The proposed type of structure for the project is usually built in Indonesia by the local contractors. Total affected houses and buildings as a result of the implementation of the Project Road is estimated at approximately 2,595.
TRAFFIC MANAGEMENT IN THE PROJECT AREA
The LARAP framework consists of the policy and concept of land acquisition and resettlement plan for the PAPs. The exit and entrance to Tamansari will be intended for traffic north of the city.
PROJECT EVALUATION
In addition to road development and improvement, a balance between private and public transport is considered important to solve the city's current traffic situation. Accordingly, the scattered development of the roads in the CBD's roads will be adjusted to mitigate the current concentration of traffic in the area.
NOTES ON PROJECT IMPLEMENTATION AND SUPERVISION
After the completion of the construction of the entire network, the Project road will be operated and maintained by a duly selected O&M company as one of the toll roads in the country. As usual, this issue will be one of the most serious concerns for the implementation of the Project.
CONCLUSIONS AND RECOMMENDATIONS
However, if only part of the network is temporarily opened to traffic after the completion of Phase 1, a temporary O&M system, (for example, entrusting Jasa Marga) should be considered from the point of view of economy and efficiency. 5) Issues in social and environmental considerations. As usual, this issue will be one of the most serious concerns for the implementation of the Project. section) is suggested to be open to traffic in 2020 based on the results of the economic assessment.
INTRODUCTION
BACKGROUND OF THE STUDY
OBJECTIVES OF THE SURVEY
STUDY AREA
PROJECT BACKGROUND AND NECESSITY
- PRESENT CONDITIONS AND ISSUES IN THE TRANSPORT SECTOR IN INDONESIA
- DEGRADATION OF ROAD NETWORK CONDITION
- ROAD SERVICE PERFORMANCE
- ROAD FINANCING AND LIMITED FUNDS CAPACITY OF LOCAL GOVERNMENT
- PROBLEMS OF ROAD TRAFFIC SERVICES
- PRESENT CONDITION AND ISSUES IN THE TRANSPORTATION SECTOR IN BANDUNG
- TRANSPORT POLICY OF INDONESIA
- POLICY DIRECTIONS
- PROGRAMS FOR 2005-2009
- TRANSPORTATION POLICY OF BANDUNG
- TRANSPORTATION POLICY OF INDONESIA
- TRANSPORTATION POLICY OF BANDUNG
- OTHER DONORS’ ACTIVITIES IN TRANSPORT SECTOR
- CONFORMITY WITH NATIONAL/REGIONAL DEVELOPMENT PLANS The GOI shows the basic national policy and strategy for infrastructure including the transport sector
- GEDEBAGE DEVELOPMENT PROJECT
- NECESSITY OF THE PROJECT
The existing condition of the road network in the Bandung Metropolitan Area is shown in Table 2.4.1 below. Bandung Metropolitan Area needs ring roads in the south side and north side (Ring Road I and Ring Road II).
PROJECT OUTLINES
PROJECT OBJECTIVES
PROJECT OUTLINES
- OVERVIEW OF THE PROJECT
- PHASING OF THE PROJECT
- SUMMARY OF CONSTRUCTION WORKS FOR JAPANESE ODA PORTION
One of the most serious is the traffic congestion in many road sections in the city. The geometric design criteria for the ramps and interchange design applied in the feasibility study are given in Table 3.2.9.
REVIEW OF TRAFFIC DEMAND FORECAST
- REVIEW OF EXISTING TRAFFIC DEMAND FORECAST (1) Methodology Overview
- STUDY ON THE GENERATED TRAFFIC DEMAND BY NEW DEVELOPMENT There are some new developments in the Bandung Metropolitan Area based on the master plan that
- SUPPLEMENTARY TRAFFIC SURVEY
- UPDATE OF FORECAST TRAFFIC DEMAND ON BIUT ROAD PROJECT
- TOLL TARIFF SENSITIVITY
It was a one-day survey conducted each in the weekday and weekend periods. The weekday survey was conducted on Tuesday, February 17, 2009, and the weekend survey was conducted on Saturday, February 21, 2009. This means that the potential traffic volume in the existing road corridor is 44,076 vehicles/day.
PROJECT COST AND FUNDING PLAN
- REVIEW OF EXISTING DESIGN OF THE BIUT ROAD PROJECT (1) General
- PREVIOUS AND UPDATED COST ESTIMATES (1) Procedure of Cost Estimate
- FINANCING PLAN AND EXAMINATION OF PPP OPTIONS (1) Financing Options and Basic Assumptions
- PROCUREMENT METHOD (1) Construction Work
The JICA survey team updated the F/S cost estimates based on the procedures shown in Figure 3.4.11. Prior to inspection, the summary of I/P cost estimates was converted to unit price per square meter (Rp/m2) as shown in Table 3.4.4. Thus, the cost breakdown of the steel box girder has been modified using the latest unit prices of building materials.
The cost specification of the underpass has therefore been changed to include the construction costs of the bridge structure on the underpass. As a result of the construction costs and the cost estimate of the consultancy services, as well as an estimate of other cost items such as land acquisition, administration costs, taxes, etc. It is assumed that the physical contingency of the construction costs is 10% of the construction costs. reference to an example of a TgPA project.
Price escalation of the construction cost is assumed to be 25% of the construction cost with reference to the I/P report for the BIUT road project. The interest rate for the interest during construction is assumed to be 1.4% compared to the latest interest rate on the Japanese ODA loan. The possibility of the PPP scheme is examined in this section and the relevant options.
IMPLEMENTATION STRUCTURE AND PROGRAM
- EXECUTING AGENCY
- IMPLEMENTATION STRUCTURE
- IMPLEMENTATION PROGRAM
For phase 1, Bina Marga, as employer, will recruit a consultant to carry out the detailed design, tender supervision and construction supervision. For Phase 2, a different advisor will be used for the same purpose and the same process will be followed, unless a different type of financing system, such as PPP, is applied. However, because the financing plan for Phase 2 is still uncertain, its implementation structure cannot be clearly described.
If PPP is adopted for Phase 2 implementation, a typical implementation structure will be as shown in Figure 3.5.4. Tentatively, the detailed design for Phase 2 is also supposed to be undertaken together with Phase 1 by the same consultant. Based on these schedules, the construction works for Phase 1 will start in January 2013 and will be completed in three years, or by December 2014.
As far as the project's phase 2 is concerned, because the financing scheme and thus the implementation process has not yet been completed, it is difficult to assess the implementation program with certainty at this time. Land acquisition and resettlement of affected people for phase 2 may start simultaneously with phase 1, but is expected to require at least twice the period of phase 1, resulting in completion of land acquisition and resettlement in mid-2014 If the construction period for phase 2 is assumed to be three years similar to phase 1, the completion of construction will be mid-2017, or a year and a half after phase 1.
OPERATION AND MAINTENANCE STRUCTURES
- TOLL COLLECTION PLAN
- INSTITUTIONAL STRUCTURE AND CAPACITY FOR O&M
- INSTITUTIONAL STRUCTURE AND CAPACITY FOR ENVIRONMENTAL MANAGEMENT
An appropriate and practical O&M institutional plan will be proposed to ensure smooth implementation of the BIUT Road Project. Taking over the development rights for toll roads after the expiry of the concession period, and recommending their further operation to the Minister of Public Works. Temporarily taking over the development rights for toll roads that have failed since the concession, for the re-tendering of the development.
Supervise the company's fulfillment of all obligations from contracts on the development of toll roads and regularly report the results to the Minister of Public Works. The purchase of an O&M company is considered based on the financial strength of the company and its capacity and experience in providing relevant O&M services. It is particularly important that the O&M of the BIUT road be coordinated with the Padalarang - Cileunyi toll road, which will be connected to the BIUT road.
Padalarang – Cileunyi Toll Road and BIUT Road are recommended as it will contribute to the financial viability of the O&M business and demonstrate sound toll road operation. Maintenance of toll roads includes the following tasks and the operator should establish a suitable unit to cover all the typical routine maintenance works as summarized in Table 3.6.2 to Table 3.6.6. The key content of the environmental management plan, especially various mitigation measures for the construction phase and implementation.
ENVIRONMENTAL AND SOCIAL CONSIDERATIONS
- REVIEW AND CONFIRMATION OF EIA (1) EIA procedure in Indonesia
- REVIEW OF ENVIRONMENTAL CONSIDERATIONS
- REVIEW OF SOCIAL ENVIRONMENT CONSIDERATIONS
- ENVIRONMENTAL CHECK LIST AND RECOMMENDED MITIGATION MEASURES
The impact on land acquisition and resettlement through the implementation of the project is quantitatively assessed and evaluated at the same project stage. However, some indications and requirements for the vibration survey along the project road were proposed and recorded in the minutes of the public consultation meeting in the AMDAL study. It is therefore essential and important to consider earthquake resistant construction at the detailed design stage of the project.
These relevant authorities will be responsible for the supervision of the environmental management of the impacts. The estimation of the noise level along the project road was made using the method as the following equation. Environmental monitoring programs should be implemented in two phases: during construction and during the operational phase of the project.
This involves providing questionnaires and conducting further interviews with people in the Projectweg area. They expressed uncertainty as to whether these consequences had been properly anticipated by the project's initiators. Many building structures are therefore subject to evacuation due to the implementation of the project.
Because the land price is high, negotiations on land purchase are crucial for the implementation of the project. The effects of the project in terms of improving the existing traffic situation must be clearly presented.
TRAFFIC MANAGEMENT IN THE PROJECT AREA
- Study on Traffic Problems in the Project Area (1) General
- Mitigation of Traffic Congestion near the Project Road (1) Effects of the Project Road on the Traffic Conditions
- Suggestions for Area-Wide Traffic Management in Bandung (1) Infrastructure Development
This road, as mentioned above, is also part of the city's outer ring in the north. North-south traffic mainly consists of traffic from industrial areas in the south of Bandung and from residential areas in the north of the city. Another feature of the road network in Bandung is that there are many one-way streets in the central part of the city.
Special attention should be paid to the traffic conditions east of the Gasibu underpass area. The future traffic situation of this intersection will improve dramatically due to the construction of the planned Pasteur-Cileunyi Toll highway. According to the F/S study, the Pasupati Bridge will be incorporated as part of the toll highway and will be used by users of the toll highway.
The management of motorcycle traffic currently using the Pasupati Bridge affects the traffic movement in the north-central part of the Bandung city area. On the other hand, the installation of access ramps along the planned toll highway will affect the traffic operation of the Pasupati Bridge. On the other hand, new users of the toll highway do not have access to both ends of the Pasupati Bridge.
STUDY ON APPLICATION OF INTELLIGENT TRANSPORTATION SYSTEMS (ITS) TECHNOLOGY, INCLUDING ELECTRONIC TOLL
- Introduction
- Issues to be solved by ITS
- Current Condition
- Proposed ITS Services in Bandung City
The development of the Gedebage complex is planned and a truck terminal is located near the project section in Gedebage. The deployment of the touch and go toll collection system, called 'e-Toll card', by the toll road operators is underway. The use of the prepaid card is limited to tolls from February 2009, and the payment is planned to be extended to other services such as parking, petrol stations and convenience stores.
At the time of development, traffic lights, loop coil detectors and CCTV were installed at major intersections. In addition, the capacity of the toll gates is 500 vehicles per hour on the entrance ramp and 300 vehicles per hour on the exit ramp. The guideline for the ETC standard is currently being prepared by BPJT and describes the basic functions that Touch and Go and Non-Stop Toll Collection systems must meet, including the requirements of the IC card that meets the standards of ISO 14443 – A/ b.
The Ministry is considered as an agency consisting of the related domestic organizations for ITS development in Indonesia. However, the use of the Touch and Go system is still ongoing in Jakarta and it is planned to cover the toll road in Bandung City. As a result, the 2-part type OBU enables sharing of the IC board between Touch and Go System and Non-stop ETC, as illustrated below.
