Workshop on Systems Analysis Summary Report (1984) / Chapter Skim
Currently Skimming:
'INDONESIAN PRESENTATIONS, WITH COMMENTS BY NRC PANELISTS'
'INDONESIAN PRESENTATIONS, WITH COMMENTS BY NRC PANELISTS'
Pages 11-74
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 13... ...
The preliminary study of a waste collection and transportation system and the preliminary design for a waste incineration plant for Central Jakarta described in this report constitute part of the Study of the City Development System, conducted by BPPT's Directorate for Systems Analyses, in cooperation with the Special Government of Jakarta. (Jakarta is designated as a Special Capital Area and divided into five mayoral districts, i.e., Central Jakarta, Northern Jakarta, Eastern Jakarta, Southern Jakarta, and Western Jakarta.)
|
From page 14... ...
1981 1,200 270 1985 1,400 300 1995 1,900 400 2005 2,300 470 As discussed and considered in the BPPT study, this waste consists only of domestic solid waste and similar waste from residential areas, offices, shopping centers, market places, and street cleaning. Composition and Characteristics of Solid Waste in Central Jakarta The BPPT study conducted in 1981 found out that 80 percent of solid waste from Central Jakarta consists of organic matter with the following characteristics (see Annex C)
|
From page 15... ...
Because of these influences, the water content will decrease, the amount of combustible matter will increase, and the density of solid waste will decrease, leading to an increase in the heating value. Such a trend thus has good implications for the basic materials of a waste incineration plant (see Annex D)
|
From page 16... ...
An Improved Waste Collection and Transportation System An improved waste collection and transportation system is also needed to ensure a continuous supply of waste to a waste incineration plant. To support this effort, six models of waste collection and transportation systems have been developed in the BPPT study.
|
From page 17... ...
Solid waste from Central Jakarta meeting these conditions can reach the required temperature during normal operation without the assistance of additional fuel. If the waste incineration plant is established in 1983 and commences operation in 1985, with 20 years of service life, the plant will be operational up to 2005.
|
From page 18... ...
Waste Incineration Comparative Factor Plant Sanitary Landfill • Waste composition Nixed waste Mixed waste • 20-year operation 5,475 working days 6,240 working days period • Amount of waste that 7,884,000 t 8,985,600 t can be disposed of in 20 years • Land area required 3.5 ha 297 ha • Average transport 15 km 21 km distance • Possible pollution -In air -Surface -Slag -Strong odor • Revenues Electrical energy None • Specific cost per Rp.
|
From page 19... ...
12,412 per ton of waste. • Based upon Central Jakarta's projected waste production in 2005, the WIP will consist of four incinerator units, having a waste capacity of 20 t/h/unit, to be constructed in two stages.
|
From page 20... ...
, DKI Jakarta and Central Jakarta Annex C Waste composition and characteristics, Central Jakarta, 1981 Annex D Waste specification, DKI Jakarta and Central Jakarta Annex E Technical data in the models of the waste collection and transportation systems Annex F Operational costs of the waste collection and transportation models Annex G.I Evaluation of location based on planning and environmental considerations Annex G.2 Evaluation of location based on economic considerations, and the results of the location evaluation Annex H Increased operational costs of and revenues from waste incineration Annex I Waste incineration plant: investment, operational costs, and revenues Annex J Operational costs of the waste incineration plant over the period of operation
|
From page 21... ...
, OKI JAKARTA AND CENTRAL JAKARTA in ) Nomxrud aisvM
|
From page 23... ...
6,152.00 4,501.00 5,326.00 SOURCE: BPPT (1981) Brief Study of Waste Composition and Characteristics in Central Jakarta.
|
From page 26... ...
SPECIFIC COST (Rp/ton) 105.037,200 16,037 95,142,000 14,529 88,473,000 13,503 84,056,000 81,322,000 12,829 12.412 93,567,000 14,281 ROTE: Everv operational coat ia calculated ac .000 people)
|
From page 27... ...
Wind direction in the rainy season 8 16 8 8 4. Others 5 10 10 10 Air pollution before the waste incineration plant opens 1.
|
From page 29... ...
106) YEAR 1982 1987 1992 1997 2002 COST COMPONENTS 1 Investment 5 ,496 5 ,496 5 ,496 5 ,496 5 ,496 2 Fixed + variable cost 1 ,383 2 ,227 3 ,587 5 ,777 9 ,304 .
|
From page 30... ...
Distribution Ton/Year MWh/Year 400,000 80,000 400,000 80,000 400,000 80,000 INVESTMENT - Mechanical - Electrical - Building Rupiah Rupiah Rupiah 24,292,000,000 5,258,000,000 10,757,000,000 24,292,000,000 5,258,000,000 10,757,000,000 24,292,000,OOO 5, 258, OOO.OOO 10,757,000,000 Installation Cost - Land - Study & Supervision - Loan Interest Rupiah Rupiah Rupiah Rupiah 40,307,000,000 1,955,000,000 4,000,000,000 2,400,000,000 40,307,000,000 1,955,000,000 4,000,000,000 3,600,000,000 40,307,000,000 1,955,000,000 4,000,000,000 4,800,000,OOO TOTAL INVESTMENT Rupiah 48^662^000^00 49J962J000^000 51,062^00^000 3. OPERATION COST Capital Cost Fixed Cost Rp/year 4,233,594,000 5,495,820,000 6,842,308,000 - Machines 3Z/yr - Elec.
|
From page 31... ...
- 31 ANNEX I (continued) Interest Rate 6Z/Year 92/Year 12Z/Year 4.
|
From page 32... ...
- 32 ANNEX J OPERATIONAL COSTS OF THE WASTE INCINERATION PLANT OVER THE PERIOD OF OPERATION ii D net npcnitjnn costs V cap1t.i! costs Constant A trait oprration costi (fli « ciirrrnt costs » 10 \ ».«)
|
From page 33... ...
Where the number of variables is small, arithmetic and human judgment are sufficient. Systems analysis can assist in optimizing vehicle usage, crew size, and routing; locating transfer points; selecting process and disposal methods including site selection; and testing policies and decision criteria before implementation.
|
From page 34... ...
Functions in which systems analysis can offer maximum results are: • Refuse collection -- crew size in relation to vehicle type and size • Selection of transport, process, and disposal methods, including sites and size of operation • Determination of types, sizes, and locations of containers • Allocation of vehicle routes. The successful implementation of new systems may require pilot programs to test systems and train personnel as well as incentives -- financial, fringe benefit, status improvement -- to employees to accept new and more efficient methods.
|
From page 35... ...
This study of public transport in the Eastern Corridor of Jakarta is but one of the studies conducted by the Transportation System Study Group, under BPPT's Directorate for Systems Analyses. As only a preliminary study, it will serve as the basis for a subsequent study of the entire public transport system, including an improved bus service system in the Eastern Corridor.
|
From page 36... ...
Purpose of the Study The purpose of this study of public transport in the Eastern Corridor is to try to solve the main problems it faces from day to day such as: • Inadequate space for passengers using public transport, especially during the morning and afternoon peak hours • Lack of direct routes (without having to change vehicles) from place of origin to destination for passengers using public transport • Need to satisfy the rising demand for public transportation service, especially main road transportation.
|
From page 37... ...
- 37 Eastern Corridor Terminal 1.J1 Senen Raya 2.J1 Pasar Senen , 3.J1 -Kramat Raya 4.J1 Sa1emba Raya 5.J1 Hatraman Raya 6.J1 Jatinegara Barat 7.J1 Jatinegara Timur , 8.J1 Otto Iskandardinata 9.J1 Dewi Sartika FIGURE 1 DKI Jakarta area map and the location of the Eastern Corridor.
|
From page 38... ...
Alongside the Salemba Raya, Kramat Raya, and part of Senen Raya roads are public facility buildings. Buildings or locations that are well known along the Eastern Corridor and often used as points of reference are: The Finance Ministry at Lapangan Banteng The shopping center at Senen The University of Indonesia complex at Salemba Raya St.
|
From page 39... ...
- 39 1 9 O J3 M M I > > M M Ml 3 M > | M MM | & § > M •Q CO c .0 B u .rl Jg | M M M 1 > > M i M I-l jg M M I M > 1 M .H B VI M > .-4 -H 14 c» X SS S I A «"HI V a « VI 4 4 60 4 4 4 B r-< 4)
|
From page 40... ...
- 40 Unplanned Residential area Planned Residential area Public building Commercial area FIGURE 2 Existing land use along the Eastern Corridor.
|
From page 41... ...
Using data from previous studies, it has been established that daily trips taken in the Eastern Corridor in 1978 rose to 20 percent of all dally trips taken in Jakarta. Based on the 1978 figures, it can be estimated that the number of daily trips taken in the Eastern Corridor in 1980 was 667,800 using public transport and 546,380 using private cars.
|
From page 42... ...
Figures 8 and 9, which show the density of passengers on public transport vehicles on every main road, were compiled according to the direction traveled and divided in half, for peak and off-peak hours. Arrival of Vehicles on Each Road and Headway Table 5 shows the number of arrivals of city buses, microbuses, and opelets/microlets on each road.
|
From page 43... ...
40) and Opelet/Microlet Direction City Bus Opelet/Microlet Peak Off-peak Peak Off-peak North South -19 0 +2 4« -1 -5 -1 -3
|
From page 44... ...
- 44 i i! 530 fl m i FIGURE 3 Number of public transport routes in the Eastern Corridor.
|
From page 45... ...
: ''? "L APANGAN ~ BANTENG'- TEHMINAL" '« OLILITAN'-TERMINAL' -:' K A MPUNG" ' ME L AYU TERMINAL " i '• • « n 'a n ' s « n » » 20 21 72 a BUS STOP NUMBER FIGURE 4 Space available in public transport vehicles during morning peak hours, northbound.
|
From page 46... ...
» » x a a * TS » 77 BUS STOP NUMBER FIGURE 5 Space available in public transport vehicles during morning off-peak hours, northbound.
|
From page 47... ...
-...:_L ' LJ_Q P E LET. «KAMPUN(5 MELAYU TEnMiNAL -20vnn BUS STOP NUMBER FIGURE 6 Space available in public transport vehicles during morning peak hours, southbound.
|
From page 48... ...
.-... _ J OPELET .' "T4 -~"LAPANGA'N' BANTENG TERMINAL T'CILILITAN 'TERMINAL'1 "O " ' «" KAMPUNG ' MELAYU-" TERMINAL'' -r I 1 3 4 | • ff ft V • • • • • • V • • • • • • U 1^ BUS STOP NUMBER FIGURE 7 Space available in public transport vehicles during morning off-peak hours, southbound.
|
From page 49... ...
of CM in rH cn H in cT CM VO &> en c TT O, C ft) H CTN m 4-J i -- | af FIGURE 8 Passenger density of buses and opelets/microlets traveling on seven main roads during morning peak hours.
|
From page 50... ...
s. U FIGURE 9 Passenger density of buses and opelets/microlets traveling on seven main roads during morning off-peak hours.
|
From page 51... ...
267 238 -- -- 584 667 V 401 339 403 384 1,254 1,410 VI 422 339 -- -- 727 746 VII . ~ ""• 3 9 585 593 Main Road, Southbound VII 205 218 -- -- -- -- VI 232 200 -- -- 756 641 V 283 256 -- 605 626 IV 243 263 -- -- 636 665 III 420 435 452 433 1,282 1,418 II 415 422 -- -- 611 612 I -•w 3 9 534 558 Passenger Waiting Time Length of waiting time is the time needed for a prospective passenger to get on the public transport vehicle of his choice, counted from the time the prospective passenger arrives at the bus stop.
|
From page 52... ...
CONCLUSIONS Based on studies, observations, and interviews related to public transport -- city buses, opelets/microlets, and microbuses -- it can be concluded for the case of the Eastern Corridor that the rise in demand for public transport service is not being met by the number of public transport vehicles providing the service. This is especially noticeable in the demand for city bus service during peak hours.
|
From page 53... ...
City bus Cililitan- 38' 5" 35 '45" 19 21 11.96 Lapangan Banteng Pasar Minggu- 12 '44" 11' 5" 20 23 4.20 Opelet/ Kampung Melayu microlet Kampung Melayu- 24' 2" 24 '12" 18 17 7.00 Senen Traffic Cililitan- 26' 17" 21 '24" 27 33 11.96 flow Lapangan Banteng Southbound City bus Lapangan Banteng 35 '15" 37 '50" 21 19 12.05 -Cililitan Senen- 17' 5" 19 '42" 18 16 5.10 Opelet/ Kampung Melayu microlet Kampung Melayu- 11 '55" 12' 20 21 4.20 Pasar Minggu Traffic Lapangan Banteng- 25 '24" 22 '26" 28 32 12.05 flow Cililitan SOURCES : BPP Teknologi Observed; DKI Jakarta, DLLAJR, Travel Time Study Kota Jakarta 1979.
|
From page 54... ...
One infrastruetural change might be widening the roads in a few areas in the Eastern Corridor. REFERENCES Special Government of Jakarta.
|
From page 55... ...
From an economic point of view, the transport of people related to production and consumption processes is economically far more costly than most goods transport, primarily because of the perishability of the commodity being conserved -- human time and effort -- as well as considerations of comfort and safety. At the same time, the condition of the transport system in relation to all other aspects of production and consumption has a very powerful influence on the well-being and comfort of the residents of the metropolitan region.
|
From page 56... ...
The most elementary system in transportation analysis, if not a single link, is at most a corridor of movement. Here one encounters all of the behavioral problems of individuals utilizing and participating in the flow of movement, the conflicts of different modes of travel, and the potential conflict between corridors at points of intersection.
|
From page 57... ...
An exception to this, however, could be noted in the event that a large entrepreneur or government office was considering a new establishment on currently vacant land and had to take into account the impact that the load it will generate would place on the transportation system. In general, it is assumed that individual decision makers behave as if their activities would not affect the system.
|
From page 58... ...
The decision about where to shop, for example, will depend on the distance and attractiveness of various shopping facilities. With an increase in family income and mobility, households will frequently make a smaller number of trips using an automobile, a jitney, or a borrowed car to larger shopping centers that provide lower prices and greater selection of commodities.
|
From page 59... ...
Frequently, the types of behavior sketched above are not well understood and some socloeconomic study of them becomes necessary. This kind of study is an underlying activity of the metropolitan transportation studies that have been conducted in the United States, but it is not clear that these extensive survey methods are necessary for the types of problems faced in a typical Indonesian city, or indeed for some of the problems faced in American cities.
|
From page 60... ...
The most important focus in transportation analysis is on the utilization of transport systems by household decision makers. The three processes of trip generation, choice of mode, and choice of destination (also called trip distribution)
|
From page 61... ...
In this process a number of cordon lines and screen lines are set up in the metropolitan region, and counts are made of vehicles and passengers crossing them, together with roadside interviews of sampled individuals. In heavily congested situations the sampling and interviewing are very difficult, and in any case the amount of information that can be elicited in such an interview is always much smaller than what can be discovered in a household or establishment survey.
|
From page 62... ...
- 62 households and businesses in response to economic pressures is not well understood, and these matters cannot be well understood if data regarding them are not collected in a household survey or other analysis. AN OVERVIEW OF TRANSPORT SYSTEM ANALYSIS What has been sketched thus far lays the basis for a systematic evaluation of transportation improvement proposals.
|
From page 63... ...
. The flow model that has been designed for rice will help Indonesian policymakers evaluate the impact of a wide variety of program alternatives by simulating the impact of food policies and new technologies and determining the optimal policy.
|
From page 64... ...
-- Non-KUD -- National Logistic Agency (BULOG) -- Private processor Wholesaler -- Retailer Private household Farmer household Civil servant -- Hotel Restaurant Other services • Kinds of commodities Wet stalk paddy -- Dry stalk paddy -- Dry Gabah Menir (brewer rice)
|
From page 65... ...
Producer subsystem 1.1 Irrigation type 1.2 Crop pattern 1.3 Technology level 2. Assembler subsystem 2.1 Commodity 2.2 Ownership 2.3 Integration 2.4 Technology level 3.
|
From page 66... ...
. TABLE 1 Examples of the Producer and Assembler Subsystem Descriptions Producer Subsystem Description Assembler Subsystem Description Irrigation Type Crop Technology Pattern Level OwnerCommodity ship Integra- Technology tion Level Not irrigated Technical Ricerice Ricemaize Low Medium High Low Medium High Rice Private Assemble Low only Medium High Private Pre- Low harvest Medium assemble High
|
From page 67... ...
Consumer subsystem 5.1 Daily consumption 5.2 Food expenditure 5.3 Percentage of total food expenditure spent on rice. This set of performance indicators represents the major measure of performance for each subsystem, and each subsystem description component is measured in terms of each performance indicator.
|
From page 68... ...
The descriptions, quantification, and linkage among institutions; decision criteria; and the action taken by decision makers to change the mix of subsystem components that affect the performance indicators cannot be evaluated by this flow model, however. Because this model will be used to assess the impact of government programs (policies)
|
From page 69... ...
- 69 INSTITUTION AFFECTS THE DECISION CRITERIA THAT INFLUENCE THE I ,_ i r_,_^ MIX OF SUBSYSTEM COMPONENTS WHICH CHANGES THE r I .-_„_ PRODUCTION SUBSYSTEM DESCRIPTION ASSEMBLY SUBSYSTEM DESCRIPTION WHICH IS MEASURED BY THE PROCESSOR SUBSYSTEM DESCRIPTION PERFORMANCE INDICATOR r -- i i _"1 _-i FIGURE 2 A schematic of the general model.
|
From page 70... ...
1979. Indonesian Food System Manual Analytical Framework.
|
From page 71... ...
Timeliness refers to the availability of the information relative to when the decision maker needs the information. And, finally, cost refers to the cost in terms of money and staff effort required to generate the information.
|
From page 72... ...
MODELING A FOOD SYSTEM The mechanisms of systems analysis have been developed around the world to the point that almost anything can be done analytically, given time and money. However, can a single systems analysis model that will respond to all the needs for information by decision makers be developed for an area as complex as the Indonesian food system?
|
From page 73... ...
A CAVEAT An outsider can be of only limited help in the development of a systems analysis study of the Indonesian food system and only at certain stages of the study, in particular, the stage during which one learns what it means to undertake a systems analysis. Another is assisting with the selection and application of appropriate analytical techniques.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.