ECONOMIC FEASIBILITY ANALYSIS OF KUNIR INTERCHANGE* Putri Astiana Virgita Binus University, Jl. KH. Syahdan No. 9 Kemanggisan Jakarta Barat, 5345830,
[email protected] Putri Astiana Virgita, Eduardi Prahara
Abstract DKI Jakarta is a city with the densest population. One of the areas in the capital Jakarta, namely the area of West Jakarta Old Town area is one of the areas with the traffic volume is high enough. Volume of vehicle and capacity uneven road at the intersection and the intersection Jayakarta Beos is causing congestion and queues of vehicles significantly. These problems indicate the need to do repairs to the intersection and the intersection Jayakarta Beos for traffic at intersections can be run properly. In the settlement of these problems has made two alternatives, namely with the construction of fly over or underpass, then after the alternative of one of the builders is done, it will be reviewed in terms of its economic feasibility. In a qualitative evaluation, construction of fly overs is the best alternative solution. Assessed in terms of savings, increased capacity, and a decrease in the degree of saturation. But that choice is not the final choice, but only subjective views in terms of the author's observation. Keywords : Early Identification, Traffic Problems, Alternative Solutions, Intersection Beos, Intersection Jayakarta.
PREFACE Along with the rapid economic development and population growth it is increasingly making increasing volume of motor vehicles at the present time, the impact on improving traffic flow. Therefore it should be offset by an increase in the existing facilities and infrastructure. If it is neglected it will arise the problem of traffic jams and accidents, among others, that every year an increasing number. Currently most major congestion problem
that
is difficult to over come,
especially at certain times. Seeing it is a solution that can be done to address the problem of congestion of them by adding extensive road network, expand the shoulder of the road with no plot or construct intersection familiar called overpass (fly over), and change the behavior of traffic at any given time.
RESEARCH METHOD The study begins by reviewing the literature to find and study the reference material about the theory of the construction of fly overs. Then identify problems that are at the basis of the problems in the * Analisa Simpang Tak Sebidang Kunir
form of traffic jams. The development of this study is done by obtaining parameter current value, capacity and degree of saturation. This development results were verified using the PCI method for calculating operational costs, subsequent economic criteria to calculate the NPV method, BCR, and EIRR. Then see which is the most efficient alternative.
Picture1. Methodolgi of ResearchRESULT AND DISCUSSIONS
Vehicle Operating Costs : Improvement of existing roads or construction of new roads will make an impact in the form of reduced operating costs through increased roughness of the road which has a major influence on the consumption of fuel, tires and maintenance of the vehicle. Ruggedness and capacity building will reduce vehicle operating costs (VOC) through increased speed. The method used is based on the results of this study in which the study conducted an analysis of several roads. By using the calculation Vehicle Operating Costs (VOC) as a function of road roughness average traffic speed. To simplify the calculations, conducted a study of a number of pairs of speed and degree of roughness (IRI) to get the hypothetical equation BOK value based on the function of speed and roughness. Roughness (IRI), velocity (V) and the BOK may be expressed in the following equation using the PCI : Calculation of Vehicle Operating Costs : 2
2
BOK = k1 + k2/V + k3.V + k4.IRI + k5.IRI
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Where : VOC
=
Vehicle Operating Costs / 1000 Vehicle-Km.
V
=
Average Speed (Km / H).
K1
=
Constant.
IRI
=
Surface Roughness ( m / km).
K2, K3, K4, K5
=
Coefficient.
Table Equation Calculations Vehicle Operating Costs With PCI Methods : Sedan
Bus
k1
1589
1464
k2 (1/V)
3446
24609
k3 (V²)
0,01
0,04465
k4 (IRI)
11.120
33.721
k5 (IRI²)
0,49
18.289
IRI
4
4
0,99
0,01
Composition (%)
Difference In Vehicle Operating Cost Savings As Not Itersection Development No.
Year
Do Nothing
Do Something
Difference
0
2015
2.880.269.561
2.843.931.204
38.836.547
1
2016
2.952.798.799
2.911.352.822
44.452.225
2
2017
3.026.653.667
2.984.049.858
45.728.547
3
2018
3.104.342.765
3.060.428.251
47.169.634
4
2019
3.179.575.794
3.134.949.523
48.007.231
5
2020
3.262.239.775
3.216.447.561
49.384.302
6
2021
3.350.282.488
3.303.328.854
50.727.951
7
2022
3.456.015.097
3.407.943.767
51.872.675
8
2023
3.543.095.413
3.493.803.320
53.226.330
9
2024
3.640.045.556
3.589.477.316
54.638.155
10
2025
3.722.176.960
3.679.292.846
56.360.638
11
2026
3.818.165.619
3.764.966.396
57.298.687
12
2027
3.915.339.681
3.860.777.020
58.654.022
13
2028
4.045.162.981
3.985.664.105
62.462.361
14
2029
4.150.588.582
4.093.019.634
61.074.901
15
2030
4.240.185.274
4.180.863.651
62.192.345
16
2031
4.329.844.695
4.268.919.560
63.558.604
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17
2032
4.470.112.934
4.407.504.784
64.931.728
18
2033
4.579.362.201
4.514.735.272
64.626.929
19
2034
4.995.056.684
4.925.556.892
69.499.792
20
2035
5.000.942.466
4.929.793.560
71.148.906
Time Value Calculation : Revenue per year is then converted into revenue per hour and separated according to destination. Can be expressed in the following equation : Veh-Hour x Value x Composition Annual Vehicle Where : Veh-veh-Hours
=
Hours / Average Vehicle Speed (km / hour).
Annual Value
=
Value Time One Vehicle In One Year.
Composition
=
Total Vehicle (%).
Benefits Value Difference Time For Not Intersection Development No.
Year
Do Nothing
Do Something
Difference
0
2015
20.429.625.390
21.327.705.799
898.080.408
1
2016
21.224.330.190
22.170.508.548
946.178.357
2
2017
21.948.352.957
22.926.328.286
977.975.328
3
2018
22.808.032.724
23.827.486.572
1.019.453.848
4
2019
23.816.970.816
24.876.295.850
1.059.325.034
5
2020
25.139.218.033
26.252.445.471
1.113.227.438
6
2021
26.235.652.702
27.390.519.142
1.154.866.439
7
2022
27.358.236.635
28.578.735.993
1.220.499.357
8
2023
28.726.619.554
30.019.079.846
1.292.460.292
9
2024
30.367.485.094
31.749.101.004
1.381.615.909
10
2025
32.115.683.153
33.503.105.712
1.387.422.559
11
2026
34.034.170.347
35.688.547.194
1.654.376.847
12
2027
36.635.468.116
38.497.767.735
1.862.299.619
13
2028
39.627.895.797
42.295.220.163
2.667.324.366
14
2029
43.908.771.430
46.604.452.003
2.695.680.573
15
2030
48.500.570.220
52.009.926.924
3.509.356.703
16
2031
51.460.545.015
55.466.095.518
4.005.550.502
17
2032
56.087.657.380
60.839.554.545
4.751.897.165
18
2033
61.158.585.261
67.410.615.771
6.252.030.509
19
2034
74.455.788.709
82.524.943.897
8.069.155.188
20
2035
74.455.788.709
82.524.943.897
8.069.155.188
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In the economic evaluation, the value of time saved, converted into rupiah as an advantage. This value is converted from the difference between the average delay at intersections for each alternative to existing conditions. The value it self shows the re duction in vehicle operating costs and the cost of the waiting time. Construction costs, land acquisition costs and maintenance costs are used as a factor in the calculation of the cost for each alternative are applied. As explained above that the parameters used as output economic analysis is the Net Present Value (NPV), Benefit Cost Ratio (BCR) and Economic Internal Rate of Return (EIRR). The following is a summary of the calculation of net cash flow (net chasflow) for each alternative : Economic Feasibility Analysis of Results of Alternative II Using Construction (Concrete U-Girder) Discount Rate
5%
10%
15%
NPV
75.387.898.716
-10.316.423.045
-44.190.559.875
BCR
1,378
0,932
0,644
EIRR
9,08%
The intersection of several alternatives visible volume of traffic through the fly over on the conditions during the peak hours in the operation plan fly over with 1 direction. Based on these results, it can be calculated that the number of lanes required to fly over as follows :
Parameter Fly Over Development Parameter
Dimention
Lane Number
2 lajur 1 arah
Lane Width
2 x 3,5 m
Base Capacity
3.300 smp/jam
Adj. Factor For Side Friction and City Size
0,82 & 1,04
Actual Capacity
2.814 smp/jam
Volume In The Operation of The Fly Over
1.700 smp/jam
Volume 5 Years After The Fly Over Operation (I = 3% / Year)
1.918 smp/jam
Intersection are selected is a two lane fly over and one way by using construction U - Girder Concrete. Analysis of the election was a plot types can be seen in the table below. Based on the results of the comparison is not intersection, both the fly over and underpass then the ranking of the highest value are two alternatives, namely fly over by using U - Girder Concrete. Analysis of the selection was a intersection can be seen in the following table :
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No
1
2
Aspek Penilaian
Teknis
Ekonomi
Alternatif 1
Alternatif 2
Alternatif 3
Alternatif 4
Hollow Box Girder Beton
U – Girder Beton
Box Girder Baja
Underpass
Kriteria
Panjang Konstruksi (m) Gradient (%) Tingkat Kesulitan Selama Periode Konstruksi Dampak Kemacetan Selama Pekerjaan Konstruksi Jumlah
Kriteri a
Nilai
Kriteri a
Nilai
Kriteri a
Nilai
Kriteri a
Nilai
400
5
400
5
400
5
600
3,33
3,00
5
3,00
5
3,00
5
3,50
4,29
Sedang
3
Sedang
3
Sedang
3
Tinggi
2
Tinggi
2
Tinggi
2
Tinggi
2
Sangat Tinggi
1
15,00
15,00
15,00
10,62
Bobot
50%
50%
50%
50%
Nilai Teknis Biaya Konstruksi (Milyar Rupiah) NPV 5% (Miliar Rupiah) EIRR (%)
7,50
7,50
7,50
5,31
BCR 5%
141,54
1,42
124,42
5
128,80
4,084
143,60
1
47,95
3,2
75,39
5
68,38
4,54
14,88
1
7,42%
2,98
9,08%
5
8,63%
4,45
5,78%
1
1,21
2,875
1,38
5
1,33
4,375
1,06
1
Jumlah Bobot Nilai Ekonomi TOTAL NILAI SELURUH ASPEK
10,38
20
14,68
4,00
50%
50%
50%
50%
5,19
10
7,34
2,00
12,69
17,50
14,84
7,31
CONCLUTION AND RECOMMENDATIONS From the research that has been done, it can be deduced as follows : a)
Existing conditions characteristic Beos intersection before the construction of fly overs obtained DS value of 0.80 and at the intersection of Jayakarta of 1.0. Meanwhile, after the construction of
fly overs for Kunir direction
to wards Jayakarta
then its DS value
decreased. If seen from the calculation MKJI it can be concluded that the construction of * Analisa Simpang Tak Sebidang Kunir
fly overs Jalan Jalan Pangeran Jayakarta Kunir feasible in terms of traffic no longer passes through the intersection Beos because with the flyover. Thus the value of the DS at the intersection Beos reduced that to 0.6 and the intersection Jayakarta reduced to 0.7. Therefore, the presence of such development will be able to unravel congestion in the surrounding area. b)
Fly over Road Kunir when viewed from savings vehicle operating costs (VOC) during the 20 years of Rp 71,148,906, while the value of time savings for 20 years due to fly over is $ 8,069,155,188. Given these savings are obtained BCR value = 1.378 (BCR> 1), whereas when viewed from the NPV is Rp 75,387,898,716 (NPV> 0), it can be said to fly over the economically viable and feasible to build flyovers.
c)
As early identification in solving traffic problems at the intersection Beos and Jayakarta, there are two alternative solutions that can be applied. underpass and fly over development Comparisons performance Beos and Jayakarta intersection after going through the calculations, alternative solutions are chosen based on a qualitative evaluation by the author are two alternative solutions (construction fly over). By using the U - Girder Concrete construction which is the best solution than other alternative solutions. The use of this type of construction has the advantage that the use of space appropriate or optimal field conditions that exist. Moreover, with this type of construction will facilitate its implementation as a tool used in accordance with the conditions of the field. However, this tool also has weaknesses that can only move in one direction only.
d)
Performance comparison results intersection before and after being given the alternate addition of fly over looks quite significant. It can be seen from a decrease in the degree of saturation that occurs.
REFERENCE Andriani, (2011). Studi Kelayakan Pembangunan Fly Over pada Persimpangan Permata Hijau Dilihat Dari Segi Lalu Lintas Dan Ekonomi Jalan Raya. Universitas Bina Nusantara. Jakarta. Balitbang Departemen PU, (2005). Metode Perhitungan IRR. Hobbs, F.D. (1995). Perencanaan dan Teknik Lalu Lintas. Penerbit Gadjah Mada University Press. Morlok, E.K. (1998). Pengantar Teknik dan Perencanaan Transportasi. Penerbit Erlangga. Jakarta. MKJI, (1997). Republik Indonesia Direktorat Jenderal Bina Marga Direktorat Bina Jalan Kota (Binkot). Provinsi DKI Jakarta, (2014). Kajian dan Basic Design Simpang Tak Sebidang Kunir – Jayakarta. Ogleby, C. H and Hick, R.G. (1988). Teknik Jalan Raya. Penerbit Erlangga. Jakarta. Putri Khoiriyah Utami, (2007). Penentuan Nilai Ekuivalensi Mobil Penumpang (EMP). Universitas Sebelas Maret. Surakarta. Raharjo dan Ferianto, (2007). Ekonomi Teknik. Analisis Pengambilan Keputusan. Yogyakarta. Rohani, (2006). Hubungan Antara Kecepatan, Volume, dan Kerapatan dengan Metode Greenshield. Jakarta. Rahmatang, R. (2010). Studi Kelayakan Pembangunan Jalan Layang Ditinjau Dari Segi Teknik Lalu Lintas. Mektek Majalah Ilmiah. Surabaya. * Analisa Simpang Tak Sebidang Kunir
Rosid Hudoyono, (2006). Efisiensi Rencana Fly Over Kalibateng Kota Semarang Dalam Mengatasi Kemacetan Dari Sisi Pengguna. Universitas Diponogoro. Semarang. Selpiana Apriani, (2013). Studi Persimpangan Bundaran Suci Kabupaten Garut. Sekolah Tinggi Teknologi Garut. Jawa Barat. Setia Ade Ariyanto, (2012). Studi Kelayakan Pembangunan Jalan Layang (Fly Over) Pada Ruas Jalan Sepanjang – Krian Km 16+540 – 17+680 Ditinjau Dari Segi Teknik Lalu Lintas Dan Ekonomi. Surabaya. Yusandi Aswat, (2010). Studi Kelayakan Perlintasan Sebidang Pada Jaringan Jalan Dalam Kota Dan Antar Kota. Media Teknik Sipil. Sumatera Utara.
BIOGRAPHY Putri Astiana Virgita lahir di Jakarta pada tanggal 30 Agustus 1992, Penulis menamatkan pendidikan S1 di Universitas Bina Nusantara dalam Bidang Teknik Sipil pada tahun 2015.
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