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Background: According to the 2019 Global Competitiveness Index (CGI) by the World Economic Forum, the infrastructure growth of Indonesia is placed on number 72 out of 141 countries and ranked 5th in the ASEAN countries. The growth of infrastructure in Indonesia is a result of the imbalance increase of developments of 10-55% annually with only a 1.9% annual increase in road length. There was a delay of 11.95%, with the high investment in the construction of this toll road and the low-interest rate of return of around 7.79%. Objective: The expected goal in this research is to have cost and time efficiency in implementing infrastructure on the toll road project. Materials and Methods: This research is using a combination of case studies and statistical analysis; the case studies and the implementation of the M-PERT and VE on the object. Statistical analysis using simulation tools Relative Importance Index (RII) analysis based on research instruments to the success of the implementation of Manual Program Evaluation and Review Technique (M-PERT) and Value Engineering (VE) on toll road projects. Conclusion: The results of research with the analysis RII reveals that 10 important factors are affecting the performance of a project. The case study using the M-PERT method obtains a value of time accuracy of 98.87% of the real duration needed on site, while the VE method results in a revenue contribution outside of the toll income of 9.38% of the construction cost.

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.

Land is the most important element for humans to be able to live, this is because it is where natural and man-made resources grow and are also built. Indonesia regulates land ownership through this land law so that land use or management can be carried out carefully now and in the future. The land issue concerns the most basic rights of the people. The purpose of the study was to determine the consignment process in the District Court as a form of settlement of compensation for toll road land acquisition and its legal consequences. The results showed that the consignment process for compensation began with an application for consignment safekeeping, then an offer was made by the court bailiff accompanied by 2 (two) witnesses at the respondent's residence. The consignment waives the obligation as the debtor, because the consignment can be equated with making payments. All processes must be carried out in a manner that has been regulated by laws and regulations. Consignment is carried out so that government projects continue to run, through a deliberation mechanism that should be a means to find a middle way in determining the amount of compensation, often no agreement is reached. Keywords : Sumatra Toll Road, Consignment, Land Acquisition.

The construction of Patimban Port in West Java Province has a potential to increase the flow of exported and imported goods in West Java. The increase will have an impact on the rising traffic flow of vehicles to or from Patimban port. The government has included the construction of the Subang-Patimban toll road in the national spatial plan. This research analyzes stakeholders and the criteria that they expect in the selection of alternative routes to Patimban port. The Multi Actor Multi Criteria Analysis (MAMCA) methodology used aims to evaluate differences in criteria between stakeholders. The selection of alternatives for all stakeholders uses two calculation methods or scenarios, namely, the similarity of weight for all stakeholders as scenario I and weighting the number of criteria considered by stakeholders in determining the alternative chosen trace as scenario II. The result of the selected alternative calculation is different between scenario I and scenario II.

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.

PT Jalan Tol Perkasa (PT JTP) is one of the strategic units of the PT. Jasa Marga (Persero), Tbk. (JSMR) which operates in the field of toll road development and maintenance. With the Covid19 pandemic, JTP needs to formulate the appropriate business strategy so that it can be implemented in order to achieve the business revenue and profit targets for the 2020-2022 period. This research is an applied research that uses a business strategy formulation framework from David & David (2016). Through this framework, the quality of JTP's strategic response to potential opportunities and threats from the external environment is evaluated through the External Factors Evaluation (EFE) matrix, while JTP's strengths and weaknesses are evaluated through the Internal Factors Evaluation (IFE) matrix. The development of alternative strategies is carried out using two matrices: an internal-external matrix (IE) and a SWOT matrix (Strength, Weakness, Opportunity, Threat). From the IE matrix, it is known that JTP is in a position to hold and maintain, where the alternative business strategies that should be taken are market penetration and product development. From the SWOT matrix, three strategies can be implemented: obtaining maintenance work on all Jasa Marga Group and Non Jasa Marga toll roads, implementing Performance Based Maintenance Contracts (PBMC) with long-term contracts, and innovating maintenance products. Finally, the priority strategy that will soon be implemented is determined using the Quantitative Strategic Planning Matrix (QSPM) matrix.

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.

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.

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

This research aims to discuss a large amount of credit lending is in line with the potential risk to the environment which is also caused by Toll Road construction activities. Therefore, Banks, Development, and the environment cannot be separated from one to another mainly because the Bank is responsible for taking preventive steps, other than implementing the substance of 5C principles, Bank is also obliged to implement several principles mentioned in POJK 51/2017, one of which is Principle for Responsible Investment. However, there are still no standards for the implementation of these principles or any strict penalties for Banks that are not applying the principle. This creates legal uncertainty, as it causes a potential risk that the Bank indirectly has not any obligation to implement it, yet only as a form of recommendation, whereas on the other hand, infrastructure development still damages the environment as it happened at the construction of Trans Sumatra Toll Road. In contrast to what Indonesia has done, Australia uses a variety of strategies to implement the Principle for Responsible Investment. In line with this issue, this research is using the normative legal research method where it is expected to provide different perspectives that will be useful for maximizing the realization of the Principles for Responsible Investment as part of Sustainable Finance in credit lending practices for Infrastructure development projects. Thus, it aims to make more detailed legal reforms, primarily regarding the standardization and sanctions of Principles for Responsible Investment including its derivative regulations hence that a sustainable environment will be realized.

Serpong - Cinere Toll Road which is being built has a 10.14 km long road that connects South Tengerang City Banten Province with Depok City West Java Province is part of the Jakarta Outer Ring Toll Road 2, which is expected to make it easier for motorists from Jabodetabek which will go to the Airport Soekarno-Hatta International and Jakarta or vice versa. Serpong - Cinere toll road development in its implementation is also possible to carry risks that must be taken seriously. This is related to the impact of risks that arise that can hinder and harm the project implementers in terms of cost, time, quality and scope of work. To minimize this risk, it is necessary to apply risk management in its implementation. Related to this, the study was conducted to find out the picture of risk management in the implementation of Serpong - Cinere toll road construction. This research used a descriptive qualitative research design with a case study method through a survey strategy using a questionnaire as a research instrument. After the results of the questionnaire are obtained, the next step is to arrange the importance level of risk to find out which risks have the most potential to hamper the process of carrying out the work. Furthermore, the Risk Breakdown Structure is analyzed based on the opinion of the respondents to find out what actions are taken to overcome the dominant risks which of course have a large influence on the completion of a job. The next step is the allocation of risk ownership, especially risks in the dominant category so that each party responsible can exercise the best control. The results showed that 40 risks (88.89%) of the 45 risks identified in the implementation of the Serpong - Cinere toll road construction project were included in the category of dominant risk that could potentially hamper work in terms of time, quality and cost. The largest risk ownership with the Serpong - Cinere toll road development project is owned by the Implementing Contractor at 59.38% risk, Owner at 31.25% and Supervisory Consultant at 9.38%.

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.

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

The process of negotiation and compensation in land acquisition is often accompanied by dramatic actions between the community and the management and the government. However, this phenomenon did not arise in the case of land acquisition that occurred in the construction of the Pejagan-Pemalang toll road. The purpose of this study is to uncover and thoroughly describe how people interpret the compensation payments for the land they receive and how they use the compensation for their lives. Qualitatively the research data was collected through interviews, observations, FGDs and documentation, aimed at several informants both the affected communities and the project management of the toll road. Henceforth the data will be analyzed interactively by paying attention to the validity of the data using triangulation. The results showed there was a shift in the meaning of compensation money in the Kalimati village community from "ganti rugi" changed to "ganti untung". Whereas the strategy in utilizing the compensation money is patterned accumulation, consolidation and survival based on rational, instrumental, affective and value-oriented actions.

In construction industry, its implementation of the construction has its own constraints. A good management or project management system is needed to minimize the risk of these constraints. The latest project management concept that has proven more effective and efficient is Last Planner System method. This study aims to investigate how the implementation of Last Planner System works on Jakarta-Cikampek II Elevated Toll Road Project. With the evaluation of weekly job evaluations using PPC (Percent Plan Completed) and Pareto Variance Constraint analysis, the constraint issues of this project will be identified. Then they are followed up to find the right solution in handling the constraints. The research method is done by conducting literature study, problem formulation, followed by implementing LPS method, which is through work flow control such as phase and pull plan, lookahead plan, constrain analysis, daily huddles, PPC (Percent Plan Completed) calculation, Pareto Chart analysis with data variation of issues that have been obtained. The results show that the average PPC weekly project is 83.04% and the most influential reason that must be concerned its priority is submittals.

Jalan Tol Layang A. P. Pettarani merupakan proyek kontruksi yang memakan waktu cukup lama dan kompleks sehingga dapat menimbulkan ketidakpastian yang akhirnya akan memunculkan berbagai macam risiko. Dampak risiko tersebut dapat mempengaruhi produktivitas, kinerja/performance, kualitas dan anggaran biaya proyek. Kesuksesan proyek konstruksi sangat tergantung dari kemampuan manager proyek dalam mengelola risiko yang terjadi. Manajemen risiko meliputi langkah- langkah yang terkait usaha pelaksanaan perencanaan manajemen risiko, identifikasi, tanggapan, dan monitoring serta pengawasan pada suatu proyek. Oleh karena itu, dilakukan penelitian yang bertujuan untuk mengidentifikasi, menganalisis, serta mengetahui respon risiko-risiko yang dominan terjadi, dengan menggunakan metode pengumpulan data primer berupa kuisioner dengan menggunakan skala likert, matriks Probability x Impact, Risk Map dan wawancara, dimana pada penelitian ini didapatkan sebelas variabel risiko yang dominan terhadap proyek ini.

The operation of a toll road typically involves an economic activity for which State aid rules apply. However, if the construction and operation of the road infrastructure is bundled and they are tendered out together, they usually fall outside the State aid regime. The reason for it lies in the fact that the use of competitive procurement procedures aim to increase the efficiency of public expenditure and to ensure a level playing field for private operators to compete for public contracts. Nevertheless, based on the European Commission’s decisional practice, it transpires that an economic advantage for a concession holder cannot be ruled out automatically, in particular when there are amendments made to the original agreement. On the example of the Autostrada Wielkopolska S.A. case, critical State aid issues are discussed, among others, the application of State aid rules to public financing of infrastructure, the amendments made to a concession contract in the light of the risk assignment problem, as well as the existence of State aid in the form of overcompensation for a concession holder. The considerations are carried out on the canvas of a concrete case; however, they are enriched by the analysis of relevant legal provisions as well as conclusions from the EU courts and the European Commission decisions made in similar cases.

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.

In Indonesia, public–private partnerships (PPPs) schemes have been attracting a lot of attention to meet the huge demand for infrastructure developments. However, their applications are still limited and the financial close of a project tends to be behind the planned schedule. This research therefore aims to investigate the critical success factors (CSFs) causing fast/slow progress in the processes toward the financial close of PPPs toll road projects in Indonesia. The results revealed that, to realize smoother delivery of PPPs toll road projects in Indonesia to the financial close in the future, it is important to improve coordination among the related stakeholders especially between the central and local governments, though the other CSFs are currently well developed. The research also found an issue that should be addressed from a sustainability viewpoint, namely that the government highly depends on state-owned companies (SOEs) for a timely financial close of PPPs toll road projects.

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

Many parties are involved in a construction project, so in deciding a method of implementing the box girder erection many criteria are taken into consideration. Consequently, decision making is not easy for decision makers. A simple, frequently-used, and popular method for decision making is Fuzzy-Analytical Hierarchy Process (F-AHP) which is designed to overcome the problem of multi criteria decision making (MCDM) in the subjective assessment process. This study aims to obtain the correct method of implementing the box girder erection to be used. Based on previous research, the criteria for determining box girder erection method are the criteria for job risk, work quality, implementation time, implementation process, work safety, and work costs. The alternatives compared are the tandem crane method and the launching gantry method. The data in this study were collected through questionnaires distributed to the expert parties involved in Jakarta - Cikampek II Elevated Toll Road Project. F-AHP analysis is based on the weighting of quantitative criteria as a result of normalized calculations and qualitative criteria from the results of the respondents questionnaires which were then made pairwise comparisons assisted by Microsoft Excel software. The results of the analysis show that the occupational safety criteria are the most influential criteria with a weight of 0.454, then followed by job risk criteria (0.169), implementation time (0.119), work quality (0.114), implementation process (0.084), and work costs (0.061). The most appropriate method used in the work of the box girder erection at Jakarta - Cikampek II Elevated Toll Road Project is a launching gantry method with a value of 0.597, while the tandem crane method has a value of 0.403.

The literature on public-private partnership (PPP) agreements suggests that variation renegotiation places the public sector authority at a disadvantage, because the authority has to pay ex...

In a construction project, there are several aspects that cause the project not to go according to plan. Cost and time are aspects that need to be considered to avoid losses incurred in a project. Jombang-ploso-legundi-gresik road project is one of the road widening projects carried out by PT. Mix Pro Indonesia. The project was carried out with the aim that access to (Surabaya-Mojokerto) or further trans Java toll road is quicker safe and smoother. This research aims to optimize the cost and time on the project using the Earned Value method. Calculations include the calculation of ACWP (Actual Cost of Work Performance), BCWS (Budgeted Cost Work Schedule), and BCWP (Budgeted Cost for Work Performed) using the Earned Value method. From these parameters, estimate aspects of cost and time. As well as project analysis of acceleration on a critical trajectory of work. The results of calculations in the 12th week obtained a BCWS value of Rp 1,216,677,846,400 BCWP = Rp 3,040,372,140,080, ACWP = Rp 3,678,560,000. CV value = -Rp 109,203,495.92, SV = Rp 895,646,816.82, CPI = 0.827, and for SPI = 2,499. From these results it can be seen that the CPI value < 1 which means that there are project expenditures that exceed the original plan. With the results, it can be used as a reference in the implementation of project activities.

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.

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.

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.

The system of performance management is a complicated interconnected array of things to do holistically viewed as a built-in and multiplied toll road in an institution's journey in the course of the achievement of the goals by using nurturing and harnessing personnel resources, strengthening their skills to attain enduring comparative benefits. This survey and study undertaken intends to elucidate the effect of performance management technique on employee involvement. The degree of participation and membership of the employees in the policy making process of the organization is discerned to be the reflection of its Employee Involvement (EI). The statistics for the primary study was gathered from 200 scientists employed in Research and development organisations at the national level and the survey which was carried out during the first three months of 2019 is expected to articulate and reinforce the view that performance management system as the predictor impacts the result employee involvement.

The purpose of this research is to assess the impact of the commissioned toll road running through the city’s residential areas on the market value of residential real estate. The article presents a review of non-traditional methods for assessing real estate value, mainly in foreign publications. The Western High-Speed Diameter (WHSD) is the most significant transport and infrastructure project of the current decade for St. Petersburg. The most inaccessible part of the city on Vasilievsky Island was analyzed, as the example of new and secondary real estate value changes, were examined from August 2015 to December 2017, by the time when the new transport interchange of WHSD in the western part of the island was constructed and put into commission. For the study, the authors used the data of the Real Estate Bulletin of St. Petersburg at the end of 2015 and 2017, the data of the cadastral assessment of residential real estate of St. Petersburg of 01.01.2015 and 01.01.2018. Main research method is the study of two-dimensional and conditional distributions of random values of bid prices and cadastral values, which allows obtaining estimates of the market value of the real estate that has passed cadastral registration, and estimates of growth rates. The comparison of prices of offers with cadastral values applied in the article, with a simple and natural speculation of logarithmically normal distribution, allows us to propose a method of assessing the market value for any property, even if the information about it is not available in the market data. The obtained numerical results showed a rise in the cost of a significant part of the mass-market for the study period up to 18% without discount on the auction, and up to 9% taking into account the discount on the auction. It turned out to be slightly higher than the general change in the prices of proposals that can be found in advertising publications. A significant change (from 50% to 73%) was found in business-class properties, located in the area with significantly changed species characteristics and improved transport accessibility, in the immediate vicinity of the exit from WHSD. The results, indicating the growth of market value, allowed us to make a general conclusion about the changes in the attractiveness of the area for different segments of the population of the city: both for the mobile middle class, focused on the mass-market, and for buyers of the premium segment, having increased requirements for the real estate. The authors believe that the growth of the market value of real estate in the area of transport interchanges of modern infrastructure projects could be higher in other macroeconomic conditions. At present, the effective demand of the population is obviously not sufficient.

This paper explores the impact of Gedebage Terminal development to traffic performance in Bandung City, as well as the development of the inner-city toll road that connects eastern and western part of Bandung City. In addition, the study also analyzes the potential of minibus / public transport route that connects three terminals, namely Gedebage, Cicaheum and Leuwipanjang Terminal, in Bandung City. The study is carried out by using the 4-step modeling principle, by utilizing EMME/4 software. According to the analysis, the development of inner-city toll road will impact the city’s road performance significantly. On the other hand, the development of Gedebage Terminal as a terminal that serves intercity travel replacing Cicaheum Terminal will influence road network performance around the terminal in terms of traffic flow, vehicle speed and volume capacity ratio. The analysis results also suggest that the addition of public transport fleet with high capacity, such as bus, that connects the bus terminals is necessary to support public transport performance in Bandung City.

Despite a considerable increase in the capacity of the Internet, regional congestion is still an issue at certain times of day. Dimensioning the system to provide minimal delay under these transient conditions would be uneconomical, particularly as various forms of application data are more or less sensitive to these delays, as are different end-users. We therefore investigate a scheme that allows end-users to selectively exploit a sequence of mini tunnels along a path from their origin to a chosen destination. We assume the availability of such tunnels is advertised centrally through a broker, with the cooperation of the Autonomous System (AS) domain operators, allowing end-users to use them if so desired. The closest analogy this scheme is that of a driver choosing to use one or more toll roads along a route to avoid potential congestion or less desirable geographic locations. It thus takes the form of a type of loose source routing. Furthermore, the approach avoids the need for inter-operator cooperation, although such cooperation would provide a means of extending tunnels across AS peers. In this paper we explore the benefit in terms of delay reduction for a given concentration of tunnel presence within a portion of the Internet. We show that a relatively small number of tunnels may be sufficient to provide worthwhile improvements in performance for some users at least. We consider both the case when tunnels are randomly distributed, and when they are provided close to an AS domain of interest, where traffic congestion is more likely. In this latter case, even a relatively small number of tunnels can provide a notable benefit to a reasonable number of users spread across a large region.

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.

Foundation testing and instrumentation on large bored pile in Indonesia are presented in this paper. Testing on large bored pile with high capacity required analysis and design that satisfy safety and geotechnical criteria. For the last five years, Indonesia has a massive infrastructure project from toll road, bridge, airport, and power plant. The paper discusses the process of a super-high-capacity long span bridge foundation testing in Jakarta. The LRT is one of the largest infrastructure projects, where all the structure elevated and some of the intersection constructed as long span bridge. The long span bridge required 4400-tons pile capacity. Since static axial load test is mandatory, it become a challenge to conduct it in the middle of the Jakarta with a very narrow working space. Reaction system was chosen as the method of pile test and it became the largest foundation test with reaction system in Indonesia.

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.

Infrastructure has been discovered to be the backbone of an economy due to its influence on business and productivity. However, a significant investment funding gap was observed in infrastr...

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 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.

Vehicle classifications with different methods have been applied for many purposes. The data provided in this article is useful for classifying vehicle purposes following the Indonesia toll road tariffs. Indonesia toll road tariff regulations divide vehicles into five groups as follows, group-1, group-2, group-3, group-4, and group-5, respectively. Group-1 is a class of non-truck vehicles, while group-2 to group-5 are classes of truck vehicles. The non-truck class consists of the sedan, pick-up, minibus, bus, MPV, and SUV. Truck classes are grouped based on the number of truck's axles. Group-2 is a class of trucks with two axles, a group-3 truck with three axles, a group-4 truck with four axles, and a group-5 truck with five axles or more. The dataset is categorized into five classes accordingly, which are group-1, group-2, group-3, group-4, and group-5 images. The data made available in this article observes images of vehicles obtained using a smartphone camera. The vehicle images dataset incorporated with deep learning, transfer learning, fine-tuning, and the Residual Neural Network (ResNet) model can yield exceptional results in the classification of vehicles by the number of axles.

This chapter presents a case study of the Maputo Corridor toll road concession, linking South Africa with neighboring Mozambique. As the first cross-border transport PPP in SSA, this project is the first PPP in the region with a claim to the kind of “transformational” qualities that the G20 and the African Union have been hoping will dramatically improve infrastructure across the continent. The continent includes many landlocked countries as well as countries that are too small and poor to be able to finance adequate power and transport infrastructure without the collaboration of neighbors. However, this project is still the only cross-border toll road concession ever completed in SSA. Why have no similar projects ever been completed in Africa? What makes the Maputo toll road a unique project? What lessons can we learn from the Maputo project about the likely success of cross-border transformational PPPs in SSA?

Public–private partnership (PPP) toll road projects are widespread around the world. However, it is difficult to predict traffic demand and cost accurately, which may lead to high profit ri...