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INTRODUCTION
A.
Background
Kereta Api / State Railway Corporation). After 13 years (on 15th September 1971)
PNKA was reorganized into PJKA (Perusahaan Jawatan Kereta Api / Railway
Bureau Corporation) and on 2nd January 1991 PJKA was transformed into
PERUMKA (Perusahaan Umum Kereta Api / Public Railway Corporation). The
last change was on 1st June 1999 it became PT. KAI (PT. Kereta Api Indonesia)
which remains (PT. KAI (PERSERO), 2014).Unfortunately, after the colonial
period, railway transport in the country was not significantly improved. As we can
see countries such as China, Japan, and Korea, now have a very large and
sophisticated railway system, even though railway development on those
countries started later than Indonesia. The total length of railway system in
Indonesia is 4,130.4 km, but only 3,861.5 km is used and 268.9 km are
temporarily closed. In addition the railway system is only available on Java and
Sumatra islands.
Not Operated
(km)
Total
(km)
2,710
125.2
2,835.2
Sumatra
1,151.5
143.7
1,295.2
Total
3,861.5
268.9
4,130.4
Region
Java
Improvements are certainly needed to increase market share and the level
of service of rail transport in Indonesia. Java island is the most populous island in
the world. The number of people on this island is around 136 million - roughly
equal to Russia. Almost 60% of the population of Indonesia are concentrated on
this island. In addition, the capital city of Indonesia is located on this island,
making Java island the most developed island in Indonesia. Java consists of four
provinces (Banten, West Java, Central Java and East Java), one special region
(Yogyakarta), and one special capital region (Jakarta). The total area of Java is
127,569 km2 with a population of 136,610,590, making Java the densest area in
Indonesia ( 1,071 people/km2). Table 1.2 below presents the population
distribution in Java.
Table 1. 2 Population Density in Java Island
Province
Population
Area
(km2)
Density
(people/km2)
Jakarta
9,607,787
664
14,470
Banten
10,632,166
8,651
1,229
West Java
43,053,732
34,597
1,245
Central Java
32,382,657
32,549
995
East Java
37,476,757
47,922
782
Yogyakarta
3,457,491
3,186
1,085
TOTAL
136,610,590
127,569
1,071
Source :(Badan Pusat Statistik, 2010), (Statistic Indonesia, 2005), and Author
b) South Line
The South line railway network in Java connects Jakarta to Surabaya via
Yogyakarta and Solo in the south. There are 19 big stations (Jakarta/PasarSenen,
Jatinegara, Bekasi, Kerawang, Cikampek, Cirebon, Prupuk, Purwokerto, Kroya,
Gombong, Kutoarjo, Yogyakarta, Klaten, Solo, Sragen, Madiun, Nganjuk,
Kertosono, Jomabang, Mojokerto, and Gubeng/Surabaya) and more than 100
small stations along the route (Jakarta to Surabaya).
2. Express Trains
There is no single standard for both definition and usage of the term of
express trains. The definitions vary, depending on the criteria used. The same is
true for the usage of the term, sometimes it is called fast train and sometimes
express train. Express train here means, train which has faster speed than existing
train, but not as fast as high speed train (in case of Indonesia). Express train more
or less have a similar characteristics with high speed train, in order to facilitate the
train travelling at more than 200 km/hour . Like a high speed trains, express trains
also have a small number of stops to maintain the operational speed. In developed
countries such as, United Kingdom (UK), France, Spain and Germany, express
train has the same meaning with high speed train. The International Union of
Railways Organization (UIC), considers the term high speed from all the
standpoints: infrastructure, rolling stock and operation. In addition the European
Union also defines the definition of high speed based on DIRECTIVE 96/48/EC
APPENDIX 1 as follows.
a) Infrastructure
Infrastructure are specially built or upgraded for High Speed operation,
including connecting lines and (particularly) junctions. Specially built high speed
lines should be able to serve speeds equal to or greater than 250 km/h. Meanwhile,
specially upgraded high speed lines should be equipped for speeds of the order of
200 km/h. Otherwise if upgraded lines have special features as a result of
b)
Rolling Stock
The High Speed Train should have a very safe design and uninterrupted
travel at three circumstances. First, on specially built lines for high speed, the train
should be able to reach the maximum operation speed (i.e. accelerate from 250
km/h to 300 km/h) in appropriate situations. Secondly on existing lines upgraded
for high speed the train should be able to reach the speed of the order 200 km/h.
Thirdly, at other lines the train should be able to reach the highest possible speed.
c)
B. Problem Issues
Jakarta, the capital of Indonesia, is located on the northwest coast of Java
island, meanwhile Surabaya is the second largest city and is located at the eastern
end of Java island. As large cities both Jakarta and Surabaya play an important
role leading Indonesian economic growth. They already have the highest gross
domestic product (20% and 6% respectively). The two cities are connected by a
685-km long railway, of which 67% is single track (459 km) and the rest (226 km,
33%) double track. Journey time between the two cities is approximately 10 14
hours (average speed 60 km/h) (Dwiatmoko, 2010).
Mode
Bus
307
Conv. Rail
149
Airplane
Cirebon - Semarang
Total(106 kg)
456
Bus
66
Conv. Rail
94
Airplane
Semarang - Surabaya
1,329
1,169
Bus
59
Conv. Rail
60
Airplane
638
758
2,542
Mode
Bus
270
Conv. Rail
123
Total(106 kg)
539
Airplane
Cirebon - Semarang
HSR
146
Bus
58
Conv. Rail
77
Airplane
454
HSR
105
Bus
53
Conv. Rail
49
Airplane
249
HSR
109
694
Semarang - Surabaya
461
1,694
Saving Emission
848
10
Freight Transport
Volume
(106 People)
Share
(%)
Volume
(106 ton)
Share
(%)
2,021.1
85.05
2,514.1
91.24
150.3
6.32
17.4
0.63
3. Ferry
116
4.88
27.4
0.99
4. Sea
42.3
1.78
194.8
7.07
5. Air
36.5
1.54
1.4
0.05
6. River
10.3
0.43
0.3
0.01
2,376.5
100
2,755.4
100
1. Road
2. Railway
TOTAL
11
12
Rail
2x3
2x1
2.5 ha/km
1.3 ha/km
9.3 ha/km
3.2 ha/km
Lines
Drawbacks
1) Abstraction from another alternative route. The number of passengers on
South line Java network will be reduced owing to significant journey time
differences, although this situation could be mitigated by applying
appropriate ticket prices.
2) There would be enormous construction cost and special materials to
construct the system. For example, HS1 project in the UK spent 5.8
billion to construct a 108 km length of the network ( 54 million/km)
(railway-technology.com);the first high speed rail project in Japan
(Tokaido Shinkansen, 1964) cost 380 billion at that time ( 738
million/km) (Ministry of Land, Infrastructure, Transport and Tourism of
Japan, 2010).
3) Staff and the labour who work on the system and construction respectively
would need to have special skills (several critical positions in the project
would be filled by experts from foreign countries), which would be
expensive. Government should train several people in advance in order to
meet the skills requirement, which is needed in time for completion.
4) There would be incompatibility with the existing infrastructure (platform,
station, track gauge, signalling etc.) so a new dedicated track (and hence
more land) would be required.
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4. Track Betterment
As every country has a different socio economic background, the best
solution to implement an express train system will also be slightly different. As
we know, money is an enabler. Indonesia is one of Asias developing countries,
and a limited budget has always been an insuperable issue in order to implement
something with a huge budget (such as an express train project). The Indonesian
Ministry of Transportation has been working with the Japanese Government to
estimate the budget to construct a new line high speed rail from Jakarta to
Surabaya (Table 1.7). Due to very high costs, Indonesia will not be able to
undertake this project alone. The Indonesian Government will have a long period
loan (40 years) from the Japanese Government to realize this project and adopt the
Shinkansen System. However, many people and communities are against this
policy due to the high rate and long period of loan. Furthermore, constructing an
express train system also needs similar investment as well owing to the
characteristics similarities both of them.
Track betterment along Jakarta and Surabaya could be a good alternative
to the express train system. The budget could be reduced significantly in several
elements. A detailed budget estimation for the new high speed line is shown in
Table 1.7 below.
AMOUNT
(million, USD)
CONSTRUCTION
Civil and Architect Work
Depot Equipment
12,096
325
Power
1,451
1,135
Rolling Stock
650
14
AMOUNT
(million, USD)
ITEM
PROJECT
Consultancy Services
1,566
1,722
General Administration
157
Land Acquisition
835
Price Escalation
414
Contingencies
1,018
TOTAL COST
21,369
Sector
New Line
Track Betterment
TECHNICAL
1
Land Acquisition
Budget
Geology
Structure
15
No
Sector
New Line
Track Betterment
Space
Availability
Performance
Track Design
Remove Utilities
along the route
Do not need.
SOCIAL
8
Local Economy
Activity
Human
Behaviour
10
Squatters
16
17
C. Research Question
The research questions arise regarding to problem issues and have to be
answered are:
1.
2.
What are minimum requirements for express train track design and other
infrastructures (signaling system and power supply)?
3.
How are Benefit Cost Ratio (BCR) and Net Present Value (NPV) for all
investment options?
4.
How much environmental impact (green house gas emission) during express
train network construction?
D. Research Purpose
The aim of this thesis is to look in depth into the possible express service
for the North line of Java. The feasibility of track betterment and other facilities
will be studied, in order to facilitate express trains travelling at more than 200
km/hour along the track Jakarta - Surabaya. For the particular objectives of the
thesis are described below:
1)
2)
to investigate what are the minimum requirements for express train track
design and other facilities (signaling systems and power supply);
3)
to examine how much the Benefit Cost Ratio (BCR) and Net Present Value
(NPV) of all investment options;
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4)
E. Scope
The scope of this master Thesis is limited by the availability both data and
literature study as stated below:
1)
2)
3)
F. Originality
Dwiatmoko (2010) reported the forecasting cost and benefits also
infrastructures for High Speed Train project in Jakarta Surabaya corridor. An
efficient transportation system with high speed train favors many economic
changes and most of them are positive. The investment in high speed train will
impact the growth of national as well regional economic development, due to
reduction of travelling time and more efficient transportation. The total cost of
high speed train project for Jakarta Surabaya corridor including cost of the
consulting service, tax, general administration, land acquisition, price escalation,
and contingency is about 21,369 million US$.
Hartono (2012) investigate the advantages of High Speed Rail on Java
over existing modes of transport (road transport/bus, conventional rails, and air).
Market share of existing modes of transport will reduce after high speed rail has
been operating on Java. The total market share of the high speed rail is predicted
at 25% and becomes the second largest of the market share. The largest market
19
share is bus with 52%, while conventional rails and air transport will have 14%
and 9% respectively. This condition was predicted will happen due to high speed
rail is very competitive in term of journey time and cost. In addition high speed
rail development can reduce carbon emissions (CO2) on Java.
In this research determine the key issues likely to arise with the
construction of any option for express train operation in North line Jakarta
Surabaya include land topography and its impact on curvature & gradient, existing
condition of level crossings, poor safety management (high number of accidents
record), and power supply performance. Furthermore, investigation of track
betterment to the existing track on North line of Java will conduct in order to
facilitate express train operation (more than 200 km/h). To achieve the best
suitable investment option which will implement in the North line of Java, BCR
and NPV calculation will examine. Construction of express train not only brings
positive impacts but also negative impacts, therefore this research will examine
the forecasting gas emissions during high speed rail construction on the existing
North line of Java.