Feasibility Study

OCTOBER 2015
 Table of Contents

Cover Page

Table of Contents

Executive Summary

Introduction

Chapter 1: The Need

Chapter 2: The Options

Chapter 3: The Viability

Chapter 4: The Feasibility

Chapter 5: Conclusion

2
Bekasi Aeromovel Feasibility Study
 Executive Summary

The city of Bekasi as an extension of Greater Jakarta, today serves as a residential

enclave with the larger population commuting to work in the urban areas surrounding the
city. The latest official estimate for year 2014 is 2,510,951, giving a population density of
11,900/km2 (31,000/sq mi). The population of Bekasi City in the next 5 years, with a
historical growth rate of 2.83% per year, will increase to nearly 1.5 times more and is
estimated to become 3,152,760 people in 2020. Bekasi is a transit city.

Bekasis current population and projected growth continues to add strain on its road
networks. The city faces major traffic congestions every day. Connected by a major
expressway, a major rail network and secondary trunk roads, the citys network
infrastructure is no longer sufficient to support the increased number of commuters. for
the rail services limited stations and train frequency results in the system being under-
utilized and not a favourable alternative to the larger user group. Similar to other major
cities in Indonesia the present infrastructure network is not planned with future expansion
in mind resulting in any such efforts being either too costly or not practical.

It is in this context that an effective and efficient elevated light rail transit (LRT) system is
being proposed for the city of Bekasi as a green-field project.

Aeromovel Indonesia Consortium (promoter) represented by PPP Indonesia (PPPI) after

having signed a Memorandum of Agreement (MOA) with the Municipality of Bekasi to
jointly develop and operate an elevated Light Rail Transit (LRT) system for Bekasi, has
engaged Scomi to prepare a Feasibility Study for the same. It is the intention of AIC
when submitting this report to the City of Bekasi, identify the viability and feasibility of this
project proposal and when successful be considered the award of the project through a
concession agreement (Built operate transfer BOT). The project is to be implemented
under a Private Public Partnership (PPP) scheme as govern by the rules and regulation
of the State.

3
Bekasi Aeromovel Feasibility Study
 For the project to move forward a strong business and economic case only is insufficient
thus requires a credible feasibility study, funding and financing strategy.

This study covers analysing the various factors influencing the viability of such a project
and has taken into consideration current views and opinion from the industry players
where appropriate, the historical performance of the countrys economy, the local
economic climate, socio politics and other information related to infrastructure
investment. Notwithstanding the stated findings is summarized as the opinion of the
author only.

Synopsis

The objective of this study is to qualify the Consortiums proposal in implementing this
project. The primary goals of the project are to reduce the traffic congestion and to
provide a safe, efficient & reliable public transport system in Bekasi.

To achieve this, the project must not only meet its social and technical objectives, but
also be financially viable in lieu of the Consortiums requirement to fund this project as a
Private Funded Initiative (PFI) via the Private Public Partnership (PPP) approach.

The Feasibility Study also analysis the following:

Identify a list of hybrid funding options that is able to capture the larger macro
contributors the project is able to generate, while highlighting the key challenges to
their implementation.

Consider how the cash flows generated by these options contribute to the projects
debt servicing and shareholders return on investment. Minimize risk to the projects
substantial funding requirement and the extent to which debt financing is required.

4
Bekasi Aeromovel Feasibility Study
 The socio-economic benefits. Mega scale projects such as this will require both local
and imported resources. This project is expected to provide new employment
opportunities, support businesses and other indirect benefits which will further
enhance revenues to the city.

Promote the citys growth and development areas via public transport connectivity.
For this or any other public transport scheme to work effectively inter modal
connectivity is very important.

The viability of this project is viewed on the understanding that the Consortium is to
commence this project in year 2015 with construction and commissioning works
taking a period of 36 months for 3 sections. All 3 sections to be completed by 2018
as Bekasi will be the venue for Asia Games. Operation and maintenance of the
system will be by the consortium for the remaining 27years of the concession period.
The Consortium is responsible to provide financing for the entire project, in return it
will Operate, Maintain and collect revenues over a 30 (3+27) year period. The
expected capital investment is USD 180.2 million.

When preparing this report, we have worked closely with officers from PT PPP
Indonesia, PT Cakar Bumi Integrasi, PT Intiadhi Dwimitra Sejati (Aeromovel Indonesia),
Head of Operation for Aeromovel Taman Mini Indonesia Indah (TMII) as well as obtained
traffic and population data of Bekasi from reports prepared by BAPPEDA.

This will be the first time that the aeromovel as a system will be constructed as a public
transport project. One key observation for the promoters of the aeromovel is the need to
identify an endorsement body to regulate the construction and operational requirements
of this public system. A body that imposes regulatory standards (e.g. MOT) and provides
licensing (local government) for the operations of this system when constructed.

The government contributions to the project being considered in this study shall come
from Farebox guarantee and Transit Oriented Developments (TODs).

5
Bekasi Aeromovel Feasibility Study
 This report is structured as follows:

Chapter 1: The Need addresses the need, population growth, traffic volume projection,
alignment, catchment and ridership along the corridor.

Chapter 2: The Options analysis the light rail transit system, the vehicles, its system
and civil infrastructures.

Chapter 3: The Viability evaluates the financial side of the project, funding options
available, per capita income and ticket fare valuation.

Chapter 4: The Feasibility overall conclusion, assumptions and feasibility of the project
as well as a whole.

-end-

Project Cost:

Scope of Works USD

Aeromovel

Project Management & System Integration 12.0 mil

Prelims, Utilities Relocation, Consultant & 18.0 mil

Submission Fees

Civil Works (Stations, Guideway beam, Depot) 67.9 mil

Rolling Stock 11.2 mil

Systems (Signalling, Comms, PS&D, Switches, 49.46 mil

Safety)

Depot Equipment 18.5 mil

Automatic Fare Collection 3.15 mil

Total 180.2 mil

O&M for 27 years 74.0 mil

6
Bekasi Aeromovel Feasibility Study
 Introduction

Bekasi (Indonesian: Kota Bekasi) is a city in West
Java, Indonesia, located on the eastern border
of Jakarta within the Jabodetabek metropolitan region,
as such it serves as a bedroom and factory town for
Jakarta. The borders for this city are Bekasi Regency at
the north, Bogor Regency and Depok City at the south,
at the west is East Jakarta, at the east is Bekasi
Regency. It is Indonesia's most populated suburb. It
has an area of 210.49 square kilometres (81.27 sq mi)
and the 2010 population was 2,378,211, making it
Indonesia's fourth largest city, and second in West
Java only to Bandung. The latest official estimate (for
2014) is 2,510,951, giving a population density of
11,900/km2 (31,000/sq mi). Substantial urban areas
surround the city. It serves as a commuter
city for Jakarta, although it has notable trade, business
and processing industries. These are primarily clustered
in the area of Karawang. Bekasi City is divided into
12 districts ('kecamatan'):

Figure 1.1: Map of Bekasi City

Population
District
(2010 census)
West Belasi (Bekasi Barat) 272,557
South Bekasi (Bekasi Selatan) 203,654
Rawalumbu 208,334
Pondok Melati 128,934
North Bekasi (Bekasi Utara) 308,593
Mustikajaya 159,773
Jl. Tol Jakarta-Cikampek Medan Satria 161,162
Jatisampura 103,715
Jatiasih 198,444
East Bekasi (Bekasi Timur) 247,357
Bantargebang 95,845

Jl. Tol Luar

Table 1.1: Districts and Population of Bekasi City

7
Bekasi Aeromovel Feasibility Study
 The Aeromovel Feasibility Study of Bekasi
The study was conducted by analysing the following
aspects:
The Need
Project feasibility: The city of Bekasi as an
extension of Greater Jakarta, today serves as a
residential enclave with the larger population
commuting to work outside the city. With the citys
constraint road infrastructure, this city faces major
traffic congestions. This city is also connected with
a rail line, however the current running services
and limited stations is insufficient to relief and
distribute the traffic.
The socio-economic benefits:- this project will also
induce job opportunities, tax enhancement when
the city is able to provide amenities and benefits to
the people.
Promote the citys growth and development
areas via public transport connectivity.
The viability of this project is viewed on the
understanding that the Consortium is to execute
this project in year 2015 over a period of 36
months in 3 sections. All 3 sections to be
completed by end year 2018.
The Consortium is responsible to provide financing
for the entire project, in return it will Operate,
Maintain and collect revenues over a 3+27 year
period (3yrs for construction). The expected capital
investment is USD 180.2 million.
Project feasibility: the feasibility related to the
benefits gained from building the specified
aeromovel corridors in order to overcome the
estimated rise of demand in the future.
Technical feasibility: feasibility related to
governments readiness in managing the
aeromovel system on the specified routes, such as
all forms of licenses and other legal aspects, and
impacts toward society and local environment.
Organizational and human resource feasibility: the 2.
internal readiness of the local government in
developing its aeromovel project, both from the
side of organization and human resource.
8
Bekasi Aeromovel Feasibility Study
Operational feasibility: feasibility related to corridor
analysis, traffic capacity on aeromovel routes, and
aeromovel travel scheduling in accordance to
demands on the corridors lane.
Financial feasibility: feasibility related to finance for
the project. It covers calculation of investment funds
need to execute this project, estimation of
transportation service fare excepted by the public,
and calculation of financial ratios (IRR, NPV,
Payback Period).
Points Agreed and Substantive Goals
The report has also adapted pointers that have
been agreed in discussions between the promoters
and the authority. Points agreed regarding the
aeromovel system in Bekasi as follows:
1. The assessment framework must not only
comprise a study in terms of demand, but also
comprise substantive matters (not only demand
analysis, but also macro analysis). It has to have a
substantive perception that starts with:
a) The success of aeromovel realization as a
new symbol of Bekasi, Jakarta.
b) Understanding that the income will not only
origin from ticket sales
c) The impact of multiplier effect.
2. Based on this statement, the assessment
framework to study the primary data must be
practical and in accordance with the conservative
calculation and macro assessment.
3. Aeromovel is a medium-low capacity
(9000pphpd) mass transportation rail type vehicle
riding a hollow guideway (elevated train) above the
ground. The vehicle is driven by pressurized air
produced by power blowers located strategically
under the guideways. Operating as a complete
system with multiple train sets this aeromovel
system can transport up to 162,000 passengers a
day.
4. Planned as a feeder service the aeromovel
will function as a downtown transport, tourist
attraction, and public transportation with direct
connectivity to other intermodal transport services
such as the commuter, the planned LRT and the
intercity bus services.
5. The design of the aeromovel structures have
been carefully developed particularly the placement
of columns and structural foundations. Critical are
sections parallel to the waterway south of Harapan
Indah up to the Summarecon Bridge flyover. Along
this alignment columns are to be located along the
narrow embankments of the waterway.

These structures are to be constructed without

encroaching the road nor must the waterway and the
type of construction take into consideration ease of
future maintenance.

6. The system routing must maximize

integration with other transportation modes to make
traveling from one point to another easy and
convenient in Bekasi. This includes all types of
public transport city and inter-city.

Substantive Analysis that guides this report shall be

explained in further chapters. It shall be explained in
a chapter, which analyses intangible cost and
benefit calculation for the project. It is because that
the project shall be also evaluated in terms of
economic evaluation as well as their business
financial evaluation.

-end-

9
Bekasi Aeromovel Feasibility Study
The Aeromovel FS Framework of Bekasi
To meet the objectives, scope and expected outputs
from the Aeromovel feasibility Study of Bekasi
Province will use a development framework that
consists of eight series of activities as shown in
Figure 1.2. Every activity has its own objectives,
methodology, and outputs, where every activity in the
series supports one another, thus is expected to
create an informative and comprehensive feasibility
study.

Figure 1.2: The Aeromovel Feasibility study Framework of Bekasi

Overview of Study End of Report

area
YES

Transportation NO
Projection Feasible ?

Project Benefits Recommendations

and Conclusion

Project Specification Risk Analysis

Project Costing Funding Options

10
Bekasi Aeromovel Feasibility Study
 Chapter 1:
The Need

11
Bekasi Aeromovel Feasibility Study
 1.1 Population Growth
The population of Bekasi City in the next 5 years, 53.90426
2027
assuming a growth rate of 2.83% per year, will
increase to nearly 1.5 times more than the total 56.91294
2028
population of 2013 (Table 1.1). The population of
2,592,819 people in 2013 is estimated to become 59.92163
2029
3,152,760 people in 2020. Along with the economic
growth and income per capita that rises from year 62.93032
2030
to year, it has resulted in product and service
demands increase including traveling to work, Table 1.1 : Projection of Bekasi City Population in the
shops, and leisure places in town. Among the Year 2012-2020;
contributing factor is the high number of personal
vehicles on the road.

Percentage (%)
Years

2009

0.66
2010

4.46
2011

8.77
2012

11.78
2013

14.79
2014

17.80
2015

20.81
2016

23.82
2017

26.83
2018

29.83 Figure 1.1 and 1.2: People of Bekasi

2019

32.84
2020

35.85
2021

38.86
2022

41.87
2023

44.88
2024

47.89
2025

50.89557
2026

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Bekasi Aeromovel Feasibility Study
 1.2 Traffic Growth
This sub section presents graphs showing the 79.77 170.89
2028
volume of vehicles) on each type of vehicle being
surveyed. These data is used to find out about the 2029
81.76 178.03
traffic load on each year. The data was gathered on
five different observation periods and classified into 2030
83.75 185.16
two transportation modes.

Percentage (%) Table 1.2: Number of Public and Private

Vehicles by Type 2009 2013
Years
Public Vehicle Private Vehicle
The main types of land transportation in Bekasi city
consists of public vehicle and non-public vehicle.
2009 The number of Angkot (this term refers to
13.76 16.16 economical transportation which is a small car that
2010
operates only in the city and can stop anywhere) is
45.59 23.30 3.383 units in 2013; the number of other types of
2011
transportation also fluctuated during the same
47.58 43.99 period. The number of microbus is 496 units, and
2012
taxi is 7.312 units in 2013.
49.90 63.84
2013
Meanwhile, the volume of vehicles passing through
2014
51.89 70.98 toll booths in the city of Bekasi in 2013 there were
72.380.131 vehicles. It increases about 2.35 percent
53.88 78.12 compared to last year, and the increase is expected
2015
to continue for the next several years.
55.88 85.25
2016
The growth of the ridership can be tremendously
57.87 92.39
2017 supported by having localized feeder buses around
59.86 99.53
the station.
2018

61.85 106.66
2019

63.84 113.80
2020

65.83 120.93
2021

67.82 128.07
2022

69.81 135.21
2023

71.81 142.34
2024

73.80 149.48
2025

75.79 156.62
2026 Figure 1.3: Traffic Condition in Bekasi
77.78 163.75
2027

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Bekasi Aeromovel Feasibility Study
1.3 The Citys Connectivity

1.2.1 Bekasi City

Bekasi is located strategically being part of The proposed Aeromovel line shall act as
Greater Jakarta and surrounded by urban areas. secondary route to connect and integrate the
The primary focal points are: other main transit lines such as the railway and
LRT (planned to be constructed later).
Bekasi City is connected with expressways into
Jakarta, approximately 20 mins (11km) from 1.3.3 Future Public Transportation
Jakarta City Centre
Largely a residential area, the city is also seeing
Plan
growth of small industries and institutions.
The future plan is to build LRT line connecting
Majority of the population commutes to work
outside the city. West to East, includes 3 stations in Bekasi; in
Jatibening, West Bekasi and East Bekasi. The
plan below shows the comprehensive
transportation corridor planned for Bekasi.

Figure 1.4 Location of Bekasi City

1.3.2 Existing Transports

Rail

The existing railway line cuts across Center

Bekasi connecting Jakarta from West to the
remote East of the Java Island cities.

Road Transport

A major interchange transport network is also

serviced by road public transport of buses and Figure 2.5 Bekasis future transportation plan
taxis.

14
Bekasi Aeromovel Feasibility Study
 The Project Alignment
The proposed alignment route of Bekasi Aeromovel
has a total distance of approximately 12.0 km
starting from the northern side of Bekasi at
Harapan Indah housing development towards the
southern part ending at Kemang Pratama. The
alignment is proposed to have 17 stations located
at several key locations such as shopping malls,
stadium, government offices, schools, hospitals,
residential areas and integration with other public
transport systems.
Figure 1.6: Proposed Alignment for Bekasi Aeromovel
15
Bekasi Aeromovel Feasibility Study
a) Harapan Indah ST01
This station is located north of the city center where
new properties are being developed. The proposed
station location is integrated with a major busway
route for commuters to Jakarta. Connectivity and
ridership will have maximum benefits with the
connectivity to the busway.
It is observed that a number of properties in the
area remain vacant, a location ideal for planning of
the train depot.
Figure 1.7: Proposed location of Station Harapan Indah
b) Irrigation Route - Station 02 to Station 08
This section of the proposed alignment parallels an
existing waterway. To avoid lengthy land
acquisitions the embankments along the waterways,
property of the state, will be used to locate the
proposed structural columns.
When constructing the required columns the city is
able to use the opportunity to hard surface the
embankment as part the urban landscaping.
 Figure 1.8 The irrigation route
Key observations:
It is observed that the roads and access to the
irrigation zone is quite narrow (approx. 5-7m).
Access for heavy machineries and construction
work will be limited, coupled with road closures and
traffic volume may worsen the situation during
construction.
Careful planning, traffic management and
machinery access planning are required, such as
night time access, identifying alternative routes and
traffic diversions.
The damp conditions raises concerns on the soil
quality and strength for sub-surface civil works and
the associated costs for example requiring a
deeper foundation for the structures. Proper soil
investigation during pre-award and careful cost
planning is recommended.
Apart from the technical observations, our team
also recorded the presence of squatter settlements
along this section of the alignment. Care and
special attention must be given when working in the
area. Disruption to construction works may result in
higher cost claims by contractor.
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Bekasi Aeromovel Feasibility Study
Figure 1.9: The telecommunication Pylon
Between Station 3 and 4, a major obstruction was
identified, the presence of 2 electrical pylons and 1
telecommunication pylon as shown in the picture
above crossing across the proposed alignment.
The cables are located at approx. 10m from ground
level. A standard rail track or guideway structure
requires around 15m from ground level inclusive
clearance of 5m from the top of train for cable
maintenance works. The cost for elevating the 3
pylons should be taken into account during
planning and negotiations with the relevant
parties/authorities should take place as soon as
possible to determine the action required.
Aeromovel systems are normally built with
elevated tracks. For this particular section of the
alignment where the line runs parallel alongside the
waterway, other vehicle types will not have nor
share access underneath the system guideways.
It may be possible that manoeuvring the low
overhead structures the system guideways are
constructed lower to the ground along this section.
Overheads are identified to be PLNs Extra High
Voltage Power Transmission Lines (SUTET)
crossing at Rawa Bambu Bulak.
For further safety, a tunnel like structure can be
built on the tracks below the cables to act as a
Faraday Cage, further shielding the system against
effects of electrical induction and protection in the
event any of the cables above the tracks give way.
Optimum ridership:
Along the alignment some of the proposed stations
will be disconnected (no direct access) to road
level/pedestrian traffic. Such inconvenience will
deter passengers from using the system.
One suggestion to mitigate this is by constructing
extended covered walkways connecting the main
pedestrian thoroughfare to the proposed stations.
Another must is the consideration for flawless inter-
connectivity with all other public transport services.
Comprehensive planning by the authority for public
transport services and their service routes is
necessary to ensure maximum inter connectivity of
public transport services and prevent passenger
pinching.
17
Bekasi Aeromovel Feasibility Study
System performance:
Some stations are also located at low catchment
areas, such as at non-high density residential,
further from main road, public access and attraction
places.
A thorough review is required on the current
proposal to justify necessity of stations. Example,
stations 01 to 08 is spread along a length
approximately 5km of the alignment; resulting in a
station every 825 meters, relatively a short distance
for effective rail type networks. Reducing the
number of stations will not only reduce cost but also
the effectiveness of the system travel time. The
industry standard is to locate stations at least 1km
apart. This will enable other public transport
services to co-exist and support the entire system
of public transport in the city.
Relatively, stations can also be built post
commissioning of a network.
For example, Station 8 is identified to be at a low
catchment area at the moment, and hence can be
recommended to be constructed at a later stage
with provisions for basic structure and blowers to
be constructed in the initial stage.
c) Summarecon Station 09
The station is located near a new development
area called Summarecon Bekasi. Developed on an
area of over 240 ha, Kota Bekasi Summarecon is
designed as a compact and modern city equipped
with modern facilities to support the needs of large-
scale city dwellers, residents, citizens of Bekasi and
surrounding , ranging from commercial areas,
residential to public facilities. Summarecon Bekasi
will become the leading commercial centre for the
surrounding region and Bekasi. Once this
development is fully completed, it should promise
high catchment and ridership to the Aeromovel
system.

Figure 1.10: The illustration view of Summarecon
A road flyover is present at the Summarecon
junction whereby the guideway beam is required to
be elevated across the flyover.
Figure 1.11: The flyover highway at Summarecon
The Aeromovel guideway structure may need to be
elevated up to Tier 3, careful consideration will be
required to avoid the structures of the newly
constructed flyover to Summarecon City.
Our review identifies a potential TOD opportunity
to be exploited (refer to Section H, TOD Benefits)
18
Bekasi Aeromovel Feasibility Study
d) Bekasi Railway Station Station 10
Figure 1.12: Stasiun Besar Bekasi
Station 10 is located at the busiest railway station in
Bekasi. This station serves conventional passenger
and freight lines that connects the West and East of
Java from Jakarta through Bekasi and across to the
cities in East Java. There are plans to upgrade the
existing railway station to accommodate the
increasing passenger numbers.
Figure 1.13: Bekasi Railway route
The Aeromovel station is proposed to be integrated
directly with the railway station by constructing a
new mega-station with a potential TOD mall.
A key challenge would be carrying out the
construction works without any disruption to the
existing train operations.
 Recommendation is to conduct the construction
works during outside operation hours, such as after
midnight etc. The construction of this particular
station is in the projects critical path, highly
recommended to have a dedicated project
management team as well as to commence the
construction as soon as possible. A long 30m span
for guideway could be used to cross over the
existing railway catenary power lines.
This route passes through a number of shopping
malls namely Bekasi Cyber Park, Metropolitan Mall,
Mega Bekasi Hypermall, Giant Hypermart, Bekasi
Square Mall, Hotels and Living Plaza. Traffic
density is very high along the main trunk road Jalan
Achmad Yani. Strategic station placement is
important to ensure ease of access to passengers
and continuous ridership.

e) Kantor Walikota Station 11

Figure 1.14: Proposed location of Station 11

The proposed station is located nearby Kantor

Walikota and Bekasi Stadium. This is a key
landmark station being its location near the
government offices. The alignments central
business route starts from this station, flowing down
south towards shopping malls and hypermarkets for
approximately another 5km.

f) Main Business District and Proposed

Phases Station 12 to 14

Figure 1.15: Map view of Bekasi Business District

19
Bekasi Aeromovel Feasibility Study
Planning the alignment:
The entire alignment can be identified in 3 sections
for the ease of planning.
Section 1 as shown by the yellow line below has
a length of approx. 4.25km will start from Station 09
(Summarecon City) or Station 10 (connectivity with
railway station), passing thru Kantor Walikota,
central business district, shopping malls and ends
up at the other side towards the next residential
area Kemang Pratama.
Sec 2
Sec 1
Sec 3
Proposed Phases
Figure 1.16: Satellite view of Proposed Phase Line 1
Section 2 is identified from Station 01 (Harapan
Indah) to Station 08 (Irrigation Route) 5km
Section 3 is identified from Station 15 to Station
17 at Kemang Pratama 3.15km
20
Bekasi Aeromovel Feasibility Study
It is proposed to have an interchange facility at
the beginning and end stations of this route, i.e
Station 10 and Station 14.
To further ease the traffic grid lock, the local
government can enforce laws to limit traffic
accessibility to central business district, i.e only
public transport and motorcycles are allowed to
enter, or enforce toll charges for other vehicles.
Major crossing:
Between station 14 and 15, the alignment crosses
the Cikampek Toll Road, which has a crossing
distance of approximately 40-50 metres.
The Cable-stay Bridge construction is a proposed
solution to allow the relatively lightweight
Aeromovel tracks to cross the railway tracks near
the Cikampek toll road as well as the Bekasi
railway Station.
Among the benefits are:
- It doesn't require the construction of a support
column in the middle that may disrupt railway
or toll road traffic.
- It may be pre-constructed and then assembled
in situ, cutting the construction time and costs
allowing efficient and effective construction
within limited construction window.
g) Jl. Siliwangi - Kemang Pratama Station 15 Alternative option:
to 17
Another proposed alignment route would be to
continue along the main road Jl. Achmad Yani, Jl.
Cut Matia and Jl. IR H. Juanda, instead of going
south to Kemang Pratama.

The alternative alignment is as shown below. There

are quite a number of attraction places along this
route such as Lotte Mart, Gedung Serbaguna,
Trisakti School of Management, Kirana Sports
Center, Carrefour, Hotels, Sekolah Tinggi Bahasa
Asing and Rumah Sakit Umum (hospitals).

Figure 1.18: Jl. Siliwangi Kemang Pratama

The alignment goes along Jl. Siliwangi where there

Figure 1.20: Alternative alignment along Jl. Achmad Yani
are planned apartments and terminating at Station
17 Kemang Pratama housing area. The proposed
station is to be integrated with the Busway Feeder
Terminal. This last station also serves at least 3
schools in the surrounding vicinity.

Figure 1.19: Kemang Pratama Housing Area

21
Bekasi Aeromovel Feasibility Study
h) TOD Consideration

Potential Financed by Summarecon

Area: 8 ha (20 acres)
Plot ratio: 6
GDV: USD 573mil (sales price of USD109 psf)
Estimated Profit: USD 98mil
Cost of Land: USD 10.6mil

22
Bekasi Aeromovel Feasibility Study
 Chapter 2:
The Options

23
Bekasi Aeromovel Feasibility Study
2.0 The Aeromovel
2.1 The Aeromovel System & Operations
Figure 5.1: The concept of Aeromovel
Aeromovel is a passenger transportation system
that uses air propulsion for the movement of
lightweight, high volume vehicles. The above
picture depicts the simple principle of how
Aeromovel works, similar to an inverted sailboat.
Hence the name "AEROMOVEL" is derived from
the three terms that define the concept:
"Aerodynamic," "Movement," and "Elevated."
2.2 General Features
Aeromovel with its exclusive right-of-way and
comparatively short headways is designed to
carry up to 25,000 passengers per hour per
direction.
Acceleration and deceleration are smooth and
efficient; traction noise and vibration are
minimized; vehicle design speed can reach 80 km
per hour (50 mph) in urban applications.
Figure 5.2: The illustration of the infrastructure of
Aeromovel
The combination of pneumatic propulsion and
non-axle wheel design permits Aeromovel
24
Bekasi Aeromovel Feasibility Study
vehicles to climb steep gradients up to 10-12%
and traverse sharp curves with a radius as low as
25 meters (82 Feet)
2.3 Aeromovel Operations
Figure 5.3: Blower System of Aeromovel
Referring to the diagram above, Aeromovel
blowers propel air (under low pressure) through
a duct built into the guideway. The pressurized
air pushes a propulsion plate attached to the
bottom of the vehicle. This propulsion plate acts
like an upside down sail, propelling the vehicle
forward and helping to stop it when the air flow
is reversed.
The electric motors on the air blowers are sturdy,
completely independent units. Because the
purpose of these motors is to pump air, not drive
the vehicle, maintenance requirements are
minimal. The use of stationary air blower permits
optimum design of power plants in relation to
specific requirements for each route segment.
Major cost savings are obtained by appropriate
sizing of air blowers for each route section.
The blowers are controlled using air valves. All
four valves are required to be correctly
positioned to either push or pull the vehicles.
When they are all closed, the power propulsion
unit is in idle mode.
The blowers are able to do both push and pull of
the Aeromovel vehicle. This creates a redundant
propulsion system that enables twice the thrust
without applying any extra structural load to
neither the duct walls nor the propulsion plate.
Train coupling is possible but most of the time is
not required due to no propulsion equipment is
located on the train. Push, pull, or push and pull
principle will be used to rescue the stranded
trains. Manually pushing the trains are also
possible due to the lightweight body of the trains.
Passenger evacuation during emergency will be
done via the front cab-mask door. Passengers
able to walk along the track to the nearest station
as there is very low voltage on the tracks.
However, a Section Isolation Valve (SIV) is
installed along each guideway section allow the
operation of multiple vehicles on the same track
by allowing each of those vehicles to be
controlled independently by splitting the line
into propulsion sections.

Figure 5.6: Section Isolation Valve (SIV)

As shown in the picture below, SIV creates

pressure for suction as well as introduces
external air from outside the system to allow
train movement. Apart from that, the duct from a
single blower can be extended to allow push and
pull from the same blower.

Figure 5.4: Hollow guideway beam and aeromovel

bogie

The above cross section shows the Aeromovel

bogie on top of the running rails, connected to
the propulsion plate (sail) located inside the
concrete duct. A rubber seal is placed between
the sail plate and duct to ensure air-tightness
while in motion. Rubber is also used for the slot
seal in between bogie and the sail plate.
Operators in Taman Mini Indonesia Indah states
that the lifespan of these rubbers are Figure 5.7: Aeromovel Operations
approximately 5 years.
Basic operation of the Aeromovel system
between stations is shown below. Normally the
blowers are located at the stations and typically a
single blower is able to push a train up to
approximately 1km distance.

Figure 5.5: Aeromovel Blower Circuit

Vehicle control is based on dedicated propulsion

circuits. Acceleration and cruise speed is
controlled by adjusting the speed (revolutions
per minute) of each blower individually.

25
Bekasi Aeromovel Feasibility Study
 typical single car can carry up to 150 passengers
per car. Vehicle length is approximately 12.5
meters for a single car. Average design speed is
up to 80km/h.

The enclosed propulsion plate is rigidly attached

underneath the vehicle preventing derailment.

Steel wheels combined with lightweight vehicles

ensure reduced noise and vibration levels.

Figure 5.8: Aeromovel Stations Operations

Braking is achieved via reducing the pushing

force, pushing air from the opposite direction
and friction brakes at low speeds. During the
event of overshoot or undershoot at the stations,
the vehicle can be pushed or pulled into position
using the adjacent blowers.

2.4 Switches

Figure 5.10: Aeromovel Wheel System

Figure 5.9: Aeromovel Swtich Operations The vehicles will be fitted with roof mounted
HVAC units. These will provide maximum
Switches are important to allow movement into comfort at a minimum cost. The HVAC units and
depot and turning at end station tail tracks. The auxiliary equipment will be supplied VDC power
switching system is possible and similar to a through the steel tracks and steel wheel contacts.
conventional rail for the steel track section. On
the lower section, the air duct flow will be
controlled via valves installed to control the
power delivery to which beam section.

2.5 Vehicle

The vehicles design by not carrying any on-

board traction equipment and motors
contributes to its lightweight and simplicity. A
26
Bekasi Aeromovel Feasibility Study
2.6 CONTROL SYSTEM

The Aeromovel system is possible to operate in

fully automatic, semi-auto and manual operation
mode as previously experienced in TMII. Full
automatic driverless system uses tag readers
installed at each beam sections, which is
approximately a total of 140 tag readers in TMII.
Figure 5.10: Switching and interconnected route of
aeromovel System

Figure 5.11: Aeromovel Network Operations

Figure 5.9: Aeromovel TAG Reader

The automatic realization of these functions is

assured by the Automated Train Controller
(ATC) system that is composed by the following
sub-systems:
ATP - Automatic Train Protection.
Protection against collisions, excess of
speed, invasion of the train way, among
other danger situations;
ATO - Automatic Train Operation. Speed
control, programmed stops at the stations
and control of the doors, among other
operations of the same kind (usually, in a
non-automated transportation system,
these operations would be associated at
the train operator).
ATS - Automatic Train Supervision.
Functions of monitoring and adjustment
of the individual performance of each
train, in order to guarantee the schedule
of departures and arrivals of trains from
and to existing stations.
Fully automated system uses moving block
concept and controls the blower for propulsion
and braking. Operation is fully automatic. No
drivers are required on-board. High reliability
automation systems are used for protection,
control and supervision of the vehicle operation.
2.7 Communications
The design of the communications system shall
recognize the critical role of communications in
efficient and safe operation of the Bekasi
Aeromovel. During emergency cases, a reliable
communications system used by well-trained
personnel is on of the greatest asset to ensuring
prompt and effective action by relevant
authorities and all concerned.
The following communications functions shall
install and made available to passengers and
Bekasi Aeromovel Operations and Maintenance
staff:
public address announcements in all vehicles;
public address announcements on all station
platforms;
telephone system including passenger
intercoms on all station platforms
connecting all Bekasi Aeromovel operational
facilities; and
radio system for communication with trains
and mobile personnel.

27
Bekasi Aeromovel Feasibility Study
System Communication for Bekasi Aeromovel
shall mainly comprise of the following sub-
systems:
Passenger Information System (PIS)
Supervisory Control and Data Acquisition
System (SCADA)
Open Transport Network (OTN)
Radio System
Closed Circuit Television (CCTV)
2.7.1 Passenger Information System (PIS)
Passenger Information System is an electronic
information system which provides real-time
passenger information. It shall include both
predictions about arrival and departure times, as
well as information about the nature and causes
of disruptions. It shall use both physically within
a transportation hub and remotely using a web
browser or mobile device
PIS shall provide a powerful framework on which
telecommunications grade high availability voice
applications can be implemented. The solution
shall require various components such as
Amplifiers, PA equipment, and communications
and control devices to be installed at locations
where PA and DVA capabilities are required.
2.7.2 Supervisory Control and Data
Acquisition System (SCADA)
The SCADA shall be designed to provide real-
time remote monitoring and control of the
operation status of subsystems in stations, power
substations and depot, from the OCC. In
addition, the SCADA shall be able to monitor
alarms from fire protection system, equipment
rooms, stations facilities and communication
equipment. It shall design to be modular and
easily expandable with a high level of availability.
Failure of any component shall not compromise
the field equipment connected to it.
The SCADA shall base on an open system
configured to comply with established
28
Bekasi Aeromovel Feasibility Study
international standards for ease of future
expansions and replacement. It shall comprise of
computers, servers, workstations, remote
terminal units, modems and other equipment
and software based on state-of-the-art
technology.
2.7.3 Optical Transport Network (OTN)
Open Transport Network is a flexible private
communication network, based on the fiber optic
technology. It is a networking technology that
aims at transporting a number of communication
protocols over an optical fiber and is a mix of
Transmission and Access. This includes serial
protocols (e.g. RS232) as well as telephony,
audio, Ethernet, video and video-over-IP (via M-
JPEG, MPEG2/4, H.264 or DVB).
2.7.4 Uninterruptible Power System (UPS)
An Uninterruptible Power Supply (UPS) system
is proposed to provide essential power to all
critical communication equipment in the
passenger stations, Depots and OCC. Critical
systems and equipment requiring UPS backup
will be determined during the Preliminary
Design stage.
2.7.5 Radio System & Help Points
The Radio network shall consist of a fixed
wireless cloud that spans the length of the track
and mobile mesh units that sit in the cabin of
each rolling stock unit.
The radio is configured with 3 channels for
operation:
Mainline
Depot
Emergency

Figure 5.12: Train Radio system
2.7.6 Closed Circuit Television (CCTV)
The CCTV system shall design to operate
independently at station level and as a subsystem
at the whole aeromovel CCTV network. This
architecture is such that a Single station failure
will not affect operation of other aeromovel
station CCTV system and the whole CCTV
network. DVR shall install in each station and
link to OCC/DCC via OTN. Some stations shall
equip with one or two DVR(s) depends on the
number of cameras in station. CCTV server shall
install in the OCC/DCC. The server shall
configure as redundant in OCC. The CCTV
system shall integrate into SCADA system. The
SCADA workstation shall use to monitor and
control the CCTV and SCADA system.
Figure 5.13: CCTV
29
Bekasi Aeromovel Feasibility Study
2.8 Automatic Fare Collection
The proposed Automated Fare Collection (AFC)
system is the main revenue collection system,
which on purchase of tickets, check the validity of
these tickets when passengers are entering or
exiting the station, and accumulate sales and
passenger data.
Tickets are issued by the Ticket Office Machines
(TOM) at the Station Ticket Office located at the
unpaid area of the Stations. Checking ticket
validity is performed by the Automatic Gate
(AG). Data generated from this terminal unit is
sent to the Central Control Server (CCS) through
the Station Computer System (SCS). The CCS
then aggregates and report sales and passenger
data.
As implementation of a common ticketing system
for both the suburban rail and bus systems could
be a reality, the proposed AFC system has already
taken into consideration of the future integration
with other automated fare collection system.
2.9 Civil Works
2.9.1 Guideway Beam
The Aeromovels guideway consists of a pre-
fabricated box beam, which supports the track
and vehicles, and through which the air
circulates.
For rapid construction and minimum disruption
to surrounding activities, the guideway is erected
in pre-fabricated modular sections in pre
stressed concrete or steel, which may be readily
lifted into place by day or night.
Figure 5.14: Civil Construction of Aeromovel
System
30
Bekasi Aeromovel Feasibility Study
The elevated guideway can accommodate
gradients up to 12%, and tight horizontal curves
with radii as low as 25 meters.
The guideway shall remain safe and functional
under all design load conditions. The guideway
and track shall be designed to reasonably prevent
a train from leaving the guideway. End-of-line
buffers shall be provided to protect against train
overruns.
Passengers and public shall not have access to
the guideway. An emergency evacuation plan
shall be developed and implemented to ensure
the capability for safe and timely passenger
evacuation is provided under all conditions.
Access to the guideways shall be strictly
controlled. Maintenance personnel shall be
required to obtain authorization from the OCC
Supervisor before accessing the guideway.
The generic properties of the guideway are:
Box Girder, approximately 1 m3
reinforced concrete per meter @ 2.4
tons/m3, total approximately 360 tons
2 Rolling Stock full of passengers
approximately 70 tons
Steel Tracks @ 35 kg/m, approximately
10.5 tons
Other supporting steel structure/frame
approximately 200 tons
Total approximately 640 tons
2.9.2 Stations
The stations for Bekasi Aeromovel shall be
designed to the approved Railway Scheme and
requirements of the local authority building By-
laws.
Typical station designs are shown in figures
below. An island based station would be a good
option as it is normally cheaper and less space
consumption.

Figure 5.15: Typical Station Design
Station Access
Station access shall address the pedestrian
movement to ensure easy entrance identification
and direct accessibility. It normally comprises of
up and down escalators, stairs and elevators. As
the station locations are situated within the
busiest built up areas of the city, it is important
to identify the available space to locate the
entrance component in a manner that it will not
hinder pedestrian traffic on the existing urban
pedestrian path.
The stations shall be wheelchair/Disabled
friendly with provisions for lifts to be included.
Site Specific Considerations
Due the dynamic nature of the urban fabric, site
specific changes may be incurred especially
pertaining to access and egress elements.
Certain considerations have been made to allow
for access to stations but may be removed or
added as is necessary to the site. In areas where
there is an island on the road geometry,
provisions can be made to take advantage of this
and provide a singular access to the station.
31
Bekasi Aeromovel Feasibility Study
Architectural Image and System identity
Design Intent
In producing a suitable and contextually
correct architectural image the following
design objectives and intents have been used:
A modern architecture that incorporates local
architectural themes.
To create elements which are standardized
and modular enabling easy production of
component or building materials. Also
facilitating maintenance and replacement of
parts.
Usage of architectural language that results
in a design which is clean and uncluttered
while maintaining a certain degree of
detailing and richness. To create an
architectural concept and detail with an
enduring quality.
To establish a scheme which can coexist
along with the local context to the extent
possible
To create sensible details which are suitable
for extreme climatic conditions
Contextual Consideration
Therefore, the architectural treatment shall be
modern and forward looking translating the
ancient architecture feature in to the modern.
The building scale and treatment must reach a
harmonious balance with the surrounding
context. Faade element shall reflect clear
architectural intentions.
Aesthetic appearance and architectural
language
The proposal will emulate the dynamic ambiance
for the new Aeromovel system in more orderly
and controlled manner. The station is designed
to be more open and transparent to allow visual
connection from and to station. Various factors
have been developed with the desire to achieve
the following:
a. System Identity
b. Uniqueness of the aeromovel system / easily
distinguishable from other transport hubs
c. Line Identity
d. Uniform architectural style to strengthen
system identity
2.9.3 Depot
The Aeromovel system maintenance facility will
be provided at the Depot which will include the
following key elements:
Purpose-built maintenance facilities to
completely maintain the Aeromovel System in
the long term;
Workshops for the maintenance of trains;
Workshop for the maintenance of guideway
and station infrastructure including equipment
installations;
Equipment to be installed at the depots,
including tools and test equipment;
Facilities for Operations Control Centre
(OCC), administrative functions and depot
control;
E&M Systems building services;
Service facilities for personnel, including
canteen, shower and locker rooms;
Security arrangements.
The depot shall include the following:
Stabling lines for all trains
Daily inspection and train preparation in the
stabling area
Daily external cleaning of all trains
Daily internal cleaning in the stabling area
Transfer tracks
Monthly inspections/light maintenance of
trains
Heavy manual external cleaning of trains
Heavy maintenance, overhaul component
exchange and repair for all trains on all Lines
All infrastructure maintenance for all Lines
Component repair facilities
Depot control and administration
Power supply and general electrical supply
Primary and secondary spares storage and
distribution
32
Bekasi Aeromovel Feasibility Study
Functional Requirement and Facilities at
the Depot
On-line stabling concepts for trains have been
provided for stabling only as well as in
combination with short-turn facilities. These
designs also have at least two independent access
routes to the guideway.
Trains will be driven in the depot up to
maximum 25 km/h. Trains movements will be
authorized by workshop supervision through the
Depot Control Center (DCC). Depot control is
responsible for train movements in the depot
between entering the depots at a handover
section until leaving the depots to enter service at
handover section.
A section of guideway beam for testing of trains
after major work will be identified along the
mainline near to depot. Train washing plants will
be provided in convenient locations outside the
main depot building and without additional train
movements where possible.
In the depot a paint shop will be provided for
complete repainting of trains, with the necessary
facilities and equipment for preparation of body
work.
Likewise, the depot will contain a workshop and
storage areas as well vehicle track for
infrastructure maintenance vehicles, equipped
for self-propelled travel on the guideway for
inspection, repairs, and installation work.
Depot layout will be designed for internal train
movements without affecting the trains for
revenue service on the guideway.
2.10 Safety
Vehicles travel on an elevated and exclusive
guideway, eliminating grade crossing congestion
and accidents.
The propulsion concept has the intrinsic safety
feature of an air buffer between propulsion plates
which helps to prevent collision between
vehicles.
Vehicles cannot derail; propulsion plates inside
the duct are rigidly connected to the vehicles
bogie.
Automation includes redundant and high
reliability systems. Operation of vehicles is
supervised by an automatic train protection
system.
Dual propulsion and friction emergency brakes
are provided.
Emergency exits at both ends of the vehicle allow
easy passenger evacuation.
The guideway itself acts as a passenger escape
route.
Two-way communication between vehicle and
central control post is standard.
Friction brakes on the vehicle are not required
except for parking at stations and are essentially
redundant because the vehicles can be stopped
using the propulsion system alone.
Civil Structures
Civil works: All civil structures are to be
designed to last 100 years and requirements
for Quake Zone 4 (to refer local earth quake
standard).
Some stations should be potentially
convertible to TODs, advertisement boards
can be placed vehicles, pillars, stations and
isolated areas.
The stations shall be wheelchair/Disabled
friendly with provisions for lifts to be
included.
E&M Wayside Systems:
Communications: Basic Radio System, CCTV,
PA system and other basic systems should be
sufficient.
Power Requirements: 150kW for blowers
Signalling System: Basic driverless system.

2.11 Summary

After our review of the Aeromovel system

feasibility, the adequate system is to be operated
as follows:

Fleet size: 17 trains + 3 spares, to meet the

requirement of 1 station, 1 blower and 1 train.
No. of stations: Possible to reduce or
provisions build for future construction.
Train passenger capacity: 150 x 2 car train.

Vehicle
Car Life: Major component such as car body,
bogie frame etc shall have 30 years life with
scheduled maintenance of every 5 years or
when required.
Safety Requirements: Passenger Evacuation
shall be from exits at both ends of the vehicle
onto the guideway beam. The passengers will
then require to walk to stations or rescued via
fire brigade ladder.
Train to train coupling shall be considered for
situations requiring this method of rescue. A
work car can be proposed to assist with O&M
issues.

33
Bekasi Aeromovel Feasibility Study
 Chapter 3:
Viability

34
Bekasi Aeromovel Feasibility Study
3.0 Per Capita Income
Bekasis macro-economy are in industry, trade and
services. Those three sectors continue to contribute
greatly to the formation of the Gross Regional
Domestic Product (GRDP) GRDP data are usually
presented as time series data so that the
development of each sector can be evaluated
whether it decreases or increases

The Gross Domestic Product (GDP) per capita for

Bekasi is estimated at approximately USD 6,000.
Comparison against other ASEAN cities is shown
above. The graph also shows that Bekasi has the
highest GDP per capita compared to other cities in
Indonesia. The gross domestic product (GDP) is
Figure 3.1: Economic Growth of Bekasi City 2009 -2013 one of the primary indicators of a country's
(%) economic performance. It is calculated by either
adding up everyone's income during the period or
URAIAN
2010 2011 2012** 2013** by adding the value of all final goods and services
Description
(1) (2) (3) (4) (5) produced in the country during the year. Per capita
Pertumbuhan GDP is sometimes used as an indicator of standard
5.84% 7.08% 6.85% 6.81%
PDRB / GRDP of living as well, with higher per capita GDP being
interpreted as having a higher standard of living.
Table 3.2: GDP Projection and Per Capita Income of Based on the stated GDP per capita in Bekasi, the
Bekasi Residents Year 2010-2013
public would be able to allocate sufficient monthly
The data presented are from 2009 until 2013. at budget to spend for transportation and traveling.
current prices and at constant prices. Whereas
GDP in 2013 is very preliminary figure and the data
2012 is improvement figure. Based on data from
2009-2013 GDP economic growth patterns.

The economy of Bekasi City in 2013 grows slower

than in previous period. It is indicated by lower
economic growth rate comparing to the rate in 2013.
The Construction sector experienced highest
growth in 2013 (14,56 %). Service industries has
experienced the lowest growth in the economy. The
growth rate of this industry in 2013 was 6,23 % and
become lower in 2013, only 4,84 %.

35
Bekasi Aeromovel Feasibility Study
 LAPANGAN USAHA 2010 2011 2012** 2013**
Industrial Origin (%) (%) (%) (%)
(1) (2) (3) (4) (5)
1. Pertanian / Agriculture 0.86 0,82 0,77 0,73

2. Pertambangan dan Penggalian / Mining and Quarrying - - - -

3. Industri Pengolahan / Manufacturing Industry 42.25 41.44 41.21 40.73

4. Listrik. Gas dan Air Bersih / Electricity. Gas and Water Supply 4.06 4.20 4.27 4.31

5. Bangunan / Construction 3.65 3.74 3.,93 4.21

6. Perdagangan. Hotel dan Restoran / Trade. Hotel and Restaurant 28.59 28.86 29.20 29.59

7. Pengangkutan dan Komunikasi / Transportation and Communication 10.02 10.30 9.96 9.84

8. Keuangan. Persewaan dan Jasa Perusahaan / Finance. Dwelling and Business Services 4.18 4.25 4.32 4.37

9. Jasa-Jasa / Services 6.39 6.38 6.34 6.22

100.0
JUMLAH / Total 100.00 100.00 100,00
0

Table 3.3: Percentage Distribution of Gross Regional Domestic Product of Bekasi Municipality at 2000 Constant Price2010 2013 (%)

36
Bekasi Aeromovel Feasibility Study
 3.1 Ticket Price

Type of Transport Ticket Price per Passenger Price per km

Angkutan Kota (flat rate) USD 0.48 (IDR 6,500) USD 0.04
City Taxi (12km) USD 2.60 (IDR 35,000) USD 0.22
Railway (Bekasi-Jakarta; 17km) USD 0.70 (IDR 9,000) USD 0.04
Aeromovel (initial) USD 0.60 (IDR 8,000) USD 0.05
Busway BRT (flat rate) USD 0.44 (IDR 6,000) USD 0.03
Future MRT (16km) USD 1.00 (IDR 13,500) USD 0.06
Go-Jek (Speda Taxi) (min 6 km) USD 1.85 (IDR 25,000) USD 0.30

The table above shows the ticket price for various public transport modes in Bekasi. The highest
ticket price is the city taxi going at USD 0.22 per km. This is similar for most cities globally as taxis
having the highest fare charged. The rest of the public transport system has almost similar rate per
km which is between USD 0.03 - 0.05 per km. The current in-trend transportation Go-Jek is
charged at USD 0.30 per km.

However there are different trade-offs for different systems, such as low comfort level, punctuality
and availability. The Consortiums proposed ticket price of USD 0.60 or IDR 8,000 initial rate is
competitive with the tariffs charged by other modes of public transport at approximately USD 0.05
per km. The Aeromovel system offers better value for money given the high level of comfort
provided, air-conditioned, ease of access, high punctuality and availability.

The table below compares the ridership, fares vs operating costs, and fare costs per km between
urban train systems across Asia. From the table, maintaining higher ridership is important to
sustain the operation and covering the other expenses and costs related to the train system.
However some systems need to be subsidized as the fare box revenue cant cover high operation
cost shown in city of Bangkok and Seoul.

The Consortiums proposed ticket price of USD 0.60 or IDR 8,000 of approximately 12km is
competitive and comparable with the fares charged by other rail transportation systems across
Asia. However current fares vs. operating costs are yielding an extraordinary value.

37
Bekasi Aeromovel Feasibility Study
It is advised to refine the operation costs and include other factor such as refurbishment of the
trains, fleet expansion program and upgrading the system in incoming years to maintain the
readiness and operability of the Aeromovels in the future.

A factor to be considered is that the farebox collection shall form the primary source of repayment
for financing the project. Based on the calculations in Chapter 4, we find that the optimal average
ticket price recommended should be USD 0.75 or IDR 10,200 to ensure an acceptable rate of
return and payback period.

Ratio of
Operation
Ratio of fares to Length Max. Ridership fares to Averag Fare per
Commenc
operating cost (km) perday operating e Fare km
e
costs (USD) (USD/km)
KL Monorail 8.6 n/a 2003 0.61 0.071
72,000
BEKASI 12.0 127,150 374% 2018 0.74 0.050
KL Ampang Line 27.0 n/a 1996 1.02 0.038
150,000
Bangkok Subway 20.0 90% 2004 0.73 0.037
240,000
Bangkok Sky Train 26.0 600,000 143% 1999 0.76 0.029
Osaka (Hankyu
138.4 n/a 123% 1907 3.21 0.023
Railway)
Osaka (OMTB) 137.8 137% 1933 2.97 0.022
2,464,000
Tokyo Metro 195.0 170% 1927 1.45 0.007
8,700,000
Singapore (SMRT) 99.0 125% 1987 0.68 0.007
2,400,000
Taipei (MRT) 101.0 119% 1996 0.69 0.007
4,730,000
Hong Kong 218.0 186% 1979 1.29 0.006
4,552,000
SMRT Corp (Seoul) 152.0 n/a 71% 1970 0.65 0.004
Seoul Metro 135.0 81% 1974 0.46 0.003
9,800,000
Beijing Subway 527.0 59.50% 1969 1.56 0.003
9,278,600

38
Bekasi Aeromovel Feasibility Study

3.2 Funding Options
a) Farebox Collection
Revenues collected from ticket sales shall be
used to recover the project cost over a period of
time. Although it may take some time to recover
the total cost, some sections of the project can
be recovered through this method such as for
Rolling Stocks and certain wayside sub-
systems. This method is suitable for Design
Build Operate Transfer (DBOT) models.
Payback options can be done to the operator
through fixed payments based on completed
trips per direction, train availability or train
punctuality.
b) TODs
Stations with land areas, commercial potential
and strategic locations can be coupled with
Transit Oriented Developments (TOD). The
land and property values will increase multiple
folds once the area is served by rail transit.
Sales and rentals from commercial
developments shall be used to fund the civil
infrastructure cost such as stations, guideway
beams and integrated depot-commercial
buildings. Profits from sales can be used to
subsidize some cost of the project.
c) Annual Budget
Another funding option would be through
annual budgets allocated by the local/federal
government for the public transport
development and upgrade. The funds can be
utilised for other project components which are
not directly related to TODs and farebox
collections. The amount of funding available
from this option depends on the policy, priority
and allocation by the local government, but
normally it is limited due to other pertaining
priorities to other sectors. The citys
Transportation Plan will also affect the
availability of this fund.
39
Bekasi Aeromovel Feasibility Study
d) Bank Loans
Loan from banks shall also be explored.
However several factors need to be considered
such as the % interest rate, payback period, tax
incentives,
e) Taxes
The government can implement the
infrastructure/transportation tax in the ticket
price that again will be used as funding for the
project. The tax imposed shall be returned to
the fund either in 100%, 50% or any amount as
agreed and negotiated with the government.
f) Infrastructure Bond
Infrastructure funds provide the opportunity to
invest in essential public assets, such as toll
roads, airports and rail facilities.
They are often attractive to investors looking for
predictable returns, as infrastructure projects
are typically characterised by low levels of
competition and high barriers to entry. Some
have the prices they charge subject to
government regulation, with price increases
requiring approval.
Infrastructure funds are managed by specialist
fund managers, who make investment
decisions on behalf of investors. Returns from
infrastructure funds usually combine capital
growth and dividend income in varying
proportions.
In growth-orientated infrastructure funds, there
may not be stable income in the near term but
the fund seeks to achieve capital growth in the
medium term. Infrastructure funds that generate
steady income streams tend to invest in more
mature assets
 Chapter 4:
Feasibility

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Bekasi Aeromovel Feasibility Study
4.1 Assumptions & Financial Calculations
4.1.1 PPHPD and Headway Assumptions

The following are general assumptions for the feasibility analysis:

1) Max. train capacity is 162,562 calculated at 2 min headway.

2) Concessionaire period is 3 + 27 years.
3) There will be 5% ticket price increase every 5 years.
4) The average daily ridership shall be calculated as an average from the peak (6 hours) and non-peak
(11 hours) operation hours.
5) The farebox shall be calculated based on average fare at USD 0.75 (IDR 10,200).

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Bekasi Aeromovel Feasibility Study
 Project Cost Breakdown
Scope of Works USD

Aeromovel

Project Management & System Integration 12.0 mil

Prelims, Utilities Relocation, Consultant & 18.0 mil

Submission Fees

Civil Works (Stations, Guideway beam, Depot) 67.9 mil

Rolling Stock 11.2 mil

Systems (Signaling, Comms, PS&D, Switches, Safety) 49.46 mil

Depot Equipment 18.5 mil

Automatic Fare Collection 3.15 mil

Total 180.2 mil

O&M for 27 years 74.0 mil

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Bekasi Aeromovel Feasibility Study
Scenario 1 assumptions for the feasibility analysis:

1) The average daily ridership shall be calculated as an average at 78% from max capacity,
equivalent to 127,150 pax per day.
2) The farebox collection is calculated based on average ticket price spent by the
passengers, which is USD 0.75 (IDR 10,200).
3) Based on 127,150 ridership, capacity projection is Year 1 50%, Year 2 70% and
Year 3 onwards 100% for 30 years period.
4) We assume limit is achieved when LRT line comes into service.

The calculations from the above assumptions yield the figures below:

10,200 Rupiah
Average ticket price assumption
0.75 USD
Price increase 5% every 5 years
System Max. Capacity 162,562 pax/day
Maximum daily ridership applied @78% 127,150 pax/day
50% year 1
Projected capacity on ridership 70% year 2
100% year 3 onwards
Debt Tenure 8 years

Project IRR 13%

Equity IRR 18%
Project NPV 'USD 43,145,530
Equity NPV 72,384,972
Debt Service Coverage Ratio 1.41
Project Payback period 8.51
Equity Payback period 8.47

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Bekasi Aeromovel Feasibility Study
4.1.5 Conclusion and Moving Forward

1. We assume that financial institutions are able to finance the project up to 70% with
interest rate of 4%. i.e. 70% x 180.2mil = USD126.1mil.

2. We propose some form of local governments participation (not necessarily in cash) to

provide added confidence to investor and lenders.

This participation can be realized via:

TOD offset
Concession period of at least 40 years
Advertisement rights
Leasing options

3. To allow fare adjustments of 5% every 5 years starting at IDR 10,200 end-to-end per
trip.

4. To implement better management of existing public transport i.e re-routing Angkot as

feeder to Aeromovel line.

5. The government contributions to the project shall come from Farebox guarantee and
Transit Oriented Developments (TODs).

6. To form a Special Purpose Vehicle (SPV) company consist of the local government and
the Consortium to execute the project.

7. Possible early exit of private investor and transfer of assets in entirety to local
government with continued recurring income.

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Bekasi Aeromovel Feasibility Study
4.1.6 Risk Assessment

Risk that required due considerations are detailed as below:-

No. Description
1 Economy, Social and Politics
2 Government Approvals and Regulations
3 Foreign Exchange Rate
4 Systems Technology
5 Financial Banking Regulations, Interest Rates
6 Funding Facilities
7 Government SOE and Contribution TOD
8 Consortium Partners Due Diligence
9 Traffic Study
10 Light Rail Transit Future
11 Alignment
12 Ticket Pricing
13 O&M
14 Human Resources
15 Spares and Warranties

Risk Mapping

The identification of risk above is classified according to most likely impact the project as
below:-

Impact Catastrophic V 10 2 1, 5 7, 12
Significant IV 9 3, 6, 13
Moderate III 11 4, 15
Minor II 14 8
Insignificant I 2
Unlikely Moderate Likely
Probability Low I II III IV High V
Table 4.1: Risk Map

From the mapping above, the risks are further classified to identify the mitigation actions
required:-

High Transfer Avoid / Prioritization

3, 5, 7, 8, 9, 10 1, 2, 6,
Impact Retain Control
11, 14, 4, 12, 13, 15
Low
Low Probability High

Table 4.2: Risk Mitigation Map

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Bekasi Aeromovel Feasibility Study
Risk mitigation action

Risk
Mitigation Actions
nos.
Monitor close rapport with ministries, presidential decrees via social persuasion
1
and negotiation
Qualify government policies and regulations favourable throughout the concession
2
period
Include Authority and banks to counter balance the forex effect to favour the
3
concessionaire
To qualify the systems have 'proof of concept' and international-licensed agencies
4
certifications

5 Utilize Interest Rate Swap and/or Export Credit Agency ECA

Investors and banks to understand and confirm full commitment funding the
6
project throughout the funding period
Government must contribute via strategic TOD and presence in the concession
7
committed as public purpose project

8 To do detail due diligence on the consortium partners to limit liability exposure

Authority DisHub traffic report and foreign endorsed review report to certify
9
viability of ridership and catchment
Authority DisHub traffic report and foreign endorsed review report to certify
10
viability of ridership and catchment
Due diligence with Authority Land Dept. to check land status, ownership,
11
partnership with landowner, land value before/post development
Compare pricing with other local transport modes and similar modes i.e. LRT in
12
other countries to be on par to justify to government and banks
To qualify from actual O&M costing from similar aeromovel systems in Brazil, and
13
compare to other LRT O&M costs and revenues
Training and Retaining staff, transfer staff from railway KAI, expats for key
14
positions
Warranties, parts and funds allocation at least 5% of total asset and lock-in
15
service works contract up to 3 years post-DLP

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Bekasi Aeromovel Feasibility Study
4.1.7 Conclusion
The provisions of DisHub Traffic report around Bekasi projected to 2030, and UniAsia report on
Indonesia Railway 2014, validate the need to upgrade and improve the railway and introduce
light rail transit systems infrastructure in Indonesia.

The system provider, Aeromovel Indonesia and Aeromovel Brazil are responsible to provide
proof the system is fit-for-purpose for public use.

The project initial costing of USD 180.21 Million is a manageable sum for banking institution to
consider favourably for funding with a definite time limit to complete by 2018 Asia Games.

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Bekasi Aeromovel Feasibility Study
 Disclaimer

This document contains information obtained or derived from a variety of third party

sources as indicated within the document. Scomi has not sought to establish the

reliability of those sources or verified the information so provided.

Should any person other than the intended parties obtain access to and read this document, such

persons accepts and agrees to the following terms:

1. The reader of this document understands that the work performed by Scomi

was performed in accordance with instructions provided by the Consortium,

and was performed exclusively for their benefit and use. The document

may therefore not include all matters relevant to the reader. The document

is provided for general guidance only and does not constitute investment or

any other advice.

2. The reader agrees that Scomi accepts no liability (including for negligence) to

them in connection with this document.

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Bekasi Aeromovel Feasibility Study