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The most important thing in the construction of toll roads, especially elevated toll roads, is the erection girder. The implementation of this erection girder certainly requires a long time and a large cost, so it requires the right work method in its implementation. The construction of the X Section A Toll Road Project is the construction of an elevated toll road where its implementation is limited by time and cost so that it requires the right work method to achieve timely and cost-efficient project completion. The girder used in this project is a box girder with the implementation method using the crane and launcher method. This study aims to analyze the time and cost of comparing the implementation method of erection box girder using cranes and launchers to obtain a more efficient and effective implementation method. This research was conducted through field observations to observe the erection box girder time and collect secondary data regarding the method of implementing erection box girder. The analysis carried out in this study includes time calculation analysis by calculating the average time value of the erection box girder implementation using statistical formulas and cost analysis carried out by referring to the PUPR Ministerial Regulation Number 28/PRT/M/2016 concerning Analysis of Unit Prices for Public Work. Based on the outcomes of the calculation of time and cost analysis, the duration of the erection box girder with the crane method is 70.65 minutes and requires a cost of Rp 23,769,579 and the launcher method takes 48.12 minutes and costs Rp 11,834,500. Thus, it can be seen that the more efficient and effective erection box girder method is the launcher method with a cost difference of Rp 11935,079 and 32% efficiency. when compared to the crane method.

The cities of Samarinda and Balikpapan are connected by one national road with a lenght time of 3.5 hours along ± 125 km. With narrow road widths, high vehicle volumes result in congestion, delays, and many accidents due to the treacherous road terrain. Then, the Balikpapan-Samarinda toll road has started operating in early 2020, with a lenght time of 1.5 hours along ± 99 km. However, not all vehicle users choose the same route, many factors can influence the route selection decision. By distributing questionnaires and route surveys, as well as interviews. Then a statistical test is carried out through the output of the SPSS application, and using multiple regression models to predict trip generation and the factors that influence it. Analyzing toll rates using the ATP and WTP methods, as well as identifying land use along the two Balikpapan-Samarinda routes.The results of the study conclude that route generation on toll roads is influenced by factors of age, income, and reasons for passing the route. Meanwhile, the arterial road is influenced by gender, income, type of vehicle, and reasons for passing the route. Analysis of the Balikpapan-Samarinda toll rate based on the Ability To Pay (ATP) approach for type 1 vehicles of Rp. 99,095 and Willingness to Pay (WTP) for type 1 vehicles of Rp 47,808, for the ideal rate for type 1 vehicles Rp 73,452

Among safety countermeasures for roads, service and rest areas play a vital role, providing a place to stop or rest during a journey and offering services such as petrol stations. Due to their importance, they must be logically distributed along routes at convenient locations with respect to travel itineraries and must be conveniently equipped. These needs become even more apparent on motorways that charge a toll to use the road, because drivers tend avoid leaving the motorway until they have reached their planned destination or departure point. The objective of this paper is to explore the spatial distribution of the service and rest areas on the toll motorways (or freeways) in the European Union (EU) and their facilities. Additionally, the distance and facility specifications established by the regulations of each country were compared. The EU was selected for this evaluation because of the virtual inexistency of borders and the substantial international traffic volumes that result from this relatively free flow of traffic between countries. Countries with a toll road network over 100 km were included: Italy, Portugal, France, Spain, Poland, Greece, and the Slovak Republic. Analysis of average and maximum distances between areas and the facilities provided showed a great variability due to different distribution policies. Few regulations exist that establish maximum distances between areas. Standardization of the spatial distribution of these facilities, on both free and tolled roadways, in the EU would benefit drivers, especially on long journeys, creating a consistent and predictable network of areas and services.

Despite strong interest in toll finance, the process of decision making and revenue allocation is not well understood. This study examined toll road data over 10 years, to understand how revenue was spent, and whether there were differences by governance structure. A representative sample of 60 toll roads across 20 US states was catalogued, selected based on their governance structure, centerline miles, and rate of toll increase since 2007. Archival sources were examined to identify whether/how much tolls had increased/decreased, and the question of how governance methods affected spending outcomes was addressed through interviews with staff and elected officials from four toll road authorities. The study found strong incentives toward profit in private and public–private partnership roads, but weak incentives to encourage transparency. The study identified barriers to using revenue toward expenditures intended to soften the impact of toll increases on low-income populations. This was because of debt covenants and incentives to distribute money toward new projects within an agency’s outer boundaries, thus failing to address the equity concerns that hamper public confidence in tolls as a revenue source. Nesting a toll road within a multimodal transportation authority could mitigate this, providing incentives to subsidize public transit, and taxing powers that make debt less necessary—an institutional design which could mitigate equity concerns that have hampered public acceptance of tolls as a revenue source.

Stopovers and relaxing facilities are important in intercity travel on toll roads. Long distances travel times in toll roads increase the supply and demand of these facilities in Indonesia. Not only the needs for refueling and resting, but also new support facilities demanded in rest area are often found, such as shopping, restaurant, worship place, and others. This phenomenon has attracted many investors to establish rest area with those complex facilities in term of business profit. To prevent negative impact of development and to protect main function of toll roads, this paper will discuss the planning and development control principles of rest areas located on toll roads in Indonesia. Analysis of components and criteria for rest areas on toll roads are generated by analyzing problems occurred. Site location, site area, accessibility, and main facilities specification are absolute factors, while zoning, circulation, road signage, and site utilities are conditional factors. The planning principles is to guarantee safety, security, and convenience of all activities in and around rest area and toll road. This research describes several criteria and components that should be controlled in order to achieve rest area planning principles that determined by qualitative methods.

The focus of the paper is on toll road privatisation. An overview of the choice of privatisation and the form it took, in promoting the entry of Malays into business, is followed by a review of other studies on privatisation in Malaysia. Given the highly confidential nature of the privatised concessions, data on ownership and likely terms have been gleaned from rating of the bonds issued, as the bond market has been the key source of infrastructure financing. From such data, the dominance of the Malay managerial class over its business class is readily evident, especially after the Asian financial crisis (AFC). The likely impact of toll road privatisation on the stance of distribution is also examined. As concessions are still awarded on a negotiated basis, the issue of rent-seeking is also explored. Uncertainty and variability in the financial performance of the concessionaires can be seen from the spread and deterioration in credit of the issuers, attesting to the greenfield nature of the projects undertaken or due to differences in gearing or in the support and subsidy enjoyed from the government. The separation in ownership and control, either due to continued ownership by state-owned enterprises (SOEs) or widely held public listed companies (PLCs), has increased the risk of expropriation by those who exercise management control.

The aims of this research are to identify accident characteristics and blackspot on Jakarta – Bogor – Ciawi (Jagorawi) Toll Road km 19 – km 40, as part of Jagorawi Toll Road, using secondary data on traffic accidents for 3 years, namely 2016 – 2018. The research method refers to Pd T-09-2004-B-Guidelines for Handling Traffic Accident Black Sites (Directorate General of Bina Marga, 2004). The results showed the most accidents for Bogor direction occurred on Friday (39%) and for Jakarta directions on Tuesday (22%), in bright light conditions, fair weather with the dominant accident type of rear front crash (81%). The blackspots of Jagorawi Toll Road are located on the Km 23 (km 23+090, 23+600 and 23+800) and km 26 (km 26+200, 26+800 and 26+870) for Bogor direction and km 23 (km 23+200, 23+400, 23+600) for Jakarta direction. The proposed handling is the addition of warning signs in blackspot areas, safe distance limits and speed limits on toll roads.

In investing, there is definitely a risk, as well as the concession of toll roads. Risk analysis is used to anticipate losses due to an element of risk at each investment stage. The results of the analysis show that the highest risk probability for the Solo-Ngawi toll road is land availability and the influence of weather during development and the highest risk impacts are land availability, the potential for revolution in state governance. Based on the results of the analysis, the investment risk level of the Ngawi Solo Toll Road is included in the moderate risk category, so there is a need for cooperation in risk assurance by the Insurance Agency so that the risk level can be reduced to be lower than before.

The construction of the road network is carried out to support the growth and acceleration of the economic process and the development of the tourism industry. It is also projected to improve the socio-economic conditions of the community. In the last few years, the Central Java Government has built toll roads to connect several cities in Central Java in one fast lane. However, it was not followed by the construction of supporting facilities such as rest area that serves a place to rest for motorists when they experience fatigue during long trips. The existence of the place is still limited, and it was not evenly distributed along the toll road, causing long queues at the entrance of some rest area when the volume of the vehicles is overflow. Based on these problems, the purpose of this research is to study and develop the requirement of rest area that can meet the needs of motorists traveling through the toll roads in Central Java. To achieve these objectives, this research used a qualitative descriptive method to describe and explain the problems in the field, and further analyze them to get a comprehensive result. The result of this research is presented in the form of published research reports and scientific articles. It is expected to provide benefits to the relevant scientific field, especially those related to architecture in developing rest areas that suit the needs of road users.

The RFID-based vehicle collection program is intended to better handle toll operations through technology that aims to streamline the flow of vehicles. The purpose of this work is to plan, introduce and promote the automated operation of the car selection system (VTS). The Vehicle Toll Collection Device in this paper automatically detects vehicles and gathers machine-readable details on tolls for automobiles driving in the toll road. This knowledge is instigated by the modification and installation of at least one vehicle with a moving vehicle detection device. The computerized control device located along the toll line will transmit the registration signal as the car is reaching the registration point and will determine the toll to be debited and transfer the toll electronically to the account of the individual vehicle. This device helps a car to proceed beyond the scan point with no halting, thereby providing commuters with optimum comfort, speeding up traffic movement and reducing the need for human capital on highways

Mekanisme pembayaran tiket tol masih menggunakan kartu e-toll dengan menempelkan kartu e-toll pada reader di gerbang tol. Kekurangannya yaitu pengemudi kesulitan untuk menempelkan kartu sehingga tidak sedikit pengemudi yang harus menggunakan bantuan tongkat. Saat ini sudah muncul perangkat untuk mengakses jalan tol tanpa menempelkan kartu yang dikenal dengan OBU (On Board Unit). OBU akan bekerja seperti repeater sehingga palang akan terbuka tanpa menempelkan kartu pada gerbang. Akan tetapi, perangkat ini memiliki harga cukup mahal, sehingga tidak semua orang ingin membeli perangkat ini. Oleh karena itu, dibuat sistem akses keluar masuk jalan tol tanpa menggunakan kartu. Dengan adanya sistem ini, pengguna hanya perlu mendaftarkan plat nomor pada sebuah database dan terdapat aplikasi yang juga akan digunakan untk pembayaran, dan juga sebagai monitoring perjalanan. Dengan menggunakan sensor ultrasonik dan metode pengolahan citra, plat nomor kendaraan yang akan masuk tol dapat terdeteksi. Hasil pengujian diketahui bahwa jarak jangkauan kamera dengan plat nomor untuk terbaca dengan tepat sejauh 2 hingga 3meter dan disaat jarak jangkauan kamera dengan plat nomor sejauh 4 meter, menunjukkan pembacaan plat nomor yang salah. Pengujian sensor ultrasonik menunjukkan tidak ada kegagalan dalam 10 percobaan. Sensor Ultrasonik digunakan sebagai deteksi keberadaan (kendaraan) disaat kendaraan masuk atau keluar dari tol

In Central Java, one of supporting factors of regional economic growth viewed from regionalfacilities and infrastructures is toll road facilities. Transjawa toll road is a network that connectsseveral cities in Java. Particularly, this toll road connects two biggest cities in Indonesia, namelyJakarta and Surabaya in which Salatiga is also one of cities traversed by this toll. This ±1.000 kmtoll road continues the previous toll roads that have existed, including Merak – Cikampek, Jakarta– Bandung, Semarang – Bawen, and Surabaya – Pandaan. Despite the positive impacts, Transjawatoll road also gives negative impacts for local communities. Thus, this study aimed (1) to find outthe socioeconomic condition of farmers after Transjawa toll road construction in Salatiga and (2)to find out the socioeconomic condition of Micro, Small, and Medium Enterprises (MSMEs) afterTransjawa toll road construction in Salatiga. This study used qualitative and quantitative datataken from from 30 main respondents. The construction of transjawa toll road in Salatiga regionbrings good effects. It was proved by the better condition of socioeconomic and income of farmersand MSME doers in Salatiga region after the construction of this toll road.

Pasuruan-Probolinggo toll road was built to increase economic sector in East Java Region. Prior to construction, it’s necessary to analyze potential of toll road users and planning the ideal number of toll gates to comply with minimum service standards. This study uses Stated Preference method to determine vehicle switch, planning of ideal toll gates using Poisson Distribution, and FIFO queuing model used to analyze toll gate service system. Based on analysis, the largest potential road users who will switch to use Pasuruan-Probolinggo toll road section IV in 2021, 2025, 2030, 2035, and 2040 are 5,49%, 23,84%, 30,63%, 30,63%, and 30,63% . The calculation of toll gates is adjusted to the calculation of potential toll road users in 2025, 2030, 2035, and 2040 with the arrival of 385 , 503 , 657, and 858 vehicles/hour /strip. So, the ideal number of toll gates needed in 2025 - 2030 , are 4 units, and 2035 - 2040 are 8 units of toll gates.

This paper evaluates the effectiveness of toll roads in reducing congestion and improving travel time reliability on streets within its vicinity, over time. The data, from the year 2013 to 2017, for the Triangle Expressway in the city of Raleigh, North Carolina was used in the systemic evaluation process. The spatial and temporal variations in the travel time distributions on the toll road, parallel route, and near-vicinity cross-streets (in a 2-mile buffer) were evaluated. The average travel time (ATT), the 95th percentile travel time (or planning time, PT), the buffer time (BT), and the buffer time index (BTI) were computed for each link by the day-of-the-week and the time-of-the-day. Though there was an improvement in travel time after the speed limit change in the year 2014, the travel time reliability got reduced on the Triangle Expressway. Over time, there was a gradual improvement in BT and BTI. The parallel route reliability decreased significantly over time, whereas the travel time reliability of cross-streets showed a consistent trend. The stabilization of travel time distributions and the reliability measures in the year 2017 indicate that further reduction in performance measures may not be expected in the next few years on the near-vicinity links.

The transportation sector is one sector that plays an essential role in economic growth. The transportation sector can increase economic growth. Semarang City is one of the provincial capitals in Central Java. The Srondol-Jatingaleh toll road is one of the toll roads in the city of Semarang that has implemented the Automatic Toll Gate. Based on the results of the analysis, so that the queue model is (logistic/logistic/ 4) :( FIFO / ∞ / ∞). It shows that the distribution of the queuing system of the number of arrivals and the number of vehicle services are Logistic-Distribution. The number of service facilities is 4, the service discipline used is First In First Out (FIFO), the size in the queue, and the source of calls are unlimited.

To relieve road congestion, a variety of transport demand management measures (TDM) have been implemented all over the world. The success of these measures has been found to depend at least partially on users’ perception about them. Several articles have jointly addressed the acceptability of public transport improvement (carrot policies) and road pricing (stick policies). However, these research works have not considered discounts on existing toll roads to relieve congestion on free alternative expressways. The objective of this paper is to study the combined acceptance of different congestion-calming policies at the suburban level, including the promotion of toll roads and measures to foster the use of transit. To that end, a survey was conducted among travelers on a commuting transport corridor in the region of Madrid aimed at exploring their perceptions towards four TDM measures, and a choice modeling framework was conducted. The scenarios considered are “carrot” policies, and the results of the analysis indicate that enhancing public transportation enjoys more support among respondents than toll promotions. Motorists using the free highway are more willing to use transit improvements than to opt for a toll road as an alternative regardless of the proposed toll discounts. Among the TDM measures explored, the least supported is the promotion of toll discounts associated with non-household carpooling. Furthermore, according to the results, the adoption of these TDM measures is more influenced by trip-related factors, in particular, the trip frequency and the mode of transport, than by socio-economic characteristics of the traveler. Finally, some geodemographic attributes of the residential location are also found to be statistically significant.

A large number of toll road projects with a barrier toll collection system are currently being implemented in Russia. Therefore, it seems relevant to study the toll plaza as an element of the transport infrastructure. Insuffi cient attention to the issues of assessing current and predicted intensity on TPscan cause regular traffi c congestions on toll roads. The goal of this study is to build a simulation model that allows to evaluate the capacity of the toll collection point during the operation of the toll road at different traffi c fl ow rates, taking into account the ratio of different types of vehicles and user behavior errors. Visual observation materials are used, the research method is discrete-event simulation of PVP using AnyLogic software, processing of the results is performed in the statistical package R. The toll point (TP) the Western High-Speed Diameter toll road in St. Petersburg, Russia was considered as a case for the study.As a result was build simulation model of TP was developed, taking into account the traffi c specifi cs and user behavior errors. Conducted experiments established the peak traffi c intensities, when traffi c congestion begins to form at the TP, with different ratios of electronic toll collection usage. During the analysis, few cases of service time distribution were considered — from low to high traffi c intensities. Main conclusions of the study: -for the low intensity case, the results of the analysis showed the splitting of the total distribution of the service time into two distributions for different operating modes of toll lanes, — for high intensity, the infl uence of user behavior on service time distribution was revealed, — for each case, the parameters of the gamma laws of service time distribution were determined, — in case of insuffi cient throughput capacity, the TP stops working effi ciently, and service time distribution increases, regardless of the type of payment. Estimated peak hours of TP operation, when there is a potential for congestion at the TP were defi ned. Possible ways of further increase thetoll collection system throughput capacity for the TP were indicated.

The existence of toll roads cannot be separated from the emergence of a need so that road public facility providers have become economically valuable. The prestressed girders built on the Porong - Gempol toll bridge are in fact quite effective because in addition to concrete it can bear a bigger load than before and can reduce its own weight and cross-sectional size. In the next case, the girder of the Porong-Gempol Toll Road is greater than CTC which is contained in the brochure of the company itself

Semarang Toll Road Section ABC is one of many toll roads that are traversed by transport vehicles with a load exceeding the permit limit, especially for vehicles originating from the Port of Tanjung Mas. These overloaded vehicles cause a decrease in pavement condition due to pavement damage on Semarang Section ABC Toll Road Section. This study aims to determine the magnitude of the impact of overload vehicles on the remaining life of the road by using overload vehicle detection from the Weight in Motion Bridge system. The method used in this study refers to Bina Marga Pd T-05-2005-B and AASHTO 1993. Based on the results of the analysis that has been done, it can be concluded that there is a decrease in residual life due to overloading vehicles for the year 2022 in Section A, Line A reaches conditions of 26.93% and 37,46%; Section B Line A achieves pavement failure; Section C of Line A reaches 44.65% and 38.33% conditions; Section A Lane B reaches 32.02%; Section B Lane B achieves failure pavement; and Section C of Line B reaching 54.42% and 40.70%.

This study was designed to discuss the minimum distance of access and exit in terms of road safety aspects. The safety aspect reviewed is looking for the relationship between the geometric aspects of the toll road to the level of accidents that occur. Accidents that occur are divided into three categories, namely; accidents that caused the death of the world, caused injuries and total accidents. The prediction model that will be made is a comparison of the three types of accidents with the geometric aspects of the toll road. Geometric data on toll roads, traffic volumes and accidents are taken from toll roads between the cities of Jagorawi, Jakarta-Tangerang, Padaleunyi, and Palikanci. The accident level model was developed using generalized linear modeling (GLM), and calibrated using statistical techniques. Some conclusions that can be drawn are: (1) The distance between the ramp entered and ramp out has a significant coefficient value for all prediction models; (2) The minimum road distance generated for the case of a 2 lanes in the death accident model is 9000 m, for accidental injuries is 6000 m and the total accident is 5000 m; (3) The minimum road distance generated for the case of a 3 lanes in the death accident model is 9000 m, for accidental injuries is 5500 m and the total accident is 5000 m; (4) The minimum road distance generated for the case of a 4 lanes in the death accident model is 6000 m, for accidental injuries is 5000 m and the total accident is 4000 m.

This study deals with the influence of the construction of a major toll road on residential location preferences in the Jakarta – Bandung region in Indonesia. A hybrid choice model (HCM) was developed to model the effects of socio-economics, travel characteristics, housing characteristics and latent variables on residential location choice simultaneously. The latent variable (LV) model is composed of satisfaction with current neighbourhood and satisfaction with housing. The discrete choice model (DCM) using a mixed logit model (MLM), excluding the latent variables, was also estimated. The models were based on survey data collected from 1500 respondents. The results show that the addition of latent variables that reflect the satisfaction of individuals with neighbourhood accessibility, dwelling size and affordability, led to a higher probability that low-income individuals will move house. Satisfaction with neighbourhood characteristics is more significant than satisfaction with housing to influence residential location choice. Furthermore, high-income earners were willing to pay higher land taxes to live closer than 5 km to the toll road to capture travel time benefits, whereas people in other income segments preferred to live beyond 10 km from the toll gate where housing costs tend to be low. However, spatial location components were found to have a stronger influence on neighbourhood and housing satisfaction levels than socio-economic characteristics.

Transportation becomes a vital means for human life as it is used for removing, driving, carrying, or transferring objects from one place to another. Damri Bus serves as a city bus in Surabaya passing through toll and non-toll roads. Damri Bus P8 is one of city buses operating from Purabaya (Bungurasih) Terminal to Perak through toll road. This research aimed at identifying direct and indirect cost components of Damri Bus P8 and adjusting its tariff based on Vehicle Operating Cost. The research method employed the Decree of Transportation Minister No. 89 in 2002. The result of calculation on Vehicle Operating Cost of Damri Bus P8 passing the toll road obtained the tariff IDR 5,881.00, whereas the actual tariff based on the stipulation of Indonesian Transportation Ministry is IDR 6.000,00. Thus, it could be concluded that the tariff of Damri Bus P8 was appropriate in which price was determined by considering the increasing price of fuel.

In 2017, Jakarta was ranked as 7th most congested city in the world. To overcome the problem of congestion in Jakarta, the Government implements the construction of road infrastructure through 6 toll roads inside Jakarta City, but the construction causes pros and contra regarding the effects of induced demand. This research aimed to analyze the service level of Bekasi Raya road on existing and toll roads in Jakarta City and analyzing Bekasi Raya road performance after the operation of the toll road and the off ramp impact of toll road. The analysis were conducted based on Indonesian Road Capacity Manual 1997, the Greenshield model, and the Highway Capacity Manual 2000. The result showed that the level of road service in segment 1 was C for Bekasi and D for the Pulogadung direction. In segment 2 the level of service was E for both directions, and in segment 3 the level of service was C. The level of the toll road service was C for both directions. The toll roads construction would increase the level of road service to C and reduce vehicle volume of 64,1% in Bekasi direction and 45,2% for Pulogadung (Jakarta) direction. The off ramp impact was the the toll road would not experience significant congestion until 2035.

Most studies assume that road development will improve the economy in the region, as reflected by an increase in Gross Domestic Product (GDP). However, GDP is macro in nature and tends to be biased if we ask who benefits from its increase. To identify whether road development has a positive correlation with the improvement of local economy, hence this study was conducted in a micro context by taking the development of the Soroja Toll Road in Indonesia as a case study. With a length of 10.57 km, connecting Bandung Regency and Bandung City, the newly constructed Soroja Toll Road has a strategic function in supporting activities in the Bandung Metropolitan Area (BMA) and is predicted giving implication on increasing Small and Medium Enterprises (SMEs) profit surrounding its corridor. However, a toll road cannot entirely be seen as a public goods, because not all people have access to this type of infrastructure. Only the users of four-wheeled vehicles and those who can afford to pay the toll charge can access the toll road. This study was aimed at identifying the correlation between the developments of the Soroja Toll Road with the improvement of local economy (SMEs) in its surrounding areas. Based on the analysis result, this study indicates that the presence of the Soroja Toll Road had a bigger positive correlation with the increased profit of medium-sized industries than small-sized industries due to their ability to capture a broader market.

The application of Odd-Even policies on the Bekasi West Toll door to unravel the volume of traffic on the Jakarta-Cikampek Toll Road, with the hope that motorists can use public transportation provided by the government so that they can also decipher the volume of traffic flow within the city. Bekasi itself, especially in the main intersections in the city. The method used for collecting data is primary data and secondary data. Primary data is data taken through direct observation in the real field. Primary data consists of vehicle volume data and actual conditions of intersections such as side barriers. Secondary data is data on road size, road conditions and completeness, and population. Furthermore, for this study, the calculation method used the reference available in the 1997 Indonesian Road Capacity Manual (MKJI). From the results of the analysis, the performance of long swamp signal intersections at maximum currents has Level Of Service (LOS) or level F service intersection (very bad) as a result of high delay values usually indicate long cycle times and high vehicle ratios. Solutions that can be obtained are implementing regulations that have been adjusted to the conditions of the intersection, removing side barriers that often occur in each approach, widening the road in one approach and rearranging the cycle time at the intersection

Public-Private Partnership (PPP) is adopted globally in the development of toll road infrastructure projects, and in Vietnam, there is no exception. Within this project delivery, to mitigate revenue-based risk, the public sector authority offers a guarantee or subsidy, as a form of the financial agreement, to the private sector concessionaire. The recent literature provides a great deal of study on introducing managerial flexibilities, embedded with Real Options, in such financial agreements. Those financial agreements that reflect how risk-sharing mechanisms between the two parties, the authority and the concessionaire, can be classified into two groups: one-sided protection and two-sided protection. One-sided revenue protection provides revenue protections to either party to cope with fluctuating revenue, while two-sided revenue protection combines both minimum revenue guarantee and revenue cap to create a band of revenue that benefits both parties. Each of the above protection scenarios is discussed in independent research. The literature lacks a comprehensive review covering all revenue guarantee options available in PPP toll road projects. This paper thus summaries all existing revenue-related guarantee options available in the worldwide literature and analyses international experiences that provide potentials and valuable lessons for developing road infrastructure in Vietnam.

A method for studying the expected traffic flow distribution between toll and alternative roads based on user behavior principles is proposed. It is assumed that the user’s behavior is rational: he always chooses the most suitable option. The proposed model takes into account the cost of fuel and lubricants, the time and toll of toll and alternative routes. This means that if the cost of toll and alternative roads is the same, the user will not care which route to choose. By changing the toll for 1km, it is possible to affect the cost of the “expenses for the toll route” component and the corresponding traffic flow. Saturation of the road with vehicles will occur until, due to the complication of traffic on it, the total costs exceed those when driving another road. Analytical models are developed and proposed for: 1)toll determination; 2)traffic flow distribution between toll and alternative roads. The models provided information on the expected traffic flow distribution between toll and alternative routes. It is necessary for: 1)economic justification of project attractiveness for private investors and project feasibility under concession; 2)determination of traffic intensity, below which it is impractical for the authorities to set concession payments under the concession agreement. The use of the models proposed by the authors is presented on the materials of the project of the construction phase of the Great Kyiv Ring Road (Ukraine)

The Jakarta inner ring toll road is a toll road that surrounds the inner city of Jakarta. Due to the dense number of vehicles and traffic congestion on the existing inner-city toll roads, the DKI Jakarta Provincial Government plans to increase the number of inner-city toll roads to 6 sections. The project development begins with Section 1A, namely from Kelapa Gading - Pulo Gebang. At present development is still at the stage of foundation work where progress in October 2019 only reached 80.97% of the target of 100%. The work has been delayed and has been extended 2 times. From these problems, this study was conducted to analyze the high risks that affect the time performance of foundation work and corrective and preventive actions. In this study data collection was carried out by distributing 4-step questionnaires, namely expert validation, pilot survey, respondents, and final expert validation. Risk ranking is analyzed using MS. Excel is based on a probability and impact matrix table that aims to determine variables that have a high level of risk. From the results of data analysis, 4 variables fall into the high-risk category, namely the problem of land acquisition, work location is not ready, work drawings are not ready, and the core staff of the project is less competent. The results of expert recommendations for the four variables can be stated in preventive and corrective actions.

The government of Indonesia has started to create a policy to enact Gerakan Nasional Non- Tunai (GNNT) which was inaugurated since last 2014 and this movement started from the implementation of transaction at Jabodetabek toll road. The main purpose of this research is to evaluate the influence of psychological capital on readiness for change among toll gate guards in Jabodetabek. This research used Readiness for change scale to measure the individual readiness in facing organizational change and psychological capital questionnaire is used to measure the level of psychological capital among the respondent of the research. The respondent of this research focuses on 103 toll gate guards in Jabodetabek area. The result shows that there is a significant impact of psychological capital on readiness for change and resilience is the dimension that most significantly influences the readiness for change among the toll gate guards in Jabodetabek. Key words: Readiness for change, psychological capital, toll gate guards

Toll roads are believed to have a high ability to attract private investment since they are able to recover directly the costs of their operation and construction through toll charges. However, toll road development can only be attractive to investors and lenders if the long-term sustainability is achieved. This paper identifies and discusses various issues that government and project developers have to deal with from selected case studies. The seven selected toll road projects are priority sections of the National Trunk Highway System (NTHS) and located in strategic provinces in China. The issues examined are related to policy support, regional development, the fund-raising model, project development and the financial structure. This study reveals critical success factors to achieve sustainable toll road projects in the planning stage and to control and enhance the financial sustainability in the executing stage.

We develop an econometric procedure to estimate the operational costs of toll road projects. To show its usefulness for planning future tolls, we test its predictive power on out-of-the sample observations. Thus, the rationale for the paper is that previous studies have utilized less succinct econometric frameworks to derive factors that significantly explain the operational costs of toll roads and have provided little evidence regarding the predictive power of the models used. Panel data on 33 Norwegian toll road projects observed during the period 2011–2015 are used for the purpose, resulting in a total of 165 observations. The results reveal the following: (i) Toll operations are heterogeneous, so that individual characteristics matter; ceteris paribus, this should be accounted for when estimating operational costs. (ii) The average operational cost per vehicle (AVC) processed at tolls is approximately 4 NOK (≈ US$ 0.44). (iii) The volume of vehicle throughput reduces operational costs, demonstrating the existence of scale economies; the number of lanes served increases operational costs; the use of an Open Road Toll (ORT) charging system reduces operational costs; the tendering of toll collections reduces operational costs; and the share of vehicles that use On Board Units (OBU) reduces operational costs. It is shown that the econometric model developed here has high predictive power and can be used to predict the operational costs of future tolls. These results reaffirm the results of some earlier studies but serve to warn that one should not be indifferent to the framework of analysis used, as the results may not be statistically significant and robust. The econometric framework developed here is an advance due to its predictive power.

The increasing length of toll roads on the island of Java also increases the number of green lane that can be used for greening. One of the functions of the green road is for planting carbon-absorbing plants. Tamarind (Tamarindus indica) trees are a type of productive plants that have a carbon sink function. The purpose of this study is to estimate the carbon stock of a model of planting on the green lane of the Semarang-Solo toll road. This research was conducted in September 2019. The method used in this study is simulation calculation and allometric models. Calculation simulation method is used to determine the potential availability of land along the green lane of the Semarang-Solo toll road. Carbon reserve calculation method is done by nondestructive sampling by using an allometric model for the tamarind tree species. The application of this model can produce estimates of stored carbon stock approximately 197.165 ton. Green lane has a very large utilization potential for carbon sequestration and should be used optimally.

This research is carried out to evaluate the efficacy of toll roads in reducing travel time and improving travel time reliability on links within its vicinity, using data for the Triangle Expresswa...

One of the efforts to maintain and enhance the economic growth of a region is supported by the existence of infrastructure development. Infrastructure development in the form of a toll road could increase the potential for the development of the economy of the region through improved the smooth flow of goods and services. Toll road construction project Krian– Legundi – Bunder – Manyar areas is one of national strategic Project (PSN) that are in the shadow of the State Ministry of Public Works and Public Housing (PUPR) with PT. Waskita Bumi Wira as the initiator. The research method used is descriptive qualitative, i.e. by doing observation and interviews with related parties on the project construction of KLBM toll road. The results of this study are: (i) the forms of cooperation carried out in the construction of KLBM toll roads, is Build Operate Transfer (BOT); (ii) the process of acquiring the land in KLBM toll road development projects are the responsibility of PT WBW assisted by PPK Land Procurement and BPN Sidoarjo and Gresik Regency; (iii) Proceedings reversion bailouts land is done through examination by the BPKP and then verified by the LMAN and the value of payments carried out as stated in the agreement.

Continual improvements in technology have meant that conventional manual methods of toll collection have been supplanted by electronic toll collection (ETC). ETC has been implemented in many jurisdictions. However, numerous motorists attempt to evade detection by concealing or changing their license plates. To identify such motorists, we propose a method to identify vehicles without depending on license plate data. In contrast to conventional methods for recognizing license plates, vehicles in the present study were matched using information on their appearance. An aligned chamfer history image (ACHI) with a standardization scheme using a speeded-up robust features descriptor was constructed to identify vehicles sans license plate data. Regardless of the vehicle image in the database has only captured a part of vehicle body. Our novel ACHI scheme allows a comprehensive vehicle model to be constructed on the basis of a training database. The robustness of our novel scheme for toll road ETC use was validated by the results of the present study.

The aim of this article is to provide an overview of the economic problems of toll roads and to suggest solutions to those problems. The major difficulty to be confronted is that of ‘unscrambling the egg’, that is, of dealing with the complications created by past policy mistakes, which have been locked in through long-term toll road contracts.

Until now, the slow process of land acquisition in toll road infrastructure development projects is still one of the obstacles to the completion of a infrastructure development project. The delay in the land acquisition process is detrimental to parties involved in PPP, especially investors. This study uses a normative juridical approach with analytical descriptive research specifications. Data collection techniques are carried out by means of literature study to obtain secondary data and interviews to obtain primary data, then the data obtained is analyzed using qualitative juridical methods, namely by taking inventory, systematically arranging, connecting with each other related to the problems studied with the enactment of the provisions of the regulations. one does not conflict with other regulations. The result of this research is a form of responsibility from the Government due to delays in land acquisition, namely compensation in the form of extension of the concession period on a toll road project with a PPP scheme, and consideration of additional initial tariffs on toll roads based on inflation, capital, construction time and increase. the concession period and also the imposition of fines in a business contract, and the last resort for resolving disputes over the PPP agreement through non-litigation or arbitration institutions based on Presidential Regulation Number 38 of 2015. DOI: https://doi.org/10.26905/idjch.v12i1.4337 . How to cite item: Aulia, D. Z., Chandrawulan, AA., Trisnamansyah P. (2021). Government’s responsibility towards investor’s loss in toll development on PPP agreements due to delay in landa cquisitions. Jurnal Cakrawala Hukum , 12(1), 21-31.doi:10.26905/idjch.v12i1. 4337.

Avoiding traffic congestion phenomena is an important aspect of efficient transportation infrastructure (e.g. toll roads) management. Traffic congestion phenomena can be avoided by forecasting volume traffic data. This paper aims to analyze how specific factors and parameters affect the behavior of traffic volume, like vehicle category, date, and weather data at a given timestamp and place. Moreover, the procedure of data prepossessing is presented to produce a cleaner data set that gives more fundamental information. Subsequently, spatio-temporal toll road prediction is achieved through a multi-layer perceptron. Finally, the proposed low-cost method is evaluated using real-life data from a toll plaza, while the experimental results show the efficiency of the proposed method.

Bridge structures are reasonably considered to be objects of a high level of responsibility. Failure or constructional breakdown during the operation of the bridge can lead to high economic, social and environmental damage. There is a widespread trend in the construction and exploitation of toll bridges all over the world. Today, Russia also implements investment commercialized bridge construction projects based on a public-private partnership.

This paper provides insight into how variations in Level of Service (LoS) of a toll road, socio-economic attributes, and latent factors simultaneously affect residential location, route, and mode choices across population segments in the Jakarta – Bandung region in Indonesia. Three discrete choice models were developed based on a stated-revealed preference survey on residential location, route, and mode choices. Our analysis shows that toll road usage affects both residential location preferences and travel behaviour. This influence varies across income groups and used travel mode and also depends on trip characteristics. Overall, the respondents in our survey prefer toll road options, as also shown by positive attitudes towards the toll road, except for low-income respondents and bus users. Furthermore, we found a significant association between residential location preference and route and mode choices for frequent users of the toll road, low-income respondents and residents who live close to the toll road. It means that self-selection exists between residential location choice and mode-route choice, and it is linked to the distance to the toll gate and frequency of using the toll road. Furthermore, we found that high-income car users are the most sensitive to increased travel costs.

After the BOT road operation contract expires, generally, the road will be transferred to the government, and then the government operates the road independently without charging costs from its users. Facing the huge amount of the operation cost, Chinese government tends to continue to charge the road users to guarantee the high quality of road operation. Then, the government will have to decide whether a private firm or government itself would be suitable to operate the road. A model is presented for decision-making through balancing interests between the government and the private firm with an introduction of an intermediate variable, i.e., bidding price. Three scenarios are investigated in the model, including the optimization of government operation, the optimization of private firm operation, and government operation with an improper decision of the intermediate variable. Improper intermediate variable will result in a higher toll charged by the government than by a private firm. The method of avoiding an improper decision is investigated. The result shows that the intermediate variable should be determined to be the government operation cost, based on which the private operator could be chosen, if available. With consideration of the private operator’s profit to be guaranteed by the government, the maximum subsidy should be equal to the minimum private operator’s profit to be disclosed when the contract is signed.

Although the Surabaya–Malang toll road has been open since the end of 2019, traffic is still not as heavy as projected. This issue could be caused by vehicle operating costs (VOC). The purpose of this research was to analyze vehicle operating costs and the best speed for travel on the main arterial routes and the Surabaya–Malang toll road. Passenger cars, buses, and trucks were among the vehicles investigated. The PCI method was used to calculate the data. The findings of this study show that 1) vehicle operating costs for passenger cars, buses, and trucks traveling on toll roads are higher than those traveling on primary arterial roads, 2) for passenger cars, buses, and trucks, the optimal speeds on toll roads and primary arterial roads are 53.3 km/h, 62.55 km/h, and 60.39 km/h, respectively.

Considering the function of the toll road is to provide optimal services without any obstacles that can reduce the flow of vehicles, toll road providers or operators must strive for existing facilities to work optimally. Based on that, this study aims to indicate the number of optimum toll gates that should be operated to be able to control congestion and reduce the number of vehicles waiting in Pasteur 2 Toll Gate. Pasteur 2 Toll Gate is a toll gate with the heaviest volume of vehicles incorporated in the Purbaleunyi Toll Road. This toll gate is the entrance door for tourists who want to enter the city of Bandung. Vehicle volume density occurs during rush hour every day without exception at weekends, which results in the queue of vehicles. This study used a descriptive survey method by analyzing the queuing system after e-toll was implemented. Data collection is done through interviews and observations that are carried out every weekend within one month. This research was conducted to determine the optimal number of substations to be able to reduce the density that occurred. The results of this study indicate that the number of optimum substations that should be operated to be able to control congestion and reduce the number of vehicles waiting and being in the system or in smaller queues is 11 toll gates. https://doi.org/10.26905/jmdk.v8i2.4598

The transaction system applied onto the current toll gate system is less effective in overcoming the queue of vehicles, especially during public holidays or long holidays. Although it is already based on contactless technology, but toll road users still need to juxtapose the e-Toll card manually for four seconds. This is in time causing the queue and density in several toll gates. To alleviate this problem, the toll provider cooperates with bank to issue the e-toll system On Board Unit. This device can strengthen the e-Toll card signal to make reading distance farther. However, it is not popular in the community due to the price. This paper deals with the hardware and software development of controller for IoT based Anti-Pollution Smart Toll Gate system which has lower production costs. Two testing scenarios have been conducted. Ultrasonic sensor reading distance testing shows that the effective distance is approximately 300 cm. Testing the system response to vehicle speed shows that the system is able to work well with vehicle speed up to 20 km/h.

The development of road capacity is not in line with the development of the population and the increase in the number of vehicles. This has become a classic problem of transportation in the big cities of Indonesia, including in East Java Province. The existence of road capacity in accommodating vehicles must be resolved. One way to accommodate the number of vehicles is through the toll road. But comfortable conditions of the toll road can cause accidents. One factor causing this is the driver's behavior factors, as the toll road is a freeway, they tend to drive carelessly. On the other hand, high planning standards make the difference between toll roads and ordinary highways. Yet barrier-free road does not mean that the traffic accident problem can be resolved properly. This study aims to determine how significant is the influence of driver behavior factor in causing accidents. The methodology is done by analyzing the data using statistical methods. Based on the accident data obtained, a mathematical model with multiple linear regression analysis is made. The model connects the number of traffic accidents on the Surabaya-Gempol toll road with the number of accidents caused by driver factors. The results showed that the factors causing the accident were caused by less anticipated driver factors, carelessness, drowsiness, drunkenness, distance, etcetera. This variable has a significant effect on traffic accidents at Surabaya-Gempol Toll Road by 54%.

The government is increasing the development of toll road infrastructure to improve connectivity between regions in the context of economic growth. But the government faces limited funding. Therefore, the government made a PPP scheme to fill the financial gap. But what happened was the existence of toll road PPP obstacles in various regions in Indonesia. Multiple studies have identified the success of toll road PPP, but cultural factors have never discussed as factors that have an essential role in determining the success of PPP. Cultural factors play a role in determining behavior in making decisions. Therefore, this study proposes a conceptual framework of the part of cultural factors in determining the success of toll road PPP with the AHP approach.

Motorized vehicles user, especially those who use the four wheels, who often pass the Jakarta-Cikampek toll road, may often have difficulty connecting to their cellular operator network services, which may be due to the density of users and the influence of the condition of the area which is classified as open space. Along with the increase of users passing through the Cikampek Toll Road, the construction of the overpass on the Jakarta-Cikampek route was held as a form of anticipation of traffic congestion. With this condition, the number of devices requiring network services in the area will also increase. Therefore, in this research will carry out network planning for the Cikampek elevated toll area. Network planning in this research will carry out by conducting capacity planning and coverage planning. The data that will be used for the planning will be base on Cikampek toll users, also the population of the cities around Cikampek elevated toll route. Then, from the data obtained will be use for calculations in coverage and capacity planning for the elevated toll that is being built. With this planning, it is known the minimum site of 8 to fulfilled the service to fulfilled the need of the users. By doing the simulation using Atoll software, was measure the quality of the network from the planning. With the SINR average of 8.23 dB, throughput average of 31.99 Mbps, and BLER average of 0,01%.

The Build–Operate–Transfer (BOT) scheme is widely applied in many cities, wherein firms compete to invest in road building and aim to maximize their profits by collecting tolls from users traveling on the roads under their control. Previous research analyzing the private road competition problem assumed that all the new roads would be constructed and operated by private firms under the BOT scheme. The present study recommends a more proactive participation from the government in the new road construction and operation so as to ensure the fulfillment of social welfare. We characterize this problem into a tri-level optimization model. In such a multi-competition game, strategic interaction and market equilibrium must be taken into consideration to determine their investment (road capacity) and price (toll level). Game-theoretic approaches are applied when the toll road network is controlled by more than one private company. Then, we propose a heuristic approach to solve the model and its validity is justified by a simple network numerical example.

Government guarantees are frequently used in public-private partnership (PPP) toll road projects to attract private sector partners. In this paper, we propose a multi-objective programming model for Pareto-optimal decision in which the toll, quantity demanded, private firm’s profit and social welfare are investigated, and compare the effectiveness of exclusivity guarantees and minimum demand guarantees in PPP contracts. Under certain assumptions, we find that for any government guarantee, the Pareto-optimal toll lies in between the toll set by private firms and socially optimal toll; in addition, the Pareto-optimal toll is higher and monopoly power is stronger under minimum demand guarantee if the relative negotiating power of private firms is sufficiently high. Both the private firm’s profit and social welfare depend on relative negotiating power, buyback price, marginal social cost and minimum quantity demanded. In particular, if the minimum quantity demanded and the buyback price are sufficiently high, the government will tend to provide exclusivity guarantee but not minimum demand guarantee. A policy implication of this result is that it is not always the best choice for the government to provide a minimum demand guarantee to private firms.