35% Traffic inform 65% 30% No. of traffic info. users No. of users Diffusion rate Diffusion rate of Standard of large (10,000 trucks cars vehicles) 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 NPV FIRR
2.7 8.4 14.0 19.7 25.4 31.1 36.8 42.5 48.1 53.8 59.5 65.2 70.9 76.6 82.2 87.9 93.6 99.3
1% 3% 4% 6% 8% 10% 11% 13% 15% 16% 18% 20% 21% 23% 25% 27% 28% 30%
1% 5% 9% 12% 16% 20% 24% 27% 31% 35% 39% 42% 46% 50% 54% 57% 61% 65%
（Units：100 million rupiah） Investme Traffic volume using ETC Project cost capital Accumula nt and Business No. of users Diffusion rate Diffusion rate Yearly CF investme HR Maintenan ETC Ads Total income tive CF total of Standard of large (10,000 nt expenses ce fees cashback expenses expenses expenses trucks cars vehicles) 537 537 -537 -537 0 2 81 0 2 84 84 19 -65 -603 0 2 81 0 6 88 88 59 -30 -632 33 1% 1% 0 2 81 2 10 94 94 98 4 -628 185 3% 6% 0 2 81 11 14 107 107 138 31 -597 338 5% 10% 0 2 81 20 18 120 120 178 58 -539 490 7% 15% 0 2 81 29 22 133 133 218 85 -454 642 10% 19% 0 2 81 38 26 146 146 258 111 -343 794 12% 24% 0 2 81 47 30 159 159 297 138 -205 947 14% 29% 0 2 81 56 34 172 172 337 165 -40 1,099 17% 33% 0 2 81 65 38 185 185 377 192 152 1,251 19% 38% 0 2 81 74 42 198 198 417 219 371 1,403 21% 42% 0 2 81 83 46 211 211 457 245 616 1,556 24% 47% 0 2 81 92 50 224 224 497 272 888 1,708 26% 52% 0 2 81 102 54 237 237 536 299 1,187 1,860 28% 56% 0 2 81 111 58 250 250 576 326 1,513 2,012 30% 61% 0 2 81 120 62 264 264 616 353 1,866 2,165 33% 65% 0 2 81 129 66 277 277 656 379 2,245 2,317 35% 70% 0 2 81 138 70 290 290 696 406 2,651
610 14.6%
Source) Study team
9-5
Chapter10
Action Plan and Issues
(1) Progress towards implementation of the project A number of varying reactions were received at the hearings held in related locations, from the results of the experiments. Rather than the vague traffic information gathered until now, the quantitative traffic information was, on the one hand, said to be easy to understand and interesting, due to information on why on certain days and times congestion occurs, the long terms accumulative effects, and so on, and it is anticipated that they will want to know more specific and detailed information. Including the business model study of the smooth introduction of this project, and future initiatives for the implementation of this project, we must continue to provide information to meet the specific needs of the related groups. 1)
Responding to the needs of logistics companies Advance logistics companies have introduced a dispatch management system location used GPS location functions but it is only used to confirm the current position of trucks and trailers (to give visible descriptions to suppliers) and it cannot be said that the location information is really being used. There is a high demand for efficiency in logistics, as logistics companies are required by corporate shippers to manage the delivery in units of minutes. However, it cannot predict the degree of delay caused by traffic conditions, so they must leave early in order to arrive at their customer’s location with plenty of time to spare. Some companies use a diagram when carrying out shipping but in order to improve profitability it is necessary to increase truck and trailer ‘s rate of operation, which cannot be done simply through the provision of traffic information, but information for predicting arrival times is also seen as being valuable. In this case, there is no need to cover the whole road; just a view of the main highways is seen as being sufficient.
2)
Cooperation with ITS Indonesia One of the organizations promoting ITS in Indonesia is “ITS Indonesia”, founded in April 2011. It is led by Mr. Bambang Susantono Vice Minister of the MOT. Then, in June 2011, the ITS Activities Promotion in the Asia-Pacific region “ITS Asia-Pacific (ITS AP)” was founded with 12 member countries and regions, and that movement is being activated. One ITS application is the probe traffic information system, the appropriate sharing of information with ITS Indonesia is necessary for its introduction.
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3)
Traffic information provider operators We are able to gain very interesting results from existing traffic information provider operators. Probe traffic information, compared to conventional methods of gathering information such as CCTV, have differing attributes, such as differences in coverage, real-time capabilities, so it is believed that they are complementary to one another. However, these operators also directly provide traffic information free of charge, so is preferable that probe traffic information be treated in the same manner.
4)
Cooperation with MPA In Jakarta is the “Master Plan Study for Establishing Metropolitan Priority Area for Investment and Industry (MPA)”, based on the “Concept of Metropolitan Priority Area for Investment and Industry (MPA).”, implemented in May 2011. This study includes solving traffic problems with ITS but is not limited to a single solution and instead investigates a variety of solutions. The results of the study have been shared and we will share necessary information in the future.
(2) Progress of the related authorities and agencies of the partner country 1)
Jasa Marga They have shown a high degree in interest in the clarification of the traffic flow situation as a result of trial. Routine maintenance work is necessary to road management but since it is necessary to carry it out when traffic volume is low, the utilization of this data is expected. Jasa Marga understands it is important to eliminate traffic congestion caused by toll booths, so they are working to introduce the Touch and Go system using e-Toll card, but its use is not progressing well. However, the same ETC is also being the managed in the system used by Bank Mandri, but Jasa Marga are not implementing any direct improvement. Bank Mandri has improvement measures for the promotion of ETC, such as a study into the introduction of an infrared-type ETC, but they do not have sufficient expertise and it appears that they are not able to solve the problems of system design and operational management. Given that toll roads in Indonesia are set to increase, and will be run by multiple operators, the creation of a unified billing system has become the challenge.
10-2
While Jasa Marga is under the supervision of the MOT as road operator, with regards to the probe traffic information system, it is thought that they will possess rights of decision-making regarding the introduction of the system as part of their function as administrator of roads. However, when examining introduction measures combined with ETC as a business model, cooperation with DKI Jakarta, which conducts similar efforts, is strongly desired. 2)
MOT The MOT has started 9 programs aimed at reducing greenhouse gas emissions from October 2011, and amongst those, the theme of ITS has been mentioned. The development of ITS is a top priority for Indonesia, and the MOT is at the center of its promotion. One of the programs is ERP, targeting Jabodetabek and Surabaya, and a study with the aim of introducing it in 2020 is underway. Specifically, Jabodetabek has DKI and others are under the jurisdiction of the MOT.
3)
DKI Jakarta DKI Jakarta is considering the introduction of a new traffic information system in Jakarta. In the meantime, the mainstream schemes use a combination of cameras and sensors, bearing in the mind the grasping of real-time traffic information. These are expected to be phased in using the main routes for Trans-Jakarta buses, combining this with location information gathered from buses equipped with GPS. In the past, DKI Jakarta carried out a trial of a probe traffic information system in partnership with private organizations. With buses running on Busway Corridor 1 as the target, they were equipped with GPS to gather location information, and their proximity information was displayed on monitors in the bus station. However, at that time, the communications line was the 2.5G GSM data transmission (GPRS; General Packet Radio Service), which has still problems such as signal quality. This information is gathered at the traffic information center established by DKI Jakarta, and there are plans to deliver this information to related organizations and the mass media. This center not only monitors the traffic situation, they also plan systems including traffic management, and the development will be made in stages.
10-3
Private companies are aware of the importance of ITS, and it is believed that the utilization of the data has the potential for new business developments, and the initial development is expected to be conducted by private businesses. DKI Jakarta will mainly develop ground sensor systems, continue to improve on the overall transport information system, and have a welcoming attitude towards the sharing of information with a probe traffic information system.
10-4
(3) Existence of financial and legal constraints of the partner country 1)
In the case of PPP Indonesia’s PPP has been established by presidential regulation, which governs these basic laws.
Presidential Regulation Number 67 of 2005 on Public Private Partnership in the provision of Infrastructure
Presidential Regulation on the Republic of Indonesia No.13 of 2010 on Amendment to Presidential Regulation Number 67 of 2005 on Public Private Partnership in the provision of Infrastructure Moreover, the institutional framework is also built with government support and guarantees,
and the basic legal environment of PPP implementation is almost in place. If government support is obtained, it can be considered to mitigate the risk of such funding. 2)
In the case of only private In the case that Jasa Marga operates as an information provision business independently as a general company, as a business involving the collection and delivery of information by probe cars, Land Transportation Business Corrdination Act,, city regulations, and current information provision legislation are unlikely to present any problems. As stated in Chapter 7 “Implementing organization”, the assumption of Jasa Marga, the fundamental implementing agency for this project, is believed to be financially feasible. The plan is that Jasa Marga will establish the company that will play a central role, by carrying out its business independently with its own means of finance and issued its own corporate bonds, and by officials raising funds from management companies, it is believed that is possible to study a way in which some of the financial constraints may be removed. For more detailed, it is considered to be necessary to investigate setting a business model for the future.
10-5
(4) Necessity of additional detailed analysis From the results of this study, it has been concluded that the introduction of a combination of a probe traffic information system and ETC, with the purpose of smooth traffic flow, is desirable. In the future, for the early implementation of this project, and in order to resolve the following issues, the conducting of further investigative studies are required. 1)
Detailed study of the business model Awareness has been established among the general public that traffic information via FM broadcast, call centers, the Internet and so on are provided free of charge. To provide traffic information for a fee, it is necessary to attach added value to it. Also, we will need to investigate specific entities and also management methods. For example, the combination of ETC promotion and probe traffic system information systems is considered to be one of the methods for easing road traffic. The use of billing systems using location information, over a region exceeding the borders of several countries is required in the EU, and a scheme using GPS and cell phone networks is underway. As a stepping stone for future introduction in the target area, we should investigate the assertive use of location information.
2)
Study into the introduction of a combined form with ETC Jasa Marga has a strong demand for the spread of non-stop type ETC in order to realize smooth traffic flow, so we must investigate a method to replace the current Touch and Go system, including the improvement of the DSRC replacement. Also, for the spread of ETC, they are needs in terms of minimizing labor and also on the user’s side. Furthermore, the current e-toll card system is a pre-paid model and also logistics companies using a “post-pay” system, which delays payment and has the benefit of added interest, which is to be anticipated.
3)
Search for new sources of revenue Annual traffic volume of toll roads managed by Jasa Marga has reached about 1 billion vehicles, and using this as a basis, there should be a new source of revenue in the form of a membership business.
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However, because the spread of the probe traffic information services takes time, it would be best to first begin a study targeting existing e-toll users. Jasa Marga is already implementing 9 joint venture projects, and if even only the conditions are prepared, it should be possible to work on a new project.
10-7
Reproduction Prohibited